5thr~ CONG~RESS7, [SENATE.] Ex. Doc. ist Session. No. 112. COMMUNICATION F R(M ThiE;SECRETA RY OF THE TREASURY, TRANSMITTING, [N COMPLIANCE VrITH A R-ESOLUTION OF THIE SENATE OF MARCIT 8, 1851, REPORT OF ISRAEL D, ANDREWS, CONSUTrIT OF THE, UNTl 5lT ST.TES FOP CEAN.ADA AND NE-W B3RL-TNSvW:;CX, TRADE AND COMMERCE OF THE BRITISII NORTH AMERICANI COLTONIES, AND UPON THE TRADE OF THE GItEAT LAKES AND RIYEl'S; A.LSO NOTICES OF T'-H INTERNALT IMAPROVIEMENTS IN EArCI STATE, OF'TIlE GUTlF OF MEXICO AND STItATS -OF FLORIDA, ANI) A PAPER ON Tll COTTON CROP OF THE UNITID) STATE;. WAS HINGTON: ROBERT ARMSTRONG, PRINTER1863. COMMUNICATION FROM THE SECRETARY OF THE TREASURY. AUGUST 26, 1852.-Ordered to lie on the table, and be printed. AUGUST 30, 1852.-Ordered that 5,000 copies additional for the Senate, 1,000 additional for the Secretary of the Treasury, and 500 additional for Israel D. Andrews, be printed. TREASURY DEPARTMENT, August 25, 1852. SIR: The resolution of the Senate of the 8th March, 1851, requests the Secretary of the Treasury to " communicate to the Senate, as early as possible at the next session, full and complete statements of the trade and commerce of the British North American colonies with the United States and other parts of the world, inland and by sea, for the years 1850 and 1851, with such information as he can procure of the trade of the great lakes." In compliance therewith, I have the honor to transmit a report by Israel D. Andrews, accompanied by numerous statistical tables, carefully compiled from official sources, with maps prepared for, and illustrative of, said report. I am, respectfully, THO. CORWIN, Secretary of the Treasury. Hon. WM. R. KING, President pro tem. U. S. Senate. SCHEDULE OF DO OCi ME NTS, Cenera InZtrodiwtory; comprising a review of the trade of the great lakes, internal commerce, and also of the trade and cornmerce of the North American Colonies. I. The Sea-fisheries of British North Anmerica on. the Bay of' Fundy, along the coasts of' Nova Scotia, on the Grand Bank of Newfoundland, and within the Gulf of -St. Lawrence. 1I.,.he T'arade ad's the Greau.t Lakes; accompanied by returns exhibiting the rise and progr'ess of that trade, and its present condition and value, with a particular description of each of the la1kes, in relation to its extent, resources, tributaries, outlets, and prospective commrnerce. For Part III, see Appendix. IV. Review of the Canals anrd Railroads of the UnJited States, showing their influence upon, and connexion with, the trade of the Great WeVst; accoimpanied by a general map of' railroads and canals, American and Colonial. V. The Provizice of Canada, with a. general description of its physical f-atures and resources, intercolonial trade, foreign commerce, transit trade, internal traffic, and public works; accompanied and illustrated by a map of the Basin of the St. Lawrence, prepared specially for this report. VL The Provaince oJ New Brunswick, with descriptions of its physical cha.racteristics,, rivers, seaports, and harbors, its forests and its fisheries, with statistical returns and observations on the free navigation of the river of St. John. VII. The Province of Yova Scotia, with a description of its geographical position, its lmost striking features and various resources; as also returns ina relation to its trade, commerce, fisheries and coal mines; as also special notices of Cape Breton and Sable Island. III. The Island Colony of ANetfoundndd, with a description of its position between the Atlantic ocean and Gulf of St. Lawrence, its physical featares and abundant fisheries, accompanied by returns of its trade and conamerce; as tilso descriptions of the Labradore coast, and of the harbor of' St. John, in connexion with the proposed establishment of a line of' steamships from that port to Ireland, and connected by electric telegraph riom thence to the United States. Vi IX. The Colony of Prince Edward Island; its agricuIturai capabilities trade, commerce, and position, in relation to the fisheries of the Grilf of' St. Lawrence. X. The Intercourse between Great Britain and her North American Colonies; accompanied by tabular statements and returns. XI. The Trade of some of the Atlantic ports of the United States with the North American Colonies by sea; illustrated by tables and returns, accompanied by a map of the Lower Colonies; prepared expressly for this report. XII. Review of the present state of the Deep-sea Fisheries q9 New Eng'lanid; prepared specially for this report by Win. A Wellman, assistant collector of the port of Boston, under the direction of' P. Greely, esq., collector of that port, with valuable statistical statements and tabular returns. XIHll The French Fisheries of Newfoundland, translated fi'om official French documents, obtained in Paris purposely for this report. APPENDIX: Containing notices of the internal and domestic commerce-Tendency of Ohio commerce, Cincinnati, Pittsburg, Louisville, St. LouisSteam-marine of the interior, New Orleans, Mobile, Gulf of Mexico, and Straits of' Florida-Cotton crop of the United States-(,ommerce of the Atlantic States and cities, and tables of' the tonnage of each State, during a series of years. NOTE. In the progTess of the preparation of the report, it was found necessary to change Part III to an appendix, which contains notices of the trade and commerce of Cincinnati, Louisville, St. Louis, Pittsburg, New Orleans, the steam-marine of the interior, of the inland waterroutes, the increase and value of the foreign and domestic trade, navigation, &c., &c.; as aalso tables showing the exports and imports of the principal Atlantic States fbr a series of years, and statements of the increase in the tonnage of the several States from 1836, with the per cent. increase of the total tonnage, and that of the several States. It was conceived very desirable to publish a particular account of the inland, coasting, and foreign trade of the principal Atlantic cities, and a portion of the mnaterials were collected for that purpose; but, for the want of correct statistical data, it was Ibund to be impossible to have them of a character suited to this report. It is proper to state in this place my thanks:to Mr. N. Davidson, late of the Buffalo Advertiser, for his very valuable and intelligent services in the preparation of the report, particularly in those portions relating to the trade of the lakes and the importance and value of the internal trade. The importance of the Mississippi trade, through the Gulf of lMexico, to every portion of the Union, it is presumed will be regarded by all as a full justification for the copious notices, in the appendix, of the: Gulf of Mexico and the Straits of Florida; and the value of' the cotton crop to the whole country called for the extended and complete exposition in regard to it there inserted. Similar reasons —and to exonerate the report from the imputation of being sectional-demanded the notices of the commerce, railroads, &c., of the southern States and southern cities. It is believed no one will object that they were not within the strict literal terms of the resolution under which the report was prepared. The annexed map of the Cullt of Mexico and Straits of Florida, and Isthmus of Tehuantepec, furnished, as before stated, by the Coast Survey, is the first one of the kind ever published from authentic sources. It will be found interesting in illustration of the views taken in the paper contained in this report respecting this American sea, and generally with relerence to other considerations. The labors of the Coast Survey are progressing in that quarter, and ere long their results will be published. This map is but an index of what they will te.' Thorough and exact as the severest labor and the highest order of scientific skill can render them, their usefulness to our commerce will be unappreciable, and their benefits Swill extend through ages. I. D. A. WASHINGTON, 1852. CONTENTS. INTRODUCTORY. Page. Introduction to report, setting forth resolution of Senate and instructions. -............. Imperfect system of managing the lake trade; incorrect returns, and iecessity fir a correct account. - 2 Statistical returns in the United States behind those of other countries - -............... 2 The annual returns of comlmerce and navigation incomplete and unsatisfactory.. —- 2 In the absence of official returns, the value of works containing' statistical statements greatly enhanced - - - - - -.- - - - - - - - - - - - - 3 The basin of the great lakes and the St. Lawrence.. ----... —------. 3 Influence of emigration upon the West - -.- - - -- - - -. -- - - - -.- - - --- 3 Growth of the lake trade, illustrated by statistical statenments.........- -.....-..... — 4 Trade of the Erie canal, illustrated by statements of its traffic..- -................... 4 The great lakes, and their natural outlet to the sea..-. —---------------------- -.-.. Harbors on the lakes; more extensive accommodations needed -. —---------—. 5 The necessity of establishing marile hospitals at principal ports on the lakes. — -...- 6 Proposed canal at Sault Ste. Marie......... —. -- —..... 7 Elements of wealth on Lake Superior ------ 7 Proposal for uniting the waters of the St. Lawrence and the Hudson by a ship canal... 7 Trade ana commerce of the British North American colonies....-.................. 12 Area and population of the colonies in 1851............ 13 Exports of the colonies, and tonnage outward in 1806, and at various periods since. 14 Ship-building; its increase, and present extent. --- -- ----. ---- -----. ---- 15 Tonnage owned in the colonies in 1806, 1830, 1836, 1846, and 1850 -.......... 15 Tonnage outward and inward in 1.851 -......- -.......- - 16 Several statistical statements relating'to the trade and commnerce of Canada, the colonies of New' Brunswick, Nova Scotia, Prince Edward Island, Newfoundland... —--—.. —- 16 The total trade of the colonies of North America in 1851-.........-.............. 16 Negotiations, respecting colonial trade, between the United States and Great Britainconvention of 1830 —--—.. —------------------------------------------ - 22 Quantity of wheat, corn, and rye raised in the United States and Canada, with several ~tables showing imports and exports of wheat, &c., in the United States, tGreat 13ritailn, and the colonies..-. ——.. -- 22 Proposition in 1848 fi-om Canada for reciprocal free trade in certain articles... —- 21 The firee navigation of the St. Lawrence and St. John.-.... —--—... ——. 35 Remission of export duty on American lumber in New Brunswick -...-..... 35 Free participation with sea-fisheries -....... —------------—...-.... —....-. 35 Present state of the fishery question, and its threatening'aspect.......... -..... 35 Conclusion; value of colonial trade, and its importance to the United States - -. 37 PART I. The Sea-fisheries of North Amierica. Limnits to which American citizens are confined by fishery convention of 1818-. 39 Coasts and places to which American fishing vessels principally resort -—..-..-. 40Codfish caught in the Gulf of St. Lawrence. —. -—.....-.....- - -- -- -. 40 Mackerel caught in the gulf...-..... —----------—. —--- -- ---—........ —-- 40 The herring fishery of the gulf........................ —.................. ---.. —. 41 Navigation of the St. Lawrence in connexion with a fiee participation in the fisheries. 42 French fisheries at Newfoundland, and new measures of the French government -...-.. 42 x CONTENTS. PART II. The Trade of the Lakes. Page. Introduction-embracing a general view of the rise and progress of the commerce of the great lakes of North America..-........................ 45 Subjects discussed.-................-................. 45 Relations between inland and maritime commerce -.................................. 46 Extent of great lakes.-..................................... —- 49 Value of traffic-..-.......-.................................................. 49 Number and tonnage of vessel s................................ 51 Dangers of lake navigation................................................. 53 Losses-...-..-.................................................... 54 Effect of caals on lake trade....-.... 55 Railroads and canals connected with lakes.. -...-.-..-. —---------------- ----... 57 Growth of cities connected with lake trade.....-........................... 59 No. 1. Vernmont district-IDescribed, with summary statements of coasting and Canadian trade, and the amount of tonnage-......................................- 60 No. 2. Chamlplain.-General description, with statements showing the nature, quantity, and value of the Canadian and coasting trade and tonnage of this district-..... 63 No. 3. Oslvegatchie..-General description, and tables showing the nature, quantity; and value of the articles composing the Canadian and coastwise trade of this district.. 66 No. 4. Cape Tincent.-A general description, with tables exhibiting the Canadian trade and tonnage of the district in detail -.....:.-.............. 70 iNo. 5. Sackett's Harbor.-A general description, with returns showing in detail the coastwise and Canadian imports and exports, andl the Canadian and coasting tonnage of the district.-.... ——............-.......-...-...-.........-................... 71 No. 6. Oswego.-General description, with several statements exhibiting in detail the Canadian and. coasting trade and tonnage of the district.. —-.. —..........-.. - 75 %No. 7. Genesee.-General description, with tables illustrative of the Canadian trade and tonnage of the district.......... 82 No. 8. Niag'a. —General description, with tables exhibiting in detail the Canadian and coa.sting trade and tonnage.-...... —--.. —-—... _....... 84 No. 9. Bcffzlo Creek.-Description, with eleven statements showing the coasting and foreign commerce of this district in detail and with abstracts -................... 87 No. 10. Presque Isle.-Description, with tables showing the commerce of this district in detail —-1.-..-........................................... 161 No. 11. Cuyahoga.-General lescription, with statements showing the imports, exports, and tonnage of the district in detail..-.........................-.... 165 No. 12. Sandusy. —.-Description, with tables giving details of C anadian and coasting trade, imports and exports -..-.-. - -.- -.- -. —. —. —--------------------........... — 175 No. 13. Mianzi.-General remarks, with five tables showing import and export trade, and tonnage. -------—... —----------------- ------- -- -- -- -- -- -..... 184 No. 14. Detroit-General description, with tables illustrative of the nature and value of the commerce of this district -............................................... 191 No. 15. MIackinaw.-Description, with a table showing the quantity and value of foreign ipots............... i.................. 202 No. 16. Milwasukie.-Description, with a table showing the imports and exports of this district-.............................. 210 No. 17. Chicago.-Description, with statements showing the commerce of the port and district. —----- - -----.. -_-. __.....-_-.... _.._...... 215 No. 18. Sunmmary.-A description of each of the great lakes in extent, resources, tributaries, outlets, present and prospective commerce, with a map-....... —-. ——. —. 223 Report on the geology, mineralogy, and topography of the lands around Lake Superior.. 232 General view, with eight tabular statements of the lakes: No. 1. Statement exhibiting the trade and tonnage, (Canadian and American,) the tonnage enrolled, and the amount of duties collected, in each of the collection districts on the lakes, and the aggregates of the lake commerce, for year 1851...- -. 246 No. 2. Statement showing the quantity and value of the principal articles imported into each collection district on the lake frontier from Canada in 1851.-........... 249 No. 3. Statement exhibiting the quantity and value of some of the principal articles of domestic produce and manufacture exported from the collection districts on the lake frontier to Canada during the year 1851 -..2...-...... —.... -. 255 No. 4. Statement showing the value of some of the principal articles of foreign merchandise ex.ported from the collection districts on the lake fiontier to Canada in 1851..................................................................... - 26 CONTENTS. xi Page. No. 5. Statement exhibiting the export trade of the custom-house districts on the lake frontier with Canada in the year 1851, distinguishing between foreign and' domestic produce, and showing what portion of the former was entitled to drawback, and if expoited in American or British vessels..-.. —--------............ 263 No. 6. Statement giving a tabular view of the Canadian import trade on the lake districts, and also the tonnage entering and clearing at each port, distinguishig American from Canadian, and steam from sail, in the year 1851 -- -—............- 264 No. 7. Statement showing the produce received from Canada, and transported by the Erie canal, for the year 1851 ---------------------- 267 No. 8. Statement showing the quantity of some of the principal articles impoited and exported coastwise on the lakesin 1851... —-—. —. —-.....-.,- - - -.....- 268 (For Part 111, see ApFrendix.) PART IV. Review of the canals and railroa ds of the United States, showig ther inflw r upon, and connexion with, the trade of the Great West, accompanied by a general map of railroads and-canals, Amerkican and colonial, introductory. -, —----- - --—...... —.-.....-.2 —-------------. —...- - 75 New York -. — -- - - - - - - ---------------- 277 Comparative statement showing the tolls, trade, and tonnage of the New York State canals, and the progress in commerce, navigation, population, and valuation of the four principal Atlantic cities, and the foreign commerce of the United States, from 1820 to 1851, inclusive. -- --- ------- ------ 280 Railroads of New York.. —-----------—. —-. —-----—.. —-.. —-------. ------- 290 Railroads of New England.. —--------------------- -2 —---—.. ——. -—. - -.. - 296 The Massachusetts system -—. ------.. —.. —------—. — —.- 297 Connecticut and Rhode Island.. —--------. - —. —. —... —------—.... —--. ——. 302 Maine. —--- -- ---- - --------- -------—. —-. —--- 304 New Jersey --—. —- -...- - --- -- ---------- --- - -- 308 Pennsylvania ---------- ---------- ------------ - ------- 310 Delaware —- --------- - --------- -----------------— 318 Maryland ----- ----- -- -------------—. ---------— 318 Virginia — ------ ------ ----------------- --— 323 North Carolina -----—. —-----------. —--------------------------— I —-------- 327 South Carolina- --------- ------------------- ----------- 328 Georgia -....... —. ----—. ——. —.. —---.. —----—. ——. —.... —----------- 331 Florida —..... —--- —. ——... -—. —-------------—.. —-—. —---- 335 The system of Alabama, Mississippi, and Louisiana.-..... — 3. —----—.. -.. -. 335 Alabama ----- --------- ------------ ------ ---------- ------- 337 Mississippi -- 340 Louisiana ----------------------------------- 341 Texas.3 —-4 —-—. ——.. —-----— 4 —--— 44 —-------—.4 —---------------- 344 Arkansas ---------------- --------------- ---------— 346 Tennessee ------.. —---- ----- ------—. —-. —--- -—. —----------------- - 346 Kentucky. ——. ——. —------- ------------- —. —.. —------- 350 Ohio ----- -- - - ---------------— 353 Indiana —- 36.2.......... —----—. —-------—. ------ -- 362 Michigan. —-----—..36 —----—.6. —------------------------—. --------------- 366 Illinois-3 68. —........ —. —----------------.. —----—. —-—. —---—. 368 Missouri — _.- -.- -- -------- -------- ---- -- ---- 373 Wisconsin ----— 37 —-—. —-------— 4 —---------- ----------------- - ----------- 374 Iowa --------------- --------—. —- -- ------------------ ------------- 376 Railroads in the British provinces.................................................. 376 Economical view of the railroads of the United States.-............................ 379 Income of our railroads.. —--—.-......................................- 384 Mode of construction -.- ------—. --- —. —------------------------—........... 387 Cost of railroads in the United States. - -- - -..... - - -- 388 Tabular statement showing the number of miles of railroad in progress and in operation in the United States.. -........................................................ 391 Xii CONTENTS. PAET V. Tie Proevince of Canuda. Page. General position; commercial, military, and geographical position.................... 407 Co.lmerce of Canada; extract from Mr. Keeffer's prize essay on the canals of Caiiada.. 409 Flour and wheat exported from Canada in 1850 and 1851.-..-..- -...-..... 413 Inter-colonial trade, with statements and returns. —........ 414 The commercial ports of Canada; the Gulf of St. Lawrence-....... —.....-.... 415'Sea trade of Canada; the' port of Quebec; and the gross trade' of Quebec and Monteanl.-...............-.....................-............. 418 Ship-building; ships (and tonnage) built in 1849, 1850, and 1851..................... 421 Trade and tonnage in 1850 and 1851.-............ — -............................... 421 Summary statement of sea and inland trade........................................ -42( Sea and inland imports compared - —. —. —---- ------ ----- ---- 422 Value of imports firom other colonies and foreign countries.-..................... 422 Foreign vessels at Quebec in 1850 and 1851................................ —-—........ --- 423 The port of Montreal.. -...... ------ 424 Its sea tonnage in 1850 and 1851-....................................... 425 Progressive value of imports and exports from 1849 to 1851, both inclusive.-........... 426 Trade between Montreal amd lower colonies-.. ----- 427 Trade between Montreal and St. John and the United States.-...- ------------—. 427 Inliand pots; inland trade betwveen Canada and the United States; steam and sailing tonnage employed; and value of imports and exports..-............. — -- 428 Trade of principal inland ports with the United States -. --. 430 Principal articles of import and export, with total value.. —- --—.........-. 431 Imports by way of Hudson's Bay and Lake Superior..-.. —-.... —----- ---—. 430 Statement showing quantities and value of Canadian produce received in bond at New York and Boston in 1851 --—. ----------------------------- ------- ------ 432 Statement of the value of goods imported at Boston and New York, and thence forwarded to Canada tmder bond —- ---..-..- - ----------------- - --- 433 Quantity and value of Canadian flour amld wheat received at New York in 1849, 1850, and 1851, and thence exported —------- ---- ---- --. ——. —- 433 Export of flour and wheat from the United States to the British North American colonies for the years 1846 to 1851, inclusive -- --........................................434 Comiparative statement of Canadian and Amlerican flour exported to the lower colonies firom 1846 to 1851, inclusive ——. ---------- 435 Comparative statement of the import and export trade of Canada for 1849, 1850, and 1851. - - - 436 Public works of Canada.... —-----—. —------. —- ----- ------------ 437 Up and down trade of Welland canal, 1850 and 1.851 -----------------. - ----—. 438 Up and down trade of St. Lawrence canals in 1850 and 1851... —--.. —---- ---—. 439 Number of vessels, tonnage, tolls, and movement of property ahd passengers on Canadian canals, for 1851............. —-- ----—.............................. 440 General remarks on the Erie and Welland canals; rates of toll on heavy freight.. 441'uantity of iron and wheat transported by Erie and Welland canals................. —----------- 441 Effect of the repeal of the navigation laws on traffic by the St. Lawrence. —-—....- 443 The Magdalen islands -.................................... 443 TABLES. Table 1. Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in the trade between the United States and Canada, which entered in and cleared from the lake ports, annually, from 1833 to 1851, inclusive. 445 Table 2. Comparative'statement of the total movement of property on the Welland, St. Lawrence, Chambley, and Burlington Bay canals, and St. Anne's lock, for the year 1851 and preceding year. —-. —-----... — - -- -.-........... 446 Table 3. Imports at each port of Canada in 1851, distingilishing countries from whence, and route by which, imported. 448 Table 4. Exports from Canada. in 1851, and countries to which exported - ----------, 451 Table 5. Comparative statement of imports inland via United States, with imports by sea via St. Lawrence, in 1851...................-.............................. 453 Table 6. Direct imports from sea at inland ports, by St. Lawrence, in 1851. -..-.... 455 Table 7. Compariative statement of imports, 1850 and 1851......................... 456 Table 8. Comparative statement of exports "inland" and "by sea" in 1851........... 457 CONTENTS. xii Page. Table 9. Comparative statement of total duties at each port in Canada in 1850 and 1851.. 460 Table 10. Comparative statement of the quantity and value of the principal articles of Canadian produce and rlanufacture exported in 1850 and 1851, indicating countries to which exported. ----—...... ---—.... —----—..... 461 Tables 11, 12, 13 and 14. Showing the trade of Canada with the United States.. 464 to 477 T'ables 15 and 16. Showing the imports into tlie district of Gaspie in 1851. — ------—. 480 lTables 17, 18, 19, 20'and 21. Showing the tonnage and trade of the port of Quebec in 1851, -------- ------------------.. ——. —---. —--- 486 Tables 22 and 23. Staple articles, the produce of Canada, exported from Quebec and Montreal in 1850 and 1851...... 490, 491 Tables 24, 25, 26, 27, 28 and 29. Showing the exports fiom the port of Bruce to the United States; imports at Sault Ste. Marie, Hamilton, Toronto, Kingston, and St. John, in the year 1851.....-4 —. —-----......... —. 494 to 500 Tables 30 to 38, inclusive. ShoTwing the transit' trade of Canada with the United States by the ports of Boston and New York...-........ —.. 501 to 504 Table 39. Comparative statement of the gross and net revenue received fromi c-ustoms duties in the years 1848, 1849, 1850 and 1851................ 505 Table 40. Statement showing the relative amiount of business done in American and Canadian vessels at the ports of Oswego, Rochester, and Bulffalo, in 1850. —.. —-. 505 Table 41. Statistical view of the commerce of Canada, exhibiting the value of imllpoits and exports from Great Britain, the colonies and foreign countries, together with the tonauage of vessels inward and outward, in 1850...........-.._........ 506 PART VI. The Province of New Brunswick. Geographical position; aricuilturali capabilities...-.............-.......... 50 0I'7 Extent and character of river St. John..... -................................... 508 Harbor of St. John; never frozen..-............................... -.... 508 The Petikodie; new mineral funid there............................. - - -......... 508 1Harbors on the gulf coast of this province: Shediac; Cocagne; Buctouche; Richibucto; Miramichi. ---. --------- ----- ------------- ----- 509 Shipjagan; Little Shippagan; Bathurst...........-......_._...... 510 The bay of Chaleur; Restigouche -... A_-..... _,_- _.... - _ _ 510{ Imports and exports of New Brunswick in 1.849 and 1850..-.. —-----........ 511 Number and tonnage of new ships built, and number and tonnage of ships owned, in New Brunswick, in 1849 and 1850..-..... 512 Trade bf St. John; tonnage innward and imports, 1850. - -—.. - 513 Same; tonnage outward and exports, 1850 --—................................... 513 The like tables for the year 1851.. —......-..... —-.... 514 Quantity and value of American timber and lumber floated down the St. John, and exported o tihe United Sta':es, in 1850 and 1851 --—.-.-.-.-.-. -- -.... 515 Quantity and value of p)rincipal articles of colonial produce and manufacture exported fiom St. John to the United States in 1851.. —-—................................... —- 516 Quantity and vtalue of the various articles of Ameirican growth, produce or manufacture, imported into St. John in 1850................................................ 517 Detailed statement of principal articles imported at St. John from the United States in 1851. —... —-—............ —----------- ------------------------ 519 More coals and timber imported at St. John from the United States than exported to that country. -....... —-----—. —-. — —. —--—. —--- 521 Number and tonnage of American vessels entered at St. John in 1851................ 521 New ships built at St. Johni in 1851.... —' —. ------- ----- --- -----... 5.22 Vtilue of hacmatac ships; resolution of underwriters at Lloyd's... — --—... —-- - 522 Number of vessels ownled at St. John ------—... — —.. —. —-----.. 522 Trade of St. Andrews and outbays in 1850 ---—. ---.. —-................................. —- 523 Shipping built and owned at Mii.amichi; tonnage inward and outward in 1851. 524 Exports firom Miramichi to the United States in 1851...-............. 525 Trade and tonnage of Dalhousie -.. - —. -- - 525 Trade and tonnage of Bathurst..-.........-.... —-..- -.... —.- 525 Trade and tonnage of Richibucto...525 Trade of New Brunswick for 1.851.. -........... -.. 527 Fisheries of New Brunswick in the bay of Fundy............ - 528 Grand AMmnan; Campo Bello; West Isles..-. —...-.. 528 TIarbor of St. John; Cumberland bay.-.5........ 528 Total value of these fisheries in 1850........................................ C29 xuiv CONTENTS. Page. The free naavlgation of the St. John.. -..........._D.. -.. - 529 Length of the river; differernt jurisdictiois................................. 529 Export duty upon timber cut on Anlerican territory and floaited down this river........ 530) Construction of the treaty of Washington.. -...... 530 Quantity; and value of American timber and lumber floated down the St. John in 1851.. 531 Mtills on the St. John; agricultural products............................... ----—...... 531 Free navigation of this river necessary to citizens of the United States..-.......... 532 Sketch of the early history and-of the present geology; mineralogy, and topography of the provinces of New- Birunswick and NovakScotia, by Di'. Charles T. Jackson. _.533 to 551' PART VII. T'ie Province of NouV Scoti Extent and physical character. --- - -. 553 Tonnage ilward and outward in 1849 and 1850........................... 554 Imports and exports of 1849 and 1850 compared -.. --- -...... --- 555 Return of all articles the growth, produce, or manufacture o,f the United States, imported into Nova S cotia ia 1850.. ---- 555 Tonnage inward and outward, ajid value of imports and exports, in 1851..- - 556 Imports and-exports of 1849, 1850, and 1851, compared ---------—..... ——. 557 Quantity and value of prilcipal aiticles of colonial produce exported to the United States in 185.1.................... —-----..-. — - 557 Number and tonnage of American vessels entered at ports of Nova Scotia in 1851 ----- 557 Number and tonnage of vessels owned in Nova Scotia in 1851 -... —- --- -----—. — 557 Vessels, boats and men engaged in the fisheries in 1851.......-..... -....... 558 C msus returns. —-----—. —-—.. —-—. —---- ---.. —. — --. 558 Pbrt of Halifax;- its character and advantages... 559 Imports and exports; ships inward and outward ia 1850............ 560 Quantity and value of merchandise imported at Halifax from the United States in 1850.. 561 Quantities of fish and fish-oil exported-from Halifax in 1850 ---.-. —........... 562 Tonnage inward antd value of imports in 1850 — - -.................. _ 563 The coal trade;' number of mines —................-. 563 Pictou coalfield.......... -.. 564 Sydney coalfield ------—....... —. —.-. —-............................... 564 Cumberland coal mines-.... —.- -.. —. -..-... -.. - -. 564 Quantities of coal exported in 1849 anid 1850 ------- -- -- - 565 Cape Breton described -----------------—. —-n-o —----— 565 The Bras d'Or. —--------.. —-- -... ——. -----—.....-.-.-.-.. 566 Great value of Cape Breton from its position and resources.......................... 567 Exports of fish in 1847, 1848, and 1850........................................... 567 Coals raised and sold in 1849 -.........................-............... 568 Vessels inward and outward in 1850 - ---- - -o oo..o... —-- ------ - —. 568 Imports and exports in 1850..................................................... 569 Sable Island described.- -. --.. ——.. 570 Its exact geographical positionstateid.- - 570 Valuable fisheries in its vicinity not prosecuted —............- -...... 571 PART YVIII. The Estland Colony of Newfotendland. Description of its physical geography... —. 573 The coast of Labrador described......................................... 575' The deep-sea codfishery of Newfoundland... —- 577 The shore fishery for cod.......-.. -.............. 578 The herring fishery.....................................................-. 579 Salmon, mackerel, and whale fishery......... 579'he seal fishery................................................................ 580 Fish and oil trade of Newfoundlantd -.. 581 Number and tonnage of vessels, and number of men engaged in the seal fishery, in the last ten years —-.. ——..-:..: —.............. 582 Exports of Newfotmdland in 1849 and 1850......: — - 582 Value of imports and exports in 1849, 1850, and 1851.- -...-... 583 Vessels inward and outward in' 1850-........................................ - 583 Vessels inward and outward in 1851.-.......... - -.. 584 CONTENTS. xv Paged Comparative statement of shipping inward and outward in 1849, 1850, and 1851....... 584 Vessels built in Newfoundland in 1847, 1848, 1849, and 1850-........................ — -- 584 Population; boats engaged in fishery -.......... v. -. 585 Value of the annual produce of Newfoundland on an average of four years............ 585 Value of property engaged in the fisheries for same period.........-.... 585 Trade between Newfoundland and the United States; quantity and value of staple products exported from Newfoundland to the United States in 1849, 1850, and 1851. 586 Quantity and value of all articles imported into Newfoundland from the United States during the year 1851, with the rate and amount of duty paid thereon.-........... 58( Vessels inward, and value of imports, in 1851-............ 589 Vessels outward, and value of exports, in 1851.................. 59) Value of the Labradore trade and fisheries-. -................. 591 The port of St. John-.................................................. 591 Proposed electric telegraph from this port................................... 592 The harbor described............................................................ 592 Light-houses on the east coast of Newfoundland... -.... 5........- 595 Ships inward at St. John in 1850 and 1851...............................-...... 596 Ships outward at St. John in 1850 and 1851 -... — -—.. —----......... 596 Comparative statement of imports in 1850 and 1851................................. 597 Comparative statement of exports in 1850 and 1851-.. ——........ —-: 598 Imports into St. John from Canada in 1850 and 1851... 599 Imports from British West Indies, Spain, Portugal, Geimany, Denmark, and Spanish West Indies, in 1851.-. —. —---—. —---- --... - -—........ -----—..-..- - 600 American vessels arrived at St. John in 1851, and places to which they sailed ------- 602 Number of vessels entered and cleared at St. John in ev'ery month of the years 1848, 1849, and-1850..................................................... 603 PART IX. The Colony of Prince"Edward Islandb Extent, position, and description of this island............. -. - 605 Stock and crops of the island; new vessels built ------—.-...607 Vessels owned and registered in 1850 and 1851 ---------. —--------.. —-. 607 Imports and exports in 1850 and 1851........... -.-............ -607 New vessels sold at Newfoundland in 1851......................................... 607 Vessels entered and cleared in 1850. -........................ 608 Vessels entered and cleared in 1851.............................................. 608 Value of exports in 1851..-............................ 609 Quantity and value of articles imported from~ the United States in 1851, with the rate and amount of duty paid thereon............................... 610 Quantity of articles exported to the United States in 1851...................... 610 Abstract of trade of colony for 1851..-................................... 611 PART X. The intercourse between Great Britain and her North American colonies. Value of goods exported fiom Great Britain to British North American colonies in 1800, 1805, 1810, and 1815 613 Official value of import and export trade in f818, 1819, and 1820..................... 614: Tonnage inward and outward in 1800, 1805, and 1815.... - 614 Tonnage outward and inward, to and from the British North Amnerican colonies, in 1845 and 1850 -.-. —----------...... —..615 The timber trade in 1800, 1819, 1840, 1845, and:1850 615 Foreign timber and deals in 1849, 1850, and 1851.. -......... 617 The colonial trade a nursery for seamen ----- I........... —. 617 PART XI. The trade of some of the Atiantic ports of the United States with the North American colonies by sea. The extent of the seacoast of these colonies...................................... 61) New- Brunswick and Nova Scotia, an extension of New England.................... 620 XvBiV @CONTENTS. Page, Tonnage inward in the colonies from the United States at various periods since 1787, showing the vast increase. - ------—. —----—.- 621 Trade of twenty-three Atlantic ports with New Brunswick, Nova Scotia, Newfoundland, and Prince Edward Island, in 1851-four tables..-........... —. 622 Tonnage inward and outward between nine principal seaports of the United States andl the lower colonies in 1851 --- 627 Comparative statement of all tonnage inwa'd and outwtard at the principal seaports of the United States, and of the colonies, in 1851.-.................... 628 PART XIL Review of thle present state of th.e Deep-sea Fisheries of New England. Amount of these fisheries since 1783, and summary of legislation respecting them, by W. A. Wellman, esq —... — --—.... —--- ---—.. —-------- 629 Statement of allowances to vessels employed in the fisheries......................... 635' TABLES. Tables Nos. 1 and 2.-Statemlents of the quantity and value of dry and pickled fish imported and exported fiom Boston to foreign countries firom 1843 to 1851. —-------- 636, 637. Tables Nos. 3 and 4.-Statements of the dry and pickled fish warehoused in Boston and Charlestown from 1847 to 1851 ---—......... 638, 639: Table No. 5. —Tonnage of vessels employed in the fisheries inl the fiscaly years 1.843 to;1850, inclusive.....-.........-..................... 640 Table No. 6.-I-nports of dry and pickled fish during the fiscal years 1843 to 1850, inelusive. —---—........ ——.. —----—. —----—.............................. 642 Table No. 7 —-Exports of dry and pickled fish from the United States during the fiscal years 1843 to 1850, inclusive.. —------- ----------—. —----------- —. —------ 644 Ta.ble No. 8.-Pickled fish inspected in Massachusetts from 1838 to 1850, inclusive..... 652'Table No. 9.-Statement of the.tonnage of vessels employed in the fisheries of the tunited-'States for several years.... —---- ---—.. —-. —: —-- --—;-__... —... —. 654 Table No. 10. —Abstract of allowances to fishing vessels, paid at the port of Boston, for the fishing seasons of the years 1841 to 1850, inclusive..................... 655 Table No. 11.-Abstract of fishing vessels lost during the year 1851.. -.... -—..... 656 PART XIII. The French Fisheries of Neitfoundland Laws as to fishing bounties in France....... —...........-... 661 Report on the great sea fisheries of France by a committee of the National Assembly, iMay, 1851..................................... —--------—...... —-- ---—.. 661 Abstract of the law gra-nting bounties to the fisheries, passed July 22, 1851............ 671 Return of vessels fitted out in 1France for the cod-fishery fiom 1842 to 1850, both years inclusive.-:.................:....... 673 Amount of sums paid as bounties from 1842 to 1850, inclusive.................. 674 Number of persons enxlolled annually for the navy, in the several maritime districts of France, fiom 1840 to 1850, illlusive-... —-.. —-—.......... —-—. 675 Quantity of dried c od exported from place where caught to colonies of France, and bounty paid theleon, from 1842 to 1850, inclusive.-. —.. —----.................... 680 Qiantity of dried cod of French catch exported from war-ehouse in France to French colonies, and bounty paid thereon, from 1842 to 1850, inclusive-. —-................. 68i Qifantity of dried cod of French catch exported from ports and curing-places of France, firom 1842 to 1850, inclusive, and amount of bounty thereon....................... -- 682 Quantity of dried cod exported from place where caught by fishermen of France to foreiggn countries, fiom 1842 to 1850, inclusive, and amount of bounty thereon. 683 Quantity of dried cod of French catch exported firom ports of France to foreign countl:ies, from 1.842 to 18]50, inclusive, with amount of bounty thereon.. — -.... - 684 Total amount cnf bountie.s paid out of the treasury of'trance for the encouragement of the cod and whale fisheries, fi'onl 1829 to 1849, inclusive...........5............... 5 .A P 1 1P N'D I X, Page. NWce of the nte rnal andt domestic commerce of the country.. O............. 687 Statements of trade and commerce, population, &c., for several years............... 688 Receipts into the treasury from customs and other sources........................... 689 Statement showing the valuation, area, and population to the square mile in 1850, with the indebtedness of the several States in 1851.-.............. 690 Valua.tion of real. and personal estate of the inhabitants of the United States for the.years ending June 1,.1850, and December 31, 1852.................................- 693 Comparison of property among urban and rural population............................ 694 Table showing the amount and value of the productions of agriculture in the United States for the year 1852................................................ 695 Rnmgrks upon the agricultuml table............................................. 696 Statements showing the number of manufacturing establishments in the United States, amount of raw materials used, capital invested, &c., according to census of 1850 698 Statement exhibiting the value of domestic produce and manufacture exported annually from 1821 to 1852; also the value per capita. —.... 699 Statement exhibitinug the value of foreign merchandise imported, re-exported, and consumed, annually, from 1821 to 1851, inclusive, and also the estimated population.and rate of consumption, per capita; during the same period.......-.. 701 Total imports coAsumed in the United States for several years...................... -701 Imports and exports, and,tonnage inward and outward, of the principal Atlantic States, for the years 1825, 1840, and 1851 703 Notes on the amount and tendency of Ohio commerce..-..... 7 ——. —-...-... 705 Aggregates of the receipts inleading articles of domestic produce at the lake and river ports................................................. 707 Table of exports of the most important articles of domestic produce of Ohio for 1851.. 709 uxlports of Cincinnati for 1845 and 1850 - ---- 710 Table of manufactures in Cincinnati for 1840 add 1850.................. 711 Destination of principal article of exp rt of Cincinnati............................... 711 Specific notice of Cincinnati..... 712 Statement of imports from all sources for five years.........................-I 713 Statement of exports from'Cincinnati for five years.................. 715 Caommercial notice-of Pittsburg, Pennsylvania --—................................. —-—...... - 716 Comparative statement exhibiting exports by canal of leading articles; for three seasons. 720 Comparative statement of leading articles imported to Pittsburg by canal for three years 721 Imports and exports. at Pittsburg by canals for 1851. —--....... 721 Commercial notice of Louisville, Kentuceky............................. 723 Its growth, population, and commerce -.......................................... 724 Pork business, steamboats, navigation, and manufactures... -.25 Railroads ----- - - - 726 Commaercial notice of St. Louis, Missouri........ 727 Comparative statement of principal articles landed at St. Louis during six years.. 729 Table exhibiting the number and tonnage of boats arriving -at St. Louis for five years.. 729 Statement of foreign commerce of St. Louis................................... 730 Steam. marine of the interior................... 731 Steam marine of the Mississippi valley............................................ 733 Tabular statement of steamers on the rivers....................................... 734 Statements showing the movement of passengers in the interior7..... -----------—. 735 Statements of the number of boats and the amount of tonnage employed, and the direction at several centres of interior commerce............................... 38 to 740 Statement of marine losses and insurance in several collection districts of the interior. - 741 Rise and progress Of steam marine of the United States. - --..- -- - —...... 743 Comparative statement showing the increase of steamboat tonnage on the Mississippi and its tributaries from 1842 to 1852 D.. d......................... s 744 la] xvin CONTENTS. - oagO. Comparative statement showing the increase of steamboat tonnage on the upper lakes. 745 Statement of the number of steam and sail vessels lost on the lakes and rivers of the interior during the' year 1851, Nwith the cause and manner of loss, and nmnber of persons who perished thereby.-......... 747 General averages respecting steam marine of the interior -..... -..... — - -.......d 749 Tabular view of the entire steam marine of the United States.- -..... d O.O. 751. Marine disasters on the western waters in 1852-. 7552 Commercial notice of New Orleans, Louisiana...................................... 753 Remarks by William L. Hodge, esq., on the commercial advantages of New Orleans 754 Table exhibiting the, value of the principal articles imported from the interior into New Orleans at several periods 756 Statement showing the value of exports and imports at New Orleans,, annually, from 1834 to 1851, inclusive.7.................... -- — ~ —~~ 758 Statement of the receipts on account of duties collected at New Orleans from 1835 to June 30, 1852, inclusive --------------.-.-....... —-...... 758 Statement of number and tonnage of American and foreign vessels employed in foreign trade in the district of New Orleans, which entered and cleared annually from 1826 to 1851, inclusive.......................... 759 Commercial notice of Mobile, Alabama.. —----—. —- -. —--.. —-—. —--. 7600 Statement showing the exports and destination of cotton from the port of Mobile during the'last ten years............................. 761 Statement of principal imports into Mobile for five years. ending August 31, 1852 - 7 —. 762 Statement of number and tonnage of vessels employed in foreign trade in the district of Mobile, which entered and cleared annually from 1826 to 1851, inclusive- 763 Introductory notes upon the geographical and commnercial position of Florida- d_ __ 764 Letter from WV. L. Hodge, esq., Assistant Secretary of the Treasury, relative to the trade of American ports of the Gulf of Mexico -- -.. 767 Letter from Hon. E. C. Cabell, relative to internal improvements and general resources of Florida ------- - -------- - -- ------------ ------ 770 The Gulf of Mexico and the Straits of Florida. ----- -- -- ------- 794 The cotton crop of the United States, and statistics relating thereto- -- - - 805 Tables. Imports of cotton goods, 1852 — -....... -....... 838 Exports of foreign cotton goods, 1852 -.. -.. —............. 839 Exports of raw cotton, 1852. ---...... —..... 840 Exportsof domestic. cotton, goods, 1852 —------------------ ---- 840 Specification of foreign cotton goods exported from 1821 to 1852 --....... - 842 Specification of domestic cotton goods exported from 1826 to 1852.-. —---—.. 843 Specification of domestic products exported firom 1821 to 1852 -844 Total domestic produce -exported, including specie, &c., since 1821 -. —— 8 —..-.- --- 845 Specification of foreign cotton goods imported, and total exported and consumed, fiom 1821 to 185:2 -4.. - - -- - - - - - -6 Bullion and specie imported and exported since 1821....................- 848 Statements of the commerce of the Atlantic States and citiesa-........... 849 ittb'umellln i: ti vailue oi exporls adm1 imor.is ( of 0 Lo osun atd le w Yort k floaL 110Us34 o 1851 -----. 851 Exports and imports of Philadelphia and Baltimore from 1834 to 1851 -............... 852 Do.........do.... of Charleston.. —-'...................... -............. 853 Duties received at Boston, New York, Philadelphia, and Baltimore from 1835 to 1852. 854 Statement exhibiting the number of American and foreign vessnels, and their tonnage, employed in foreign trade in the district of Boston, which. entered and cleared from 1826 to 1851................ 855 Statement exhibiting the samedin the district of New York........................ -856 Staernieni exhibitinrg the same in the district of Piiladeiphia-. —-.._... —. -.. -~ 857 Statement exhibiting the samoe in the district of Baltimore., —-... - 858 Statement exhibiting the same in the district of Portland-.... 859 Statement exhibiting the tonnage employed in the foreign trade of the United States... 860 Statement exhibiting the American a.nd foreign tonnage entered and cleared at porta of the United States from 1842 to 1851 - --------—. —.. 862 Statement of amount of tonnage belonging to the United States firom 1836 to 185.2.... 863 Statement exhibiting the number and tonnage of vessels built in the United States, annua1lly, from 1836 to 1852 -. —..........,.. 866 Statement showing the national character of foreign vessels entered and cleared at ports in the Unaitd States, with their tonnage, from 1842 to 1851.......... D - 872 CONTENTS.x Paget Statement exhibiting the average tonnage of vessels built in the United States, annually, from 1836 to 1852. --- -. —----. —- ---- --- - 874 Exports and iimports of the principal commercial States of the Union for mix years..-. 876 Statement exhibiting the value of foreign imports into the principal commercial States - 880 Statement exhibiting the value of domestic exports from the principal coinmercialStates. 881 Statement of tonnage entering and departing from the United States to foreign countries for a series of years -... —. —-----—. ---- ----—. —-..-.. —------:. 882 Statement of tonnage entering and departing firom northern and southern States for a series of years -----------------—. —------------ --------------------- 884 Inland water routes, with statements of the tonnage and value'of each -...-....... 886 Commercial notices of Albany, Troy, and Waterford..-............................. 888 Statements of trade of New York canals at tide-water ----. — ----------------—. 890 Statement of the trade of the Pennsylvania canals at tide-water.................... 898 InternaJ trade of the United States for 18552.....- 9...... -. - o —. 90Q3 WASHINGTON, A.ug'st' 19, 185'2. S~' ~The andersigned was personally honored with your instru'c-;i.ons on the 28th July, 1861, to report on the following resolution of thle Senate of the United States: "That the Secretary of the Treasury be requested to communicate to the Senate, as early as possible, at the next session, full and com~ lpete sta.tements of the trade and commerce of the British North American colonirs wiwth the United States5 and other parts of' the world, on land' and by sea., in the years 1S50 and 1851, with such information as he can procure of the trade of the great lakes." You directed his attention to the general importance of all the subjects embraced in the resolution, their intimate relation to many branc1ies of national interest, and the necessity of having such report sbmitted to you in.the most correct form, and as full and detailed, as the shortness of time Nwould permit. You were pleased, also5 at a subsequent period, to direct the attention of the undersigned, to that parst of the resolution relating to, the commercial' interests of the great lakes, a..d to desire that it should receive prompt and careful attention; and that all the information obtained should be presented in tabular statements. The undersigned was likewise informed by you, that if any subjects not specified in his instructions, of, national or great local interest, gelmanea to the spirit of the resolution of the Senate, should fall under his notice, it would not be'inappropriate to submit the same for the consideration of the government These instructions, and the great interest now generally.manifested as to the colonial and lake trade of the United States, have induced the undersigned to give carefhl attention to each distinctive feature of the various important subjects involved in your instructions and the resolution of the Senate. The undersignedl is fully aware that it is his duty (as it'most certainly is his wish) to njotice the questions under consideration -in the briefest manner consistent with their proper elucidation. In justification of any notice that nmay be considered too much extended, it must be remembered that the weighty imatters involved are not confined to any particular locality; that they affect not only the British colonies, but various and important domestic interests of the United States; that they are interwoven with all the elements of our national strength; that they bear, in an' especial mainner, upon the navigation and the foreign and coasting trade of this counltry upon its various manufactures, and upon its commerce with distant nations. In directing your attention to the first part of this report, the most important so far as home interests are concerned, it is proper to remark, that although the statements as to the internal trade of the 2 2 S., Doc. 112. United States are fuller than any before presented to the' govmernRnein- this form, and such as could only be obtained by great labor and expense, they may be relied upon as being generally correct, They have been collected from various sources, official and unofficial and it is due to the public to' state,'that it is principally owing to the different modes of conducting the inland trade of the country, that statisti-. cal returns of an official character are not made as to much of that trade. The returns from several of the custom-house districts on the lakes are very creditable to the collectors by whom they were prepared; while the returns from others were in many respects incorrect andc incomplete, causing loss of time and great trouble in rectifying and perfecting them. The necessity for a well organized system, in order to obtain " a correct account" of the lake trade, must be obvious. The want of a law to enforce even the present imperfect system, the great increase of business, and its diversified character in nearly all the districts, and the limited clerical force allowed in some of them, are all causes of difficulty, in obtaining and arranging in a creditable and satisfactory manner, full, accurate, and entirely intelligible statistics.of the lake trade, and of the general internal commerce of the country. It is proper also to state that the embarrassments now existing, will increase in a corresponding degree with the certain and almost incalculable annual increase of this trade and commerce. This ill-arranged and imperfect system of managing the lake tra(de and internal commerce of the country is presented to the notice of the government, and offered as an apology why the report on this trade and commerce is not more worthy the high importance of the interests involved. If national considerations should induce a desire on the part of the government to possess other reports on the internal trade of. the country, it will be necessary to provide for a more perfect system of statistical returns and to carry it out by legal requirements. It is not intended to suggest that any novel coercive laws should be adopted, interfering with the free and unrestricted exchange of goods and productions of' all kinds between different sections of the country. Free commerce, especially internal commerce, unfettered by restraints originating in sectional or local partialities, or prompted by like selfish interests, is no boon from any government to the people; it is unquestionably their natural right. There can be no doubt that'a system might be easily devised, under the authority of the Treasury Department, which would meet every requirement and promote tlie interests of' this trade. In the style, character and completeness of our statistical reports, we are far behind other countries, and no authority but that of' Congress can supply this deficiency. The public eye has ever been steadily fixed on the foreign commerce of the country as the right arm of national strength. This commerce has increased so rapidly, and the trade as -well as the tariffs have been so greatly changed, that new arrangements of the old returns are demanded' to enable the departmental condensations to be perfect and readily intelligible. The reports on commerce and navigation now give the total tonnage of the United States, but do not state the char S.:Doc. 112..3 acter or class of vessels composing the mercantile marihe of a country scarcely second to anly in the world. It is also necessary that more complete statements of the trade and commerce of the great cities of the Atlantic seaboard and on the' Gulf should'be laid befotre Congress annually, and these improvements in their arrangement could be made, and they might be fuller in detail than those hitherto submitted, with comprehensive statistical accounts of the coasting trade and navigation, and distinguishing between steamers and other vessels. It is proper to remark that the present arrangement of returns of the internal and coasting trade is mostly governed by the law of 1799, when the trade was in its infancy, and commerce received rather than created laew. In the discussions which have taken place in Congress, of late years, in relation "to great public questions, such as the public lands, or the improvement of rivers and harbors, the most meagre statistical statements have been adduced in many cases, and loose hypotheses assumed in others. This'is attributable to the absence of authentic official returns, and is conceived to be a justification for presuming to bring this subject to the attention of Congress in this report. In. the absence of statistical statements, published by national authority, the value of works containing statistical returns upon which reliance can be placed is greatly enhanced; andc this opportunity is embraced of commending, as one source of valuable information in making this report, the publications called." Hunt's Merchants' MaI;gazine," "De Bow's Review," the 1" Bankers' Magazine," and the "American Railroad Journal," as the most valuable in this country.. The undersigned is fully aware of its having been asserted by those who have limited means of forming a correct opinion, that the value of the lake trade has been everywhere overstated. It is true that in some cases approximations, from the Avant of' official data, are, of necessity, resorted to; but that is not the fault of those who have the matter in charge. The basin of the great lakes, and of the river St. Lawrence, is fully delineated on the map attached to the report on Canada. Its physical features, and the influence it must exercise on future moral developments, are without parallel and( historical precedent. It is an American treasure; its value to be estimated less by what it has already accomplished, than by what it must achieve in its progress. The attention of the civilized world has been directed with great interest to the constant and progressive emigration from the Old World to the New. In former times, hordes of men changed their country by means of long and toilsome journeys by land; but never until the present age have multitudes, and, in some instances, communities, been transferred from continent to continent, and from one hemisphere to the other, by such means as are now -afforded in the New York packets clipper ships, and ocean steamers. These vehicles but represent the genius of an era destined in future times to be designated as the "age of enterplrise and progress." That portion of' the "Great West" at the western extreme of the basin of the -St. Lawrence ha.s received a larger share than any other portion of our country of the valuable addition to our national stiches 4 S. Doc. 112. arising from the industry, intelligence, and wealth, of the hundreds of thousands of fbreigners who, within a comparatively brief period, have landed upon our shores. It is, therefore, impossible to estimate the enormous and continuous accumulation of wealth, having its basis on the ample resources and natural riches of that great western region, over which the star of American empire seems now to rest. In connexion with an unequalled increase of population in the Great West, the growth of' the' lake trade has been so extraordinary and so rapid, that but few persons are cognizant of' its present extent and value. In 1841 the gross amount of the lake trade was sixty-five millions of dollars. In 1846 it had increased to one hundred' and twenty-five millions. In 1S4S, according to the estimate of Colonel Abert, of the topographical engineers, the value of the commerce of thd lakes was one hundred and eighty-six millions. Owing to various causes, but particularly to the great influx of fbrei gners, and the opening of new and extensive lines of intercoimmunication, it has recently increased still more largely, until, in 1S51, it amounted to more than three hundred millions. And these estimates do not include the value of the property constantly changing hands, nor has any notice been taken of the cost of vessels, or the profits of the passenger trade. It is not within the scope of this report, nor is it practicable therein, to attempt ajitll exposition of the trade and commerce of the Mississippi, the Missouri, or the Ohio, flowing through that great valley, unsurpassed in all the elements of wealth by any region in this or the Old World. This trade and commerce is worthy of the particular and earnest attention of American statesmen. And it is here proper to state, that one great cause of the growth of the lake trade is the fact that a cheap and expeditious route firom the Atlantic to the Great W-est is afforded by the internal communications, by railroads and canals, opening the way through the great hl.akes and through the Alleghanies, instead of being restricted to the rivers flowing southward. The following facts in relation to the trade ot the Erie canal are presented as confirming the above, and justifying farther and full official investigation as to the entire internal trade of' the West:* In 1835 there left the lakes'by the Erie canal for tide-water, 30,823 tons of wheat and flour. In 1851 there left the same points, on the same canal, 401,187 tons of' similar articles. In 1SI5 the'total amount of wheat and flour which reached tidewater by the New York canals, was 457,624 tons; showing that while between the lakes and tide-water the. State of' New York furnished 97,729 tons, or over 75 per ceint. of the whole quantity delivered, in 1851 it only furnished 56,437 tons, or about 11 per cent. of the whole a The facts'hereinafter stated with respect to'the trade and commerce of the Mississippi and its tributaries, and of the States and cities on their shores, and on the Gulf of Mexico, and connected with them, are important not only in regard to that specific trade and commerce, but for their relation to that of the lakes and, inland, by canal and railroad to the Atlantic seaboard. It has been found in some degree necessary to refer to the former in full elucidation of the latter. The great interests of the southwestern and southern States demand, however, a fuller and more perfect notice than the resolution calling for this report, and limiting it to other sections, will allow to be now made. S. Doc. 112. 5 qilantity, the remaining 89 per cent. having been received friom the West, and from the territory of Canada on the lakes. The total tonnage ascending and descending on all the New York canals in 1S36 was 1,310,807 tons, valued at $67,634,343, and paying tolls amounting to $1,614,342; while in 1S51 it amounted to 3,582,733 tons, valued, ascending and descending, at $ 159,981,801, paying tolls amounting to $3,329,727. The traffic on the Erie canal, and the principal routes from the interior to the Atlantic, has such an important relation with the whole trade of the nation, that it was conceived that this part of the report would be incomplete without a proper reference to the trade of such routes; which will be found attached to Part IV, with a reference to the commerce of some of the principal Atlantic and interior ports and comparative statements. The great lakes are not a straight line of water, but present a zigza g course. Their surplus waters all find their way to the ocean by one great outlet, the noble St. Lawrence. Notwithstanding the opinions'that may be entertained adverse to that mighty river as,a channel of communication between the West and the Atlantic, it is nevertheless certain to be more used, and to increase in importance, ain proportion to every material stride in the prosperity and advancement of the country bordering on the laIkes. Stretching down into New York, as if for the especial accommodation of a comparatively southern region, is Lake Erie; while extending far into the regions of the northwest, to meet the requirements of that region, Lake Superior spreads his ample watlers. An examination of the map prepared by Mr. Keefer, and attached to this report, under the head of Canada, will prove that nature has provided the great lakes for all the different and distant portions of this continent, and that the St. Laxwrence is their natural outlet to the sea. There are those who maintain that the improvement of the navigation of the St. Lawrence, and the widening and deepening of the Weelland 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 fi-ee use of both, would cause a commercial city to grow up on the banks of that river which would successfully rival NewYork in European trade; but important as the results doubtless would be to the interests of the Canadas, and especially of Lower Canada, and greatly as those interests would be promoted by such measures, there is little cause for believing that such a.nticipations of inj.u ry to New York or to any of our Atlantic cities would be realized. Their trade would not be decrea sed, whilst tlht flowing down the new outlet would be increa.sedl. New resources would be created by the new stimulants thus given. Although the subject of harbors has been referred to in the report which follows the lake trade, yet its great importance demands some farther notice. While the commercial connexion between the East and the West by cana.ls, stealmboa.ts, and railroacds, is increasing writh such rapidity un(ler the combined influence of enterprise and necessity, it is quite evident thact provision must soon be made for adeqlute harbor accommodation on the lales, to meet the necessities of their commInerce,. already rivalling that on the Atl-fltic. 6 S. Doc. 11'2. It is a remarkable fact that there are but few natural harbors on the lakes, the shores differing in that respect from the seacoasts of the United States, and of the northern colonies, which are amply provided with the finest harbors. While the commerce of Chicago, Buffalo, Oswego, and other lake ports, is of more value than the commerce of any of the ports on the Atlantic, except New Orleans, Boston, and New York, the harbors of the lake ports, even wliilst their commerce is yet in its infancy, are wholly inadequate to the number of vessels already on the lakes. The numerous disasters in consequence of the insecurity of these harbors, call loudly for the improvement of such havens as can be made secure and convenient by artificial means. The commercial and navigating interests in that section have from the outset been sensible of the drawbacks arising from the absence of security to life and property, and have unceasingly presented their claims for the artificial improvement of their harbors to the consideration of the State and Federal governments. At a public meeting held at Milwaukie, in 1837, with reference to the improvement of' harbors, it was "Resolved, That we will not desist from memorializing and petitioning Congress, and presenting our just rights and claims, until we have finally accomplishel our object." The spirit of this resolution, it cannot be doubted, is the prevailing sentiment throughout the entire West, connected by its trade With the lakes. It is not presumed, in any part of this report, to argue the question of the constitutionality of such improvements by the federal government; but it is unquestionably due to that great interest, and to the preservation of life and property, to state that a great and pressing necessity exists for the construction of harbors on the lakes by some authority, State or Federal, and by some means; and whether these should be public or private, enlightened statesmen must decide. The work should be done. If the government of the United States, sustained by the patriotic aiftction of the people, is restrained by the constitutional compact from doing things undeniably needed for the promotion of important national interests and the security of' its citizens and their property, some other means of' relief should be devised. If it does possess adequate constitutional power, it should be exercised. The past action on this subject has paralyzed, rather than aided, many improvements. Harbors and havens, the construction of which was commenced by government, have not been completed, and are in a state of dilapidation; and while the public have waited for farther aid, many valuablelives and great amounts of property have been lost. It is extremely doubtfill (even if there were sufficient local wealth, and if we could allow the expectation of that unity of action in the vicinity of the lake coast necessary to secure the construction of any one of the many harbors and havens their lake commerce now so absolutely requires) whether they could be completed without Federal aid. The undersigned begs leave to call the attention of the honorable Secretary of the Treasury to the necessity of having marine hospitals in the large commercianl ports upon the lakes. The casualties of that naviga.tion are little different from those of the sea; and while the " freshwater sailor" contributes, fi om his monthly wage;, to the same "hospital S. Doc. 112. 7,money," as he who I' goes dwvn urpon the great deep," equal justice demands equal expendliture for the benefit of both. It is not enough to say that these hospitals would be beneficial; they are i-aperatively demanded by the mariners and the ship-owners of these 4"i:land seas." There is every year much suffering, espe" cially at the large towns of Buffalo, Oswego, Cleveland, Sandttusky, Toledo, Detroit, Chicago, and Milwaukie, all of which have a large steam and sailina. marine, and are rapidly taking rank among our leading commercial cities. At these ports a. large number of' sailing vessels and steamers pass the winter; the number of sailors neednrg relief from suffering is tlaus increased. Some of these sail.rs- are now often let out na hire, by the collectors of customs, to those wanting labor. No censure is intended of those officers: such course is forced upon them by the necessities of the case, but such a state of things ought not to continue. That these -seamen could be comfortably provided for a. a tri!ing cost to the government, by the expenditure of no more thaua the monthly conitributions received from those engaged in the take trade, if proper hospitals were erected, cannot be doubted. One ik in the chain of communication through the great lakes is yet to be supplied.'This will be effected by the construction of a ship canal around the Fails of St. Mary, which willi open to the lower lakes a navigation of fully a thousand miles. Our shipping will have an uninterrupted sweep over waters, which drain more than three hundred thousand $~tuare miles of a region abounding in mineral and agricultural resources. They umay be.water-borne nearly half way- across the continent. The inexhaustible elements of wealth on the shores of Lake Superior will then become available. These, as yet,-have hardly been touched, much less appreciated. Its fisheries are exhaustless. Nature has developed its mineral treasures upon a scale as grand as its waters. Its copper mines, the most extensive and productive in the world, furnishing single masses of the unparalleled weight of sixty tons, supply half of our consumption, from localities where, ten years since, the existence of a single vein was unknown. The iron mIines near the shores of this lake surpass those of Sweden or Russia in extent, and equal them in the excellence of their material. It is predicted by acute metlllurgists that its silver mines, though as yet undeveloped, will one day vie with those of Mexico. While Wve behold with wonder the munificence of the gifts which Providence has showered upon this extensive region,. thousands of miles in the interior from the ocean, we may also look forward with hopeful pride to achievements in art, and to commercial enterprise, commensurate in grandeur to those gifts, for their distributionl throughout our country and the world. Reflection upon these bounteous gifts leads us to the conception of the means necessary to be adopted for their adequate use and enjoyment. When the Caughnawaga canal shall have been finished by the Canadian government, uniting the St. Lawrence and Lake Champlain by a ship canal, thus completing the judicious and sueeessful improvements on the St. Lawrence, so creditable-to the enterprise and national views of that government; and when a ship canal shall be constructed fromn Champlain, by way of Whitehall, to the Hudson river-anid commercial necessities will not be satisfied with less 8 S. Doc. 112. when the waters: of Superior thus flow into the Hudson? and the' shipping of New York can touch upon the plain in which, with: their branches interlocking, the Mississippi and the St. Lawrence both have their origin, it will be a stride equivalent to centuries for the nation. A boundless field of commerce, and a vast expansion.of transportation, will thereby be opened, and a development of wealth, such as the world has newer witnessed, afforded. The commercial results anticipated will not alone belong to those -whose'labor alnd enterprise may primnarlly efict them. Commerce, external and internal, by steamships on the ocean or on the lakes, by railroads over, or canals through, the land, is the advance guard of civilization. Whenever true commerce receives any new impulse, its beneficial effects accrue not only to the country from which it springs, but to the world.' Its advancement is therefore one of the highest duties not only of enlightened statesmanship, but of philanthropy. Although this report may have been elaborated more than might seem to have been designed by the resolutions or instructions under which it has been prepared, it is believed that no apology is necessary for thus devoting a few pages to the evidences of the rising wealth of' this broad empire. So complete is the dependence of one section of the country upon another-so varied are the productions furnished in the different degrees of latitude embraced within the present bounds ofthe confederacy, and yet so admirably are the channels for transportation supplied by nature and art, that the prosperity of each section overflows into the other. This diffusion of prosperity, produced by community of interests and sympathies, freedom of trade and mutual dependende, is,a sure pledge that our political union can never be broken. The undersigned is not without hope that the faacts presented in this report may tend to promote the struggling railroad interests of the West. That section needs capital,i and greater facilities for transport — ation; the former creating the latter. The magnificent systems of'railroads in course 6f construction, or projected, for the transportation of various productions from the country bordering on the Mississippi, so far south as St. Louis, must become important channels of trade. The political and moral benlefit of railroads, as bands of union and harmony between_ the different sections of this broad empire, can only be measured by our posterity. The securities issued the United States and on account of.many of the railroads projected and in process of construction in the VWest, are seeking a market among the capitalists throughout the world. Ignorance of the resources of' the country which will support the roads, and of the progress of the regions through'which they pass, causes the depression of these stocks fair below their value. The large amount of money, required to complete the worrks already contemplated, makes it a matter of high importance, which has not been lost sight of in this report, that such information should be given' to the financial world as may remove some of the obstacles encountered by the great interests of the West, owing to ignorance of their true condition and res aurces which prevails in the money market's of Europe. S. Doe. 112. 9 This ignorance is not confined to foreigners, but exists among a portion of our countrymen. The former cannot understand how railroads can be built, and made to pay, in comparatively new countries: the latter, living near the banks of great rivers, and on the Atlantic coast, where alone surplus capital, as yet, abounds, cannot appreciate the necessity existing for the constant creation of these iron lines. Commerce depends for its existence and extension upon channels afforded as its outlets. Primarily it follows what may be termed the natural routes, which are often not convenient ones. Modern commerce has sought,'and is constantly creating, at great expense, artificial channels; and this is so true of the United States, that such channels have, in a great degree, superseded the natural routes; for the reason that' the direction of American internal conmmerce is between the agricultural, and the commercial and manzficturzing' districts, which are not connected by the two great outlets, the Mississippi and the St. Lawrence rivers. Produce leaving Burlington, Iowa, following its natural outlet, is landed at New Orleans; or, leaving Detroit, and following its natural course, at Quebec. By the changing influence of artificial channels, it is now easily.borne to New York, Philadelphia, Boston, or Baltimore.* These are the facts which give so great consequence to the leading artificial lines of conmunication, such as the Erie canal, Erie railroad, Western railroad, the Pennsylvania railroad, the Baltimore and Ohio railroad, the Mobile and Ohio railroad, the Virginia works in pro-. gress 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 tborward their products to the great leading or national routes; otf commerce. Their products are compa.ratively valueless, on account of the cost of transportation to market. The wheat and corn grown in the central portions of Kentucky, Illinois, and Missouri, will not, on the spot, command one quarter their value in New York or the other markets on the Atlantic coast. This difference in value, between the points of production and consumption, is owing to the cost of transportation. Hence the necessity of local as well as national channels to the development of our resources, and to the further creation and wider extension of inland commerc,e. Efforts to construct channels of commerce suited to its wants are now engrossing the energies and capital of the whole country. We have already constructed thirteen thousand miles of' railroads, and have at least thirteen thousand more in progress. Our roads completed * From New Orleans to New York-..... -. 4,290 miles. " to Philadelphia... —------.. —------- ---....... 4,054 ".. " to Baltimore.-...... —----... —-. —-—.. 3,648 " "' " to Boston......................................... 4,898 " Quebec to Boston..................................... 2,696 " to New York -—........-... —- ----------- -----—... 3,304 " " to Philadelphia.. —- -—................. 3,540 " " " to Baltimore.................. ----------------------- 3,976 " " to New Orleans......................................... 7,594'& 10 S. Doc. 11'2. have cost four hundred millions; those in progress will cost at least two hundred and sixty millions more —making an aggregate of six hundred and sixty millions. These roads are indispensable to keep alive and develop the industry ot the country.-The cost of' these roads will not be less than twenty thousand dollars per mile, requiring an annual outlay of about eighty millions for works in progress. The capital of the country is not equal to this demand, without creating embarrassment in the ordinary channels of business; and unless we can avail ourselves of foreign capital, a portion of our works will be retarded, or we shall be involved in financial trouble. We could borrow from England, Holland, and France, at comparatively lowv rates, the money needed for our works; and it is believed by statesmen that by a judicious extension of our commerce with other parts of Europe to which hitherto less attention has been paid than it deserves, inducements could be created for the investment of a portion of their large surplus capital in profitable works of internal improvement in this country, yielding high rates of interest, provided the foreign capitalists could be made to fully understand our condition, the necessity that exists for these works, and the prospect of their yielding a remunerating traffic. As it is, our works are mainly carried on by aid of foreign capital; but we have to pay, at times, exorbitant rates for the use of money, simply because so little is known of the objects, value, and productiveness of our works. One course adopted by many of those who are constructing the roads in progress is to raise money upon wha.t are called road bonds. These bonds are bhased 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 preparation of this report, is to diffuse information that will secure an active demand for our sound securities at the best rates, so that the publicspirited companies who are struggling under heavy burdens may receive what their securities are actually worth, and may not be compelled to heavy sacrifices. Our companies during the present year will be borrowers in the market for fifty millions, to be raised, in a great degree, on these railroad bonds. This amount will be borrowed mostly from European capitalists, at a discount of 12 to 15 per cent., making an aggregate loss of six to seven millions. These bonds bear 7 per cent. interest. The above discount brings the rate of interest on a bond having ten years to run to about 8~- per cent. per annum. These bonds are sold at the above rates, because so little is known of the projects, or of the real strength of the country. The purcha.sers demand a premium in the nature of insurance, and as soon as it is found there is no risk they demand and receive a premium equal to a perfect security. It is no part of this report to advocate, in any way whatever, any particular railroad, or any particular route of' commerce; but in view of the unquestionable necessity that exists for more knowledge S. Doc. 112. 11 on these points, both at home and abroad-in view of the somewhat surprising fact that we have no published documents which contain any information in reference to our public works, calculated to throw light upon the subject, the undersigned has felt it his duty to meet, as far as possible, the wants of that great interest, although the shortness of time allowed, and the difficulty of obtaining materials, has rendered the work much less perfect than he could have wished. The accompanying report on the railroads and canals of the United States, prepared with the assist}ane of Mr. Henry V. Poor, the editor of the American Railroad Journal, New York, with his map annexed, to hich reference has been made, may, it is hoped, prove to be of value not only to the railroad interest, but. to the country generally, and important at this period to American and European capitalists. The undersigned conceives that the position of our internal commerce, as illustrated in this report, may well be a subject of national pride. For the last few centuries, the attention of the world has been given to maritime commerce, created by the discovery of America and the ocean path to the East Indies. The world entered upon a new epoch when the great maritime powers struggled for dominion on ihe high seas. As an eloquent American writer* has said: " Ancient navigation kept near the coasts, or was but a passage from isle to isle; commerce now selects, of choice, the boundless deep. -"The three ancient continents were divided by no wide seas, and their intercourse was chiefly by land. Their voyages were like ours on Lake Erie-a continuance of internal trade. The vastness of their transactions was measured not b} tonnage, but by counting caravans and camels. But now, for the x ilderness, commerce substitutes the sea; for camels, merchantmen; f r caravans, fleets and convoys." Our time presents another epc h in commercial history. Internal trade resumes in this country its ancient dominion. Commerce now avails itself of lakes and rivers, as well as of the sea, and often substitutes the former for the latter. I or merchantmen, it nowv substitutes steamboats; for fleets and convom s, canal boats and freight trains on railroads. Upon this commerce th It of the sea depends. Its prosperity is the surest foundation of natio[r 1 power. As has been said by a philosophical historian,t "An ex ensive and lively commerce would most easily, and therefore the soo lest, be found on the banks of large rivers running through countries rich in natural productions. Such streams facilitate the intercourse c the inhabitants; and a lively trade at home, which promotes nationa industry, is always the surest foundation of national wealth, and cons:quently of foreign trade. The course of the latter depends in a great aeasure upon exterior circumstances and relations, which cannot alxvw ys be controlled; but internal commerce, being the sole work of the aation, only declines with the nation itself." Banlcroft. t 1Heeren. 12 S. Doc. 112. THE TRADE, COMMERCE, AND NAVIGATION OF THE BRITISH NORTH AMERICAN COLONIES. In conformity with your personal directions, and pursuant to your written instructions, the undersigned has diligently prosecuted certain inquiries with reference to the British North American colonies, more.especially as regards their foreign, internal, and intercolonial trade, their commerce and navigation, and their fisheries. Having procured some new and special information on these several points, of' much interest to -citizens of the United States, he submits the same Without delay, in the briefest possible form, to the consideration of the government. Since his appointment as consul at St. John, New Brunswick, in 1843, the undersigned has had the honor, on several occasions, of calling the attention of government to the extent, value, and importance of the trade, and navigation of the British North American colonies, and of pointing out the necessity of action on the part of the general government, to meet the important commercial changes which have taken place within the last few years. He has also had the honor of suggesting the necessity of wise and liberal legislation in relation to this.important and valuable trade, with the view of securing its profits and advantages to citizens of the United States, in whose immediate neighborhood it exists, and to whom, under a fair and equal system of commercial intercourse, it macy be said to appertain. In the beginning portion of this report, the undersigned has replied to one part of the resolution of the Senate in relation to the trade and commerce of the great lakes; and in the latter portion he has the honor to submit a number of documents and statistical returns in relation to the British North American colonies, made up to the latest possible moment. He most respectfully, but earnestly, solicits the attention of the government, and of the whole commercial community, to the documents and returns herewith submitted, and requests a particular examination of the separate reports on each colony respectively, and of the special reports on the British colonial and French fisheries of North America; which, at this time, will be found to possess much interest.'The undersigned also invites particular attention to the sketch of the early history, and present state of'our knowledge of the geology, mineralogy, and topography, of Nova Scotia and New Brunswick, prepared expressly for this report by one of our most distinguished geologists, Dr. Charles T. Jackson, who, in conjunction with Mr. Alger, of Boston, first brought to public notice the important mineral resources of these provinces. That fihll confidence maiy 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: Cana da, 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 grateftilly expresses his obligations S. Doe. 1Do. 113 to Thomas C. Keefer, esq., Montreal, for his contributions respecting the resources, trade, and commerce of Canada. The p6ssessions of Great Britain in North America, exclusive of the West India. Islands, are, the united provinces of Canada East and Canada West, the province of New Brunswick, the province of Nova Scotia, which includes the island of Cape Breton, the island colonies of Newfoundland and Prince'Edward Island, Labrador, and the. wide-spread region (including Vlancouver's Island, the most important position on the Pacific ocean) under the control of' the Hudson's Bay Company, extending from Labrador to the Pacific, and from the northern bounds of Canada to the Arctic ocean, except the districts claimed by Russia. These possessions, viewed merely with reference to their vast superficies, which exceeds four millions of geographical square miles, comprise a territory of great importance, more especially when the marnifold advantages of their geographical position are taken into consideration. But their importance should be estimated less by their territorial extent than by the numerous resources they contain; their great capabilities for improvement; the increase of' which their cornmerce is susceptible; and the extensive field they present for colonization and settlement. The British North American provinces, to which these reports and documents are mnore especially confined, occupy comparatively but a small portion of the aggregate superficies of' the whole of the British possessions on this continent; yet they cover a wide extent of country, as will be perceived by the following statement of their area: Canada East, (acres).................. 12S,659,680 Canada West.............. 31,745,539 - 160,405,219 Neswt BrTlnswick... - -............................ S 22,000,000 Nova Scotia (proper) -9,534,196 Cape Breton........... 2,000,000 ____ —~ 11,534,196' Newfoundland.-..... 23,040,000 Prince Edward Island.................... — 1,360,000 Total area British North American provinces -... 218,339,415 In 1830 the population of all these provinces was stated at 1,375,000 souls. The census returns at the close of the year 1551, give the following as their present population: Canada, East and West.-.....-................... —---- 1,842,265 New Brunswick................. 193,000Nova Scotia and Cape Breton..-.................... 277,005 Newfoundland — 1..................... 101,600 Prince Edward Island-.........-....... 62,6.78 Total-................................ 2,476,548 14 S. Doc. 112. The following table is an abstract from the late Canadian census: Lower Upper Total. Canada. Canada. Natives of England and Wales......... - 11,230 82,699 93, 929 Scotland-....................... 14,565 75,811 90,376 Ireland................................ 51, 499 176, 267 227,766 Canada, French origin..................... 669, 528 26,417 795,945 not of French origin-........... 125, 580 526, 093 651,673 United States.............................. 12,482 43,732 56,214 Nova Scotia and Prince Edward... --—......... 474 3, 785 4,259 New Brunswick........................... 480 2,634 3, 114 Newfoundland......-...................... 51 79 130 - West Indies -.......................... 47 345 392 East Indies-. 4 106 110 Germany and Holland...................... 159 9,957 10,116 France and Belgium....................... 359 1, 007 1, 366 Italy and Greece -................... 28 15 43 Spain and Portugal.. 18 57 75 Sweden and Norway..... 1 2 29 41 Russia, Poland, and Prussia................ 8 188 196 Switzerland.............................. 38 209 247 Austria and Hungary...................... 2 11 13 Guernsey.................. 118 24 142 Jersey and other British Islands........ —-—..... —- 293 131 424 Other places -...................... 830 1,351 2,181 _Born at sea —---. —----- ---- --..................... 10 168 178 Birth-place not known.-................................ 2, 446 889 3, 335 Total population..890,261.. 952, 004 1,842,265 Taking the average ratio of increase of these colonies collectively, it has been found that they double their population every sixteen or eighteen years; yet, various causes have contributed to: render the increase smaller in the last twenty-one years, than at former periods. But the commercial freedom which Great Britain has recently conceded to her dominions, both at home and abroad, has caused these North American colonies to take a new start in the race of nations, and, in all probability, their population will increase more rapidly hereafter than at any previous period. The swelling tide of population in these valuable possessions of the crown of England, great as has been its constant and wonderful increase, will scarcely excite so much surprise as a consideration of the astonishing growth of their trade, commerce, and navigation within a comparatively brief and recent period. In 1806, the value of all the exports from the whole of the British North American colonies was but $7,287,940. During the next quarter of a century, after 1806, these exports were more than doubled in value, for in 1831 they amounted to $16,523,510. In the twenty years which have elapsed since 1S31,' the exports have not merely doubled, but have reached an increase of 116 per cent. During the year 1851 the exports of the British North American colonies amounted to no less than $35,720,000. S. Doc. D112. 15 Equal with this constant increase in the value of exports; has been the increase of shipping and navigation. The tonnage outward, by sea, fiQom all the ports of these colonies, in 1806, was but 124,247 tons. In 1831 the tonnage outward by sea amounted to 836,668 tons, exhibiting an increase of 67 per cent. in the quarter of a century which had then elapsed. So large an increase as this could not be expected to be maintained; yet the increase, which has taken place during the twenty years since elapsed, has been nearly as remarkable. In 1851, the'tonnage outward by sea from the North American colonies amounted to 1,583,104 tons, or nearly d6uble what it was in the year 1831. At an early period after their first settlement, the inhabitants of the North American colonies directed their attention to ship building. The countries they occupy furnish timber of great excellence fbr this purpose, and are rossessed of unrivalled facilities for the construction and launching of ships. This branch of business has steadily increased, until it has attained a prominent position as principally employing colonial materials wrought up by colonial industry. At first the colonists only constructed such vessels as they required for their own coasting and foreign trade, and for the prosecution of their unequalled fisheries; but of late years they have been somewhat extensively engaged in the construction of ships of large size, for sale in the United Kingdoms. New ships may therefore be classed among the exports of the British North American colonies to the parent State. The new ships built in ttiese colonies in 1832 amounted, in the aggregate, to 33,778 tons. In 1841 the new vessels were more than three times as many as in 1832, and'numbered 104,087 tons. In 1849 the tonnage of new ships increased to 108,038 tons. In 1850 there was a still farther increase, the new ships built in that year numbering.112,787 tons. That the colonies have great capacity for the profitable employment of shipping, is demonstrated by the steady increase of their mercantile marine. From those periods in their early history, when each colony owned but one coaster, their vessels, year by year, without a decrease at any period, and -withouta single pause or check, have regularly swelled in numbers and in tonnage, up to the present moment, when their aggregate exceeds - half a million of tons, now owned and registered in the colonies, and fully employed in their trade and business. The rate of this steady and continual increase of the tonnage of the colonies may be gathered from the following statement of the tonnage owned by the colonies at various periods, since the commencement ox the present century, Aggregate tonnage of the provinces of. Canada, New Brunswick, Nova Scotia, Newfoundland, and Prince Edward Island, at various periods since 1800: Tons. 1806 -—......................... 71,943 1830 -.........176,040 1836 9........................274,738 1846...............................................- 399,204 1850.............. 446,935 16 S.- Doc. 112. The commerce of the colonies may be said to have had its beginning within the past century. Without entering upon details of its rise and extraordinary progress, which can be clearly traced in the documents attached to this report, and to the report which I had the honor of subrmitting to you in 1850, it will be of great interest to notice its present extent and importance. The tonnage entered inwmard by sea, at the several ports of the North American colonies, amounted in 1851 to an aggregate of 1,670,663 tons. The tonnage cleared outward in that year from the same ports amounted to 1,583,104 tons. Commensurate with this-large amount of tonnage, employed in a commerce which inay be said to have ha.(lits beginning since 1783, has been the extent of colonial trade during -the year just past. The V'alue of this trade is exhibited in the condensed statements which ifollow. The total exports of Canada for 1861, made up, from United States and Canadian returns, for this report, give a diflerent, but a more correct result, as will be seen by the following statements: The total exports friom Canada for 1851, as per returns.. $13,262,376 Of wlich Quebec exported.......-..... $5,622,388 " l.Montreal....................... 2,603,916 44 Inland ports. -......... 5,136,072 13,262,376 Exported to Great Britain..............$6,436,844 "l UnitedCStates. -... 4,939,300 -'". British North American colonies. 1,060,644 "( bOther countries...- 826,688 1 3,262,376 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......-*-........._......... $86,7562 Sea --—..................... 249,296 Forest............-............................ 6,063,612 Agricultural...........................-....... 817,496 Vegetable ftod.-......................-...... 3,766,396 Other agricultural products.....................38,028 anuctres.....................6,124 Unenumerated.................................. 2,115,772 13,262,376 -S. Doc. 1 12,. 17 Inports into Canada by river St. Lawrence, giving only the. principal articles and values, for the year 1851. Articles. Values. Tea..... 168,084 Tobacco -... 18,924 Cotton manufactures- 3,018,332 WToollen manufactures...-.- - 2,301,816 Hardware manufactures..- 1,627,208 Wooden ware.... 11,612 Machinery....... 6,852 Boots and shoes. —. - 6,868 AManufactures of leather-.. —.... 53,1-56 Hides. —-..................-1,164 Tanned leather. — --- - 46,440 Oil, not palm.....135,708 Paper... 65,228 Rice...- -.. ---- 12,396 Sugar-........ 712,408 Molasses. - 60,968 Salt-.. 25,980 Glass-.-.-. - - - - - -- - - -78,260 Coal --.........................-....101,176 1Furs..-.-.... 90,032 Manufactures of'silk-................ 407,492. Manufactures of India rubber-..................... 233,324 Dye stuffs. 38,916 Coff-ie. 13,632 Fruit -... ---------- 54,304 Fish 71,260 Unenumerated.......................-.... 5,855,776 15,217,316 This includes the imports in transit for the United States, and those under bond for Upper Canada. 18 S. Doc. 112. Exportsfrom Canada to other countries, (principally Great Britain,) gizing the principal articles and values, for the year 1851. Articles. Values. Apples......$.................... $2,404 Ashes, pot..................................... 86,900 Ashes, pearl....,,,,,.... -.............,,,,, 37,372 Ash timber,,,.-....,. —,,..,,,,, 14,900 Barlev ------—....................408 Battens.-,,,,,,.....-..-........... 1,960 Beef.......................................... 5,268 Birch timber.......-.....-..-..^....... IS-18,468 Biscuit............. - 4,376 Butter..................................... 26,596 Deals, pine and spruce......................... 937,480 Elm timber...................................... 196,124: Flour.......-.................... 570,876 Handspikes................................... 900 Lard.......... 2,256 Lath-wood and fire-wood........................... 32,080 Masts........... -.... 67,100 Meal, corn and oat............................... 9,976 Meal, corn and oat-....... 9,976 Oak timber.................... 189,308 Oars.. -....................................4,536 Oats........... —............ 2,276 Peas and beans................................... 8,960 Pine timber, red and white.......................... 1,974,760 Pork......................................... 30,424 Shingles.-.....-.... 260 Spars...,,,,................................. 44,640 Staves...........-.............................. 3S2,136 Tamarac wood and sleepers.-69..,...,,...... 6096 Furs and skins.................................. 12,208 Total from Quebec-............... 4,671,048 "Value of similar articles from Montreal................ 2,060,156,-Unenumerated from other ports............... 1,401,212'Total exports by the St. Lawrence............... 8,132,416 S. Doc. 1 12. 19 As nearly as can be ascertained, the following statements exhibit the natural products, domestic manufactures, and foreign goods imported into the colonies from the United States for 1851. Natural products. Domestic manu- Foreign goods, factures. &c. Canada-.-. c... $2,024,188 $3,471,6S5 $2,712,675 New Brunswick ——. 869,683 335,515 325,702 Newfoundland.-.... 803,946 115,397 34,923 Nova Scotia-.......... 817,361 4156,943 157,160 Prince Edward Island. 77,858 Aggregate of colonial imports fiom Great Britain, United States, and other countries, for the year 1851. Great Britain. United States. Other countries. Canada- -..$..... $ 12,876,828 $8,936,236 $1,447,376 Nova Scotia........ 2,133,035 1,390,965 2,003,640 New Brunswick*......... 2,292,390 1,654,175 954,935 Newfoundland............ 1,600,750 99S,735 1,655,695 Prince Edward Island..... 279,898 41,603 305,974 Total.8............ 18,878,706 12,678,279 6,191,405 Aggregwate of colonial exports to Great Britain, United States, and otler countries,for the year 1851. Great Britain. United States. Other countries. Canada................. $6,731,204 $4,939,280 $1,035,538 Nova Scotia............ 142,245 736,425 2,663,640 New Brunswick.......... 2,909,790 415,140 535,190 Newfoundland............ 2,162,755 99,970 2,538,680 Prince Edward Island.... 84,966 55,385 184,638 Total.....-.... 11,568,925 6,218,060 6,S77,831 * New Brunswick returns for 1851 show an increase in exports of about 15 per cent,, -and of 19 per cent. in the imports, greater than in any other colony. 20 S. Doc. 112. COLONIAL TRADE IN 1851. CANADA. Imports —sea...-......... *$15,324,348 inland -. 8,681,680 $24,006,028 Exports-sea $8,081,840 inland.t 3,259,888 35,347,756 Add for value of new ships built at Quebec, and sent to England for sale, $1,000,000; and a farther large sum for under-valuation of' exports —making in the whole-.. —. $40,000,000 NEW BRUNSWICK. Imports - -- $4,852,440 Exports —---- --- 3,780,105 8,632,545 New ships, 45,000 tons.................. in all 10,000,000 NOVA SCOTIA. Imports - -- $5,527,640 Exports -------- ----- 3,542,310 9,069,950 -._in all 100,00,000 NEWFOUNDLAND. Imports -- --- * $4,609,291 Exports - 4,276,876 8,886,167..... i all 9,000,000 PRINCE EDWVARD ISLAND. Imports.......... $630,475 Exports- 360,465 990,940..... in all 1,200,000 New shipping, 15,000 tons. Grand total - -...... -...... 70,200,000 This amount includes goods in transitu, t By United States returns, $4,92,888. S. Doe. 112. 21 Although it appears by this statement, that, as in most new countries, the amount of imports greatly exceeds the estimated value of the exports, yet it must be taken into account that the apparent balance of trade against the colonies is fully overcome by the low price at which their exports are valued at the places of shipment, as compared with the prices obtained abroad; the value of new ships sold in England; the freights earned by these ships, while on their way to a market; and the large freights earned by colonial ships in transporting the bulky products of the colonies to foreign countries; all of which profits, sales, and earnings accrue to the colonial merchant, and render the trade of the colonies, at the present time, healthy and prosperous. After presenting the preceding statements, the undersigned does not deem it necessary to discuss in an elaborate manner the many interesting questions which they will, on examination, unquestionably present to the statesmen of England and America; more especially as the question of reciprocal free trade between the United States and the British North American Colonies is now before Congress, and received especial attention -in a previous report of the undersigned submitted to yourself, and printed as Executive Document No. 23, 31st Congress, 2d session. From 1794 to 1830 the trade of the colonies was a subject of much negotiation between the two governments, and was always considered by John Quincy Adams as one of great consequence to the United States. This protracted and almost useless negotiation produced no other results than a contraction of the trade of the colonies and an estrangement between the people of both countries. It is well known to the Department of the Treasury that Mr.'McLane's arrangements with England in 1830, in relation to this trade, were most unsatisfactory to the commercial community, and called forth from -that interest urgent remonstrances against their partial character. Time has, however, proved their beneficial operation upon the general interests of the American and colonial trade, thus furnishing another proof that profitable commerce can -only exist in perfect freedom. Although the convention of 1830, upon the whole, had a beneficial influence, yet it still left the trade of the United States with the colonies subject to many onerous and unnecessary restrictions, which have had a very injurious effect upon it. Until near the year 1840, thattrade did not rapidly increase; but then it suddenly expanded. From that period to the present time there has been a constant increase, but by no means to the extent which would have unquestionably taken place if the. trade had been wholly unfettered, and alloxved to flow freely in its natural course. It is somewhat singular that, notwithstanding the geographical position of these colonies with reference to the United States, arid the national importance of the various relations with them, no change has taken place in the policy of this country toward them for nearly a quarter of a century (while so much that is wise and great has been accomplished during the same period for the benefit of commerce in this and other countries) except the drawback law of 1846, which has increased the export of foreign goods from $1,363,767 in 1846 to 2,954,536 22 S. Doec. 112. in 1851. For many years after the Revolution, under a wise and sagacious policy, the colonial trade received a very considerable share of attention, a.nd effoirts were made to place it on an equitable, if not a liberal basis; but it unfortunately became involved with questions embracing the whole foreign policy of the country, which prevented the adoption of permanent measures of a liberal character. Soon after the imperial act of 1846, which had such a disastrous effect upon colonial trade, delegates were sent from Canada to this country to arrange the ternis of a reciprocal fiee trade in certain specified articles. The proposition was: favorably received by Mr. Polk's administration, and was ably supported in Congress by leading gentlemen of both parties. A bill Was introduced in 1848 for reciprocal free trade with Canada in certain articles, which passed the 1House of Representatives, and would probably have passed the Senate, but for the great pressure of other important matters. This bill of 1848 was considered by a portion of the people of the United States as strictly a colonial measure, for the benefit of the colonists only: especially, it was supposed that it might prove prejudicial' to the agricultural interests of this country, as Canada for a few years has been an exporter of wheat to h: small extent; but the subject having since been discussed, it has exhibited itself in a new light, and is now considered by many as one of equal interest to the United States and to the colonies. The agriculture of a country is well considered as its most valuable interest. It was natural, therefore, that the first question, raised as to the policy of reciproca.l trade, should have related to the efiects of firee Canadian consumption upon our agricultural interests. The accompanying tables, showing the total production of' wheat, rye, and corn, in the United States, for the year 1850, "with the quantity of agricultural produce in Canada, show that nothing is to be feared from Canadian consumption. Agricultural Abstract -U2per and Lower Canada, 1851. Lands, produce, live stock, anddomestic malu- Lower Upper Total. factures. Canada. Canada. Number of persons occupying lands.....-. 94,449 * 99,860 194, 309'Of whom those held 10 acresand under.-.. 13,261 9, 976 23, 237 10 to 20.2,701 1,889 4,590 20 to, 50......-.. 17,409 18,467 35,876 50 to 100.......... 37,885 48, 027 85, 912 100 to 200........ 18,608 18,421 37, 029 Over 200 -------—...... 4, 685 3, 080 7, 765 Number of acres held by the above.............. 8,.113,915 9, 823, 233 17,937, 148 " " under clttivation.............. 3, 605, 517 3, 697, 724 7,303,241 4 9" "" crops in 1851............-'2, 072, 93 2,274,586 4,347,539 *" "s "' pasture.................. 1,502, 355 1, 367, 649 2, 870, 004 r "4 "~ gardens and orchards.... 30,209 55, 489 85,698,' " wild or under wood............. 4, 508 398 6,125, 509 10,633, 907.. ".under wheat-.-7.... 427,111 782,115 1,209, 226 S. Doc. 112., 23 Agricultural Abstract-Continued. Lands, produce, live stock; and domestic manu- Lower Upper Total. factures. Canada. Canada. Number of acres under barley................... 42, 927 29,916 72,843.. cc c -rye................... 46,007 38,968 84,975 " " " peas.. 165,192 192,109 357, 301 " " " oats...-.... —......' 590,422 421,684 1,012,106 "4 4 "buckwheat...51,781 ~ 44,265 96,046 " maize.................. 22,669 70,571 93,240 " " " potatoes.-..-.. 73, 244 77,672 150, 916 " " " tm~~urips.................. 3 8 9'17,135 2103 t( <' eu-rnips... ——..- - ~~~ —-- 3,897 17,135 21,032 r" " " other crops, fallow and idle 649,703 600,151 1,249,854 Produce in bushels-Wheat.................... - 3,075,868 12,692,852 15,768,720... c Barley.-......-....... —- 668,626 625,875 1, 294,501 Rye...................... 341,443 479,651 821,094 "( " Peas.......................1,182,190 2,873, 394 4,055,584 cc " Oats............ 8,967,594 11,193,844 20,161,438 c " " Buckwheat............... 530,417 639,384 1,169,801.... " Maize.................... 400,287 1,606, 513 2, 096,800 " "Potatoes.........4,456, 111 - 4,987,475 9, 443,586 Turnips.................. 369, 909 3,644,942 4,014,851 " " Clover and grass seeds...... 18,921 42,460 61,381:' " Carrots......... 82, 344 174,895 257,239 it' Mangel wurtzel. -..-. 103, 999- 54,226 168,225 " " Beans.................... 23,602 18, 109 41,711 l bs. Hops......... 111,158 113, 064 224,222 ~ tons Hay...................... 965,653 681,682 1,647,335 lbs. Flax or hemp............. 1,867,016 50,650 1,917,666 " " Tobacco. -..... -- -488,652 764, 476 1,253,128 Wool.................... 1,430,976 2,699, 764 4,130,740 Maple sugar............... 6,190, 694 3,581,505 9,772,199 galls. Cider.......... 53,327 701,612 754,939 yards Fulled cloth............. 780,891 527,466 1,308,357 " Linen..................... 889,523 14,955 904,478 4" " Flannel.............. 860,850 1,169, 301 2,030,151 Live Stock-Bulls, oxen, and steers........ 111,819 193, 982 305,801 Milch cows.... —--—.. —-—. —-.- 294,514 296,924 - 591,438 Calves and heifers................ 180, 317 254,988 435, 305 Horses. —-.................. —- 236,077 203, 300 439, 377 Sheep —-------------- 629,827 968,022 1,597,849 Pigs... 256,219 569,237 825,456 Pounds of butter -......................... 9, 637,152 15,976,315 25,613,467' cheese... 511,014 2,226,776 2,737,790 Barrels of beef............................. 68,747 817,746 886,493 pork............................... 223,870 528,129 751,999 " fish.-.. —..- -................... 48,363 47,589 95,952 The grain crops in Lower Canada are all taken in the minot and not in the bushel, excepting the townships. Beef and pork are very incorrectly given in both parts of the province. The fish in Lower Canada is exclusive of the Gaspe and Bonaventure fisheries, of which there is a separate report. eW. e. CROFTiON, Secretary Board of Registration. 24 S. Doc. 112. Abstract of the cereal produce of tlhe United Slates in 1851. State. Wheat, bushels of. Rye, bushels of. Indian coln, bushels of.. Maine............ 296,259 102,916 1,750,056; New Hampshire.... 185,658 183,117 1,573,67!0 Vermont..-.535,955 176,233 2,032,396 Massachusetts...... 31,211 481,021 2,345,490 Rhode Island...... 49 -26,409 5:39,201 Connecticut... 41,762 600,893 1,935,043 New Yorkl.......... 13,121,498 4,148,182 17,858,400 New Jersey. -—. 1,601,190 1,255,578 8,759,704 Pennsylvania.-. 15,367,691 4,805,160 19,835,214 Delaware........ 482,511' 8,066 3,145,542 Maryland -- --—.- 4,494,680 226,014 11,104,631 District of Columbia. 17,370 5,509 65,230, Virginia.-..-... 11,232,616 458,930 35,254,319 North Carolina... 2,130,102 229,563 27,941,051 South Carolina...l 1,066,277 43,790 16,271,454 Georgia........... 1,088,534. 53,750 30,080,099 Florida........... 027 17,152 1,996,809 Alabama.......... 294,044 17,261 2S,754,048 AMississippi- -. 137,990 9,606 22,446,552: Louisiana......... 417 475 10,266,373. Texas...... - 41,689 3,108 5,926,611 Arkansas. —--- ---- 199,639 8,047 8,893,939, Tennessee......... 1,619,381 89,163 52,276,223. Kentucky. 2,140,822 415,073 58,675,591 Ohio.............. 14,487,351 425,718 59,078,695, Michigan.......... 4,925,889 105,871. 5,641,420 Indiana....... 6,214,458 78,792 52,964,363: Illinois........... 9,414,575 83,364 57,646,984 Missouri........2, 981,652 44,268 36,214,537 Iowa -....... - 1,530,581] 19,916 8,656,799 Wisconsin........ 4,286,131 81,253 1,988,979 California-.... 17,328 12,23& TERRITORIE S. Minnesota......... 1,401 125 16,725. Oregon.......... 211,943 106 2,918 Utah. -...-........ 107,702 210 9,899q New Mexico....... 196,516 - 365,411 100,503,899 14,188,639 592,326,612 S. Doc. 112. 25 Wheat, average price per bushel. -SO- 80 cents. Rye, do do... 50 " Corn, do do 45 " Total.-Wheat, 100,503,899 bushels-.... value, $80,403,119. Rye, 14,188,639 "........... 7,094,319 Corn, 592,326,612 "... 266,546,975 The total quantity and value of the above, exported to all countries, is seen by the following table: Wheat - - 1,026,725 bushels........ value, $1,025,733 Flour.............- 2,202,335 barrels. 10,524,331 Corn... 3,426,811 bushels...... 1,762,549 Indian meal -. —----- 203,622 barrels.. 622,866 Other grain, bread, &c. —.... — 520,758 Total_.. 14,456,236 It is gratifyTing to notice that the agricultural interests of the United States are increasing in a ratio proportionate to its other material interests, and that we are now exporters and not importers of' agri;cultural produce. It is affirmed that the prices of grain in Mark Lane control the prices of' grain in our exporting markets. The following table is therefore subjoined to show the quantity of grain imported intoEngland, our principal market in Europe, from the United States and other foreign countries. An account for the years 1849 and 1850, respectively, of the number of quarters of wheat, barley, and oats, and of the number of sacks and barrels of flour, imported into England, Ireland,' and Scotland, severally, from the United States of America, from Canada, from France, and from all other parts of Europe, distinguishing the quantity of those articles sent from each country respectively; also stating the number of quarters of wheat to which the entire number of sacks and barrels of flourfrom each country are all equivalent. Year 1849. Quantities imnported fromArticles, &c. The U. States Canada. France. All parts of Eu- -All other parts. Aggregate of im- of America. rope except portationfrom France, in- all parts.. cluding the Asiatic parts of Turkey. | quarters. quarters. quarters. quarters. quarters. quarters. Into England................. 103,17.2 6,747 362,091 2,251,101 95,050 2,818,161 l Scotland................,872 3,551 10,705 445,050 21,532 483,710 Wheat imported.......... Ireland...............2,097.............. 78,535 419,906 42,969 543 507 t the United Kingdom...... 108,141 10,298 451,331 3,116,057 159,551 3,845,378 cwt. cwt. cwt. cwt. cwt. cwt. [ Into England................ 1,506,733 258,326 759,455 91,408 16,638 2,632,560 Wheat flour (actualweight) Scotland................ 164,829 192,512 133,311 6,846 1,449 498,947 imported Ireland.................. 97,545 5,755 113,492 1,534 6 218,332 the United Kingdom...... 1,769,107 456,593 1,006,258 99,788 18,093 3,349,839 quarters. quarters. quarters. quarters. quarters. quarters. F Into ]Englaud-................ 430,495 73,808 21.6,987 26,117 4,754 752,161 Wheat flour, reduced to its Scotland.... 47,094 55,003 38,089 1,956 414 142,556 equivsalent in quarters of Ireland, - 27,870 1,644 32,426 438 2 62,380 wheat, imported I -..... t tlithe United Kingdom...... 505,459 130,455 287,502 28,511 5,170 957,097 ( Into England................. 533,667 80,555 579,078 2,277,218 99,804 3,570,322 Aggregate of wheat and Scotland............... 49,966 58,554 48,794 447,006 21,946 626,266 wheat flour imported, Ireland.. - 29,967 1,644 110,961 420,344 42,971 605,887 1.at fthe United Kingdom...... 613,600 140,753 738,833 3,144,568 164,721 4,802,475 Into England-.............,,.-.................. 82,513 991,697 3,596 1,077,806 Scotland..................... 234,368........... 2342368 Barleyimported......... Ireland.. —-—.-.-....... 4,054 64,780.............. 68,834 the United Kigdom...- 865.............. 8667 1,290,845 3,596 1,381,008 Into England...........-1,w.............. 1,142 1,181,409 192 1,182,743 n Scotland —.74,3.76 - 74,376 I Scotlalld..............................]........................ 74376 Oats imported...... Ireland 1991........................ 190 9,791 7 9,988 8 1 the United Kingdom.................... - 1,332 1,265,576 199 1,267,107; STATEMENT-Continued. Year 1850. Quantities imported fromArticles, &c. The U. States Canada. France. All parts ofEu- All other parts. Aggregate of imof America. rope except portation fiom France, in- all parts. eluding the Asiatic parts of Turkey. quarters. quarters. quarters. quarters. quarters. quarters. O Into England......... 98,751 6,045 465,693 1,748,661 172,795 2,491,855 c Scotland................. 1,948 2,729 21,642 440,591 28,232 495,142 Wheat imported......... Ireland.. - - -108,110 565,766 78,122 751,998 C the United Kingdom.... 100,699 8,774 595,355 2,755,018 279,149 3,738,995. cwt. cwt. cwt. cwt. cwt. cwt. r Into England-................ 1,397,797 121,012 1,524,512 97,960 8,379 3,149,660 Whe~at flour(actual wNeight) Scotland................. ---------- 116,992 121,341 201,889 10,061 784 451,067 Waimpo. r ~taedh Ireland -----................. —. 12,369 2,939 198,774 4,608 23 218,713. the United Kingdom...... 1,527,158 245,292 1,925,175 112,629 9,186 3,819,440 quarters. quarters. quarters. quarters. quarters. quarters. ( Into England................. 399,371 34,574 435,575 27,989 2,394 899,903 Wheat flour, reduced to its I Scotland................. 33,426 34,669 57,682 2,875 224 128,876'equivalent in quarters of Irelad rand-............. 3,534 840 56,793793 1316 6 62,489 wheat, imported th -. _ _ - the United Kingdom...... 436,331 70,083 550,050 32,180 2,624 1,091,268 F Into 4England....498,122 40,619 901,178 1,776,650 175,189 3,391,758 gScotland.............. 35,374 37,398 79,324 443,466 28,456 624,018 Aggregatte of wmheat and Ireland-....... 3,534 840 164,903 567,082 78,128 814,487 wheat flour imported the United Kingdom.... 537,030 78,857 1,145,405 2,787,198 281,773 4,830,263 r Into England —--- --- -—.-. —- -.-........... — 31,229 746,849 10,515 788,593 Scotland-.......53 191,054.-.....191,107 Barley imported........ Ireland —-----. ------ ---------—! ------------- 1,711 52,835 1,657 56,203 the United Kingdom., — -- 32,993 990,738 12,172 1,035,903 - Into England.. 2,920 1,044,927 66 1,047,913 Scotland —............................... 5 91,881..-..... 91,886 Oats imported............a Ireland 1 —------------ 1 14,67.- -. 14,674 the United Kingdom.......................,96 1,151,481 66 1,154,473 4,83,96 30 S. Doc. 112. Abstract consumpation of foreign grain forfour years, from 1847 to 1850. Quantity in quarters. Value. Wheat........-. 14,238,313 at 51s. 9d. stlg. -.$184,'20S, 170 Other grains.-... 25,031,823 at 31s. 5d.... 197,123,110 Totals.......... 39,276,136................. 381,331,280 Yearly average.... 9,817,534...... 95,332,820 Abstract ofgrain imported for five years, from 1846 to 1850. Quantity in quarters. Value. Wheat. -.. -.........16,452,655 at 52s. id. stlg... $210,769,750 Other grains.......... 27,485,078 at 33s..-. 225;251,S85 Totals-...,... 44,067,533............. 436,021,635 Yearly average.. 8,813,526. 87,204,375 Table exhibiting the flour and wheat exported from Canada in 1850 and 1851-year ending January 1. 1850. 1851. Exported to and through- Flour, barrels. Wheat, bushels. Flour, barrels. Wheat,bush. Buffalo............. 19,244 66,001 10,860 101,655 Oswego.......... 260,872 1,094,444 259,875 670,202 Ogdensburgh - 32,999.....30,609 18,195 Lake Champlain —... 90,988 192,918 11,940 626 Total exported inland to the United States. 404,103 1,353,363 313,284 790,678 *M1ontreal and Quebec. 280,618 88,465 371,610 161,312 Total exported..-. 684,721 1,441,828 684,894 951,990 Decrease in inland export to the United States. 90,819 562,695 Increase in sea export from Canada......... 90,992, 72,847 * Exported by sea via Montreal and Quebec. S. Doc. 1 12. 31 Total quantity imported into the United States friom Canada,* for the year ending June 30, 1852. Wheat, bushels.............. 870,889............value, $609,681 Flour, cwt....496,201........1,008,928 Rye, oats, &c., &c*.. -.............. 203,570 1,802,179 Of the above, there was exported to England, viz: Wheat, bushels- - 427,615.-.. value, $455,204 Flour, cwvt....-.......343,533................ 924,079 1,379,283 To the British North American colonies other than Canada, viz: Wheat, bushels..... 24,259..-.-....value, $23,132 Flour, cwt -....-....139,661 -...... 346,895 370,027 Total.. -.......-... 1,749,310 Total domestic flour, Ac., exportedfrom the United States to the British North American colonies. TO CANADA. Wheat...... 208,130 bushels....................value, $150,288 Flour....... 51,176 barrels...................... 191,750 Corn.-.. 88,306 bushels.__. 39,158 Othergrain....................................... 6,911 388,107 TO OTHER BRITISH N. A. COLONIES OTHER THAN CANADA. Wheat...... 261,971 bushelsv... value, $220,319 Flour.. 200,664 barrels.......................... 945,387 Corn -. 101,169 bushels........................ 66,199 Meal, Indian. 57,273 barrels.................. 173,537 Meal (rye) and other grains. 172,187 1,577,629 It will be easily seen by these tables that the whole of the Canadian wheat, &c., imported in bond, is re-exported to England and the colonies; and also, in addition, that the export to Canada and the colonies, for their consumption, is nearly two millions of breadstuffs the produce of the United States. The upper province, generally known as Canada West, has a greater interest in a free intercourse with the United States than Lower Canada * All from Canada except $68,708. 32'S. Doe. 112. or Canada East. The origin, larnguage, and other distinctive features of the inhabitants of Lover Canada, make their affinities with the United States much less than those of the Upper Canadians. Moreover, the geographical position of Upper Canada makes New York a more convenient, while it is at the same time a larger and more secure, market for her produce, than Montreal or Quebec. The various lines oi railway, leading friom the Atlantic to the lakes, give to the inhabitants of the upper province facilities of communication with New York, during a part of the year when access to Quebec is extremely difficult. The canal tolls levied by the State of New York on Canadian produce passing through her canals toward tide-water amounted, in 1850 and 1851, to over $1,000,000; and property from tide-water to Canada, through the same channels, probably pays half as much more, making, at the least, $300,000 annually contributed by the Canadian trade to the New York canals. Imports into Canada from the United States, g iving the principal articles and values, for the year 18i51. Articles. Values. Tea.. -- $893,216 Tobacco.-. —---- ----------------------- 403,860 Cotton manufactures. —-- -----------------------—. 565,124 Woollen manufactures..................-... 4-39,260 Hardware manufactures.- -------------------------- 318,441 Wooden ware --------------- ---------- -... - 3,724 Machinery...-. —-...... —8...............5-.-.. -S,768 Boots and shoes-.-................................ 42,592 Manufactures of leather -. -—............... 47,388 Hides --------------------— 8 —------------------ S9,204 Tanned leather -------------------................ 126,232 Oil, not palm. —-----------—........... —--------------—..... —- 47,804 Paper. —............... —-... -—.... 32,996 Rice -—. —.. 19,920 Sugar2..-.-...................... —. 278,46S Molasses.-.. 19,296 Salt................. -—......... 79,816 Glass. ---—. — -.........-... 1S,82S Coal.-.-.. — 3S,652 Furs - - - 44,264 Manufactures of silk - - 80,76S Manufactures of india rubber.-.-...-.......-. 53,960 Dye stuffs. —------------- --—.. —----- 12,680 Coffee - - 116,988 Fruit.-................. -----—................. 81,144 Fish I.. —------ 17,544 Urnenumlerated —........ 4,780,372 8,788,712 S. Doe. 112. 33 zxports from Canada to the United States, giving the principal articles and values, for the year 1851. -Artices. Values. Ashes -. -----..... -$65,992 Lumber. 766,628 Shingles..... -- 20,732 Cattle of all kinds and sizes. 1. 40,176 Horses.. - -185,848 Wool....-*..- 41,896 Wheat* --—.. — - --------—. -----—.. 491,760 Flour.-... o - -.- -..... 1-,181,484 Barley and rye..... —..-..-... —..-. 75,596 Beans and peas -........ 41,588 Oats.. —----- --. 135,708 Butter -...... - - -38,004 Eggs -- —. ----............- 38,008 Unenumerated - - -.. —....- 1,705,6644,929,084 As can be seen by referring to table No. 9, in Canadian returns, the dutiable and free goods are thus stated for the year 1851: Dutiable imports into Canada from the United States.. —- $7,971,380 Free imports into Canada from the United States... 1,147,388 *9,118,768 Amount of duties collected on $7,971,380, is $1,166,144, or about 14J 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 outwa.rd: INWARD. OUTWARD. TOTALS. American. British. American. British. Inward. Outward. Steam...... 1,224, 523 845, 589 753, 318 564, 089 2,070, 112 1, 317, 407 Sail. —. —--- 139,867 202, 039 153, 670 206, 361 341, 906 360, 031 Total 1, 364, 390 1, 047,628 906, 988 770,450 2,412,028 1,677, 438 The discrepancy between this and other anounts is explained in a note in table No. 9. 4 3:1 S. Doc. 112. inward and outward. Steam —American.-..... -........ $1,977,841 iBritish......-. 1,409,678 $3,387,519 Sail —American.. -293,537 British. - 408,400 701,937 Grand total, inward and outward... 4,089,456 The total amount imported from Canada into the United States for the three years ending June, 1851, is, by commerce and navigation report, $11,156,342-on which the following amount of duty has been collected, as will herewith appear: Statement of revenue collected in the different districts of the United States bordering on Canada, from 1849 to 1851 inclusive, (three years.) Meml. Districts. Gross revenue. Expenses of Net revenue. Excess of collection, expenses. Vermont........ $181,915 02 $27,472 47 $154,442 55 -..-........ 1 Champlain...... 133,326 68 22,965 22'109,751 44.-...... —- 2 Qswegatleh1ie~....... 42,842 41 16, 002 22 26,840 19.. —..-.. 3 Cape Vii eent....... 22,410 78 14,222 58 8,188 20.. 4 clketts Hsarbor.. — 16,603 54 27,000 95...... — -. $10,397 41.. I Oswego.......... -273,173 92 38,210 43 t234, 947 50 -...... 5 Genesee.:........ 45, 324 66 13, 368 47 f31,722 66............ 6 Xiagara..... 44,076 44 21,277 69 22,798 75..- -...-.... 7'Buffalo...__ 148, 740 03 49,601 19 1198, 885 78 -- --. 8 6rie, (P1esque Ijle). 1, 155 26 31,924 35 -—.... 30,769 09..-. 2 Cuyahioga...... 126, 677 24 13,228 71 113, 448 53 - -. 9 Sgndusky.. 34,018 44 5, 927 49 28, 090 95 -—.-.. 10 Miami.............. 244 54 2, 470 40...... 2,225 86.... 3:Detroit............. 47,935 42 32,868 22 15,067 20 - -. 11 ~Mi(chi. imackinc.ac —..... 1,797 42 4,535 02........-... 2 737 60 xChicago..- _....... 10, 670 41 10, 360 73 154 75 -.. - 12 1,130,912 21 331,436 14 844,338 50 46,129 96 A* fter deducting $610 Q2-moiety of sales merchandise distributed per act April 2,'44, s. 3. 4...... 15 99-duties on merchandise refuntded. Z " " _23 53-expenses attending prosecutions. 4il " " 253 06-moiety of sales merchandise distributed per act April 2,'44, s. 3 -..~ n6..'-'.154 9~ —duties on 9merchandise refunded. -@tal — 1, 267 53 —deduted fiom lnet revenue. R1CAPITULATION. Gross revenue-.. e.........-. 13, 9 9i2 21 Net revenue.-. $844, 338 50 EXIpenes.............331,.46 14 Excess of expenses........... 46,129 96 793, 208 54 Add amount deducted..... 1, 267 53 799,, 476 o07 799, 476 07 S. Doc. 112. 35 The first proposition for reciprocal free trade was confined to Canada alone, and limited to certain natural products of either country; but the question has since taken a wider range. It is now believed that an arrangement can be efflcted and carried out for the free interchange between the United States and the colonies, of all the products of either, whether of agriculture, of mines, of the forest, or of the sea, in connexion with an agreement for the free navigation of the rivers St. Lawrence and St. John, the concession of a concurrent right with British' subjects to the sea fisheries near the shores of the colonies, and the remission of the export duty levied in New Brunswick on timber and: lumber cut within the limits of the United States, and floated down the river St. John, for shipment to American ports. The free navigation of the St. Lawrence was a prominent subject of discussion during the administration of John Quincy Adams. At this time it is greatly desired by all those western States bordering on the great lakes, as their natural outlet to the sea. The free navigation of the St. John has been rendered absolutely necessary by the provisions of the treaty of Washington, and it would be of great advantage to the extensive lumber interest in the northeastern portion of the Union. The repeal of the export duty on American lumber floated down the St. John to the sea would be but an act of justice to the lumbermen of that quarter, upon whom it now presses severely, and who have strong claims to the consideration of the governmnent, At present there are no products of the colonial mines exported to the United States, except a small quantity of coals from New Brunswick, and a larger quantity from the coal fields of Nova Scotia and Cape Breton. A notice of' these coal fields, and a statement of the quantity of coals exported from them to the United States, will be found under the head of Nova Scotia. A free participation in the sea fisheries near the shores of the colonies is regarded as the just prescriptive privilege of our fishermen. Without such participation, our deep-sea fisheries in that region will become valueless. With reference to this important subject, the undersigned feels that he would be wanting in his duty to the government if he did not earnestly call its attention to the critical state of' the colonial fishery question, which, owing to a recent demonstration of imperial and colonial policy, has assumed a very threatening aspect. Since the Fishery Convention of 1818, by which this government, on behalf of American citizens, renounced forever their right to fish within three marine miles of the seacoast of New Brunswick, Nova Scotia, and Prince Edward Island, many of the hardy and industrious fishermen of our country have been compelled to pursue their adventurous calling (the importance of which cannot be over-estimated) near the shores of these colonies, in a manner by no means creditable to the standing or character of the people of the United States. The files of the State Department fuirnish abundant evidence of the losses sustained by our citizens in consequence of their vessels having been seized and confiscated for alleged violations of the fishery conVen S. Doe. 112 ton, to which the necessities arising from the nature of tlheir purstui oompelled them.:For several years past, the colonists have constantly urged the ime-ial government to station an armed force on their shores, " to protect'o the fisheries from the unjustifiable and illegal encroachments of American fishermen." The force hitherto pro-ided has not been such as- the colonists desired, having usually been limited to three or four vessels, under the command heretofore of discreet officers of the Royal Navyy, who have generally exercised the powers with which they were invested with liberal discretion. With the view of bringing matters to a cris-is, the colonial legislatures have lately renewed their appeals to the imperial government for idto:ldrive American fishermen from their shores, and compel them -to; fllow'their calling in places where fish- are not so plentiful or so easily cau.ht: -: And in order to show their own determination, the provinces of Canada, New Brunswick, and Nova Scotia have entered into an ageemwent to provide a certain number of small cruisers, at their own expense,-s, to be stationed at various places agreed upon, to assist in e'eiflcing the object they desire. _....................The lJast appeal of the colonial authorities has been viewed favorably byt-the new administration of Earl Derby. A change has taklen plaee in., the British policy with reference to this fishery question; d.:a i-circular letter has been sent to the governors of the several coloiiies, announcing that her Majesty's goverinment has resolved to se —nd-a.sm-all force of armed vessels and steamers to North America, to protect the fisheries against foreign aggression. The colonial governWnents- h-ave fitted out six cruisers, fully manned and armed, which have -sailed for the best fishing grounds, and there is imminent danger ofa c-llision*. The colonial cruisers threaten to make prize of every vessel "fishing or preparing to fish," within certain limits, which the colonial authoriti-es contend are within three marine miles beyoind a line drawn- from headland to headland, and not three miles from the shores fth..-fe coast, which our citizens contend is the true reading of' the convention. Our-.fihermen generally entertain the conviction that the threatened exclusin -by. the British and colonial governments is a violation of- rights,. ac-.uing to them under the laws of nations applicable to this suect-and to that region; fortified by fbormer use, till it has well nigh created a right by prescription; and many regard such threatened exclusion -s an iliiberal and uncalled for measure at this period, doing the-British:or the.colonies no good, while it injures them seriously. In ucUh.:a- st~ae Qof feieing it is next to impossible to prevent difficulties and collisiots-between them and the British authorities, and wrongs may be: donge oa; bpthi- sides. Every dictate of prudence and of wise policy, gnd ju:t pT tec.titO.:Lto our citizens against an uncalled for'interference.by inpre.ndernt.. subordinates, therefore, imperiously demands that the Federal government should, as soon as practicable, despatch to those waterst and ma.intain there, a respectable naval force, under command of discr.eet-officers. It may be here not inappropriately observed,'that iaps-Oqf-ar b-ei -ng the American flag is a -rare spectacle in the S. Doc. 1 1I. 37 waters of Maine, while British armed vessels often visit our coasts and harbors. In conclusion, the undersigned would respectfully state, that, although the returns and statements herewith submitted furnish gratifying evidences of the commercial intercourse betrween the United States and the British North American colonies, and Although those returns may be, deemed perfectly correct, having been derived from official sources, yet it is proper for him to remark, that they do not represent the Wxhole 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 northwestern frontiers of the United States there is ever an active barter trade carried on with the neighboring colonies, of which no account can be taken by the public officers on either side. It is therefore perfectly within bounds to estimate the entire exports of the United States to the British North American colonies as now amounting to eighteen millions of dollars annually. It is universally admitted that it would be much better to place this border trade on a different basis, and under the influence of a higher principle. This would enable us to mature and perfect a complete system of mutual exchanges between the different sections of this vast continent; an achievement not only wise and advantageous, but worthy of our high civilization. It has been remarked by a learned writer, (Lord Lauderdale, on Public Wealth,) that " Those trades may be esteemed good which consume our products and manufactures, upon which the value of our land and the employment of our poor depend; that increase our seamen and navigation, upon which our strength depends; that supply us with such commodities as we absolutely want for carrying on our trade, or for our safety, or carry out more than they bring in, upon which our riches depend." The trade with the colonies fulfils all these considerations. It takes firom us largely of those products and: manufactures which enhance the value of our soil, and give profitable employment to the labor of our people. It greatly increases our ships and the numbers of our seamen, giving us the means of maintaining our navy, and adding materially to our strength as a nation. It supplies us cheaply with those commodities we absolutely require for conducting our fbreign trade, and supplying the necessities of home consumption. And lastly, it carries out in.finitely more than it brings in, and so adds vastly to our individual and national riches. The undersigned has the honor to be your obedient servant, I. D. ANDRE WS, zUnited States Consul. Hon. THIOMAS CORWIN, &Secztaory of the Trreasury, FiashinCton. S. Doe. 1 12. 39 _PART I THE DEEP-SEA FiSHERIES IN The Bay of Fundy, along the coast of Nova Scotia, on the Grand Bank of ANewfoundland, and within the Gulf of St. Lawrence. In connexion with the pending question of commercial reciprocity between our country and the British North American provinces, and as concerning the interests of a large and valuable class of citizens in the fishing towns of New England, the fisheries on the Atlantic coast of Nova Scotia, as also those within the Gulf of St. Lawrence, near the shores of Cape Breton, Prince Edward Island, New Brunswick, and that part of Canada known as GaspS, occupy a prominent position. It is sufficient at this moment to state that, except near certain portions of the coasts of Newfbundland and Labrador, and around the Magdalen islands, our citizens are not permitted to fish, save at the distance of three marine miles from the land. It has been contended by the provincial authorities, acting under the opinion of the law-officers of the Crown in England, that these three miles are to be measured from headland to headland, and not from the bays or indents of the coast. Under this construction of the convention of 1S18, our vessels have been sometimes seized and confiscated; but the imperial government has inclined to the opinion that this construction of the convention was too strict, and that our vessels might enter bays, straits, or estuaries, the entrances to which were more than six miles wide. But even this modified construction of the convention bears hardly upon our industrious fishermen in a variety of ways, as I now proceed to show. The fishing grounds to which our vessels principally resort, are in the bay of Fundy; along the Atlantic coast of Nova Scotia; around Sable island; on the Grand Bank of Newfoundland; and everywhere within the Gulf of St. Lawrence, as far north as the entrance to Davis's Straits, beyond the straits of Belleisle. Our vessels principally fish for cod and mackerel, although they alsb take herrings at the Magdalen islands, or on the coast of' Labrador. It is true that they have a concurrent right of fishing on the west coast of Newfoundland with the fishermen of England and France, and a joint right of fishing, with British subjects, on the coast of Labrador and at the Magdalen islands; as also the right of landing at such places 40 S. Doc. 112. on those coasts as are uninhabited, for the purpose of curing and drying their fish; but this privilege is seldom, if ever, exercised, because it is of no practical value to our fishermen. Those portions of the coasts of Nova Scotia, Cape Breton, Prince Edward Island, and New Brunswick, on NAThich it would be advantageous for our fishermen to land fbr purposes connected with the fishery, are prohibited by reason of their settlement and actual occupation, while they are shut out from the best fishing grounds by reason of the convention of' 1818, which excludes them from taking fish withii three marine miles of the coast, within which distance the best fish are often found in greatest abundance. The limits claimed by the British authorities under that convention, if strictly enforced, would exclude our fishing vessels from the bay of Chaleur, the bay of Miramnichi, the straits of Northumberland, and George's bay, within which the greatest quantities of the best mackerel are now taken annually. If an arrangement could be made by which our fishermen would have the right to fish within three miles of the land, wheresoever they pleased, on the shores of the provinces, and also the right to land on those shores anywhere-first agreeing with the owner or occupant of the soil for the use of the necessary ground for fishing stations-it would tend greatly to increase the quantity of fish taken, would furnish the market with a well-cured article, enhance the profits of fishing voyages, and lead to a considerable extension of the number of vessels and men now employed. The codfish caught in the Gulf of St. Lawrence, by our fishermen,. are pickle-salted in bulk, on board the vessels, as they are caught, and are thus brought home to be afterwards dried andi cured. A liberal supply of salt is used, in which the fish first caught lie four months, and the last caught, one month. The vitality, so to speak, of the meat — its strength and flavor-is quite destroyed. When unladen firom the vessel, the fish are found to be of a dead, ashy color, instead of the bright, wholesome hue which good fish should have; and so brittle as scarcely to bear handling-with hardly any smell or taste, except that imparted by salt. The home consumption of such an unpalatable article is gradually diminishing, while the inferiority of the cure deprives us of the advantages of foreign markets, for which these fish are wholly unsuited. The mackerel taken in the gulf by our fishermen are split, salted, and dressed while the vessel is under way; and it often happens that a full fare is made in four or five days, when these fish are plentiful. In such case the vessel, being full, must leave the fishing when at its best, and make a long voyage to her port of return, in the northern States, in order to discharge; and before she can again reach the ground the chances are that the fish have disappeared, or that the season is over. If our mackerel fishers could remain upon the fishing ground during the whole season-touching at some convenient station, occasionally, to land the fish on board, and thus keep their vessels in good sailing trim — five or six fares could be made in each season, instead of the two fares which they rarely exceed at present. The right of fishing within S. Doe. 112. 41 three marine miles of the land is very important, as regards the mackerel fishery; because the best and fattest fish are generally found in the largest schulls, in close proximity to the shores. To the cod-fisher, the right to dry and cure his fish on shore would also be important. The vessel could be kept in better trimn, and fresh bait could be more readily procured; the fish would be more perfectly cured, and fitter for food, than under the present mode of salting and curing. A superior quality of this description of fish would open to us not only the market of' California, but also several foreign markets from which our fish are now excluded, byreason of their imperfect cure. Immediately after the disappearance of the ice in the Gulf' of St. Lawrence, every spring, vast quantities of herrings draw near the shores, in order to deposite their spawn. Our fishermen cannot participate in this fishery, because they are unable to enter the gulf so early. The quantity of ice passing out by Cape Breton pirevents their doing so until the season for this prolific fishery has passed. If our fishermen could land and set up fishing stations on the coasts within the Gulf of St. Lawrence, they might send home the season's catch, by freighting vessels, and winter their boats and part of their vessels there. In such case they would be ready to participate in the early herring fishery, the moment the ice left the shores; and having procured a sufficient quantity for curing, they would also be furnished with an ample supply of bait for the early cod-fishing, which is excellent. As the herrings approach the shores they are naturally followed by the cod, which feed upon them. In the early part of May the cod are found in great abundance within half a mile or a mile of the land, in very shoal water, of course, they may be taken with perfect ease, and therefore with much profit. Instead of returning to their port of ownership with the fares of herring and cod which might thus be taken before our vessels are nowv able to enter the gulf, these cod would be dried and cured in the best manner, by shore crews, and rendered fit for any market. The vessels and their fishing crews might at the same time be constantly and profitably occupied in pursuing closely the several fisheries, as they succeed each other, throughout the entire season, securing the best fish of every description, in the largest quantities. By leaving some of the boats and vessels on the coast, the fisheries, especially that for mackerel, might be prosecuted until some time after the period when our vessels are now obliged to leave the gulf on their homeward voyage, at which late period the finest fall mackerel are always taken. Permanent fishing stations within the gulf, with boats and vessels always there, would render the fishing season considerably longer for our fishermen. They would then share in the early spring and late fall fisheries, from both which they are now excluded by the existing arrangem ents. It is only necessary to advert to the frightful loss of life and property which occurred in the Gulf of St. Lawrence last October, to show how advantageous it would be to our citizens, if, instead of remaining at sea through the heavy gales which frequently occur in the gulf, their fishinig vessels had each some convenient fishing station, well sheltered, to 42 S. Doec. 112.: which they could resort at all times, and where the crews could be rendered useful on shore during the continuance of bad weather at sea. Navigation of the St. Lawrence. In connexion with the right to land and cure fish on the shores of the gulf, the free navigation of the river St. Lawrence becomes a matter of much importance. The fish caught by our fishermen in the gulf, instead of being sent by the long and dangerous voyage around Nova Scotia, in order to reach some port in the Union from whence to be sent into the interior, might, when ready for market, be shipped in our own vessels from the fishing stations on the coast, and these vessels proceeding up the St. Lawrence, might reach any or all of the ports or places on the great lakes, where a supply of sea-fish is highly prized. The numerous and constantly increasing body of consumers in the great West, even to its remotest extremity, would thus be furnished with good fish at reasonable rates, caught and cured by our own hardy fishermen, and transported in our own vessels. French Fisheries at Newfoundland. The recent movements in France with regard to bounties on fish caught at Newfoundland, and exported to foreign countries, are singularly interesting at the present time, because it will be found, from what follows, that the changes which take place during the present year in the allowance of those bounties are calculated to exercise a powerful effect on the deep-sea fisheries of the United States.* Hereafter, we are to have fish caught and cured by citizens of France, entering our markets under the stimulus of an extravagant bounty, to compete with the fish caught and cured by our own citizens. This altogether new and unexpected movement on the part of France has already attracted attention, and excited much interest and uneasiness among the fishermen of the eastern States. The matter at present stands thus: The law of France which granted bounties to the sea fisheries being about to expire, the project of a new law was submitted to the National Assembly on the 20th December, 1850, by the government. An able report on these fisheries was at the same time submitted, which, among other things, sets forth, that the bounties paid by France during the nine years from 1841 to 1850 inclusive, for the cod-fishery only, had amounted to the mean annual average of 3,900,000 francs; the number of men employed annually in this fishery amounting to 11,500 on the average. The annual expense to the nation was therefore 338 francs per annum for each man. France, it is said, thus trains up able and Translations of recent legislative documents of the National Assembly of France are appended to this report, and to these reference is made for full particulars. For these and other valuable documents the undersigned is indebted to Hon. Abbott Lawrence, minister at the court of St. James, to whom his best acknowledgments are justly due, and are respectfully tendered. S. Doc. 112. 43 hardy seamen for her navy, who would cost the nation much more if they were trained to the sea on board vessels of war. A committee of the National Assembly reported at length upon the proposed law, and the state of the deep-sea fisheries. From this report, it appears that these fisheries, although enjoying large bounties and privileges, were languishing, owing to the great distance at which they are conducted, and a farther increase of bounties on exportation was recommended, in order to stimulate their drooping energies. Upon this elaborate report, the National Assembly passed the proposed law on the 22d July, 1851. It provides that, from the first day of January, 1852, until the 30th June, 1861, the bounties for the encouragement of the cod fishery shall be as follows: Bounties to the Crew. 1. For each man employed in the cod fishery, with drying, on the coast of Newfbundland, at St. Pierre, and Miquelon, or on the Grand Bank, 50 francs. 2. For each man employed in the fisheries in the seas surrounding Iceland, without drying, 50 francs. 3. For each man employed in the cod fishery on the Grand Bank, without drying, 30 francs. 4. For each man employed in the fishery on the Dogger Bank, 15 francs. Bounties on the Products of the Fisheries. 1. Dried cod of French catch, exported directly from the place where the same is caught, or from the warehouse in France, to French colonies in America or India, or to the French establishments on the west coast of Africa, or to transatlantic countries, provided the same are landed at a port where there is a French consul, per quintal metrique, (equal to 2204 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 fiancs. 3. Dried cod of French catch, exported either to French colonies in America or India, or to transatlantic countries, from ports in France, without being warehoused, per quintal metrique, 16 francs. 4. Dried cod of French catch, exported direct from the place where caught, or from the ports-of France, to Sardinia or Algeria, per quintal metrique, 12 francs. Bounty on Cod Livers. 5. Cod livers which French fishing vessels may bring into France as the product of their fishery, per quintal metrique, 20 francs. From the foregoing scale of bounties, it will be seen that there are some grounds for the -fears entertained by the fishermen of New Eng 44 S. Doc 1 12. land, that the dried cod caught and cured by, the French at Newfoundland will be introduced into the principal markets of the United States, with the advantage of a bounty very nearly equal to two'dollars for each American quintal-a sum almost equal to what our fishermen obtain for their dried fish when brought to market. It must not be overlooked, either, that, besides this excessive bounty on fish exported to transatlantic countries, the French fisherman will enjoy also the bounty of fifty francs (almost ten dollars) per man for each of the crew, a farther bounty of twenty francs per quintal metrique on the cod-oil which he lands in France; and ftrther, an almost entire remission of the duties on salt used at Newfoundland. With competition at hand so encouraged and stimulated, it will soon be necessary to give our fishermen every facility and advantage for pursuing their business which by any possibility can be procured for them. By the treaty of Paris of 1824, the French were restored to the fisheries at Newfoundland. They in a short time took possession of the west coast and the northeast coast, and, under the high stimulus afforded by their heavy bounties, they nearly drove the British fishermen off of those coasts, and competed successfully with them in the foreign mar kets they had previously supplied. S. Doe. 112. 45 PART II. THE TRADE OF THE LAKES, In obedience to your instructions, the following detailed report is submitted on the condition, history, and prospects of the trade and commerce of the great lakes of America; the character, nature, quality, and value of their imports, exports, and coast-wise shipments, the places where originated, and whether on the increase or decrease; the present enumeration of their entrances, clearances, tonnage, and crews, whether progressive or retrogressive; with comparative statements of the present and past years; the facilities and obstructionsto their firee navigation and the transportation of goods; the internal improvements completed, under way, projected, or imperatively required; the character for productiveness, whether of agricultural or mineral wealth, or of that arising from fisheries or the forest of the circumjacent districts; the growth, prospects, and present condition of the harbors, light-houses, beacons, piers, and other works indispensable to secure navigation; and lastly, the farther works of construction, removal of obstacles, and general improvements of navigation, requisite for the development and exploration to the fullest extent of the inestimable resources of these noble waters, and the vast territories surrounding them. It has been difficult to obtain much information and filll detailed statements on some of these points, owing, it is believed, to the absence of proper legal requirements and authoritative departmental instructions in that respect, and the want of means (except at the private expense of the officers and others) of furnishing such statistical data.. Most of the officers of the customs on the lake frontier are attentive, and are desirous of furnishing all the statistical and general information in their power, and many of the citizens engaged in trade and commerce, and in the shipment and transportation of produce and merchandise, and especially incorporated companies or associations, have frequently fiurnished the, public with useful information on the lake trade and commerce. The interests of those engaged in such business are ordinarily advanced by expositions of such data. But full and authentic data, in proper form for ready compilation and condensation into intelligible tabular statements, especially those for comparison, cannot be obtained without legal provision to such end, and particular departmental instructions presenting uniform abstracts. Funds are also necessary, to compensate the time and labor devoted to such important service. Several of the most valuable revenue officers on the lake and inland frontier now receive inadequate compensation for their faithful and onerous services. And with respect to federal officers, Punctuality 46 S. Doc. 112. should be enforced by legal enactments. The organization of a statistical office, the duties of which should include the decennial census, as a permanent bureau attached to the proper department at Washington, to which full information and data from all the departments and offices at the seat of government and throughout the Union, and from all our officers abroad, should be rendered, and which could obtain like information from the State governments and other trustworthy sources, and fiom foreign governments likewise, might prove eminently useful. Properly established, and conducted by intelligent, accurate, industrious persons, it might easily collect quarterly all the requisite data of our trade and commerce with foreign countries, of our internal trade and commerce, of our internal improvements and internal transportation, of our growing resources in every quarter, and of our coast-wise trade. And all statistical data that might be wanted, could be advantageously published in advance of every session of Congress. That such information would be invaluable to the statesmen of this country who seek to legislate upon national principles, no one can deny. That vigilant detector, the public press, would then be enabled to expose errors or fallacies in time to prevent their causing inconvenience. Other governments, less liberal than ours, seek such information to enable them to find new objects for taxation: it would be especially important to ours as enabling it to abolish indirect or direct restrictions and burdens upon the advancement of every branch of industry, as it might then do without danger of mistake as to the facts. The paramount duty of this government is to relieve the people from all unnecessary taxation, and this measure would tend to further such object. Congress would not then, as is now too often the case, be- compelled to legislate on such subjects in the dark, by conjecture, or, what is infinitely worse; upon the false data and incorrect and deceptive statistics furnished by interested persons. Notwithstanding the difficulties now existing, it is believed that an approximation, sufficiently near the realities of the case to convey an adequate understanding of the subject, has been attained in the followilng pages; and that the results, as shown, will be alike gratifying to the enlightened- and patriotic statesman, as displaying the immense development and incalculable prospects of the resources of his country, and astonishing to the casual observer, who has, it is prohable, never regarded the lake trade of the West as the right arm of the nation's commerce, or its area as the cradle of national wealth, prosperity, and progress. For the convenience of reference and comparison, as well as from regard to historical and geographical propriety, the matter collected on this subject has been thus divided and arranged: A review, general and detailed, of, each of the lake districts of collection, seventeen in number, commencing from the Vermont district to the eastward as the first, and among the first constituted, and thence proceeding westward to the head of Lake Superior. To each of these districts is attached a synopsis of such commercial and custom-house statistics as were attainable, and found to be to the S. Doc. 112. 47 point; also, a general synopsis of the lakes, severally, with their trade and back countries; and added to these, detailed statistical tables in reference to the whole of the great St. Lawrence basin. To enter in this place on a discussion to prove what is so generally admitted as the advantages accruing to a country from a various and extensive commerce, would be superfluous; but, nevertheless, so little appears to be known, and such limited interest to be felt, in relation to our own internal commerce, and to its bearing on the trade and prosperity of the country at large, that a few words on its nature, past history, present requirements, and bearing on our commercial, social, and political condition, will not, it is presumed, appear entirely impertinent. In the first place, the general self-gratulation of the people and their legislators at the fact that within scarcely a century's lapse our foreign commerce has grown up to be second only to that of Great Britain, and to threaten it also with rivalry, appears to have blinded them to a perception of' the difference of the circumstances attending maritime and inland navigation; of the reasons why the latter requires aid from the public to effect what in the former is safely left to the -means and enterprise of individual communities; and, lastly, of the preponderating influence of the latter on the former branch of national prosperity. It appears, moreover, to have led casual observers to the opinion. that, because our maritime commerce has experienced so wonderful an increase under circumstances somewhat untoward, it could have made no greater or further progress if liberally ibstered by the hand of government; and, secondly, that because one branch of commerce has so succeeded, all other branches can so succeed. To these propositions it may be replied, briefly: First. That the maritime commerce merely exports to foreign markets the surplus productions of our country, whereby to purchase imports from the same or similar markets. That this maritime commerce is sustained for the most part by opulent commercial communities, on whom no burdens rest, at farthest, but the construction of their own harbors and their maintenance. That without a supply of produce for exportation, the foreign commerce would be carried on under such an adverse balance of trade as would be injurious rather than profitable. That, for the present, the preponderance of our foreign exportations must be of raw material, as agricultural produce, produce of the forest, the fisheries, and the field. That even when this ceases to be the case, and our articles of export shall be more largely manufactures and articles of 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 manufacturing population. That of those articles of raw material which are neither shipped as foreign nor used as domestic provision, such as minerals and metals, every ton native, brought into the domestic market and manufactured at home for home use, supplants so much of foreign raw material or 48 S. Doe. 112. manufacture, and tends thereby so far to change the balance of trade in our favor. It is contended by some political economists, that of nations engaged in commercial pursuits, the largest exporters and the smallest importers must be the gainers, since a large excess of importation must cause a drain of the precious metals to pay for such excess. It does not follow that if this be true as to foreign or maritime commerce, it is equally so as to inland. or interior trade. The fbrmer cannot exist but by means of the latter; the latter may exist, and in some sort flourish, without the aid of the former. Again, for articles of bulk and weight, no means of transportation can compete with water carriage, especially for great distances. It is the best and the cheapest. This, then, is the position of our inland and maritime navigation and commerce: the former is the feeder of the latter, the source of its.greatness; for at such a vast distance do our granaries and storehouses of agricultural and mineral wealth lie from our marts and workshops, that but for the network of lakes, rivers, and artificial improvements with which our country is so wonderfully intersected, they could never be rendered available for exportation, or home consumption on the seaboard, and in the old and thickly settled districts. These considerations show the interest which the external or maritime commerce has in the advancement of the lake trade and navigation; and establish that the maritime commercial communities, and the commonwealth, should, as a matter of justice and duty, as well as of expediency, aid liberally all improvements which mazy 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 lalke trade is obliged to effect much more by its own means than the foreign, and it has infinitely less means whereby to effect it. It is well known that this inland or lake trade is in the hands of newv States, peopled, for the most part, by emigrants, whose chief possession is their industry, swelling the coffers of the older and wealthier communities. The latter now virtually demand theat these infant States shall not only produce, but transport produce, and clear the way for that transportation, for their benefit, at their own expense. Hence the expediency and justice of lending, under these circumstances, federal aid to the new States, so far as removing or surmounting such obstacles in free channels of trade open to all or any States, as are offered by the flats of the Lake St. Clair, the rocks and shoals of Lake George, or the Sault St. Marie, is, it is considered, incontestable. The details of the districts, and the general synopsis of the lakes and lake country, will undoubtedly suffice to establish the facts and show the realities of the vast extent of the existing trade, its past growth, and its gigantic future. But a brief glance at its general features may be useful for the concentration of ideas and ready perception of results. The coast line embraced in this report includes both shores of Lake Champlain, with which it commences (discharging its waters into the St. Lawrence by the Sorel or Richelieu river,) the southern bank of the river S. Doc. 1 12. 49:St. Lawrence, Lake Ontario, the Niagara river, and Lake Erie, to the dividing line between New York and Pennsylvania; thence the southern coast of Lake Erie to the Pennsylvania and Ohio line; thence the 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 Michigan, the whole coasts of Lake Michigan, including the shores of Illinois, Ohio, Wisconsin, and Michigan, and all the southern and southwestern coast line of Lake St. George, the river St. Mary's, and Lake Superior, including the shores of northern Michigan, Wisconsin, and Minnesota, to the frontier of the British possessions at the outlet of'Rainy lake and Lake of the Woods into the waters of Lake Superior.'The extent of the whole line exceeds three thousand miles in length, and embraces portions of the following States, several of them the wealthiest of the entire Union: Vermont, New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Wisconsin, and the Minnesota 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 sta-tistics of measurement, are as follows: Lakes. Greatest Greatest Mean depth. Elevation. Area. length. breadth: Miles. Miles. Feet. Feet. Square miles. Superior......... 355 1-60 900 627 32,000 Michigan. - 320 100 900 578 22,000 Huron. 260 160 900 574, 20,400 Erie -.-. 240 80 84 565 9,600 Ontario...-. 1SO 35 500 232 6-,300 Total.... 1,555 - 90,000 These lakes are estimated to drain an entire area of 335,515 square miles, and discharge their waters into the ocean through the river St. Lawrence, which is rendered navigable from Lake Erie downward to all vessels not exceeding 130 feet keel, 26 beam, and 10 feet draught, and the firee navigation of which for American bottoms may, it is anticipated, be acquired by the concession of reciprocity of trade to the Canadian government. The whole traffic of these great waters may be now unhesitatingly stated at $326,000,000, employing 74,000 tons of steam, and 138,000 tons of sail, for the year 1851; whereas, previous to 1800 there was scarcely a craft above the size of an Indian canoe, to stand against an aggregate marine, built up within half a century, in what was then almost a pathless. wilderness, of 215,000 tons burden. It may be interesting to state that the first American schooner on Lake Erie was built at Erie, Pennsylvania, in 1797, but she was lost soon afterward, and the example was not followed. 5 50 S. Doc. 112. Another point should be here mentioned in regard to this vast augmentation of maritime force and tonnage, which is that the increase of business is most inadequately represented by the increase of' tonnage; since, by the increased capacities of the vessels, their speed while under way, their despatch in loading and unloading, and the substitution of:steam as a motive power, both for sail on the waters and fbr human labor at the dock, the amount of traffic actually performed by the same amount of tons in 1851, as compared with that performed in 1841, is greater by ten-fold. To illustrate this position, it is worthy of notice that, in 1839, the twenty-five largest steamers on these lakes had an average of 449 tons burden, the largest being of 800 tons. In 1851 the average of the twenty-five largest fell little short of 1,000 tons, and the average of the whole steam fleet, consisting of 157 steamers and propellers, was 437 tons. Ten years since, from a wveek to ten days was allowed to a firstrate steamer for a voyage from Buffalo to Detroit and back. In 1851, three days only were required by first-rate steamers, and four to five by propellers. These facts show that four times as much business is transacted in, 1851 by ten steamers, as was effected by the same number in 1S41. The substitution of steam for sail in the same period has, it is evident, effected a yet greater increase in the speed of transit and celerity of transhipment; and this substitution is hourly on the increase; in proof of which, of 7,000 tons of shipping now on the stocks at Buffalo, 250 only-one brig-are sail; all the remainder steam or propellers. Of this latter species of vessels the increase is so great and so regular, and so rapidly are they growing into favor, that there can be but little doubt that they are destined ultimately to supersede vessels propelled by sail only, especially for voyages of moderate length, and in localities where fuel is abundant and easily to be procured. In no region of the globe are these two conditions, on which rests the availability of screw-steamers, more -perfectly complied with than on the lakes, where the longest voyages do not exceed three weeks, at an extreme calculation, and where bituminous coal of a very fine quality can be procured at an average price of three dollars and a half per ton, and at many points at two and a half on the docks. The following table, taken from a very valuable report by Messrsb Mansfield and Gallagher, of the statistics and steam marine of the United States for 1851, will show the comparative force of the steamers employed in the oceanic and the lake trade, and will exhibit a result sufficiently surprising to readers unacquainted with the business of the interior. S. Doe. 112. 51 Description- of vessels. Number. Tonnage. Officeyr and crewsOcean steamers, (coast) - 96 91,475 4,548. Ordinary steamers "...382 90,738 6,311 Propellers ".67 12,245 6542 Steam ferry boats " SO 18,041 369' Total coast. — 625 212,500 11,770 Ordinary steamers, (lake and river) 663 184,262 16,57 Propellers " 52 15,729 817' Steam ferry boats " " 50 4,733 214 Total lake and river- 765 204,725 17,607 Steam marine, coast............ 625 212,500 11,77 " inland. 765 204,725 17,607 Total-... -1,390 417,226 29,377 Excess of lake and river 1406 7,775 dimn. 5,837 The distribution of steamers in the basin of the lakes is as follows District of Burlington-................- 11 Plattsburgh ------- 6 Ogdensburgh. - 4 Sackett's Harbor. — - I Oswego — -. 9 Rochester-..........-...... 2 Niagara, 1 Buffalo.. —..-.. 42 Presque Isle -.......-.. 7 Cleveland..13 Sandusky.....-... 1 Toledo._ 4 Detroit. 47 Milchilimackinac -....... a12 Chicago.. 4 The number on each lake isChamplain.......... 17 Ontario... 17 Erie..................114 Straits-.-.. —-...12 Michigan, Al^ fit Po A A A [ P a PI R PR 14 52 S. Doc. 112. The entire number of vessels and crews of the interior trade amounts Io 140 bottoms, and 5,837 men, in excess of the whole ocean and coast Mnavy, though the tonnage employed in the latter is smaller by 7,775 -:tons. It is for this wealthy commerce of the interior that all the Atlantic cities are now striving, in earnest competition, by the creation of new -outlets and avenues, fbr its transaction; and this very competition is good evidence that all the eastern or New England and middle States are, in some sort, more or less affected by it. The great system of exchange between the cities of the ocean sea-'board and the entire West is transacted through the lakes, and the channels connected with them; and it is not uninteresting to observe that -the increase of the population in the Atlantic States,- and that of the tonnage of the West, have kept even pace with each other. Table of population and tonnage. r4.Z I4 Years. 5' 1790....... 1,009, 823...' 958, 632 958.6 None. None. 1800...... 1;233, 315 221 1, 401, 070 46.15 50, 240 1810.-.-. 1,471,891 19.3 2, 014,695 43.79 272, 324 442.04. 820..... 1,659, 808 12.8 2, 699, 845 34 792, 719 191.09 3, 500 ]830.... 1, 954,717 17.7 3, 587,664 32.88 1, 470, 018 85.43 20, 000 1840...2, 234, 822 14.3 4,526,260 26.16 2,967,840 101.89 75, 000 850...... 2,728,106 22.07 5, 898, 735 30.32 4,7291,430 59.08 215, 787 S. Doc. 112. 53 Inl this scheme it must be observed that the six New England State's, Maine, New Hampshire, Vermont, Rhode Island, Massachusetts, and Connecticut, possess an area of 63,326 square miles, with a population of 2,72S,106, being 43.09 persons to the square mile. The Middle States, New York, New Jersey, and Pennsylvania, possess an area of 100,320 square miles, with a population of 5,898,735,; or 58.80 persons to the square mile; while the northwestern States, Ohio, Indiana, Illinois, Michigan, Iovwa, Wisconsin, and the Minnesota Territory, have an area of 373,259 square miles, with a population of 4,721,430, or 12.70 persons to the square mile. When this last division shall have become as densely populated as the middle States now are, it will contain a population, directly tributary to the trade of the lakes, of 22,000,000 of souls; and there is every reason to believe that the increase of population will be as rapid, until that result shall be fully attained, as it has been since 1800. How wonderful and grand a spectacle will it then be to many, doubtless, of those now born, when, at the commencement of the twentieth century, this. lake country shall be seen supporting a population of so many millions $ And what will then be the amount and value of that trade, and the aggregate tonnage of that marine, which has sprung up, in less than forty years, from nothing to two hundred thousand tons of steam and shipping! It is stated that the entire amount of appropriations made by govern-o ment, for the benefit of all rivers and harbors, since its first organization, has been $17,199,233, of which only $2,790,999 were devoted to, the lakes, the balance being all for the Atlantic coast and rivers; and that, too, in face of the facts, that in consequence of several unavoidable disadvantages, in the present condition of the lake coasts and harbors, there is greater proportional loss of' life on these waters than on. the ocean itself and all its tributary seas. It may be well to note here the loss of property and life by marine disasters on the lakes, which are not only in themselves most lamentable, but which become far more deplorable when it is considered thatat a small outlay the navigation could be rendered as safe, at the least,: as that of any other waters; The disadvantages alluded to above are to be found in the facts, that while the lakes are exposed to squalls, gales, and tempests, as: violent as those of' the ocean, they have not sufficient sea room to allow of a vessel scudding before the weather, since, if the gale were of' any duration; she would soon run from one end to the other of the lake, on which she might be caught, and so incur fresh and perhaps greater-' danger. In like manner, the breadth of these basins is so comparatively dimninutive, and so much beset with dangerous reefs and rocky islands, that a vessel cannot long lie to, in consequence of the terrible and insidious drift which is ever liable to drive her to unforeseen destruction. The following table will exhibit the loss of life and property incurred during the four last succeeding years, which are surely disastrous, enough to plead trumpet-tongued with government for the extending. some means of security and protection to the navigators of those peril-h ous seas of the interior. :5-4 S. Doc. 112. Years. Property. Lives. 1'848-. —.. —------—. —---.-. $420,512 55. "1849... —-.. 368,171 34 1850...,. 558,826 395 8-.51-....... 730,537 79 Total of four years -.__.. — - —.. 2,078,046 56'3 The excess of lives lost in 1850 was occasioned by the. explosion of the -boilers on board two steamers, and the burning of' the third, which -hLad on board a large number of emigrants; this may be therefore in some degree deemed accidental and extraordinary, as such catastrophes are of rare occurrence on the lakes. The great preponderance, however, of the year 1851 over those of 1848 and 1849, has no such palliation, since they were the effect of' heavy gales, the absence of harbors necessary for the protection of mariners, and the obstruction of,the mouths of such as do exist, by bars, on which a terrible surf breaks, and which entirely preclude the possibility of entering the place to which!.hey have in vain fled for refuge. It is of little benefit to the mariner that the government has expended comparatively inconsiderable amounts an the erection of piers and light-houses at the entrance of a few barmouthed rivers and harbors. The total of the losses on the Atlantic, Gulf of Mexico, and Pacific -coasts, in the year 1851, amounted to 328 vessels, and many hundred lives, out of a total marine measuring 3,556,464 tons, being a loss of one vessel to every 10,844 tons of shipping. The lake losses of the same year were 42 vessels, and 79 lives, out.of a marine measuring 215,975 tons, being a loss of one vessel to every.5,142 tons of shipping. The proportion of vessels lost on the lakes is therefore much in excess of the losses on the ocean coasts, and that,of lives still more so. In this point of consideration it is wvorthy of remark that a single powerful government steam-dredge could be kept continually in com-:mission, and employed duringseven months of the year, which could,'with perfect ease, remove the obstructions on the flats of Lake St. Clair and Lake St. George, open the bars, and deepen the beds of all'tbhe harbors, from one extremity of the lakes to the other, in the course iof a very few years, and keep them unobstructed, thenceforth to the.end of time, by an annual appropriation of one-fourth the amount of lthe augmented compensation recently granted to the Collins line of -steamers; and, of course, two such vessels, materially lessening the duration of the work, for one-half that appropriation. Nor does it appear that the opening an area so vast to the enterprise ad. efficiency of our inland commerce, giving perfect protection to so important a branch of the national marine as that employed in the navigation of the lakes, is an end less worthly than the furthering and encouraging any system of post office'transportation, and ocean steam S. Doc. 112. 552 marine, however incomparable its deserts; and this without regarding the preservation of what is generally held invaluable among earthly things-the life of human beings. The expediency and justice are thus shown of extending some meed of protection and encouragement to the regions, with their ports, harbors, and marine communications, which are the theatre of a commerce so valuable as that for which all the Atlantic cities are contending; and to perfect the internal and inland communications of which, by canals and railroads, the young States, in which that theatre is placed, are making so great effbrts. The policy of doing so cannot but be seen on considering the effect which the construction of railways, the opening of canals, and the facilitation by all means of transportation and intercommunication, has upon the growth of cities, the population, cultivation, wealth and prosperity of districts, which actually seem to grow and expand in arithmetical progression to the ratio of their improved accessibility, and the number of their outlets and avenues for commerce and immigration. It may not, therefore, be now impertinent to examine the operation,of these influences on the unparalleled increase of the West, which can in fact be traced directly to these causes. It has been shown already that, however remote tlhe period of the discovery, exploration and partial colonization of these wilds and -waters, anything like practical navigation of them for commercial purposes was unattempted until after the commencement of this century. In 1679 a French craft indeed was launched at Erie, Pennsylvania, for the expedition of the celebrated and unfortunate La Salle; but this, %which was an experiment for a special purpose, wholly unconnected wvith trade, was not followed up. In 1797, as has been before stated, the first American vessel was launched on the lakes. In 1816 the first steamer was built on the waters of Lake Ontario, and the first on Lake Erie in 1818. For some considerable time the first vessels put in commission on Lake Erie were used merely for facilitating the movements and operations of the Indian traders, carrying westward supplies and trinkets for the trade, and returning with cargoes of furs and peltries.'In 1825 the Erie canal was completed, and its influence began at once to be felt through the western country. The western portion of the State of New York immediately began to assume an air of civilization and to advance in commercial growth. This influence continued still to increase until the Welland canal and the Ohio canals Weere completed. The tonnage, which had then increased to about 20,000 tons, found at this time full employment in carrying emigrants and their supplies west-'ward, which continued to be their principal trade till 1835, when Ohio began to export breadstuffs and provisions to a small extent. In 1800 Ohio had 45,000 inhabitants; in 1810, 230,760; in 1820, 581,434; in 1830, 937,903. During this year a portion of the canals was opened, and during the ten years next ensuing after 1830 some five hundred miles of canals had been completed, connecting the lakes by two lines with the Ohio. Under the influence of these improvements the population of the State augme-nted to 1,519,467 individuals. In 1835 she exported by the lakes the equivalent of 54:3,815 bushels of wheat. In 1840 her ex 56 S. Doc. 112. ports of the same article over the same waters were equivalent to 3,800,000 bushels of wheat, being an increase, in the space of five years, in the articles of wheat and flour, of what is equal to 3,300,000 bushels of wheat, or nearly six hundred per centum. These articles are selected, as being the most bulky, in order to illustrate the effect of canals Upon lake commerce. At this period, 1840, there were not completed over two hundred miles of railway in-the State, and this distance was composed of broken portions of roads, no entire route existing as yet across the length or breadth of the State. In 1850, there were in operation something over four hundred miles of railroad, and rather a greater length of' canals, while the population had increased to 1,908,408, and her exports, by lake, of wheat and flour, were equivalent to 5,754,075 bushels of wheat, and that, too, in spite of the fact that the crop of 1.849 was almost an absolute failure throughout the West. In 1851 the exports of wheat and flour, by lake, were equivalent to no less than 12,193,202 bushels of wheat; and the cost of freight and shipping charges on this amount of produce falls little, if any, short of $510,000; nearly the whole amount having reached the lakes via the canals and railways of Ohio. Similar sketches of the other northwestern States, during their rise and advancement to their present condition of prosperity, and influence on the confederation, might be adduced in this place, all equally flattering to the energy and enterprise of the western people, and to the influence of internal improvement on commerce; but this narrative of the eldest State of the group will suffice to illustrate the subject, and give some idea of the unexampled progress of the whole. Westward of Ohio, the Wabash canal brings the vast productions of Indiana to the lakes, passing through a small portion of Ohio, from the port of Toledo to the junction, thence to Evansville, on the Ohio river, and traversing the entire length of the Wabash valley, one of the finest wheat and corn countries in all the West. This canal is four hundred and sixty-four miles in length, and is one of the most important of recent improvements. It is worthy of note here that, in addition to its vast commercial business by the great lakes, Ohio, and more particularly its commercial capital, Cincinnati, the largest, wealthiest, and finest city of the west, and the great emporium of that region, has an immense commerce, both in exports and imports, by the rivers Ohio and Mississippi; and it appears that a larger portion of groceries are imported for the use of the interior, into Cincinnati, by the river, than to the lake-board, via the lakes; and farther, that while a much larger portion of the trade in cereal produce goes by the lakes, a majority of the live stock and anirmal provisions is sent by the rivers or otherwise. No ill effect-is produced, however, on either commercial route, by this competition, but rather the reverse, there being times when either route alone is closed to navigation —the lakes during the winter by the ice, and the Ohio by the failure of its waters during the summer droughts. There is, more — over, commerce enough amply to sustain both channels; and while the State, its beautiful capital in particular, is a great gainer, no port or place of business is a loser by this two-fold avenue and outlet for ezcnmercial transportation. S. Doc. 112. 57 The southern Michigan and northern Indiana railway terminates both at Toledo, Ohio, and at M3Ionroe, Michigan, on the lakes, and runs westward, through the southern counties of Michigan and the northern counties of Indiana, to Chicago, at the head of Lake Michigan, on:the eastern border of Illinois. This road passes through some of the most fertile portions of these States, and, being recently completed through its entire length, may be confidently looked to as sure to add greatly to the commerce of the lakes at its termini. Farther to the northward, on the Detroit river, the central Michigan railway communicates across the peninsula, from the city of Detroit, with New Buffalo and the lake; and, having been open some years, has done more to develop the matchless resources of this State, and to urge it forward to its present commanding position, than any one other route. Cities, villages, and large fiouring mills are springing into existence everywhere along the line of this road, depending upon it as the avenue of their business to the lakes. The Pontiac railway and many plank roads connect various other points of the interior, and are vastly beneficial to the commerce of the lakes. Following the line of the lakes westward, Lake Huron may be: passedover, as presenting no internal improvements worthy of note. One of the principal of those which are already projected, is the extension of the Pontiac railroad to Saginaw, touching at a point on the St. Clair river, opposite to Sarnia, Canada West, where it is destined to communicate with a branch of the great western railway from Hamilton, on Lake Ontario, to Lake Huron. Another road is also projected in Canada, from Toronto, across the peninsula, by Lake Simcoe, to Penetanguishine, on the great Georgian bay, which will shorten the route to the Sault Ste. Marie, by many hundred miles, and, should the much demanded and long proposed ship canal around the Sault be now at last effected, will tend more largely than 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 lumbermen, trappers, traders and voyageurs, and naturally hitherto the theatre of no internal improvements tributary to the commerce of the lakes. Passing southward, however, to Green bay, and its sources in the interior of Wisconsin, there are lately completed some improvements in the internal navigation of that State, which are, perhaps, of more importance to the future growth of the lake commerce than any yet perfected in any part of the State. These are the works on the Fox river, and the canal connecting the waters of that stream with the Wisconsin, which opens the steam navigation of the lakes to river craft, and vice versa, although it is scarcely probable that the same vessels which navigate the lakes will pass through the rivers. This, in fact, is by no means necessary to the success of' the project, the importance of which is found in the fact, that by it the steam route from the Atlantic to the upper valley of the Mississippi is incredibly shortened; and thereby S. Doe. 112. the whole trade, springing into existence throughout that vast upper country, is, in a great degree, rendered tributary to the lakes. The junction of the Wisconsin and Mississippi rivers is, in fact, by this route brought nearer to the lakes than to St. Louis; and the transportation of goods being by an uninterrupted line of steamboat navigation throughout the whole chain of lakes and across the State of Wisconsin, the trade to be one day transacted by this route will be enormous. The richness of the soil of Wisconsin in the valleys of the rivers, and on the borders of Lake Winnebago, is rarely surpassed or equalled, and towns containing from one to three thousand inhabitants are everywhere springing into existence through her territories, which are probably'dclestined to become, in a few years, great commercial cities. Southward of this route there are no very important channels of communication tributary to the lakes until we reach Chicago, where Lake Michigan is connected with the Illinois river by a canal of 100 miles in length, opening to that lake the vast wealth and traffic of the richest.corn valley in the known world. Railroads are also projected from Milwaukie, one of which is completed some forty miles to the westward, which is destined to extend to the Mississippi. There are also plank roads from many points, more or less useful as avenues of commerce to the lakes: at present, however, the only communication between the northern and southern routes is by the Illinois and Michigan canal. This was originally intended to be a ship canal, connecting Chicago with Peru, on the Illinois river, but was only constructed equal to the admission of ordinary canal boats, which can, on reaching the latter point, be towed by steam down the -Iiver to St. Louis, and return thence laden with sugar, hemp, tobacco, flour or grain, and thence by horse power to Chicago. Whether the original plan of this canal will ever be carried out, is at best very problematical, since there are obstacles in the periodical shallowness of the waters of the Illinois which would frustrate the only object of the'improvement, to wit, the through-navigation of the works by lake craft. This canal was opened in May, 184S, and the first section of the Chicago and Galena railroad in March, 1849. In 1847, the year previous to the opening of the canal, the'real estate and personal property in Cook county, of which Chicago isthe capital, wasvalued at $6,189,385, and the State tax was $18,162. In the year following, when the canal had been one season in operation, the valuation rose to $6,986,000, and the State tax to $25,848. In 1851 this valuation had risen yet farther to the sum of $9,431,826, and the State tax to $56,937. In 1840 the population of Chicago was 4,479, and the valuation of property not far fiom $250,000; while in 1851 the population was about 36,000, and the assessed valuation of real and personal property was $8,562,717. In IS47 the population, according to the city census, was 16,859; in 1848 it was 20,023; in 1849, 23,047; and in 1S50, according to the United States census, 29,963; having increased twice more rapidly than before, since the completion of the canal. The population of Chicago at this time —August, iS52-is nearly, if not quite, 40,000. In regard to this train of argument, and to this view of the effect of S. Doc. 112. 59 internal improvements on the growth of the West, and on the commercial condition of that portion of the country, it will be well to follow up the same train of examination in relation to the growth of certain points to the east of the great lakes, such as Buffalo, New York, Oswego, Boston, and other cities directly affected by the same commerce, through the internal channels of communication in New York and Massachusetts. In 1800, the city of New York, with its suburbs, had a population of -.. 63,000 —in 1850, of ---------- 700,000 Boston 3S,000 -".- -- 212,000 Philadelphia city and co. 73,000 " ---—. 450,000 Cincinnati. ----- -- 750 " - 115,436 Buffalo -..-.. --- " 42,260 Oswego. -.- " - - -_- -_-_-_ 12,205 Albany. 5,349 "r 50,763 Chicago ------- -—, 29,963 St. Louis- -2,000 " ------- 77,860 Hence it appears, that between the years 1800 and 1850 the population of New York and its suburbs doubled itself once in every 16 years; Boston, once in every 25*; Philadelphia, in every 20; Cincinnati, in every 6k; Albany, in every 15; St. Louis, in every 9k years. This covers a term of half a century; but from 1810 to 1850, a period of forty years, the population of New York doubled itself once in every -15 years; Philadelphia, in 18S; Boston, in 18; Albany, in 16; Cincinnati, in 7; St. Louis, in 9k; Buffalo, in 8k, and Detroit, in 8k. From 1820 to 1850, a period of thirty years, the population of New York doubled once in 13 years; Philadelphia, in 16; Boston, 15; Albany, 15k; Cincinnati, 7-; St. Louis, 7; Buffalo, 6k; Detroit, 8. From 1830 to 1850, a period of twenty years, the term of duplication-this being the first census taken after the opening of the Erie canal, but before its influence had been much felt on the seaboard, owing to the non-completion of the Ohio and lateral canals-was, in New York, 15 years; Philadelphia, 17k; Boston, 20; Albany, 20; Cincinnati, 8k; St. Louis, 5k; Buffalo, Sk; Detroit, 6; Cleveland, 5; and Sandusky, 5. And from 1840 to 1850-a period of ten years, during which nearly the whole western population had become exporters by means of the Ohio, New York, and Philadelphia canals, and the various lines of railway —the effect of these influences on the period of;duplication in the cities of Boston, Philadelphia, and New York, has been truly astonishing; but the same influence, reacting and reflected from the East upon the western cities is yet more wonderful. According to the ratio of their increase during these ten years, New York would double her population in 12 years; Boston, in 12; Phila-,delphia, in 12k; Baltimore, in 13-; Albany, in 161; Cincinnati, in 6; St. Louis, in 4; Buffalo, in S8; Detroit, in 9; Cleveland, 6k}; Sandusky, 5k; Chicago, 4; Milwaukie, 3k; Toledo, 6; Oswego, 8. Hence it appears, that every new improvement is bound by inevitable laws to pay its tribute to some great channel of internal commerce. The existence of such a channel has indirectly created the 60 S. Doe. 112. necessity for the improvement; and the same law which called it into existence as necessarily requires it, by a reactionary impulse, to itndemnify its creator. Before the present century shall have passed away, the United Stated will undoubtedly present to the world a spectacle unequalled in past history. More than fifty millions of republican freemen, all equal citizens of a confederacy of independent States, united by congenial sympathies and hopes; by a devotion to the principles-of political and religious freedom, and of self-government; bound together by a common language and harmonious laws, and by a sacred compact of union, will also be firmly cemented with one another by indissoluble bonds of mutual dependence and common interests. The remote sections of the confederacy will be made near neighbors by means of canals. Railroads will chain all the several parts each to each; the whole people from the Pacific to the North Atlantic ocean, from the great lakes to the Gulf of Mexico, cultivating the arts of peace and science, and incited by a genuine rivalry for the accomplishment of the real mission of the American people. THE LAKE DISTRICTS, WITH A DESCRIPTION OF EACH; STATISTICAL STATEMENTS OF THE CANADIAN AND DOMESTIC TRADE, AND A GENERAL SUMMARY. NO. 1.-DISTRICT OF VERMONT. Port of entry, Burlington; latitude 440 27', longitude 730 10'; population in 1S30, 3,525; in 1840, 4,271; in 1850, 6,110. This, which is the easternmost of all the lake districts, comprises the whole eastern shore of Lake Champlain, from its southern extremity at Whitehall to its northern termination, excepting only a few miles at the head of Missisquoi bay, which fall within the Canadian line; and embraces all those portions of the State of Vermont which are subject to custom-house regulations. Lake Champlain is about one hundred and five miles in length, and varies in breadth fiom one to fifteen miles; it contains several islands, principally toward the upper end, of which the largest are North and South Hero, and La Motte island; and, in addition to all the waters of Lake George, its principal affluent, the outlet of which enters it at Ticonderoga, receives nine considerable streams: the Otter creek, the Onion river, the Lamoile, and the Missisquoi, from Vermont to the north and eastward; the Chazy, the Saranac, the Sable, and Boquet rivers, on the west, and Wood creek on the south, from the State of New York. It discharges its own waters into the St. Lawrence by the Sorel or Richelieu river, in a northeasterly course; the navigation of which has been improved by the works of the Chambly (Canadian) canal, so as to afford an easy communication for large vessels to the S. Doc. 1 12. 61 St. Lawrence, and thereby to the great lakes. From its southern extremity it is connected by the Champlain canal with the Mohawk river and the Erie canal, at the village of Waterford, where the united works enter the Hudson, and thus form a perfect chain of inland navigation from the lakes of the far northwest to the Atlantic seaboard. The whole length of the Champlain canal, including about seventeen miles of improved natural navigation on Wood creek and the Hudson river, is about sixty-four miles. It is forty feet wide on the surface, twenty-eight at the bottom, and four deep. The amount of lockage is eighty-four feet. On account of this artificial line of intercommunication, Lake Champlain is included, not improperly, in the great chain of American lakes; although, to speak strictly, it is not one of them, having no natural outlet directly into them, and so far from being the recipient of any of their waters, serving, like them, itself as a feeder to the St. Lawrence. The lake is bordered on its eastern shore by lands composing this district, with a coast line of considerably more than a hundred miles, including its many deep, irregular bays and inlets, of great productiveness and fertility, especially adapted to grazing and dairy farms, and to the cultivation of the- northern fruits. Its western shores are, for the,most part, high, wild, and barren, soon rising into the vast and almost inaccessible ridges of the Adirondack mountains, lying within the counties of Hamilton, Herkimer, and Essex, in New York, a region the wildest and most rugged, the least adapted to cultivation or the residence of man, of any to the eastward of the great American desert; and still the haunt of the deer, the moose, the cariboo, the otter and the beaver, the wolf; the panther, and the loup-cervier, which still abound in this fastness of rock, river, lake, and fbrest, almost within sound of great and populous cities. By its means of communication with the St. Lawrence, and its outlet to the Hudson, this lake has become the channel of a large and important trade with Canada, especially in lumber, employing nearly tw~o hundred thousand tons of craft and shipping, counting the aggregate of entries and clearances, and giving occupation, to speak in round numbers, to twelve thousand men. The opening of the Ogdensburg and Vermont railroads, connecting New York and Boston more directly with the lakes, has, it is probable, in some degree affected this trade; at least, the returns of 1851 exhibit a falling off in the Canadian trade of Lake Champlain. It does not, however, appear that the opening of new channels of trade is wont usually to affect the interests of those already existing, but, on the contrary, by increasing facilities and consequently augmenting demands, adds to the liveliness and vigor of business, and is ultimately beneficial to all. Hence, there appears no just cause for apprehending any permanent decrease or deterioration of the shipping interests, connected with Lake Champlain. Burlington, the port of entry of this district, is the largest town in the State of Vermont, containing about ten thousand inhabitants. It is beautifully situated on a long, regular slope of the eastern shore, ascending gradually fiom the head of Burlington bay, on the southern side of 62 S. Doc. 112. the debouchure of the Onion river into the lake, and is the capital of Chittenden county, and by far the most considerable commercial place of the State. It has, moreover, a fine agricultural back country, of which it is the mart and outlet. Burlington is distant from New York, by railway, about three hundred miles; from Boston two hundred and thirty-five; and from Montreal one hundred. By its possession of a central position, with the advantages of both land and water steam facilities, alike for travel and transportation to the grand emporia of Canada, New England, and New York, it is making rapid advances in wealth and population; and now, with railroad communications open on either side of the lake, can scarcely fail to improve and increase, in a ratio commensurate with that of the improvements in its vicinity. The only method, within our reach, of arriving at the aggregate amount of the lake commerce and traffic, is by taking the accounts of the canal office at Whitehall, which exhibit the amount and value of merchiandise delivered at the lake, and the quantity and value of produce received firom the lake; and then by estimating the coasting trade of the lake above Whitehall which does not reach the canal. By deducting from the aggregates of these, the Canadian trade of the districts of Vermont and Champlain, we arrive at the gross amount of the aggregate coasting trade of the whole lake, as comprising both the collection districts; but owing to this compulsory mode of procedure, no definite understanding of the proportion of commerce attaching to each, separately, of the two districts, can be reached. The amount of assorted merchandise delivered into Lake Champlain in 1851 was 125,000 tons, at $1 75 per ton. Average valuation as on Erie canal.. $21,875,000 Amount of produce received from the lake............. 3,515,895 Add for coasting above the canal. -1,000,000 Total commerce of the lake.. 26,390,895 The Canadian trade of Vermont district, for the years 1850 and 1851, was as follows: 1850. 1851. Exports of domestic produce......... - $651,677 $458,006 (" foreign merchandise....... 294,182 309,566 Total exports................. 945,859 767,572 Total imports-..... 607,466 266,417 Total.....-............. 1,552,325 1,033,989 Subtract total of 1851................ 1,033,989 Decrease of 1851............ 519,336 S. Doc. 112. 63 The tonnage in the Canadian trade for the two years was as follows: Year. No. Tons. No. Tons. 1851.. 788 94.235 695 91.967 1850....-.................... 1 8 122.813 731 105.359 Decrease in 1851 -.-...... 30 28.578 36 13.390 The aggregate shipping of Lake Champlain, both foreign and coastwise, is represented to have numbered 3,950 entrances, measuring 197,500 tons, and employing 11,850 men, with a corresponding number of clearances of the same measurement and crews. The enrolled tonnage of this district in June, 1851, was 3,240 tons of steam, and 692 tons of sail. Tonnage. Tons. Inward. —Anerican...................... 166 steam. 56,421 338 sail. 17,490 504 73,9'11 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 Canada —..-. — —.. - 251,211 Value of goods of domestic produce and manufacture exported to Canada..-..... 458,006 Value of foreign goods -- -- 108,712 Value of goods of foreign produce and manufacture exported to Canada in bond. -.-.......... 200,854 Value of property cleared at Whitehall for the South.... 3,515,895 NO. 2. DISTRICT OF CHAMPLAIN. Port of entry, Plattsburgh; latitude 440 42', longitude 730 26'; population in 1830, 4,913; in 1840, 6,416; in- 1S50, 5,618.'The Candiha txade of this district, principally, is in American vessels. 64 S. Doc. 112. This district, which is situate on the western side of Lake Champlain, over against that last described, including the peninsula at the lower end between the waters of that lake and Lake George, with the thriving town of Whitehall and the outlet by the Champlain canal, has a coast-line of equal extent, though less indented by bays, than the opposite district of Vermont. It has two principal harbors-Whitehall, situate on both sides of Wood creek, at its entrance into the lake, in a beautiful and romantic site, with considerable water power, through which passes the very great majority of the whole export and import trade for Canada, and which is a singularly flourishing and improving village; and Plattsburgh, n6ar to the upper extremity of the lake, at the head of a fine and spacious bay at the debouchure of the Saranac river, by which it is connected with the mineral and lumbering regions of the interior, and with the recesses of the Adirondack chain. The village is well laid out, and contains the United States barracks, and several prosperous manufactories on the river. This district has little or no back country, the mountains rising abrupt and precipitous from the very verge of the lake in many places, and leaving a narrow strip of shore only, with a few villages scattered along the road to Plattsburgh, beyond which all is howling wilderness as far as to the valley of the Black river. Little dependence can, therefore, be placed on these regions for agricultural produce, although their forest and mineral wealth compensates in some measure for the sterility and ruggedness of their soil. Plattsburgh is the port of entry of this district, although Whitehall is the larger commercial depot. The only railroad which touches it is that of Ogdensburg, crossing Missisquoi bay and the narrows of the lake at Rouse's Point, and opening, at the town of Ogdensburg, a perfect inland intercommunication between the great lakes and the Atlantic ocean, at Boston. It is on the water communications, therefore, afforded by the lake, that the population of this district for the most part rely for the prosecution of their commercial enterprises and the transportation of their produce. There are five daily steamers running during the season from Whitehall, touching at Burlington and Plattsburgh, for St. John, Canada East, and for St.: Alban's Vermont. The Canadian trade of this district during the years 1850 and 1S51 was as follows: 1850. 1851. Exports of ddmestic produce - $322,378 $375,549 foreign merchandise. -316,843 373,453 Total exports.-........ 639,221 749,002 Total imports............ 435,383 294,284 Total commerce - 1,074,604 1,043,286 1,043,286 - Decrease in 1851. 31,318 S, Doc,.:112. 65 Years. No. Tons entered. No. Tons cleared. 1851..... 598 123,229 598 123,229 1850.-.'788 120,294 754 116,931 Difference. 190 2,935 156 6,298 The decrease of the year 1851, it will be observed, affects the number of entries and clearances only, the comparative tonnage being an increase on the preceding twelve months. The tonnage enrolled in this district, June 30, 1851, was-steam, 917 tons; sail, 3,291 tons. Canadian trade. Imports in American vessels............... $1,019,039 Exports in American vessels -... 24,246 Tonnage. Inward. Tons. Outward. Tons. American, steam. 90,436 American, steam -...... 90,436 sailing...... 8,139 sailing. 8,135 Total....... 98,571 98,571 British, steam......... 3,899 British) steam -....... 3,899 sailing. 20,759 sailing. 20,759 24,658 24,658 Duty collected on imports in American vessels $46,639 Do. *do. British vessels...-.. 5,210 Total duty. 51,849 Imported from Canada in American vessels...... $228,241 Do. do. British vessels... 24,246 252,487 Amount imported in bond................... 27,994 Amount of free goods................., 13,802 Total................................. 294,283 Value of domestic goods exported..................... $375,54.9 Foreign goods exported. $................ $..... $267,587 Foreign goods entitled to drawback... 105,866 373,453 6 66 -S.- Doc. 112. No. 3.-DISTRICT OF OSWEGATCHIE. Port of entry, Ogdensburg; latitude 440 41'; longitude 750 S32; population in 1830, not defined; in 1840, 2,526; in 1850, 7,756. This district extends along the southern shore of the St. Lawrence, from the point where the boundary line of New York and Canada strikes the great river —430, 73~ 20'-to Alexandria, nearly opposite to Gananoque, on the Canada side, and the thousand isles of the St. Lawrence. The extent of this coast line is about eighty miles, trending in.a southwesterly direction; it includes theconsiderable commercial depot and improving town of Ogdensburg, beside the smaller ports of Massena, Louisville, Waddington, Morristown, and Hammond, and it has become the theatre of a very large and increasing trade with Canada, and coastwise, particularly since the opening of the Ogdensburg railroad. This important line was opened from Ogdensburg to Rouse's Point, whe're it combines with the eastern and southeastern routes, in the autumn of 1850; and from this point passengers and freight crossing Lake Champlain have easy expedition, either to the New England States by railroad, or to New York, via Lake Champlain and the Hudson river, or by the new lines of railroad down the valley of the latter great thore oughfare. There being no line of transportation whatever through this district from the C anadas, except the above-mentioned road, and previous to the opening of that way none of any kind-the district itself being, moreover, a mere strip of ten miles' width between the river shore and the Adirondack highlands-the effect of this road has been very great on the general commercial prosperity, and particularly on that of Ogdensburg, which monopolizes the Canadian transportation business, for the other ports mentioned are merely river harbors, doing a small coasting business, and driving some small traffic with their neighborts across the water. In consequence of these advantages large quantities of freight find their way into this port fiom all parts of the -upper lakes and of Canada, for transmission to various marts on the Atlantic seaboard; and large amounts of merchandise, both foreign and,domestic, arethence distributed through the different lake ports, both of Canada aid -the United States, from New York and Boston. The,followm.'g statistics will show the comparative coasting trade of Ogdensburg ir-is ome of the principal articles during the past five years, the results. ~br-1ti49 being made up only to the 1st of October of that,year. S. Doc. 112. 67 Imports coastwise. Articles. 1847. 1848. 1849. 1850. 1851. Flour. -....... barrels. 5, 000 4,:500 3, 800 158 600 375, 000 Whiskey.........-do.. 1,217 1, 157 865 452 1,291 Pork.............do 3, 000 2, 500 1, 800 2, 612 2, 887 Beef.............. do. 2,758 6, 034 Sugar. l.i. hogsheads. 325.375 300 37 43 Pig iron..... -— tons.. 300 350 275 300 1 00 Coal........ do-.. 3, 000 3, 054 2, 500 490 371 Wheat......... bushels 15, 000 25, 000 18, 000 149, 310 377,-725 Corn............do... 3, 000 4, 000 3; 500 31,934 82, 458 Salt............ barrels. 10, 000 15, 000- 10,000 10, 369 14, 287 Tea............ chests. 10, 000 15, 000 10, 000 78 44 Coffee........... ons.. 320 320 320 Included in m erchandise. Tobacco...... boxes. 2,000 2, 000 1,200 15 37 Sundrymerch'dise, value. $2, 366, 200 $2, 482, 925 $2, 106, 450 $1, 162,668 $426, 972 The above statistics clearly demonstrate that the opening of the railway has created a complete revolution in the trade of Ogdensburg, a large demand havingo suddenly sprung up for coastwise imports of produce, to be exported seaward by railroad, while the call for foreign:merchandise, formerly imported coastwise for home consumption, has been entirely superseded, goods of that description being now largely introduced by railway from the seaboard, for distribution through Canada and all the lake regions. By this change, the mercantile prosperity and activity of this town and district has, it will appear, been increased fifty-fold, and the trade matured from, a mere home-consumption business to an immense forwarding, foreign importing, and domestic exporting traffic; nor,-in view of the incalculable hourly increase of western productiveness and consumption, can any one pretend to assign any limits to the future improvement of this branch of commerce. The coastwise exports during the same period, of a few leading articles, were as follows: Articles. 1847. 1848. 1849. 1850. 1851. Whiskey. —.. barrels. 142 120 140 408 135 Starch.........pounds. 193, 600 180, 000 190, 000 5, 900 18, 600 Ashes...barTels. 3, 758 3, 400 3,800 4,544 615 Shingles..... —- M... 6, 669 -4,000 3,000 4,841 1,757 Lumber.........M ft.. 7, 182 5, 000 4, 000 2, 052 199 Pig iron.........tolls.. 311 250 100 660 776 Cheese....... pounds. 1, 099,280 990, 000 800, 000 1, 332, 300 40,200 Flour....... barrels. 3, 267 500 100 1, 158 129 Rye...........bushels. 5, 688 5, 000 3, 000 420 1,447 Wool.......... pounds. 18, 000 20, 510 10, 000 28, 000 27, 800 Hops.......... bales.. 187 200 150 57 6 Sheep's pelts......No. 20, 000 20,000 15, 000 140 700 ails............kegs....................................... 796 6, 394 '68 S. Doc. 1 12. The estimated value of the imports and:exports for the years above named, is as follows: 1847. 1848. 1849. 1850..1851. Coastwise imports..... $2, 804, 150 $2, 988, 015 $2, 482,695 $2, 463, 648 $2, 424,145 Coastwise exports. 389, 325 341, 933 311, 084 359,933 918, 587 Foreign imports -..: 49; 831 - 48, 395a 205,815 214,520 Foreign exports..-.. 81,844 32,685618, 648 Total commerce... 3,193, 475 3, 461, 623 2, 874, 859 3, 029, 396 4,-175, 900 The report of inward and outward bound vessels is as below, for the last two years: Years. Number of Tons. Men.'Number of Tons. - -........Men. entries. clearances. 1851-. 1,002 351,427 19, 538 973 359,287 19, 341 1850............... 669 242,780 12, 464 655 242,931. 12,218 Increase...... 333 108,647 7,074 318 116, 356 7, 123 From the above figures it will be readily perceived, independent of the general increase of commerce in the district consequent on the opening of the railroads, that the returns for the years previous to 1850 are in round numbers, and are probably very far from accurate, while those'for 1850 and 1851 are in detail, and the merchandise is valued at a very low rate; so much so, that if the valuation of assorted merchandise Were made according to the rates adopted in other districts, it would raise the gross amount to a sum higher, by at least a million of dollars, than that exhibited above. The tonnage enrolled and licensed in the district is 1,985 tons of steam, 576 tons of sail-employing 125 men. The original cost of the above tonnage was $208,300. Abstrect of the nuuber of vessels, tonnage, anM; men employed upon thelsame, hivhch entered a d cleared fromt the pdrt of OgdEnsburg, district of Oswegatchie, New York, distinguishing American from British, during the years 18650 and 1851. INWARDb, OUTWARD. AMERICAN. ~ BRITISH.' AMERICAN. BRITISH. I os., Tons. Crew. - No. Tons. rew. No. Tons. | Crew. 1850. 414 179,339 7,94-1 255 63,441'4,523 4131: 180,980- 7,924;242 61,951| 4,294 t 1851. 598 253,808 11,266 404 1 97,619 8,272 583. 263,274 11,226 390 96,0131 8,115..'...COLLECTOR'S-OFFICE, DISTRICT OF OSWEGATCHIE, N. Y., Ogdensbuzrg, ecember 31, 1851. J. C. BARTER, Collector. 70 S. Doc. 112. Canadian Trade: in 1851. Imports and exports in American vessels -...... $332,420 Do do British vessels 500,747 Exported forieign goods entitled to drawback — In American vessels. - - $74,367 In British vessels.. —.... - 193,807 $268,174 Goods not entitled to drawback. -....... 98,424 Domestic produce and manufacturesIn American vessels ---— * —--- 52,369 In British vessels- Z. 0. - - 199,681 252,0150 Total exports...............-. "....X 618,648 Imports paying duty —Duty coliected In American vessels.-...... $18,305 $3,73- In British vessels.-... 63,727 13,742 On the sea...-.-..- 9,426 1,893 91,457 19,367 Produce imported in bond.. 115,286 Free goods.... 7,775 Total imports —. —- 214,518 No. 4. DISTRICT OF CAPE VINCEiNT. Port of entry, Cape Vincent; latitude 440 06', longitude 760 21'; population in 1830, not defined; in 1840, not defined; in 1850, 3,044. This district, commencing at Alexandria, on the southwestern border of Oswegatchie, extends about eleven miles southwesterly up the St. Lawrence, to the outlet of Lake Ontario, and Black river bay, on which Sackett's Harbor is situated. Cape Vincent, owing to the sinuosities and irregularities of its shores, has a coast line of nearly thirty-eight miles, and embraces the shipping ports of Cape Vincent, Clayton, and Alexandria, which are fobr the most part mere stopping-places for the lake steanmers plying between Montreal, Ogdensburg, and the ports of Lake Ontario, which touch at these landing-places to procure wood, vegetables, milk, and other necessaries. To this fact is owing the very considerable amount of tonnage entering and clearing from these little ports, though it is at once evident'that no indication is thereby afforded of the actual business transacted in the district. It has some small trade with Canada, carried on principally in skififs across the St. Lawrence and among the thousand islands; but, if there be any: coasting traffic at all, it is so slender that no returns of it appear to have been, at any time, regularly kept. Cnpe Vincent, the port of entry, is some twaelve to thirteen miles S. Doc. 112. 71 from Kingston, C. W.; the distance being about four miles over the main channel of the St. Lawrence from Kingston to Long Island, then between seven and eight miles across the island, and then a mile over the channel on the Ametican side to Cape Vincent. The imports from Canada, 1851....$............ 861,358 The exports to Canada, 1851..-... 33,188 Total Canadian commerce, 1851 -....... 4,546 Imports from Canada, 1850..................... $50,756 Exports from Canada, 1850.... -...... 69,284 Total Canadian commerce, 1850...................... 120,040 Do do do 1851...94,546 Decrease. -......................... 25,494 The Canadian commerce of this district previous to these years was ofthe following values: Total Canadian commerce of 1849..................... $90,484 Do do do 1848-................. 91,597 The enrolled tonnage of the district amounts to 2,496 tons, all sail. Years. Entries. Tons. Crew. Clearances. Tons. Crew. 185.............. 749 439, 930 19, 207 749 439,930 19, 207 1850............ 708 329, 545 14, 548 708 329, 545 14, 545 Increase...... 41 110,385 4,659 41 110, 385 4, 659 Canadian Trade. Imports in American vessels... $61,358...... duty, $1,370 Exports, domestic produce and manufactures.......$32,389 Tonnage inward. In American vessels, 696 sail -.............. 427,457 In British vessels, 53 sail.... 12,473 Same outward. No. 5.-DISTRICT OF SACKETT'S HARBOR. Port of entry, Sackett's Harbor; latitude 430 55', longitude 750 57'; population of township in 1850, 4,136. This district is composed of that portion of the coast of Lake Ontario which runs almost in a due southerly direction from Tibbits' Point, round Chaument bay, Black river, and Henderson's bay, terminating at Stony Point, and embracing a coast line estimated at one hundred miles, following the sinuosities of its very irregular and deeply indentcd 72 S. Doc. I112. shores. It includes the shipping places of Three-Mile bay, Chaument bay, Point Peninsula, Dexter, Sackett's Harbor, and Henderson. Sackett's Harbor, the principal commercial place and port of entry of the district, is situated on the southwest side of a deep inlet known as Black River bay, at- about eight miles distance from the lake. Its bay and harbor are well situated for, shelter and defencer The harbor is by far the best on Lake Ontario for ship-building, and as a naval and commercial depot. A. crescent of land stretches off from the lower part of the village, forming an inner and outer harbor. The latter has a depth of water sufficient for the largest ships-of-war within two fathoms of the. shore. T he same depth of water extends to Black river, where there is another excellent position fobr ship-building. The first settlement of this..place was made in 1801; it advanced little until the commencement of. the last English waxr, when it became a considerable naval and military dep6t; but, since the promulgation of peace in. 1814, it has made. little comparative improvement, other points possessing superior advantages of position as regards artificial routes, by railroads and canals, having diverted from it a portion of its business, although it still maintains its commercial character. The adjacent.country is a fine agricultural region, and its abundant waterpower renders it well adapted- td the growth of manufacturing enterprise, while Watertown, a few miles inland, is a flourishing town, well situated on the Black river. Still, in spite of these advantages, the commerce of Sackett's Harbor has been on the decline for some years; whether on account of the exhaustion of lumber resources, or the diversion of supplies for the inland home consumption, and of agricultural produce fobr export, fiom the coast trade to canal and railroad transportation, does not sufficiently appear. At all events, the declared value of the commerce of the district has materially declined, as will be seen from the following table, since 1846. The other small towns, mentioned above, are used to a trifling extent as landing-places for imported merchandise, and for shipment of produce, by the surrounding inhabitants, to the extent of their own wants and conveniences, but not in such amounts as to render them worthy of any notice as commercial dep6ts. Declared values Declared values Declared values for 1846. for 1847. for 1851. Coastwise imports.... - $1,550,909 $1,257,823 $497,809 Foreign imports...... 1,851 3,891 56,118 Coastwise exports.. -.- 1,106,986 841,478 303,258 Foreign exports.... 75,345 38,253 21,98t0 Total......... ^ -2,735,091 2,141,445 879,165 Some portion of the above deterioration may be, perhaps, ascribed to a discrepancy in' the valuation of articles; but it is hardly probable that'the result, as a whole, can -be attributed to such a' cause; nor is it S. Doc. 1-12. 73 necessary to seek far for reasons, since the experience of every day teaches us that the places which possess the greatest facilities of transmission and transportation of' produce and merchandise, and the most numerous inlets and outlets for articles of' commerce in the shape of internal improvements and intercommunications, will necessarily attack and take at disadvantage those which rely solely on external trade. It is not to be doubted, therefore, that Ogdensburg and Oswego have attacked Sackett's Harbor, and diverted from it a portion of its -coastwise traffic; while it is as certain that some of the agricultural produce which formerly sought a market via the lakes, now seeks the same ultimate destination inland, via canal and railroad. Such are'the revolutions, in some sort, of commerce, and such the progress of the times; the result being, that those places which are content to be stationary, and do not endeavor to keep up with the movement, enterprise, and energy-of the times, must -needs -retrograde; nor can any natural advantages insure to them a long monopoly of prosperity and success. The following table will be sufficient to convey some idea as to the operation of the changes alluded to above, -and the- class of articles affected thereby': Exports coastwise for 1847 and 1851. Articles. 1847. 1851. Lumber - - thousand feet. 4,406 2,896 Staves --- thousand —. 919 25 Shingles - -......do...3... 371 57 Ashes.... —...... —..barrels....... 420 - 366 Pork. -................do. 339 145 Oats —.. -—. bushels.... 37,5S3 34,068 Barley.....-........... do........ 80,678 62,895 Corn. -....do ---- 41,624 42,581 Wheat -..-......-.... do. 4,926. 5,402 Peas and beans-... do........ 3,553 7,173 Potatoes -.... do.... 1,850 970 Flour.................. arrels...... 788 169 Indian meal -.... do..... 4,141 Butter................pounds.... 850,000 161,500 Cheese........do... 9,706 1,344 Wool.... do. 64,800 11,400 Pig iron...tons...... 2,021 732 Leather...-....pounds.... 17,600 1,500 Domestic spirits...... gallons..... 36,240 63,240 Do. woollens......yards...... 66,250 Do. cottons........yards.... 334,000 Total estimated value....... $841,478 $303,258 74 S. Doc. 112. For the same years the importations of some few articles of coastwise trade were as follows; and beyond this there is no more to be stated concerning this district, unless it be to point out that in 1847 the exports to Canada consisted of barley, oats, corn, vegetables, cheese, machinery, and manufactures; while in 1850 and 1851, flour, wheat, and vegetables were imported from that country, together with animals. The Canadian trade has augmented somewhat, while the coasting trade has decreased. Coastwise Importations. Articles. 1847. 1851. Fruit —.......... -.. barrels... 1,369 1,501 Salt. —.... —......-.- --.. do.. 11,94. 7,851 Flour -.. —----—. —--- do - 1,166 1,630 Wheat.......... bushels... 15,265 37,890 Cotton...............bales.. 351 147 Wool..-.-..- —...do. 231 331 Gypsum.. do...... 430 Coal....... do...... 340 1,280 Hides.........pounds... 25,150 33,960 The steam tonnage enrolled in the district, June 30, 1851, was 343 tons, and sail tonnage 6,768S. Years. Entries.- Tons. Crews. Clearan- Tons. Crews. ces. 185.1... 684 348,438 14,706 679 347,394 14,650 lS850... 737 328,126 13,624 751 332,433 13,670 Diffirence. 53 20,312 1,082 72 14,961 976 Canadian Trade in 1851. Imports —Anerican vessels.............. $56,118; duty, $16,399 Exports-American vessels $21,980 S. Doc. 112. 75 Entrances and Clearances, District of Sa.ckett's Harbor, New York, during the year 1851. No. vessels. Tons. Men. Boys. FOREIGN TRADE. Entered-American vessels. 200 163,S16 56 6,835 349 British... do... 31 2,994 00 193 Cleared-American vessels. 207 162,760 91 6,834 340 British. do... 31 2,994 00 193 COASTING TRADE. Entered-Number of vessels. 453 181,626 61 6,982 347 Cleared-..do...do.... 441 181,639 45 6,936 347 NO. 6.-DISTRICT OF OS~WEGO. Port of entry, Oswego; latitude 430 25', longitude 76~ 37'; population in 1830, 2,703; in 1840, 4,665; in 1850, 12,205. The district of Oswego has eighty miles of coast-line, fitom Stony Point to the western shore of Sodus bay, and embraces the ports of Texas, Salmon river, or Port Ontario; Sandy Creek, Oswego, Little Sodus, and Sodus Point. None of these ports, with the exception of Oswego, although they are all-important to the accommodation of their own immediate neighborhoods, for the shipment of produce and the introduction of merchandise of all kinds, can be said to be valuable in regard to the facilitation of trade and the centralization of commerce, as connected with distant portions of the country. Possessing advantages, both fobr coastwise and Canadian commerce, rarely equalled and never surpassed, this port of entry has by rapid strides, within the last few years, attained an importance among the great business marts of the lakes, which guaranties an indefinite increase of its commercial and maritime power, until the whole territories of the British and American northwest shall have become densely populated; their fertile soil advanced to the highest state of cultivation; the fisheries of their lakes prosecuted to their utmost capacity; and their unfathomable mineral resources penetrated and developed, so far as science and enterprise may effect. These advantages are of a threefold nature. First, an easy and rapid communication, both by canal and railway, with New York and Boston, via Albany, and by lake, canal, and railway with Ogdensburg; secondly, a harbor which could at a small expense be rendered perfectly secure and accessible, at the nearest point on the lakes to tidewater; and, thirdly, a direct communication by lake with the most thickly settled portions of Canada, and by lake and the Welland canal with the whole western and northwestern lake-country. 76 S. Doc. 112. The city of Oswego, port of entry, and capital of Oswego county, New York, lies 160 miles WNW. of Albany, 373 from Washington; was incorporated in 1828; and is situate on both sides of the Oswego river, connected by a bridge 700 feet long. It extends to the lake shore. The harbor, next to that of Sackett's Harbor, is the best on the southern side of Lake Ontario. It is formed by a pier or mole of wood, filled with stone, 1,259 feet long on the west side of the harbor, and 200 feet on the east side, with an entrance between them. The water -within the pier has a depth of from 12 to 20 feet. The cost of this work was $93,000. It is among the earliest improvements of lake harbors undertaken by the government, having been commenced in 1827. The protection anticipated from these works has not fallen short of what was expected; but the piers, being built of cribs of timber, filled with stone, began to decay so early as 1833. Some steps were taken in the year 1837 to replace the old work with permanent structures of masonry, but these were soon discontinued, and what remains Is rapidly going to ruin, with the exception of 500 feet of the west pier, which is well built of stone and is in good condition. It is calculated that for the moderate sum of $207,371 these works can be secured and improved in the following manner, so as to render the harbor perfectly secure and of easy access to the largest class of vessels in use on the lakes: 1. By rebuilding the whole pier-line in substantial solid masonry. 2. By enlarging and strengthening the west, or light-house, pier-head, and defending it by a five-gun battery. 3. By removing the gravel and deposites within the piers, which have become a barrier to the entrance of the inner and outer harbors. It is an original deposite by the littoral currents of the lake, not caused or increased by the piers. Once removed, it can never return while the piers stand. The principal harbor-light is on the pier-head on the west side of the entrance. The tonnage of the port in 1840 was S,346 tons; by comparing which with the present tonnage, as given below, the general increase of the port will be readily seen. The population of the town is about 13,000 persons. The Oswego canal, formed principally by improvement of the natural course of the river, passes through the great salt districts of' the State at Salina and Liverpool, to Syracuse, where it connects with the Erie canal from Albany to Buffklo. Oswego is, therefore, the great outlet for the western exportation of domestic salt. The Syracuse and Oswego railway connects the city with Syracuse, and thence with Albany, Buffalo, New York, and Boston. It is distant from Rochester, by lake, 55 miles, and from Sackett's Harbor 40 miles. The rapid increase of the commerce of Oswego is aptly illustrated by the following table, exhibiting the traffic in some of the leading articles of importation by lake during three years: S. Doc. 112. 777 Articles. 1849. 1850. 1851. Flour..-... barrels 317,758 302,577 389,929 Wheat... -..bushels. 3,615,677 3,847,384 4,231,899 Corn - - -83,230 426,121 1,251,500 Barley-..... " - 65,286 120,652 194,858 Rye..... 31,426 86,439 106,518 Oats.... - 133,697 113,463 175,984 Peas and beans... " 24,012 25,068 63,634 Porkb... barrels 35,098 26,262 27,950 Beef "- - 20,375 6,7S9 15,854 Ashes-.... 10,872 11,435 4,479 Lumber...-........ feet 51,101,432 67,586,985 83,823,417 The annexed figures will show what portions of some of the above articles were received from Canada during the same period: Articles. 1849. 1850. 1851. Flour-..-barrels 198,623 260,874 259,875 Wheat-.-....... bushels 623,920 1,094,444 670,202 Rye. *...-.-.. -- 16,044 7,499 53,950 Oats........ " 55,700 90,156 78,771 Peas. " 16,322 22,380 60,335 Potatoes.......... " 6,648 10,372 1 1,496 Lumber.. —........ feet 44,137,287 50,685,682 62,527,843 Ashes.. barrels 2,235 1,580 - 584 Butter- -... pounds 115,759 225,087 75,000 Wool... " 97,141 77,941 82,908 Of the above amount of 4,231,899 bushels of wheat, only 1,676,213 were forwarded by canal; and, while there were received by lake-only 389,929 barrels of Hour, there were forwarded by canal 88S,131 barrels, showing that of the remaining 2,555,686 bushels of wheat there were manufactured by the Oswego mills and sent forward by canal, 498,200 barrels of flour, while probably 13,000 barrels of flour in addition were abdsorbed by local consumption. According to this calculation, the capacity of the Oswego flouring mills cannot fall short of 511,000 barrels of flour per annum. The value of the Canadian commerce of this district is estimated, for 1851, as follows: Imports paying duty......-..-... $435,153 Imports bonded and free..-.......... -... 1,349,259 Total foreign imports..................... 1,784,412 S. Doe. 112. Exports of foreign merchandise........... $915,900 Exports of domestic merchandise......... 2,291,911 Total exports to Canada............ $3,207,811 Total foreign commerce.........-... 4,992,223 This, it should be observed, amounts to very nearly one-half the entire Canadian commerce with the United States. Owing to the large proportion of Canadian produce entered in bond, the amount of duties collected is comparatively small, when contrasted with that received in other districts; but this fact renders the trade none the less valuable to Oswego. The whole amount of duties collected in Oswego, in 1851, was $89,760, while there was assessed and secured on the property entered in bond the further suln of $226,937, making a total of $356,697 duties assessed on property entered at the port of Oswego during the year. The coastwise imports at the port of Oswego, for the year 1.851, amounted to-................. $6,083,036 Coastwise exports of 1861........................... 11,471,071 Total coastuwise-.-.............. *A 17,554,107 Add foreign commerce. —......... -1 4,992,223 Total 1851........................ 22,546,330 The enrolled and licensed tonnage of the district amounts to 21,942 tons sail, and 4,381. tons steam, being an aggregate of 26,323 tons. The whole number of entrances and clearances for the year are as below: Years. Entrances. Tons. Men. Clearances. Tons. Men. 1851.-...... 3 318 721;383 28,157 3,198 685,793 26,029 1850.. - 3, 004 656, 406 24, 032 2,771 604,159 23,548 Increase...-.. 314 64, 997 4, 125 427 81, 634 2,481. The enrolled tonnage for 1840, was 8,346; fbr 1846, 15,513; for 1847, 18,460; for 1848, 17,391; and fbr 1851, 26,323 tons. The value of the commerce of Oswego, for several years, has been declared as follows: in 1846, $10,502,980; in 1847, $18,067,819; and inm1851, $22,546,330. S. Doc. 1,12 79 CANADIAN TRADE IN 1851, Imports. In American vesselsIn bond e............. $197,040 Paying duty -...... - 174,212 Free -.oe. I..I t -*.. 9,513 $380,765 In British vessels —In bond -. -..e... 1,137,308 Paying duty............... 260,941 Free.....-..... 6.. 5,398..........,403,647 Total imports...... 1 784,412 Exports foreign produce and manufactures. Entitled to drawback. Duty collected. Not entitled to drawback. In Armerican vessels... $90,532 $36,381 $287,288 In British vessels...... 170,603 53,379 367,477 261,135 89,760 * 654,765 * In this are included — Tea.-... 825,606 pounds, value $423,057 Coffee. - -359,512 pounds, v lue 37,220 460,277 EXports domestic produce and manufactures. In American vessels............. $1,190,048 In British vessels a a..................... 1,100,863 2,291,91.1 80 S. Doe. 112. Imports at the District of Oswego, coastwise, during the year ending December 31, 1851. Articles. Quantity. i Value. Fish......... barrels.. 335 $2,345 Ashes-pot and pearl..... casks. 3-,895 97,375 Lumber -feet. -21,295,74- - - - 213,000 Staves and heading -. 1,799 8,995 Laths.. 1,179-. 4,716 Shingles.-.:..-...M. 1,423 3,557 Wheat.bushels 3,561,697 2,849,358 Flour.....barrels..30,054...... 520,216 Barley.-...bushels. 171,347 102,808 Rye do... ~ 52,568 - 26,284 Oats --..............do.^: 97,213 29,164 Corn ---...do... 1,251,306 625,653 Potatoes................ do. - 4,874 2,437 Peas and beans. —. do.. 3,202 2,402 Apples. barrels. 3,327 4,159 Peaches..-..baskets. 451 564 Butter -—.. packages. 4,029 48,348 Cheese -— do... 3,888 38,880 Pork ---..barrels. --- -- 27,950 419,250 Hams and bacon -casks 10,666 175,000 Lard packages. 22,208 266,496 Beef -b...b- barrels. 15, 940: 159,400 Tallow.do.... 447 9,834 Hides.- number. 7,090. 21,270' Sheep-pelts. bundles. 272 20,400 Wool. pounds. 42,400 12,720 Eggs................- barrels. 702 7,020 Beeswax. —do - 67 2,680 Horses -i' number. 50 5,000 Cattle.... do.. 15 400 Grass-seed. xak. casks..... 406 4,872 Hemp........-... bals... 266, 7,980 Hops —-------- do. 377 1.8,850 Malt. —. —-------.bushels. 7,95.5 4,773 Tobacco. hhds. 282 25,380 Broom-corn bales. 300 4,500 Whiskey. b. barrels. 2,619 26,190 Ale and porter...... do. 200 1,200 Dry goods....boxes. 251 25,100 Furniture.-... packages. 245 12,250 Paper and books - bundles. 355 38,300 Leather.rolls. 1,108 44,320 Paint.................barrels. 1,275 8,928 Salaeratus.casks 132 1,960 S. Doc. 1 12.' 81 Imports, coastwise, at the District of Oswego-Continued. Articles. Quantity. Value. Glass.... boxes. 2,305 $5,763 Starch..- ----—. do. 303 606 Oil cake. A.tons. 633 25,320 Lard oil.barrels. 2,433 72,990 Candles. —----------.boxes. 685 2,740 Iron (pig and scrap) -. —-— tons 550 16,500 Nails..-.. kegs. 279 1,116 Grindstones -number. 1,300 6,500 Coal.-....... tons. 799 3,196 Lime-stone..-..... do. 640 1,280 Corn-brooms dozen. 126 252 Platform scales... —— number. 300 6,000 Sundries.-.. — 36,532 Total. -. -6,083,036 Exports, coastwise, fiom the District of Osweoo, during the year ending December 31, 1851. Articles. Quantity. Value. Fish. —. —--—..- $70,752 Oil- casks. 525 13,125 Lumber --— feet 148,300 1,668 Flour -.. barrels. 2,727 10,908 Wheat.. bushels. 2,500 2,000 Corn - ---- do..- 7,500 3,750 Apples. barrels. 6,616 8,317 Rice. ----- tierces. 603 15,076 Horses number. 150 12,000 Pork.-barrels. 595 8,925 Hams and baconl. casks. 1,014 20,280 Lard- packages. 144 1,296 Wool......_..pounds. 15,495 3,409 Hides and skins.. do..- 100,581 12,189 Cotton.-.-. —-- - --—. do... 111,873 10,069 Tobacco - do... 97,125 11,655 Spirits casks. 650 26,100 Spirits of turpentine.barrels. 1,350 20,250 Candles.. boxes. 550 2,200 Starch........... pounds. 195,285 11,717 7 82 S. Doc. 112. Exports, coastwise, from the District of Oswego-Continued. Articles. Quantity. Value. Furniture -$.... $29,2650 Pianos ------'number. 43 8,900 Wagons and carriages..... do... 98 13,360 Tobacco.. boxes: 850 34,000 Snuff.-. —- jars. 475 1,900 Ground gypsum -, barrels. 5,498 4,811 Water lime.- do. 16,101 16,101 Salt. - -.. -.do... 376,601 328S,941 Leather....pounds. 150,000 30,000 Boots and shoes...-.-.... 30,000 Hats. i.*.-..... 16,000 Drugs, &e ---—. —----- ----—. 16,000 Glass, glass-ware, and earthenwvare..- 147,139 Railroad iron.tons 43,429 1,737,160 Bar and other iron.-. - do.. 3,117 249,360 Pig and scrap iron. -..... do. 1,267 37,997 Steel.pounds. 415,400 62,310 Nails and spikes.- do... 3,593,631 143,745 Stoves and castings --- tons. 1,376 11,080 Hardware......-.-.. -.......... 16,300 Tin-.-...........- -...- boxes. 1,050 6,300 Sugar.pounds_ 9,961,000 677,270 Molasses.-.................... 98,112 Tea;c..chests. 1.,440 43,200 Coffee.... —....pounds. 3,3S0,799 338,0S0 Coal -...........tons. 3,213 16,065 Books and paper....... 18,500 Sundries......... 7,073,525 Total. 11,471,071 NO. 7.-DISTRICT OF GENESEE. Port of entry, Rochester; latitude 430 OS', longitude 770 51'; population in 1830, 9,207; in 1S40, 20,191; in 1850, 36,403. The Genesee district has a very limited commerce except with Canada; with eighty miles of coast it has but one shippingplace, which is situated at the mouth of the Genesee river, at a distance of -about three miles fiom Rochester city. The passage of the Erie canal, and a parallel line of railroad through the entire length of the district, but a fewv miles distant from the coast, offering better facilities for the transportation of passengers and merchandise, whether eastward or westward, than the lake can afford, confines the commerce of the port entirely to Canadian trade. Rochester is well situated on the falls of the S. Doc. 112. 83 Genesee, which- are three in number, with an aggregate descent of 268 feet within the city limits, affbrding. almost unbounded resources in the shape of water-power, applicable to most manufacturing purposes, and applied largely to the flouring business; the greater part of the wheat shipped by canal from Buffalo being floured and reshipped by canal to its ulterior destination. It occupies both sides of the river, and had a population, in 1820, of 1,502 individuals. In 1830 it had increased to 9,269; in 1840 to 20,191, and in 1850 to 36,403. In 1812 it was lhid out as a village, and incolporated in 1817. It was chartered as a city in 1834, and the city limits now occupy an area of 4,324 acres, well laid out with a good regard to regularity. Rochester has three bridges across the Genesee river, besides a fine aqueduct over which the canal passes, traversing the heart of the city, and adding much to its prosperity, as well as to the rapidity of its growth. The Canadian commerce of this district was, for 1851. Imports-.$........... $49,040 Exports- -i....................... 913,654 Total....... -............... 962,694 1i50. Imports.$95.............. 9,283 Exports....3..........-. 326,899 422,182 In 1851................ $962,694 1850_.............. 422,182r Increase............... 540,512 The amount of tonnage entered and cleared from this port was: Year. Entrances. Tons. Men. Clearances. Tons. Men. 1851 4S7 212,794 7,997 487 212,794 7,997 There are enrolled in this district 429 tons of steam and 57 of sail shipping. Exported to Canada. In British vessels, foreign goods........... $335,708 In British vessels, domestic goods entitled to drawback.. 445,967 In British vessels, foreign goods entitled to drawback. 131,979 913,654 84 S. Doe. 112. Inported from Canada, Duty collected, In American vessels....... —.......-. $8,456 $1,765 In British vessels.......... f.. 400,584 8,7 73 49,040 10,538 No. S.-DISTRICT OF NIAGARA. Port of entry, Lewiston; latitude 430 09', longitude 790 07'; population in 1830, 1,52S; in 1840, 2,533; in 1850, 2,994. This district embraces all the lake coast of Ontario, fiom the Oak Orchard creek to the mouth of the Niagara, and thence up that river to the falls on the American side, and includes the ports of Oak Orchard Creek, Olcott, and Wilson, on the lake shore, Lewiston and Youngstown on the river, and an office of customs at the suspension bridge which crosses the Niagara, at three miles' distance below the falls. There is a very considerable trade fiom 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 comriunication fiom the falls, which were, in former years, generally considered as the head of navigation. At that time the trade of the Niagara district was of the greatest importance; but since art and science have opened new channels of communication on either side of that great natural obstacle, the field of its commercial operations has been narrowed down-to the supply of the local wants of the circumjacent country. Lewiston, the port of entry and principal place of business, as Well as the largest town of the district, is situated on the east side of the Niagara river, seven miles above its mouth, opposite to Queenstown, Canada, with which it is connected by a ferry. It has a population of about 3,000 persons, and communicates with Buffalo and Lockport by railways, and with Hamilton, Toronto, Oswego, and Ogdensburg, during the summer season; by daily steamers. It carries on some valuable traffic with Canada. The district is, as yet, rather barren of internal improvements, having for their object the connecting the circumjacent regions with the lake and river; for there is but one railway passing through it, which has Buffalo and Lockport fbr -its respective termini. One or two other'roads, however, are in process of construction, designed to connect Roehe.ster and Canandclaigua with the great western railway through Canada, as it is intended, by means of a second suspension bridge across the Niagara, near Lewiston., It is, however, a question with many minds whether it will be possible to construct a bridge upon this principle sufficiently steady and firm to admit of the passage of a locomotive with a heavy train. But, be this as it may, there will be no difficulty, it is probable, in making the transit in single cars, by horse-power. It seems somewhat remarkable that, while the success of railroad communication by means of sus-' S. Doc. 112. 85 pension is so entirely problematical, no attempt should have been made, or even proposed, to throw a permanent arched bridge across the riveri near the mouth of the Chippewa creek, which could be effected, one would imagine, by means of stone piers and iron spans, without great risk or difficulty. Should the suspension plan, however, prove unfeasible, it is probable that the iron tubular bridge system, so triumphantly established in Great Britain on the Conway and the Menai straits, will be adopted. So that it may be almost confidently predicted that the Niagara district will very shortly be brought into the line of a great direct eastern and western thoroughfare, which will add greatly to its Canadian commerce overland, and materially increase the size and progress of Buffalo. In former days, all freight coming up Lake Ontario, destined fbr consumption, was transported by land from Lewiston across the portage around the falls of the Niagara. The noble river itself affords an excellent harbor at Lewiston, being far below the rapids and broken water, which extend to some distance downward from the whirlpool. Youngstown, a few miles lower down the stream, is also a good landing place for steamers. A line of fine mail-steamers plies regularly between these places and Ogdensburg and Montreal daily. The other ports above mentioned are mere local places for shipment of domestic country produce, and the receipt of imerchandise. No definite returns have been made of their business, so that it is not possible to enter upon this branch of the subject in detail. The,returns of the commerce of this district prove it to be as follows: Imports from Canada during the year 1851, $103,985 Imports coastwise " " 2" 36,684 Total imports. —-----—.. 340,669 $340,669 Exports to Canada, foreign. -.. — $150,023 L" " "r domestic produce.. 426,023 L' (" " coastwise.. 433,634 Total exports- 1,019,418 1,019,418 Grand total 1,360,087 Total foreign commerce.............$.6........ $89,769 Total coastwise commerce. -...... 670,318 Total commerce of the district... 1,360,087 86 S. -Doc. 112. The tonnage employed-in this district for the following years, was: Years. Entrances. Tons. Men. Clearances. Tons. Men. 1851... 990 427,968 21,188 990 427,968 21,188 1850... 903 35S,048 16,950 903 358,048 16,950 Increase 87 69,920 4,238 87 69,920 4,238 The enrolled and licensed tonnage of this district for 1851, was: Steam — 100 tons. Sail 6505 Total'tonnage. 605 " The increase in this district will be seen by a glance at the following tables: Enrolled shipping for the year 1838. -119 tons. " "'-" 1843-........ 112' " " 18487 3........ 70 "7:~'~'" " 1851- —. o605 " The foreign commerce for the years 1847, 1850, and 1851, compatre as follows: 1847. 1850. 1851. Exports, domestic- -1 $260,074 $426,761 "C foreign..... $166,41 65,464 159,023 Imports from Canada... 18,015 353,954 103,9S5 1S84,556 679,492 689,767 Canadian trade in 1851. Imports. Duty collected. In Alnerican vessels -.-.-. —...... $42,115 $7,854 In British vessels-.... 61,870 12,102 103,985 19,957 Exlorts —foreign goods. Entitled to drawback. Not entitled to drawback, In American vessels.-... $24,722 $32,052 In British vessels.... 75,242 28,007 99,964 60,059 S. Doc. 112. 87 Exports-domestic produce and manl/facture. Tn AImerican vessels.- -.-........-.. -.-.......... $212,924 In British vessels...........213,837 426,761. Total exports and imports in American vessels..... $311,813 "Total exports and imports i British vessels.............. 378,956 690,769 Statement of men and tonnage employed in the Canadian trade with this distirict. American steamboats.................. 2,968 men. 424 boys. " sail vessels................. — 66 " 1 boy. Total Americans in foreign trade. 3,034 " 425 " Foreign steam vessels.................. 9,209 men. 491 boys. sail-vessels.. —............. 130 ".541" Total in fireign'vessels. -... 9,339 " 545 " Statement of crews on board coasting vessels. No. entries. Tons. Men. Boys. 2tream vessels - -.282 203,120 6,930 S18 ~Sail vessels. -,.. O___ 19 1,695 80 17, Jlta... -o - - - -- 301 204,815 7,010 835 No. 9. DISTRICT OF BUFFALO CREEK. Port of entry, Buffalo; latitude 42~ 53', longitude 780 55'; populalion in 1830, 8,668; in 1840, 18,213; in 1850, 42,261. This district has a coast-line one hundred miles in extent, Commencing at the great falls on the Niagara river, and thence extends south, ward and -westward, embracing the ports of Schlosser, Tonaxwanda, and Black R.ock, on the river; Buffalo, on Buffalo Creek, at the foot of Lake Erie; and Cattaraugus Creek, Silver Creek, Dunkirk, Van Buren harbor, and:Barcelona, on the southern shore of Lake Erie; being all -the ports between the Falls of Niagara and the eastern State line of Pennsylvania. "Buffalo Creek" has a commerce larger than that of any other lake.district in'the United States, amounting to nearly one-third of the whole {declared vtalue of' the lake trade, and showing the astonishing increase, 88 S. Doc. 11~2. in the single year 1851, of $19,087,832. This increase may partly be attributed to the.opening, in May, 1851, of a new avenue of tra.deto one point of the district, in that noble work, the New York and Erie railroad. The commencement of operations on this route necessarily increased the competition for the "trade of the lakes;" and, while an excellent share of business has fallen to-the lot of the new enterprise, it would appear that the old-established lines have been gainers rather than losers by its opening. Within the boundaries of this district, and, in some sort,. all serving as the feeders and receivers of its lake commerce, are the terminations of the fbllowing great avenues to the seaboard: the Albany and Buffalo railway, the New York City and Buffalo railway, the New York City,, Corning, and Buffalo railway, the Buffalo, Canandaigua, and New York City railway, the Buffalo and Niagara Falls railway, the Buffalo and State Line railway, extending to Erie, Pa., through Dunkirk; the New York and Erie railway, extending from the port of Newv York to Lake Erie at Dunkirk; and last, not least, the Erie canal, intercommunicating between the lakes and the Atlantic tide-water. The three Buffalo and New York roads, and the State Line road, have been put into operation since the commencement of the present year-1852-and cannot, of course, be taken into account as operating upon the commerce of this district previous to that date. Of the ports above named, as being embraced in this district, the city of Buffalo is by far the most important; of the others, Dunkirk and Tonawanda, only, have any actual claims to consideration. Schlosser, being situated three miles only above the falls, where the current is already so rapid as to be almost dangerous, enjoys few commercial advantages, and is remarkable only as a landing-place fobr pleasure parties, and -the seat of a small Canadian trade, carried on by means of skiffs-across the river. The Niagara, to this point, is navigable for steamers and other vessels of the largest lake-class; but, the channel being difficult and the current perilously strong, vessels of any magnitude rarely venture themselves so near the falls. The Canadian port of Chippewa is nearly opposite this point; and. during the summer season, a small steamer plies regularly twice a day between Chippewa and Buffalo, entering the Niagara from the Chippewa creek, by means of a cut, and thence proceeding up the river to the Buffalo harbor. Tonawanda is more eligibly situated for trade, on the Tonawanda creek-a fine navigable stream-the Niagara, and the Erie canal; the river and creek forming an excellent harbor. It is twelve miles north. from Buffalo, on the canal; and, owing to its facilities fbr the transhipment of produce saving twelve miles' tolls, its business has increased rapidly during the last three years. This business is principally transacted by Buffalo houses, and the commercial transactions of Tonawanda are, for the most part, made in the Buffalo markets, to which easy access is had by means of the Buffalo and, Niagara Falls railway. The commerce of this port in 1850 was valued at $1,205,494, and. in 1851 at no less than $3,782,086, consisting of $1,692,423 exports by S. Doc. 112. 89 lake, and $2,089,663 imports; showing an aggregate increase, over the value of the business of 1850, of $2,576,592. Black Rock, the next port in order, is similar in situation to the last described; being situate on the Niagara river and Erie canal, only two miles distant from Buffalo. The returns of the trade and commerce of the lakes at this point are usually included, by the collector, with those of Buffalo. In 1850 and 1851, they were, however, made distinct, and are as follows: in 1850, $1,947,693; in 1851, $2,349,334; showing an increase on the year of $401,641. The principal commerce of Black Rock consists in a traffic carried on with Canada, by means of a ferry, which plies constantly between the opposite banks of the river, and in the manufacture of flour, for which purpose several mills have been established at this point. Silver creek, Cattaraugus creek, Van Buren harbor, and Barcelona, are, each of them, convenient landing-places for supplies, and for the shipping of the produce of the neighborhood; but the value of their commerce has not been made up or returned, as the small-class vessels, which ply in the trade between Buffalo and these ports, rarely extend their trips beyond the limits of the district, in which case they are not required to report their cargoes at the custom-house. Their imports consist of all kinds of merchandise, and their exports of butter, cheese, pork, wool, lumber, and vegetables, the country behind and adjacent to them being one of the richest and most fertile portions of the whole State of New York. Dunkirk is situate on Lake Erie, about 45 miles west of Buffalo, with which it is connected by railway. It has a fine harbor, with an easy access for vessels of light draught of water, and communicates with New York by the Erie railroad, 464 miles in length. There are some slight obstructions at the harbor mouth, as is the case with most of the lake ports, which if removed, would make navigation perfectly free for vessels of light draught; but the bottom being of rock, it cannot readily be deepened. The commerce of Dunkirk, which previously was merely nominal, amounted in 1851, after the opening of the Erie railway, to the sum of $9,394,780, being' of exports $4,000,000, of imports $5,394,780. The Buffalo and State Line railway, which connects that city with Dunkirk, also connects it with Erie, Pa. The city of Buffalo, the port of entry of this district, had a population in 1810, of 1,508 persons; in 1820, of 2,095; in 1830, of 8,668; in 1840, of 18,213; and in 1850, of 42,261; showing an increase of 113 per cent. fiom 1830 to 1840, and of' 132 per cent. from 1840 to 18.50. This would lead to the. conclusion, on the average rate of increase on the last ten years, that on'the st of January, 1852, its population did not fall far short of 50,478 lprsons. Buffalo occupies a commanding business:situation at the western terminus of the Erie canal and the eastern terminus of Lake Erie, constituting, as it were, the great natural gateway between the marts of the East and the producing regions of the West, for the passage of the lake commerce. It is distant' from Albany, on a straight line, 288 miles-by canal 363, and by railroad 325. From Rochester, 73 miles; from Niagara Falls 22, SSE.; from Cleveland 203, ENE.; from 90 S. Doc. 112. Detroit 290, E. by N.; from Mackinaw 627, SE.; from Green Bay 807, ESE.; fiom AMlontreal, Canada East, 427, SW.; and firom Washington, D. C., 381, NW. The harbor of Buffldo is constituted by the mouth of Buffalo creek, which has twelve to fourteen feet of water for the distance of' a mile from its mouth, with an average width of two hundred feet; and is protected by a fine, substantial stone pier and sea-wall jutting out into the lake, at the end of which there is a handsome light-house twenty feet in diameter, by forty-six feet in'height; there is, however, a bar at the mouth preventing the access of any vessels drawing above ten feet of water. A ship-canal seven hundred yards long, eighty feet wide, and thirteen deep, has been constructed into the place as a further accornmodation for vessels and for their security when the ice is running; yet the harbor, which is perfectly easy of access in all weathers, is very far from being adequate to the commerce of the place, and is often so much obstructed by small craft and canal-boats, especially when forced in suddenly by stress of weather, that ingress or egress is a matter not easily or rapidly effected. The extension of the Erie canal a mile to the eastward of its original terminus, and the construction of side-cuts into it fbr the refuge of boats, will do something to relieve this pressure; and much has been effected by the enterprise of the city authorities, who have already expended large sums in the excavation of ship-canals inside the sea-wall, on which warehouses fbr the storing of goods and facilitating the transhipment of merchandise are in progress of erection. Two very large canal basins are also in progress, under the auspices of the State, fbr the better and safer accommodation of canal-boats. This will tend to attract them from the main harbor, and will materially increase its capacity for lake shipping. One of the above named basins is being constructed near the mouth of the harbor, and the other something more than a mile distant, easterly. The two, being in the immediate vicinity of the creek and communicating with it, and also with each other by canal, will afford ample facilities for transhipment to both sides of the city. MAore than this, however, is required, to meet the demands of the large and daily increasing commerce of the place, and it is contemplated to open a new channel from the lake to the creek, at above a mile's distance from its mouth, across the isthmus, which is not above two hundred and fifty yards in width; and this improvement; with the erection of a new breakwater, would render it sufficiently capacious for the computed increase of shipping for many years to come. Buffalo is a handsome and well built city, with streets, foi the most part, rectangular and rectilinear, and many handsome buildings, It is the terminus of' that stupendous State Nvork, the Erie canal; of three lines of railway connecting it directly wvith New York; and of one communicating,- through Albany, with both the cities of New York and Bost.:n. It is also the eastern terminus of the Buffalo and State Line railway, which is destined to extend westward, by means of the south shore railwvays, to Toledo, Detroit, and Chicago. A railroad is also projected hence to Brantford, in Canada West, which will open to the city the vhole trade of the rich agricultural valley of' the Grand river, with the adjacent lumbering districts, and is destined to connect with S. -Doc. 112. 91 the great western road, and thence, via Detroit, with all the West, and by Lake Huron with the mineral regions of Lake Superior. It has a dry-dock of sufficient capacity to admit a steamer of sixteen hundred tons burden, and three hundred and twenty feet length, with a marine railway to facilitate the hauling out and repairing of vessels. There is also near the same ship-yard in which these are to be found, a large derrick for the handling of boilers and heavy machinery. In short, it appears that this city is resolved to keep fully abreast with the progress of the times, and not to lose the stait which she took by force of her natural advantages, through any want of energy or exertion. As being the oldest port on Lake Erie, and having taken, and thus far held, the lead in the amount and value of her lake commerce, the commercial returns of Buffalo are fuller than those of most other ports; and as the history of her commercial progress is little less than the history of the rise and advancement of all the commerce west of it, no apology will be necessary for entering somewhat fully into the history of the lake commerce of Buffalo, and its details, at this time. This commerce dates its actual commencement from the year 1825, the year in which the canal was finished and opened, so as to connect the waters of Lake Erie with the Atlantic; though the first craft which navigated those inland waves was built many years anterior to that date. The first American vessel which navigated the waters of Lake Erie was the schooner Washington, built near Erie, in Pennsylvania, in 1797. The first steamer on this lake was constructed at Black Rock, in 1818. In 1825, however, the whole licensed tonnage of all the lakes above the Falls of Niagara consisted of three steamers of 772 tons, and 5,1 sailing craft of 1,677 tons, making an aggregate of steam and sail tonnage entering the port of Buffalo of only 2,449. In 1830 this had increased to 16,300 In 1835 " " 30,602 In 1S41 " " 55,181 In 1846 " " 90,000 In 1851 " 153,426 It will-be observed that the ratio of increase, during this series of years, was, from 1825 to 1830, 113 per cent. per annum. 1830 to 1835, 18 " " 1835 to 1841, 131 " " 1841 to 18S46, 12 " " 1846 to 1851, 14 " " Astonishing and unprecedented as is this increase, it yet gives no adequate idea of the increase. of business transacted by it; for the changes which the last quarter of a century has wrought in the construction and models of vessels-adapting them to greater speed and capacity for burden, together with the improvement in the modes of shipping and discharging cargoes-have increased the availability of the same amount of tonnage more than tenfold. In order to ascertain the real augmentation of the commerce of Buffalo, during the period above mentioned, recourse must be had to the quantities of the articles transported. In 1825, and for many subsequent years, all the grain cargoes were handled in buckets, and from three days to a week were consumed in discharging 92 S. Doc. 112. a single cargo, duiing which time the vessel would, on an-average, lose one or two fair winds; whereas the largest cargoes are now readily discharged by steam, in fewer hours, than in days at that time. Again; steamers now require but twelve hours to make trips for wbhich three days were then, at the least, necessary. Up to the year 1835 the trade consisted principally of exports of -merchandise to the West. During that year, however, Ohio commenced exporting breadstuffs, ashes, and wool, to some extent. The following table exhibits the quantities of several leading articles of western produce, during the various periods from 1835 to 1851: Articles shipped eastward from Bsffdlo by canal. Articles. 1835. 1840. 1845. 1850. 1851. Flour.... barrels.. 86,233 633,790 71.7,406 984,430 1,106,352 W heat -... bushels.- 95,071 881,192 1,354,990 3,304,647 3,668,0.05 Corn... do.... 14,579 47,885 33,069 2,608,967 5,789,842 Provisions.. barrels.- 6,502 25,070 68,000 146,836 117,734 Ashes... do. —. 4,419 7,008 34,602 17,504 25,585 Staves..........No — 2,565,272 22,410,660 88,296,431 159,479,504 75,927,659 Wool.-.... pounds — 140,911 107,794 2,957,007 8,805,817 7,857,907 Butter) Cheese.. do.... 1,030,632 3,422,687 6,597,007 17,534,981 11,102,282 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 which reliance might be reposed. The table next ensuing will give a fuller and more satisfactory idea of the actual increase of the trade, as well as of the various kinds of articles received at Buffalo, during a series of consecutive years. In this table all packages of the same article are reduced to a uniform size; and for this reason, probably, some articles will be found to vary in quantity, for the year 1851, from the figures contained in the report made up at the collector's office, and furnished by Mr. Win. Ketchum, the collector, showing the receipts at Bufftlo, Dunkirk, and Tonawanda, by lake, together with their tonnage, their value at each point, and their aggregate for all the' points combined. The following table was made up from day to day, during the several seasons, and will be found substantially correct. By reference to the official tables, following this report, some details will be found very curious, and interesting at this juncture, for reasons which will be adduced hereafter: S. Doc. 112. 93 Articles. 1848., 1849, l850. 1851. Flour...-............ barrels.. 1,249,000 1,207,435 1,088, 321 1,216, 603 Pork... -...... do.... 66, 000 59,954 40, 249 32,169 Beef.-...-......... do.... 53, 812 61, 998 84, 719 73, 074 Bacon. z........ -.pounds.. included in pork 5,193, 996 6,562, 808 7,951, 300 Seeds. -..barrels.. 22, 020 21, 072 9, 674 11,126 Lumber. i...- - feet.. 1, 445, 000 33, 935, 768 53, 076, 000 68, 006, 000 Wool h..............'bales.. 40, 024 49, 072 53,443 60, 943 Fish..............- - barrels.. 6,620 5,963 10,257 7,875 Hides- _.....-........No.. 70, 750 62, 910 72, 022 48, 430 Lead.............. pigs.. 27,953 14,'742 17,951 28, 713 Pig iron.................tons.. 4,132 3,132 2, 881 2, 739 Co.-......-........... do-.. 12, 950 9,570 10,461 17,244 IHemp.. s.......... bales.- 865 414 421 3, 023 ~Wheat................ bushels.. 4, 520, 117 4,943, 978 3, 672, 886 4, 167, 121 Corn....................do.... 2,298,100 3,321,661 2, 504, 000 5, 988,775 Oats.. —-...- -... do.... 560,000 362, 384 347, 08 1, 140, 340 Rye.....................do.... 17, 809 5,253 50' 10,652 Lard............ pounds.. 5, 632, 112 5, 311, 037 5, 093, 532 4,798, 500 Tallow.- -.............. do -.... 1, 347, 000 1, 773, 650 1, 903,528 1,053,900 Butter................. do.... 6, 873, 000 9, 714, 170 5, 298,-244 2, 342, 900 Ashes....... casks. 9, 940 14,580 17, 316 13, 509 Whiskey... do... do 38,700 38, 753 30,189 66, 524 Leather.................. rolls.. 3, 313 3, 870 8, 282 8, 186 Staves................ No.. 8, 091,000 14, 183,602 19,617, 000 10,519,000 At- the present moment the official documents, alluded to above as following this report, merit something more than ordinary attention, as they display the character, quantity, and estimated value of each article passing over the lakes eastward, in pursuit of a market, and the places of shipment on the lake indicating, with sufficient accuracy, the regions where produced. Thus it will be observed that the small amount of cotton, received, came via Toledo, which may be held to signify that it reached that point by canal from Cincinnati, to which place it had been brought from the southward by the Ohio river. The same remarks will apply to tobacco, and in some sort to flax and hemp. The latter, however, arrive in nearly equal quantities by this route, and by the Illinois river, the Illinois and Michigan canal, and by lake from Missouri. Nothing can be more interesting or instructive, as connected with the lake trade, than statistics like these, showing whence come these vast supplies, and what superficies of' country is made tributary to this immense commerce. The recapitulation of the tables, referred to, shows the commerce of Buffalo to have been — In 1S51, of' imports, 731,462 tons, valued at.......$31,889,951'~ exports, 204,536 ".............. 44201,720 Making an aggregate of............................. 76,091,671 In 1850 it was.............................. 67,027,518 Increase on 1861............................. 9,064,153 94 S.; Doc. 112. Of the trade there were, in 1851, imports from Canada.. $507,517 " " exports to Canada. 613,948 Total Canadian trade of 1851..-. 1,121,465 Of the trade there were, in 1850, itnports'from Canada... $307,074 (( o 4 ~exports to Canada..... 220,196 Total Canadian trade of 1850-.. 527,270 Increase of Canadian trade on 1851................... $594,195 It is, perhaps, proper here to observe that much of the property purchased in Bnuffalo for the Canadian market passes over the Niagara Falls railway to the suspension bridge, where it is reported as passing into Canada from the Niagara district, and is as such reported as the trade of that district. The tonnage of this port exhibits an increase no less gratifying than that of the commerce. Tonnageefor 1851. BRITISH. AMERICAN. Crews, Vessels. Tons. Vessels. Tons. total. Arrivals....................... 7,227 601 72,212 170 30,100 Clearances...'.... 7;486 593 71,241 205 31, 927 Aggregate..................... 14,713 1,194 143, 453 375 69, 027 Do. of 1850..... —----.. —---- 939 149, 537 528 56, 048 Increase and decrease............. in. 255 dec. dec. 153 inc. 12,979 Aggregate increase for 1851...... —. 255 5, 084 From and to foreign ports.. 102 7, 895 Coasting tradefor 1851. No. Tons. Metn. Outward...................... 3, 71.9 1,448, 772 60, 374 Inward........................................ 3, 762 1, 433, 777 59, 705 Total coasting.................................. 7,481 2,88, 049 120, 079 Total coasting and foreign. -.......... 9, 050 3, 087, 530 134, 792'Do. do. do. 1850.................... 8,444 2,713,700 125,672 Increase of 1851..................... 606 373, 830 9,120 S. Doc. 112. 95 This array of tonnage would suffer little by comparison with that of any of our Atlantic ports. It is composed of 107 steamers and steampropellers, and 607 sailing vessels, varying in size from steamers of 310 feet length and 1,600 tons burden, to the smallest class of both steam and sailing vessels. It is a significant fact, that out of nearly 7,000 tons of vessels building at Buffalo on the 1st of January, 1852, there was but one sailing vessel-of 230 tons-the remainder consisting of steamers and propellers; showing conclusively that steam is daily growing more rapidly into favor in a trade so admirably adapted to its successful application as that of the western lakes. The present population of Buffalo, as stated above, is estimated at 50,00 persons; the principal part of the inhabitants' being employed in occupations more or less closely connected with the commerce of the lakes and canals. There is, moreover, much' manufacturing successfully carried on in this place, more especially in leather, iron, and wood. In the above calculation of the commerce of Buffalo, no estimate has been made of the enormous passenger trade, or, of the value of the many tons of valuable goods and specie transported by express over the railways and on board the steamers. But were it possible to arrive at the value of such commerce, it cannot be doubted that it would swell the aggregate amount of the trade, by many millions of dollars. The enrolled and licensed tonnagte of this district is 22,438 tons, of steam measurement; and 23,619 tons of' sail, enrolled. Statement of rroperty shipped westwardfio'm the principal ports in the district of Buffalo Creek, New York, during the year ending c 31st December, 1851.'\~~~ - -Shipped at Buffalo. Shipped at Dunkirk. Shipped at Tonawanda. Total from the District. Class of property. _ _ Tons of 2,000 Value. Tons, of 2,000 Value. Tons, of 2,000 Value. Tons, of 2,000 Value. pounds each. pounds each. pounds each. pounds each. Products of theforest......... 181 $5, 406................ 2 $3,909 183 $9,315 Product of animals........... 234'33, 138.... None.......... 234 33,138 Vegetable food.............. 118 3, 554......N....................... one...... 118 3,554 Other agricultural products... 999 491, (i26.............................. 7 3, 471 1, 0(06 495, 097 Manufactures........ 11, 795 512, 618..1,000 112,876 12, 795 625,491 Merchandise................. 16i9,519 42,234,896 15,867 $5,394,780 3, 234 1,551,329 188, 621 49,181,005 Other articles................ 21,689 920,482 = I......... 794 20,838 22,483 941,923 204,535 44,201,720. 15,867 5,394,780 5,038 1, (192,423 225,440 51,288,923 DISTRICT OF BUFFALO CREEK, NEW YORK, WM. KETCIIUM, Collector. Custom-house, Buffalo, Febiuary 19, 1852. S. Doc. 112. 97 Statement of property, moving eastward, received at Buffalo, coastwise and from Canada,for the year 1851: showing the kinds of property, and quantities of each kind,Jrom each American port and Canada. Ashes. Ale. Alcohol. Barley. Ports. Casks. Barrels. Dozen. Casks. Bushels. Silver Creek............ Dunkirk..... ~..................................................... Barcelona.............................. Erie................. 31 4,38...... Conneaut,........... 66 1. -,............................. Ashtabula....... 113................................ Madison Dock........................................ Fairport.-........... 478................................ Black River..., 78....................................... * Vermillion............. 7. t,:.............. Cleveland............ 1, 515 4............ 125 -440 Huron and Milan... 536......................... 100 Sandusky......... 1 038 17............ 340........... Fremont............. 292............. Toledo............, 590 5........ 25. Monroe.....................,. Gibral tar.......,.. 8................................. 38 Detroit.....,84........ 2y843.................. 4 ~.....~ ~..................... MDackinaw.......................................................... Green Bay...... 1.................................. Beaver Islands. oaver Islands........................................................... Grand Haven....... 209............................................ St. Joseph's 2............. >.t* **Sheboygan............................. 579................................... Sheboygan........... 579....... Milwaukie.. 507............................ 88, 564 Racine 27................................ 17,719 Kenosha.................. 42.................... 18,579 Waukegan........... 6, 368 Chicao............ 376 35.................... 10, 365 Michigan City... 16......................................... 13,458 62...... 789 146,573 Canada.............. -263........ 39...... 19, 615 Total.... 13, 721 C2 39 789 166,188 8 98 S. Doc. 112. STATEMENT-Continued. Bark. Ports. Barrels. Boxes. Bags. Packages. Bundles. Silver Creek................................. Dunkirk.........,........................ Barcelona..................... - s............. Erie............................................................................. Conneaut........................o........... Ashtabula......... 6....................... Madison Dock................................... *.......0.. Fairport............................. O.......................'........'*I Black River.................................. Vermillion........................ Cleveland............................................. Hluron and Milan................................. Sandusky...................................*. Fremont............................................. Toledo...............................e Monroe.................................. o Gibraltar.... 17 27 21 3.. Detroit. -0............6....6.....33 Tretonit....................................... 3 Mackinaw......................................................................... /saginaw............................................................. Green Bay....................................... Beaver Islands............................... Grand Haven................................. St. Joseph's..................................... Sheboygan.............................e.*.....*.....*............... Milwaukie.............................................. Racine....................................................... Kenosha.............................. Waukegan........................ Whiaukegan.,..........a.......O — 0........................... t Chicagoa..............................,.................... Michigan City................ 23 44 21 3 38 Canada........................................ Total........... 23 44 21 3 38 S. Doc. 112. 99 STATEMENT-Continued. Beef. Beeswax. Ports. Barrels. Tierces. Casks. Barrels. Casks. Boxes. SiIver Creek................................................. Dunkirk.............................. * *. *.*. Barcelona,....................,....... Erie.............54.. 2 1 Conneaut......... 1, 092......2.................... Ashtabula......... 589......2.............. Madison Dock........................,...... Fairport 9.. 91 1........ 4. Black River............................. Vermillion.....106...... 106................ 10 Clveland.......... 3,129 4,630.......... 46 5 11 Huron and Milan... 1, 325............... 1..........1 Sandusky.......... 986 2 23..9.. 6 Fremont.......................... 1.. Toledo..::6,:646:86 46, 104 2..3C a Monroe.... 1,109...... 310 13............. e* Gibraltar......................................O................. Detroit....290................. 20 2 1 Trenton................... a St. Clair..............................O.......... Saginaw. S...... -.......................................S.... rMackinaw.............,.,.,,,...................................... Green Bay.... Beaver Islands.................................... Grand Haven............................. 2..... St. Joseph's.................................. -........ Sheboygan............................................... 1 Milwaukie....... 1, 806...............-... Racine..2....., 2526......... 3........... Kenosha.................................. Waukegan............................................. Chicago............. 34....3..... 23 2 Michigdn City... 443............., 9................ 54,414 6,222 356 253 9 32 Canada...4..................... 4............ Total... e54,414 6,222 356 257 9 32 100 S. Doc. 112. STATEMENT-Continued. Bacon and hams. Ports. Boxes. Barrels. Tierces. Casks. Hhds. Tons. Silver Creek..'.................. Dunkirk....5.........:';:.......... Barcelona..............,.... (.~~~~~~~~ ~I~~~~~II ~~~..... Erie..6......... ]Erie.~........,.......... ~~rr~l~~~~ I~er~l.......- ~ Conneaut........... 30.................. Ashtabua......... 6::2:]..........::::.......... Madison Dock......................... Fairport.7. 7.................. Black River.... 35........ 2 Vermillion........ 5 28.. 20......... 0......... Cleveland......... 99 141 126 1,332.......... 12 Huron ad Milan....8 23............... Sandusky.... 21 3.37.....197 Fremont.,,,... "2. 3.......... 19 4................. Fremont:.......4 1...... Toledo............... 52 1,010 1, 600 1, 087. 94 53 Monroe.......... I.... 15................... Gibraltar............................................. Detroit.' "'..1 432..30 Trenton........................................... St. Clair......................:Saginaw................................................ Mackinaw..................... Green Bay........................... Beaver Islands............... Grand Haven................... St. Joseph's........................................ Sheboygan....... Sfeogn.......,...............,............ ~~~ Milwaukie.............................38...... Racine...........55.......... Kenosha..... 14'Waukegoshan. a n.................... Waukegan..'............... 34 Chicago.............. 44 2,008 26 836 1' 1,216 Michigan City........ 46 7 236 4,215. 1,792 3,560 95 1,2841 Canada........2...................9........ Total..... 236 54, 215 1,792 3,560 95 1,284{ S. Doc. Do. 1. 101 STATE MENT-Continued. Brooms. Broom corn. Books. Boots Bladders. and shoes. [Ports. Do2zen. Bales. Torne. Boxes. Boxes. Barrels. Siver Creek.................. Dulvenkirk............................................. Barcelona............ Erie...7..., 2.. 11.. Conneaut............ 13.7. *. * Ashtabula...........,............... Madison Dock. 71.. Fairport........17............ Black ermillion........... 1....................1,...................... Cleveland...: 314 348. 74 30.: Huron and Milan......... 9.....9 9 e...e... Sandusky... 2 5869 2.......... 9...... Fremont...... Toledo............... 211 529....... 32 5 5 Monroe.....e. 79..........................................e..... Gibraltare.....................s' 4 Detroit.............. 4.5'-..52 8' 9 2-9.. 4 Trenton.............................................. St. Clair.,........................,... Saginaw......................... Mackinaw........................... Green Bay..........-................ Beaver lsland::...:.*................. l Grand Haven............... St. Josephs........ St. Jnseph.......'.........o.......,............ e-** **o9e *e*s Sheboygan... 194....... 2...... Milwaukie. 8 49........ Racine...... 82. 295......... 2 ecnosha.,, l...................o e ~~ r..ero o Waukegan............. 116........................ Chica'go...... 536 1, 494....28 13....... Michigan City............... 2,280 5,238 81 337 84 7 Canada................................ 3.0.................. Total........... 2,280 5,238'8 340 84 7 102 S. Doc. 112. STATEMENT-Continued. Butter. Beer bottles. Ports. Kegs. Firkins. Barrels. Casks. Hhds. Number. Silver Creek........................ Dunkirk...... 40.....,....... Barcelona........ 318.......... Erie.... 3, 532 149 81.'.....i1 6Q0 Conneaut... 671 32 31........................ Ashtabula......'.. 684 39 42 4......... Madison Dock.... - 61................... Fairport.............. 332 10 22 Black River..... 61.......... 40. Vermillion.......... 52.......... Cleveland..... 4,496 869 667 14 8........ Huron and Milan... 353 6...... Sandusky...... 2,711 54..... Fremont.......... 671 6.......... Toledo.......2, 064 4 229 a C. Monroe..........2 34 2 Gibraltar................... etroit..................................... Trenton....... St. Clair........................ e Saginaw...................... Mackinaw........ * a..r. Green Bay................... Beaver Islands.................... Grand Haven......................... St. Joseph's...................... Sheboygan... 6............ Milwaukie.. 256 2......... 4......... Racine.. 109......................... Kenosha............. Waukegan.......................... Chicago.787 22.................... Michigan City....... 11 30......... 19,017 1,229, 156 18 8 1,600 Canada........... 3 4............. Total..... 19,251 1,229 1,156 1 8 1,600'"" ~~"P mI~~~UI~~P-~I J-9.' —~ I- 1~ 1 6t S. Doe. 112. 103 STATEMENT-Continued. Beer Bath brick. Brick. Bones. pumps. Ports. Number. Number. Number. Tons. Tons. I Hhds. Silver Creek......................... Dunkirk...................... I............ Barcelona........................!......"l................... aErie.24on.......... 24,000 26..................... Conneaut.................. Ashtabula-.,....... I.......................................... Madison Dock..,..................... I.............................~.... Fairport.................... Black River.. 1.............O....,.................................... Vermillon..........;................................. 0... Cleveland............................ 13,800 30 5.......... Sandusky........ 2.....................................I..! ~ FrelaRir.........................I............ ~................ I.......... Frermiiont...... Toledo ~~~~..........................................}.......... " Monroe.................................... Gibraltar,............................. Detroit.............................................,.3..... 38 Trenton..............................'380] Mackinaw.... St. Clairy....... i..9........................................................ Sagi andusky. 9............................................. Grand Haven.....'...... St. Joseph'.........r................" Sheboygan................ Milwh akie.................................................... Ralci e................................................. Racine.,.................. Kenosha......................................... Waukegan........... 1..............................I......."' CGicragoar......217.. Ghicago......./'...............................................' 21 Michigan City.........................11.................. 2...... 37,800 56 5 272 Canada............. 80....................... Total.. 2 805 -.37,800 56 5 272 104 S. Doc. 112. STATEMENT —Continued. Bristles. Brandy. Buffalo Candles. robes. Ports. Sacks. Casks. Hhds. Casks. Bales. Boxes. Silver Creek.............................................................. Dunkirk............ Barcelona........... Erie.............................................................. Conneaut..................... I................................. Ashtabula............................................................... Madison Dock....................................... Fairport......................................... Black River..,..............................I.................. Vermillion....................................................... Cleveland' 10................. 18.990 Huron and Milan.......................................... Sandusky......................................~~........ 160 Fremont......................................... Toledo....................... 8.............................. 1,419 Monroe...........................o........ Gibraltar........................ Detroit............. 11 13 entoni...................................................... Ti eaton........ St. Clair...................................... Saginaw.:........................................ Mackinaw..~~rr~~ ~........... Green Bay...............................................!Ii Green Bay........ Beaver Islands........................................ Grand Haven........................................ St. Joseph's.......................... Sheboygan........::...................... Milwaukie.1..... Milwaukie............... I................. ~... ~ ~...... Rhacine. ~~~~~~I~~ ~~~r~(~~~ ~j~~~~~~l ii~(~i~~ Kenosha....~~~~~~~~~~~~~...... Kenosha...............,....................................... Waukegan......................................................... Chicago........................ 12 3, 216 959 Michigan City............................................... 10.20............ 3,246 3,551 Canada............, Total..... 10 20 4 1 3, 246 3,551 S. Doe. 112Doc. 112. 105 STATEMENT-Continued. Carpeting. Carriages. Cedar posts. Cement. Ports. Rolls. Number. Cords. Number. Barrels. Silver Creek................................................ Dunkirk........................................ Barcelona.......... 2....................... Erie,............... 5............................. Conneaut................. ashtabu.......................................... I....:.. Madison Dock.................. Fairport........................... 21..... 480.. Black River............................................... Vermillion........................ Cleveland.... 41 15... 500 o521 euron and Mian......................... Sandusky....... 1 3 68 1 500........ Fremont.2.............................. Toledo........... 14 32............ ~~~~~Gibraltar. 3 t 681 5 0...................................... Detroit ~~r 7........................ St. (,lar............................................................... aTrenton...................................... St. Clair................................ Saginaw............ Breenr Island............................ GCrand Haven............................................ St. Joseph's............................................ Sheboygan.. 2 2.................................... Milwaukie....................... 7........ 30.......... Racne................................................... KW ukegan.............................................. -........... Chicago............ 8 5 29................ Michigan City...................... 55 156 742 1,530 521 Canada.... 2 15..................................... Total............ 57 171 742 1,530 521 106 S. Doc. 112. STATEMENT —Continued. Cheese. Cider. Cigars. Coal. Ports....... Boxes. Casks. Tons. Barrels. Cases. Tons. Silver Creek............................................... Dunkirk..................................O....... Barcelona........... 316.......... ~~. Erie.......... 43,465 134 37........ 16,229 Conneaut.......... 18,648 207.................... 42......... Ashtabula........... 38, 789.................. 14................. Madison Dock...................... 11............. Fairport............. 32, 780 18............................... Black River. 357................ Vermillion.......... 116............ ~ Cleveland............ 26,298 2 25 31 4 -788 Huron and Milan............................... Sandusky............1................... Fremont............................................ Toledo........... 772 9........... 6..... Monroe..1.....'............ ~.. 4O....... Gibraltar........ Detroit......... 10 5................ 5. Trenton..................................................... St. Clair.,... t; Clair................................. Saginaw..' Mackinaw..............:........................ Green Bay........................a........................ Beaver Islands........................................... Grand Haven.... 1,864.......... i..................................... St. Joseph's....................................., Sheboygan...................................... Milwaukie.......... 9................... Racine..oe ao.o............. Kenosha.....O...O........ Waukean.................................................... Chicago........................................... Michigan City..........................................,. 163,099 701 62 77 57 17,017 Canada................ _ 17 Total........... 163,099 701 62 84 57 17,017 S. Doc. 112. 107 STATEMENT —Continued. Coin. Copper. Coffee. Ports. -- - Dollars. Packages. Barrels. Tons. Pieces. Sacks. Silver Creek............................ Dunkirk...................... Barcelona.........,... Erie.......................1... Conneaut....... @anneaut.........~.................. 3.....,,..... 2.,,,I....... Ashtabula...........'" 2......... Madison Dock....................... Fairport........................................ Black River............................................ Vermillion.......................... Cleveland......... 13 146 166i 13....... Huron and Milan.................. 6......................... Sandusky.................... 1........... 5 remont............. 18......~ Toled.o.5.~~~~~................ 5.......... 6 Monroe............... 4..................... Gibraltar....,,................................... Detroit....... 160,400 114 313. 76'120 Trenton............................. St. Clair...................................... Saginaw........................ Mackinaw.................................. Green Bay,............................'........ Beaver Islands.................................... Grand Haven............................................. St. Joseph's....... ephB;............... L...,..................,... I.......... r......... I...... Sheboygan................................ Milwaukie..............I4 1 4. 1....... Racine............... Jenosha...., 2........ Waukegan........................... Chicago.............................. 30.............................Michigan Cityr.................. 160 400 173 538 242 15 53 Canada.................. 2................... Total.10... 160,400 173 / 540 243 15 53 108 S. Doe. 112. ST ATE MEN T-Continued. Corn. Corn meal. Cotton. Cranberries. Deer skins. Ports. Bushels. Barrels. Bales. Barrels. Packs. Silver Creek...................... Dunkirk.. ]]]]~]]]]]]~]~~,]]]]~]][]~]]~]]........... Barcelonirk....................................................... Erie............ 13,269........... 25 Conneaut..... 12,121.................................... 26 Ashtabula....................... 84 Madison Dock........ 1,300......................................... Fairport.............. 2, 200................................................ Black River........13,201....................... Vermillion........... 30, 387.................... Cleveland............. 458, 502 227...2...... 2 33 Huron and Milan..... 220,051 43...................s Sanduskyr.... 297,114... 28 61 FremoSandusky............. 43,740.................. 28... 1. Fremont..43, 740. Toledo.............. 1,828, 502 1,043 310 323 165 Monroealtar.............. 264........83 Gibraltar.........@ @ @. @. * sv @ *- -*.. 283 Detroit. 223, 204 1,582............ 740 13 Trenton............. 2,100...................................... Trenton.......... 2, 100....... St. Clair................. 8aginaw.......................... Mackinaw....................................... Green Bay ~...........'............. Beaver Islands........................... -Grand Haven................................................ St. Joseph's........ 20, 907....................... Sheboygan....................... 9............. 5. 5 - Mil waukie......... 23, 548.......................... 55 Racine........ 9, 577................... Kenosha 6,498... 9,-.......... 4,......... Waukegan......... 12, 639......... Chicago -. 2, 351,888 32................ 8 181 Aqichigan City........ 318, 363............................................. 5, 938, 738 2, 929 310 1, 417 927 Canada..... 8...................................... 3 Total........... 5,938,746 2,929 310 1,417 930 31 3 S. Doc. 112. 109 STATEMENT-Continued. Earthenware. Eggs. Feathers. Felt. Ports. Casks. Barrels. Crates. Barrels. Sacks. Rolls. Silver Creek................... Dunkirk............................... Barcelona.... 68T 1.... 12 ]]]]].. ] Erie.......79..1 35 161.. Conneaut...................1................. 170... Ashtabula.......................... 263............. Madison Dock..... Fairport....................... 428 12........ Black River....3.................... I 39. Vermillion................................ 37... Cleveland...68 2 65 6,380 1, 152 695 Huron and Milan..............96 7 Sandusky....................................... 2,140 412 362 Fremont...........2.52 9 rToledo.......~ 7'~~~ ~ 13 6/64 1,407...... Monroe..........6....4..........4.. 64..o Gibraltare................................ 1............ Detroit..................................... 1t 34....... renton.ar........................ Sagi]naw....o................................. Trenton ~~...........................ackin ar......... -............................................... G~reen Bay...... *............................................................. Baver Islands.....,....................................................... Grand Haven.',.........,..................................... Mackinaw Joseph's..................................... Green Bay.. Sheboygan.........]............................... Be aver Islandsukie..................................... Grand Haven........... St. Joseph's..................... Sheboygan....... Ken sh.........................|... 0...... 39.............'Milwaukie....29 6.........2{... RacinCe i.............................. 47............ Waukegan];... Chicago..223...... 252' I:::22~"' Chic~ ~ ~ ~ ~ ~~]:22] ]]222] ""'"~~~I~~~~~l~~~~~(~r~~~~ 223 1 52....... Michigan City................ 154 - 3 116 11,371 3,331 1,057 Canada................................ 61 5.......... Total............ 154 3 116 11,432 3,336 1,057 110 S. Doe. 112. STATEMENT —C ontinued. Fish. Firewood. Flax and hemp. Flaxseed. Ports,. Barrels. Cords. Bales. Tons. SackTs. Barrels. Silver Creek..................I Dunkirk.......................Ii Barcelona........................ 0 *0.......... Erie................ 181 3 13 Conneaut................../......"a Ashtabula.... 1......... Madison Dock......................... D... O 4 Fairport.................. Black River......,,..... Vermillion.................... {173 Cleveland. 430.. 443.;301......... 460 Huron and Milan......6 ~~~~~~~~.......................... Sandusky 6......................347 Fremont...........28 Toledo...353.852.963 803 Gibraltar............ M onroe..............1.............. Trenton........................................................ Detroit..1,507...4 Trenton........ St. Clair.. 697. Saginaw.................... Mackinaw..... 95..... Green Bay...... 973................... Beaver Islands..1... 1506........ ]........ Grand Haven...... 43................. St. Joseph's............................ Sheboygan.. 728.......... Milwaukie. 544. 4.. 182.... Racine......... 44~:".. 2 66. "."'....' Kenosha........................ Waukegan 2................... 1 Chicago.. 430......... 1,133 70.. 13 Michigan City....... 9...... Caad979a.... 2,471 113 1, 338 1,848 Total.. 9,981 82 2,471 113 1,338 1,857 S. Doc. 112. 111 STATEMENT — C ontinued. Flour. Fruit, Fruit, dried. ~~Ports~. [green. Ports. Barrels. Barrels. Barrels. Boxes. Baskets. Sacks. Silver Creek......... 0 t Dunkirk......... 5............ Barcelona t.o * o6 104 93......to40 Erie........... 4,079' 28 144...... Conneaut.... to a,*.63 88 2.......... 2 Ashtabula....24 7. 278.......... Madison Dock......... 38....................... Fairport........ 618 1 82 4.......... Black River. ]558./ Black River,,....., 558.........,................ Vermillion......... 6,952 1 130 88..... Cleveland.......... 360,059 97 645 S 153 129 Huron and Milan.. 2,012 5 24 5..........2 Sandusky..... 91, 405 519 26 10......... Fremont.......... 649... 72 10............... Toledo......... 218,219 5 123 43.......... 74 Monroe.....,..... 78,977....... 4 1....I.... Gibraltar....i............. Detroit.......... 270,551...... 209 12............0... Trenton......................................................... St. Clair.............................................. Saginaw...40..... 4001......... Mackinaw.. 33..................... Green Bay........................................... Beaver Islands.............................. Grand Haven8........ 8, 285 St. Joseph's....... 6461................................... Sheboygan...... 506....... 3............ Milwaukie...... 80, 025...............................,.......O. Racine........... 17,721.. 7... 24 Kenosha......... 1,913............................ Waukegan...... 2,118. Chicago........... 53,151........ 1.36....,...... Michigan City...... 118...................................... 1,204,643 847 2,095 208 153 303 Canada. o..... 11,960 1, 261.................................... Total........ 1,216,603 2,108 2,095 208 153 303 112 S. Doc. 112. STATEMENT-Continued. Furniture. Furs. Ports. Boxes. Packages. Lots. Packs. Boxes. Casks. Silver Creek.......................... Dunkirk................................... Barcelona....... 10 73 1 42........ Erie. 31 57.......... 7. 3 Ashtabula........... 7 14......4. Madison Dok............................. Fairport....................... 1...28............4. Black River........................ I... Vermillion.2.....18 1....... Ceveland. 24 506......... 227 24 25 Huron and Mllan.... 45 50................................... Sandliaskiry.....,~~~ 3 51 18 467 - 24 Fremont.......................'......... 9 2 6 Toledo.. 93 180 3 425 6 6 Monroe.....2 32 - 1....................... Gibraltar................................. Detroit.. ^,134 2. 269 31 4 Trenton., St. Clair............................................................. Saginaw..............3......... Mackinaw..:...1....... t *................ i................ Green Bay.........5....... 5 1 4 Btaver Islands.............................. Grand Haven................ 82.........o I...... St. Joseph's........................................... Sheboygan.......... 47......... 6 4 Miiwaukie.... 44 94 1 83 4' 1 Racine............... 59 1 17..... 7 Kenosha........... 15.. 2.. 1 3 Waukegan..... 10....... Chicago... 32 377 3 546. 2 3 Miichigan City............................................. Michigan City....... 317 1,917 37. 2,274 115 59 Canada........ 10 8 6...... 11.. Total.... 37 1,925 43 2,285 115 59 i~ ~ ii.... S Doc. 112. 113 STATEMENT-Continued. Ginseng. Glass. Ports.. Barrels. Boxes. Packages. Boxes. Tons. Silver Cek Dunkrk.. ___ _ Bailver Creeklona................................. BE~~~rie -b "........................2 010 18 Conneaut................................... Ashtabula......................... Madisonneaut Dock....................................................... 0 Ashtabula......................... Madison Doelt....................................... Blairpo t................................................................. Vermillion..................................*...-.....Vetmillint................................................. Cleveland. 23 6 24 754. Huron and Milan... Sandusky......:.........' D::*:*:*::::::.:13..::::: Fremont............ Toledo............... 1i3 112 2..........:Monroe::::::::::::'.............................. Gonbaltaro.................. Detroita............. 3 *'T ent onb.at.................................................. Detroit3...............................i o: o'*:*:: o** * Trenton........ Saginaw......................................................................... 0.. Mackinaw........................................................................ Green Bay.............. Beaver Islands...................................... Grand Haven..................................................................... St. Joseph's.............................................. Sheboyg&n........... Milwaukie...... 40....................... Racine.. 2................... Kenosha....................................... Waukegan............................................. Chicago.... e* 38 19 1. Michigan City.......................................... 122 7 195 *3,183 18 Canada................................................. Total.. 122 7 195 3,185 18 400 boxes from Ogdensburg. 1f14 S0 Doc. 112d STATEMENT-Continued. Glass war-,. Glue. Grease. Ports. Boxes. Casks. Packages. Tons. Barrels. Barrel Silver Creek............... Dunkirk............ Barcelona.........*ee................... o Erie. 642 302 349 1......... Conneaut................. ** *........... 14...o. Ashtabua...........ea....... I.....34 I d Madison Dock..e a............................o o.... Fairport........... Black River........................ Vermillion........ o...... Cleveland 1. 1.62 270 325 48 73 428 huron and Milan........................................... 19 Sandusky............ 14.......'. 7.......* 19 Fremont....................... oo Toledo........... 2 14 - 28 5...... 8 Monroe........................ 3............o Gibraltar.............. Detroit.......................................... 4 Trenton.................................. St. Clair..................... o.....*.0.... Saginaw.................,amwo........................................................... Mackinaw...,.......................................... a Green Bay................................. Beaver Islands o...........0......................' Grand Haven........................... St. Joseph's.................................. Sheboygan...'.. e...., Milwaulie..... 1............... Racine.................................*.... Kenosha....................................... Waukegan........................... d........ Chicago....... *................... 102 12 Michigan City................1.......,. - 1,830 610 710 49 288 1,154 C anada l..,. o. 1,3...................4............. Total............1830 611 710 49 291 1,154 S. DCe. 112. 115 STATEMENT —Continued. Grindstones. ats. Hair. HIides. Ports.:No. Ton. Cases, Packages. No. Bundles. Tons. Silver Creek........ Dunkirkl................................ Barcelona....... b,. Erie. 10 53..... 2 1 5.... Conneaut.........b. Ashtabula.........-.D 4 4 21 * Madison Docke,............*...'Pairport... 5'........ Black River.......... 2... 158.................. Vermillion,....... 203 190. ~ * @ * *o...i./. Cleveland 4,123 1-p433 20 20 8,210 34.. anuron and Milan 4... 425 18..... 1: 971 6:. Sandusky_..1........ 2 9 550 5 Fremon.t..51.......... o Toledo.................I.. 13 74 7 000 11.......... Monroe.,...3, 15... ~..........oO Gihraltaro........... 64..,3 360.. Detroit..,,.,.86I 82.... 22..... Trenton........,..,,,,...........43.. 0....................... St C airon an d.......................................D-* Saginaw * **e...................................................... I.s. e....... Green Bay.... 971 Beaver Islands...... e *..... o e..................! 6................. hrand Haven..................... 9 *... 1.e St. Joseph's..................Je.......... Sheboygean.30....1..9..................... 303 19.. Milwakie..............,............... Raine...........................1,308 2 Woaukegan...... e o 89 e I:........ Chicago......... 1 24,550 107 26 Michigan Cityb.'........................ 397......... 4,753 1, 723 180 364 47,963 604 26 Canada................... 50....................... S Total.. o &4,753 1,723 180 364 48, 013 604 26 Gren By............. 116 S. Dec. 1124 STATEMENT-Continued. High Hogs. Horned Horses. Hops. [orins and wines. cattle. hoofs. Ports. Barrels. Number. Number. Number. Barrels. Hhds. Silver Creek.........................e..o Dunktrk.................. 348..............; 0 Barcelona........................ Erie.............. 193 2, 149 265 126 2. Conneaut.. 10... 2........ Ashtabula............ 222 90 19 4.. eo[o......... Madison Dock................. Fairport...... 8 399...40ee.... Black River........................... Ternillion..... o................ Cleveland............ 22,183 27,033 3,752 920....... lHuron and Milan.... ],5t0 0 582................................. andusky.... 8,313 28,469 851 - 341.................... Fremont.t...... I. I.... Toledo....... 10, 954 29,978 833 344......... 82 FMonroe...... 1.. 033...7... 7 5.. Gibraltar........-..................... Detroit........... 4,156 6, 657 594 710.......... 1 Tlren ton........................................................ St. EC lair...............1....... 0...... DSaginaw....,.............. i.................................. Mackinaw.................. 12 4................ O Green Bay.........D.............. I.................... -...,... Beaver Islands.......................................................... Grand Haven....... 29 1. St. Joseph's...... 20............ heboygan................I 2........ 2.......... lMilwaukie......................... 19 Racine..Q..... * * ***...... 2 2 56 _(enosha............................. 23 1 9 1 Waukegan B............................. Chicago....0............ 46 1,307 93 2 20 Michigan City........ 61............ 51,:015 9-: 6, 182 8, 097' 2,630 7 2 9 anada................. 1,515 497 131.......... Total......1,015. 57,6 97, 59,4 2,761. 7 269 S. Doc. 112. 117 STATEMENT-Continued. Hardware. Iron. Ports. Boxes. Barrels. Bundles. Pieces. Pigs. Tons. Dn........ Silver Creek.........e. **e**v *@....... 1..........1 0........... Dunkirk................................................... *....... Barcelona.. 62........ 1,491 23 2......... Erie...............9 9 8 13) 5,320 735 Conneaut....-1................. 157............... Ashtabuia...... O. 39........... 19............ Madison Doch.,.............. 135 Fairpot....................... 1 16 Black River........ 4........ Vermillion............. - 7 9 1 30 Cleveland.......385 59 462 609 630 766 Huron and Milan..... 4 1....................... Sandusky......... 33.... 28 25 8 12 Fremont.............. 4............ Toledo............. 32.............. 14 4 Monroe.. 5 17 ~ 4....................~ Gibraltar...,................. Detroit....... 1.0 1... 43.i:::::16 46 Trenton............... e................................ St. Clair..... D.O............... *....*...00..............0 Saginaw........................................... Macliinaw.... Gar~cki naw y....,.....,.,,,................................... Green r Islands........................................... Beaver Islands................. Grand Haven............................o 1.... St. Joseph's........ *.............. r o... Sheboygan........ 4.............. 1........I.. Milwaukie......... 13 6 12....................' Racine e..,.................. 2 36.... KEenosha......... 3...3........ 13. 3 *. 1 Waukegan................................................. Chicago............. 29 9 5......... 100 Michian.Cit.............................................. 643 81 2,210 890 6,050 *2,195 Canada..9..........9.................. f.4991 Total.......... 643 81 2,210 890 6, 050 7,18 " 335 tons from Ogdensburg. J From EnDgland. S TATEMENT-Contirued. Iron. Lard. Ports. Casks. Bundles. Kegs of Barrels. Casks. Kegs. nails. Silver Creek.................. Dunrkirk............. *..... *. * **O * *** Barcelona.,.................................. rie.................. 207 72 2,694.................. 24 Conneaut..................... Ashtabula................. Madison Dock.................... Fairport Black River........................ 3.......... Vermllion...... 6 Cleveland... 93 80 503 2,112 571 133 Huron and Milan......................... Sandusky.. 44...., 374. * 385 -]Fremont................... 9 7 Toledo, e 2 2, 767 551 1,401 M ~onroe.v..........13..... 1.. i:} Gibraltar.......... Detroit........ 64,..... 2 21 1......... Tremnt on.......................... Sti.................i................., ackinaw ro................ Green Bay................ Beaver Islands............................................o....................... oil Grand Haven.............................. St. Josephs....................................... Sheboygan.......4...:.:::......... Milwaukrenton......... ~*13. oet *... Racit.... 3 5r.............O Kenosha....... 18........................... Waukreegan Bay....................... 7 e Chicago........... c.. 8 3646 826 598 iebioygan City.........329 529. 456 197 *3, 951 9,354 2, 482 2, 574 Can. a.da, _..... _..........3.............Kenosha.............. Total.. 540 197 3,951 9,354 2,482 2,57 750 kegs from Ogdensburg. S. Doc. 112. 119 STATEMENT-Continued. Lead. Lead pijpe. Leather. Ports. PigflS Tons. Packages. Rolls. Boxes. Silver Creek.............................................. Dunkirk.............................................oo.. r.......... Barcelona............3.............. 3.............3 Erie........................ 207. 18 Conneaut.................................... 177 4 Ashtabula..........,.........;............. 267 3 Madison Dock............................... Fairport.................... 40....4. ee.......4.. Black River............................................... Vermillion..........12....................................... Cleveland...........................2.... 0......... 3127 20 Hiuron. and Milan......21 * 0@ Sandusky...............1.................... 545 1 Frermonto............................... e 121............ Toledo................1s4....... 2218 16 Monroe.............14............................4...o 134 Gibraltar...................... 236 4 Detroit...........1 150 1 Trenton..........................,................................. St. Clair2..................... I...................... 28 1 Saginaw................ agckinaw.................................. Mackinaw........................................................................ Green Bay......................................... 39 Beaver Islands.............................e Grand Haven....... 2....................o St. JOSephI............................................ 21........... ~ 1t. Josepboan,............ 2.......... 21 Sheboy.an.....................,........................2 K cn.enosha ~~~~..................... D wO **@ Miwaukeganie...................... Chicago.............. 10,964 80......... 448 28 Michigan City...............................................o. e 20,888 80 18 8,343: 121 Canada.................,........... I.......................... Total........ 20,888 80 18 8,343 121 120 S: Doc. 112. STATEMENT-Continued. Lumber. Ports. Black walnut. Oak timber. Feet. Tons. Pieces. Feet. Tons. Pieces. Silver Creek....... Dunkir...................................... Dunkirk........ Baceo a...................................a...O Barcelona.......... Erie........... Conneaut.............. Ashtabula................. Madiso'n Dock.. o el,... Fairport.o.................. Black River..........3......... Meradislion....... 10,000.............. Cleveland............. 19,673..... Huron and Milan.............. Sandusky..100 120....................... Fremont...........27 Toledo....33,915 26 523......... Monroe.166,870..... 717............ 160. 88 G b atr...........................................a. Gibraltar.................... Trenton................ ~ ~.~.. St.. Clair..,.......... Saginaw......................... Mackinaw........... Green Bay...................... Beaver Islands................. Grand Haven.1..... 140:660.......................... -St. Joseph's........ Sheboygan.................... Milwaukie..................... Racine......... o.........,. Kenosha................... Waukegan...............'965 Chicago...... 2 Michigan City............. 360,462 153' 1,511 10,000 624k 2,841 Canada... 301,017 376,957 Total........... 661, 479 153 1,511 386,957 624k 2,841 S. Doc. 112- 121 STATEMENT-Continued. Lumber, shingles, &c. o ~ ~ Ship plank. Sawed pine, Shingle bolls. Shingles. Laths. ~Portg~. ~white wood, Feet. Feet. Cords. M. Bundles. Silver Creek....................................................e Dunkirk.......................... 375,998............... Barcelona............ 520, 500 36... Erie. 151, 142 9.... 9, 757,,297........447......... ].' ] Conneaut........................ 5, 697, 614............ Ashtabula.........2, 986, 118................1.... 1450 Madison Dock................... 871i, 400.................................. Fairport. 71,000 405, 415................ Black River.......... 220, 00U 256,000............. Vermillion. -........... 193, 000.......... Cleveland............ 110,000 184,1435.... Huron and Milan.......... 650, 053.................. Sandusky. 86,000 304,950..................... Fremont............ 51,000 121, 2e87.......... Toledo..................... 1, 616, 814............ 66.. Monroe.................... 1,745,640............. Gibraltar........................ 271,,00........... Detroit........................ 8,953,714' " 329 3,874 Trenton........................... 309, 192.................. St. Clair.... 198 23...................... 989,023............ Saginaw.......................... 3,938,549........... 425 80 Mackinaw.................................................. Green Bay.6 390........... Beaver Islands........1............ 19.......... 2.....6 Grand Haven...........982,000.......... 20.. St. Joseph's.................. 164, 000.......................... Sheboygan.................................................. M ilwaukie..................................................e*.*..e@ee-*@ @sXvvvv Milwaukie............. Kenosha..................................................... Wauk gan.n.**...e-e @,.. ~X~C Chicago106000...... 77............ Michigan City........................................................... Chicago__..................___ 789, 142. 42, 399, 697 42k 2,951 5, 404 Canada............ 39,373,936 268 3, 148 7,239 MciTotal7814.......6..0.....12,643 Total. @.............73 63 31o~ - 6,o99 /12, 643 122 S. Doc. 112. STATEMENT-Continued. Malt. Machines. Mattresses. Ports,, Bushels. Number. Pieces. Boxes. Number. Silver Creek,.............................. 5.................... Dunkirk...k.................. Erie... 8:::: CoJnneaut............................................. arcelonshtaula................................... ErMadisone, Dock..........,...........-........ 8 I................ Fairport... 9 O 9.5...2 Black River............ 1.................... Vermillion................................................ Cleveland..... 694 23 8 15 160 Huron and Milan.................................... Sandusky................................................0......... Fremont......................... Toledo........................................ Mionroet.................................................... GBrltakRvr.......I Terenltion.......,...........................[........................... St. Clairnd..............[93...1 Sagroinaw........ Mackinaw.................................................. Green Bay. reendusy.................................................. e ~ 20 Beaver Islands. t.................... Grand HEaven............. St. Joseph's............................................... Sheoygan.............................................................. Milwaukie.7................................... Racine............................................. KR~~~~~~enosha~~".............................. Gibaltear...... oeo*vvv*. *@***.*.......[....................................................+*w** Detroit................. 2 / 8 [ Fv*Z%%eow............I.....'....*@*0* @w@@@@w* Waukegan.............................. D e.. Cha........................ Michigan City............................... I............................. 694 73 21 15 182 Canada................ 202......................". Total. a 896 73 21 15 182 S. Doc. 112. 123 STATEMENT-Continued. Medicines. Merchandise. Ports. __ -. Boxes. Barrels. Sacks. Boxes. Packages. Barrels..,I I Silver Creek.......... DIunkirk............... 27....... Barcelona........................... 21 1 Erie................... 180.......... 36 63....... Conneaut............................... 5 Ashtabula..................... 58 Madison Dock.............. e.......... 2.....".i....... Fairport................................ 16.............4 Black River....................................... Vermillion........................... Cleveland........ 93 19 145 641....... Huron and Milan.................................. Sandusky...... 30 4 92 14 3 Fremont..................................... Toledo.. 115 24 65 96 34 38 Mbnrl e..., 2......~... s8......~...." aS Monroe....................... 8............ Gibraltar................................................ Detroit........r.....................63....... 392... Trenton... Mackin aw....................... St.reen Bay............... C......... Beaver Islandse..........................,e @;* @@**s **X Zo......................'i i;;~:i....' " ";;i;Z G rand H aven........ o.......................................................b MackinawSt. Joseph's........... GClakreen Bay.... 3 e 28....... 1........... Beaver.ad....................... Grand Haven.]]2] Kenosha........................ 6 Wahebygan...... 6 Waukegan.................................................... 196 Chicago............................. 7.................... ichigan City................................. I.............. M/lichigan City........ 1...... 557 43 69 654 1,590 42 Canada............... Total.. 557 43 69 654 1,590 47 124 S. Doc. 112. STATEMENT-Continued. Nuts. Oats. Oil. Ports. Barrels. Casks. Boxes. Bushels. Barrels. Boxes. Silver Creek...... Dunkirk.................................... Barcelona................... Erie.51... 67,107 31........ Conneaut.3........... 18,406.. Ashtabula....2.895......::....... Madison Dock........ 6......... Fairport......... 28........... 8,000.6 Black River.. 28.. 12, 600 Vermillion.......... 2 47 4,096.. Cleveland.317 4 14 70,F91 794 157 Huron and Milan 6 1..60, 274 10... Sandusky............. 231 17 73,734 362 18 Fremont.............. 38................ 14,644 Toledo.192................ 70, 4,699 51 Monroe 33................ 5,962 63 Gibraltar....... Detroit.. 47,797 36......... Trenon................. "';6.....":.............0 Trenton............................... Saginaw.. Mackinaw........................ Green Bay................. GreenvBa.................... 3 Beaver Islands........3"..,o Grand Haven'........ St. Joseph's................. Sheboygan.. 85.................. Milw'aukie.......... 36,883 15.... Racine. 62, 739...... Kenosha. 33....:............ 46,453....... Waukegan.24, 662........ Chicago. 9...........'. 479,388 9.... Michigan City.......... 26, 120.. 978 69. 16 1,131,433 6,023 232 Canada....................2378 Total.. 978 (9 16 1,133,811 6,023 232 S. Doe. 112. 125 STATEMENT-Continued. Oilcake. Oilcloth. Oilstone. Paint. Ports.. - _ HIhds. Tons. Packages. Boxes. Barrels. Kegs. Silver Creek.................................. Dnllkijk........'....1...... 13......... Barcelodna..................................................... Erie 5 50 11...... 0....... Conneaut................... Ashtabtula.................................. Madison Dock......................... Fairport..................... 2 Black River':........... Vermillion.......................................... Cleveland...5... 0 210 7 25 5 2846 32 Sandusky -1.............. 14.....4.......... Fremoralt.............. Toledo........ 62 1,537 4 40 549 56 Monroe.,-............... Gibraltar....... i*-. Detroit................... Trenton..................... St. C air 7..........i.......9...'. e * o........ oaginawe............. 0................ M ackinal r......................................... GDetroi............0.... Bea er eolands.........................,....... St. Clair........................... St. Joseph'sagiw................................................. Mackinaw. Green a......................... a.................... Beaver Islands................... Grand ha...................................... Waukegan.. ~~~~~.:.. 2~2,.,.,...,................... CicagSt. Joseph's............. Sheboygan....... Mitwaukie........ Racine............. MiKenoshan iy.........................'Wankegan.............. 583 1,845 23 78 6,417 88 Cinada.......................................... TCanaa..i......... Total. 53 4.2... 7... 7 8 Total. _~..........__2_78:' 41 8 1i'26 S. Doc 1126 STATEMENT-Continued. Paper. Pianos. Plaster. Peas and beans. Ports, Bundles. Boxes. Rolls. Number. Tons. Barrels. Silver Creek................................... Dunkirk............................... Barcelona b.............. 5 Erie.................. 474 33.2............"' e 22 Conneaut.................6.... 68 Ashtabula 6........... 6., 2 Madison Dock...................... 6 o. Black Riverirport....................................... Vermillon............ o..... Cleveland............ 3)706 88 200 1 41 Huron and Milan....6...... ~Sandusky...6.......1 84 10 Premont................. 2*04 Toledo...... 580.e. 1000 3. 48 Monroe............ -................. 285 Gibtraltar..e 6,... ~ *..... Detroit........... 426......... 39 Trenton. e 6..................~.... St. Clair........ 1..... * a........ Saoinaw.......... * O *.............. Sagckinaw.................................................. Mackinaw. Green Bay........6............ Beaver Islands.............6... 6................... Grand Haven........................................ St. Josephs................. 6....... 6 Sheboygan................ Milwaukle... e6..... Racine........ 1................. 12 Kenosha....... Waukegati...........' 6. * 4 Chicago.......................... 3 10 Michigan City............................. 5,096 122 16200 18 89 753 Canada...............1 196 Total-.. aS. 9 12 1.......... f00.18. _ Total. 6 O De**e. 5,0(96 122 1, 200~ 18' 90 949 S Doci 11'2 127 STATEMIENT-Continuedo Poultry. Pork. Potatoes. Railroad Rags. ties. Ports. __ _ _ _ _ _ _ _ _ -_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _.__- __ —___; ___ Pounds. Boxes. Barrel's. Bushels. Number. Tons. Sacks. Silver Creek6................ Dunkirk.......................... Barcelona.................................. Ereul......... 8......... Conneaut.-....2..6 - 6 2 156................ Ashtabula............ d9 73 503....... Madison Dock..................... Fairport......... 300 1 113 321 Black River......138.......138......... Vermillion.................... 130 6............... Cleveland.................. 50 5,089 480.............. 320 Huron and Milan.................... 255 229....... 2 180 Sardusky... 15 1 371 145............ 84 Premont 15.... *....150. Toledo........ ~....O.... oe9, 259 19736. ~ 9e x48 453 Monroe.. 89 1105..................,................... Gibraltar.................. o............. Detroit............oe286 25746../..... 15 7,6.8 St. Clair.o.. 200..................... 200.......... Saginaw......*......... *................... Mackinaw.....d o*.. ***..I............ 0................. Green Bay..... - *. -... 26...... 15 Beaver Islands. 6 o. o............-* etZ *ee ***... 121 Grand aven................. Ha.. I St. Joseph's....................................................... d Sheboygan......124.................. 124.. Milwaukie...................... 1333 10................ 493 Racine.............................. eno ha............... o 96 Waukegan.............................. 1 Chicago.9,215 234....... 9700 Michigan City......4,833-....... 300 75 32,814 10,095 27 10,288 Canada............... 11 1,351 12334 64 20 Total.300 75 3,825 11446 12,334 33 10,30. Total... -[ 0 5 22 114461, $334 [......... 128 S. Doe. 112. STATEMENT-Continued. e=. _. * R, eer. Rot. Rope..i, Reapers. Roots. Rope. Rye. Saleeratus. Sausages. Ports. -_ - -.No. Barrels. Pkg's. Bushels. Boxes. Barrels. Barrels. Silver Creek.................. Duhnkirk.ve.......................... Barcelona......... E, ie~~...............]~[[....~;.....'75i Erie....6 7 534....... 7.... 16 Conneat..............................., o Ashtabula................. 144.o Madison Dock. Fairport *.......... 188.............~8 Black River........................... Vermiilion....... Cleveland.........26 90 89 197 11 Huron and Milan.... 2................,.... Sandusky........ 1 3....... 8,892 e..... 27 4: Fremont.............. e 5 Toledo................ 178 105 51 6 Monroe......... 6.... Gibraltar....1.... Detroit...12 1. 169 203 Trenton........ St. Clai r................. Sainaw................................ Mackinaw..,...., Green Bay................. Beaver Islands....... Grand Haven................. e.. 44.. St. Joseph's................... Sheboy-'an.................................... Milwaukiew. e..................... 79.... Racine -...... w............................. Kenosha............ ee................ Waukegan................................... Chicago.. 175.............. Michigan City..100 3....... 2E9 202 138 19,348 270 617 46 Canada.............. 87 Total.c... 289 202 138 19,435 270 617 | 46 S. Doe. 112. 129 STATEMENT —-Continued. Sheep. Sheep-skins. Seed. Ports. -No. - Tons. Bundles. Barrels. Boxes. Casks. Silver Creek.................. Dunkirk........... iBarcelona................ Erie.162....... e 856 11 28 [.:::::: Conneaut....1........0..,. 1 12............0 Ashtabula............... 224 Madison Dock................. ".......... Fairport... 801 *.. 101......... e * ef e.Black River................ 70.............. 295 Cleveland.....5,363. 117 7.,~ 5,' i36............ Hur.on and Milan...2.......... Sandusky..... 9,075......... 746 1,091.. 3 Fremont.11.......... 53.:Fremont..........,...........'....~..... 53..................e.o Toledo............ 1, 900......... 942 358 37 63 Monroe. 1.. 1-4 18 8..O...... G3ibraltar..................70..18 Trenton........................................................1 St. Clair............. 3..............3.............. e s Saginaw...8.........606.35.3............. e......... MackiTre ntonaw........................... Green Bay.............:.........e..e.. BeGrand avends.................................14....::~] St. Joseph's........2.............,.................... Shehoygan......... f.............. Milwaukie.........,.......... 37................... Racine............................... 70.51............. Kenosha................. 30.................... Wraukegan..... Chicago........... 125.7 281 1, 722 1. 201......: 18s, 16 7 5,333 37)6 277 112 Canada...590.... 2043 52 Total.,.e9... 78, 9376,3 3,758 277 112 if)~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 130 S. Doc. 112. STATEMENT-Continued. Stone. Soap. Starch. Ports. -. _ - Tons. Boxes. Beuxes. Barrels. Boxes. ~~~~~~~~~.. _..........._ Silver Creek.................................... Dunkirk...................... Barcelona............e......... Erie...*...................1............ 227 62 Conneaut........................ Corm~~~an t ~.......................,..........................o........... Ashtabula..................................... Madison Dock.................................... Fairport.......................................... Black River................................................... Verm~~~~lion ~ ~ ~......................... Vermilion..............::: Cleveland..... 221....... 42............ Hiuron and Milan................................................... Sandusky....................... Fremont............................................ Toledo.... 184 174............. 35 Monroe................................................. Gibraltar........................... Detroit..... 0....................... Trenton............... St. Clair................................, Sagi naw.... Gren CEai...........................'................................' Mackinaw.................. Green Bay........... Beaver Islands......."...........'Grand Havene0*-*sa "' "......................................... St. Joseph's............. Mackir, aw............I.. ~.........I............I...............................'.. Sheboygan.......... Milwaukie.....................1................................. Beaver Islands........I..............................., W auegan.,......... Kenoshica................................... kephsgan............................... Chicago.. 1.........1..... 117 Michigan City....................................... Cnd461 485 338 227 3, 206 Canada...........................................................ns..4._.....338..227 Total.2,172 485 338 227 3, 2017 Canad ~ 1,.............. S. Doc. 112. 131 STATEMENT-Co0ntinued. Staves. Stave bolls. Sundries. Tallow. Tea. Tin. Ports. Cords. Packsges, Barrels. Chests. Boxes. boxes, &c. Silver Creek......... Dunkirk..... 67.....: Barcelona.... 35......... Erie.. 1,117...155 106 Conneaut.................. As htabulA 1,754......... 582 2 Ill Madison Dock.55......................... Farport.............. 313... 2629 Black River....... 837 2............ Vermilion.. 584................ Cleveland.......... 112..:: 1,246 104 5 Huron and Milan.. 1,060....!9 146 1 Sandoky... 12........... 566 292 26 Fremont... g6e........ 34 13........... Toledo.. 989..1, 012 728 2 1 Monroe...... 195...... 82............... Gibraltar......... 616...7 Detroit 595....1,431 Trenton.. 240............. SC. C.............. 3............... Saoinan Ml.. 38................I..........I..... Mackinaw....3...................... Greent..................21.......... 2 Beaver d............... 8.. Grand Haven........ 52 6......,. Joseph's.................................... Sheboygan..200............1 6 Milwaukie................ 436..... Racine....;........... 44 82 Kenosa.......................... 2 Wauken...... 12........................ Chicago. 60.1,464 814..........s Michigan City,.2 26........... 10,6'39..n...6,924.2,32 62 66 Caeena.57 31B................................ Total..10,696 31k 6,924 2,432 62 66 132 S. Doe. 112. STATEMENT —Continued, Tobacco. Tongues. Tripe. Type. Varnish.' Ports. Hhds. Boxes. Barrels. Barrels. Barrels. Boxes. Barrels. Silver Creek.. Dunkirk........ 2 2' ~ 212.................,.......... ~............... Dunkirk~~~~~~~~~~~~~~~21]]......1 Barcelona......5 2........ Erie.2 1............ Conneaut. 1 39 1.................................... Ashtabula........ 4 VMadison Dock.. ~ Fairport.................................................. Black River.... Vermilion......... Cleveland....... 319 203 77 204 26........ Huron and Milan. 12 Sandusky... 179 95.......... 3 7 3. Fremont.......... Toledo........... 886 477 17..... 2 1 Monroe.... 54........2.Gibraltar........... Detroit................ 35 1 Trenton................................... St. Clair.13............. Saginaw........ Mackinaw........................................................... Green Bay........................ Beaver Islands......................................... Grand Haven....................................................... St. Joseph's........................... Sheboygan....... Milwaukie. 1...........1....... 16 1 1........ Racine.......10............. Kenosha........... 7.... Waukegan........... 0hicago~~~~ ~~~~~~~~~~......... 324..........472... Michigan City................................................................. Canada ~~~1,417 832 18 217 219 113 10 anada................................................ Total........ —-',417i 852 ] 8 [ 217 21-9'"113' 1 S. Doc. 112. 133 STATEMENT-Continued. Veneering. Ware. Wine. Wheat. Ports. _~ Boxes. Tons. Packages. Boxes. Casks. Bushels. ~~~~~~~~~~~~ Siver Creek....................... Barcelona.............. 1....................... Conneaut.......................... 2. Ashtabula.............. Ashtabula.................................. -: a........ Madison Dock............................. Fairport. Black River... Vermilion..... 2,1 Clevelind.............2 83 24........ 673, 403 Huron and Milan.... "/."..... 2 67,728 Sandusky...... 4 17...... 619, 529 Fremont............''i......... 44,224 Toedo.5................ 802,564 Monr.e........ 168,664 Gibraltar................. Detroit.. 25.................. 512, 759 Trenton..................................... St. Clair..................................... Saginaw.*. M agkinaw............................. 3.................... M ackin aw...3 Green Bay.......... Beaver Islanda.......... Grand Haven.......... 30, 776 St. Joseph's....... 20,534 Sheboygan.2.......... Milwa[kie............2.... 83,602 Riaukine..................................... 104,902 Racina...........10, 902 Waukegan................................ 8 4 7 Kenosha....1............. 95, 894 W.aukegan...........82, 447 Chicago.....315, 598 Michigan City............................. 1" 96,812 39 2 107 116 1 3,948,655 Canada......................... 10-1 101,655 Total.......... 39 2 107 116 111 4,050,310 ~~~~~ ~~~ -l~{ 4,o~, 1 134 S. Doc. 112. STATEMENT-Continued. _..~ -. WOOD MANUFACTURES. Whiskey. Wool. -Ports. Sundry articles. Curriers' HandPorts. blocks. spikes. Barrels. Bales. Tons. Boxes. Bundles. No. No. Silver Creek......... _.. Dunkirk.. 2t. Barcelona.... 200................66....... Erie.235 2, 44........ 99 585.. 1,480 Conneaut... 74.... 4.. 4...e....42 Ashtabula....... 221............... 82........ Madison Dock..... e 156....... Fairport... 88 873... 141 173.. Black River.............. 887...............-....... Vermilion.1........................ Cleveland..... 23..... 27, 180 64 145 1,376 825 Huron and Milan..1,098................. Sandusky.......... 36'....:............. e:.. Fremont...25................. 12... Toledo............ "4,941 3,963....356.. Monroe......23 1,0362........ e3...... Gibraltar'.................. Detroit.....228 7,817.............. 185....... Trenton.............. St. Clair..................................................... Saginaw......................................... Mackinaw............. Green Bay............................................... Beaver Islands....................................... Grand Haven..:. 166....................... St. Joseph's.................................. Sheboygan........,.. 11.6 Milwaukie..... 38 1,004 23.................................. Racine........... 394... 27............ Kenosha.. 1 150....................... Waukegan............. 149.... e::';.........;::; Chicago......... 575 4, 728............... 20......... Michigan City..... 204..................................... -11,765 61,290 9L 3S7 3,132 825 1, 480 Canada......46 394........ 7 Total.... 1 _,765 61,336 48 38........7 3,139 825 1, 480 S. Doe. 112. 135 STATEMENT —Continued. WOOD MANUFACTURES. Ports. Oars. Wagon woods. Tn. M. f e..L,'' Tons. M. feet. No. Hubs Spokes. Pieces. Felloes. Silver Creek............ Dunkirk......................................... Barcelona...................... 4 5*9 *-*Erie.. ~~~ ~~~~~~~~40 41.3 55,792.38 4,000 Conneaut.......................... Ashtabula..................................... Madison Dock.............. I............. 4. Fairport.................. ]:.i*400 22t No........4, Black River...................... Vermilion...................... Cleveland......':.: 600..............0....... Huron and Milan......... Sandusky...................... Fremont.............................*.. 0 Toledo...........................................o......... o Monroe... 4.. —... o..,. e.,Gibraltar...... Detroit........................ Trenton.................................. St. Clair...................... e..* Sacinaw......................................... Mackinaa........ Green Bay..................'Beaver Islands........................ Grand Haven.................. St. Josephs...................... Sheboygan....................... Milwaukie.............. Racine...................... Kenosha................................... Waukegan................. Chicago......................... 40 413 85,792 1, 250 22,000 38 4,000 _Miciga Cit.......___. COanada.................~...... Total........... 40 413 85,792 1,250 22,000 38 4,000 C'TOHfHOUSE, BuFFALO, WM. KETCHUM., ebr' uary 19, 1852. Colledtor. 136 S. Doc. 112. Statement showing the estimated value of each aggregate of the several articles received at each of the several rorts in the district of Bufralo Creek coastwise and from Canada, and total values of all, for the year endcng the 31st December, 1851. RECEIVED AT BUFFALO. Quantities. Articles. Value. Packages. Pounds. Ashes................... 13, 721 casks......... 6,860,500 $2f91, 550 Ale........................... 62 barrels.. 1b,600 3 Ale........................... 39 dozen bottles. 720 Alcohol.....................,.. 789 casks.... 284, 040 16,569 Barley........................ 166, 188 bushels....... 7,977, 024 116,332 Beef;.:...........................54, 414 barrels..... 17, 412, 480 6,222 tierces....... 2, 488, 800 521,894 Beef.......................... 356 casks......... 178,000 Bark........................... 129 packages 12,900 645 Bacon and hams......... 236 boxes......... 70,800 Bacon and hams..... 4,215 barrels....... 1,348,800 Bacon and hams1,792 tieroes........ 716, 800 Bacon and hams............. 3, 540 casks.........,770000 405,765 Bacon and hams.............. 95 hogsheads 66, 500 Bacon and hams..124 tons1. 2,568,500 Beeswax..257 barrels...... 38,550 Beeswax..................... 9 casks......... 2, 700 8,890 Beeswax.. 32 boxes.......3,200 Brooms.., 2t0 dozen.... 22,800 3, 420 Broom-cor n.............. 5,238 bale s......... 1, 047, 600 Broom.-eorn.................... 8~ tons.........6,500 63,879 Books................. 340 boxes...... 102,000 8,500 Boots and shoes. 84 boxes........ 5,040 3,360 Bladders.. 7 barrels....... 2, 100 84 Butter....................... 19,251 kegs.... 1,925,100 Butter........................ 1, 229 firkins........ 122, 900 Butter 1, 156 barrels....... 289,000 234,859 Butter.. 18 casks......... 7,200 Butter......................! osed,0 Butter.~~~~~~~8 hog sheadls.... 4,800 J Beer-pumps................... 2.............. 100 10 Beer-bottles..1, 600....... 1, 600 24 Bath brick. 805..3,220 64 Brick.,37,800.............. 151,200 Brick.. 56 tons...... 11, 000' Bones....................... 5 tons....... 10,000 Bones......................... I7 osed:: 13501') Bones.~~~~~~~272 hogsheads...113, 5001,2 Bristles....................... 10 sacks 2....... i,000 400 Bristles.................. 20 600 Brandy...... 4 hogsheads................. Brandy......... 4 casks......... 4,200 Buffalo robes........... 3,246 bales......... 194,760 162, 300 Candles............... 3,551 boxes........ 106,530 21,306 Carpeting........... 57 rolls 1,140 1,710 Carriages.. 171...... 119,700 8,550 Cedar pot.1,530.... - 858 Cedar posts..42 cord......... 97,800. Cement...........521 barrels...... 156,300 1,042 Cheese...................... 163,099 boxes.......,........... Cheese........................ 701 casks.......................... 346,256 Cheese..........2 tonS.3,596,280 Cider........................ 84 barrels.......25200 252 Cigars....................... 57 cases........ 11, 400 2,850 Coal......................... 17,009 tons. 34,018,000 C8, 036 Copper........ 540 barrels........ Copper........................ 243 266, 700 Copper................m....... 15 masses.. 1,311,500 S. Doc., 112. 137 STATEMENT-Continued. RECEIVED AT BUFFALO. Quantities. Articles. Value. Packages. Pounds. Coffee....................... 53 sacks......... 5,300 $530 Corn O....... 5, 938,746 bushels....... 332,469,776 2,679, 436 Corn-meal........ 2, 929 barrels....... 632,664 5, 858 Cotton................... 310 bales. 139,500 13,950 Cranberries.... 1,417 barrels....... 198, 380 8,502 Deer-skins..................... 930 bales......... 130, 200 46, 500 Earthenware.... 154 casks........... Earthenware...................'"3 barrels...... Earthenware.... 116 crates....... 81,600 8,136 E9S..........g.......... 11, 432 barrels.... 15,600,480 91,456 Feathers...................... 3, 336 sacks. 166,800 66, 720 Felt.......................... 1,057 rolls.......... 10,570 528 Fish.......................... 9, 981 barres 2,994,300 59, 886 Firewood.... 82 cord..... 164,000 246 Flax and hemp................. 2,471 bales... 1,337,950 44, 478 Flaxseed.... 113 tons..........................) Flaxseed..................... 1, 338 sacks.................. I - 1, 609 Flaxseed................... 1, 857 barrels....... 648, 920 Flour...................... 1,216, 603 barrels...... 262, 786, 248 4,258, 110 Fruit, green...... 2, 108 barrels....... 210, 800 2, 108 Fruit, dried.................... 2, 095 barrels....................... Fruit, dried.................... 208 boxes.... 1.4,.71! 14, 711 Fruit, dried............. 153 baskets............. Fruit, dried.................... 303 sacks......... 528,850 Furniture...................... 327 boxes........... Furniture..................... 1, 925 packages........65, 400 Furniture..................... 2 tons......... 487, 100 Furs... 2,285packs........).. Furs....................... 115 boxes.......... 245,.900 Furs...................... 59 casks...... 245, 900 Ginseng...................... 22 Ginseng................... 7 boxes..................... 6,052 Ginseng...................... 195 packages 22,710 Glass..................... 3, 185 boxes...7,810 Glass....................... 18 tons........ 195, 250 Glass ware...........1....., 830 boxes........................ Glass ware................... 611 casks......................... Glass ware........... 710 packages..........360 Glass ware.................... 48 tons..... 533, 100 j Glue.... 291 barrels...... 29,100 4,365 Grease..................... 1, 154 barrels...... 259,650 17,310 Grindstones....4,753...................3 30, 598 GrindstonesO. I........ 1, 723 tons.. 3,921,30 Hats.......................... 180 cases........ 9, 000 4,500 Hair..................... 364 packages...... 109, 200 1,092 Hides...... 48013......... Hides..................... 604 bundles..... 188, 765 Hides.... 26 tons....... 3, 478, 950 High wines.................... 62, 780 casks........ 22, 600,800 627,800 Hogs.......................... 97,697.............. 9,769,700 635,011 Horned cattle... 8,594........ 5, 156, 400 257,820 Horses... 2,761..2,2087800 165, 660 Hops......................... 7 bales........ 2,100 784 Horns and hoofs...... 269 hogsheads.... 201, 750 4,304 Hardware........ 643 boxes.. O.. Hardware...81 barrels..........1... Hardware................... 2,010 bundles....18,.849 Hardware................. 890 pieces....' 209,726 J 138 So. Doc. 112. STATEMENT-Continued. RECEIVED AT BUFFALO. Quantities. Articles. Value. Packages. Pounds. Iron......... 6, 050 pieces...... Iron.....................7,.1861 tons. Iron........................... 540 casks........... Iron.......... 197 bundles 15, 412,260.Nails.......................... 3,951 kegs......... 395,100 15,804 Lard.......... 9,354 barrels....................... Lard... 2,482 casks... 282,156 Lard.2 577 kegs... 3,305,150 Lead.20888 pigs.......... Lead........................ 80 tons.......... 1, 622, 160 Lead pipe.. 18 packages...... 3,600 180 Leather..8, 343 rols. Lahr...............Ibo e......*..8 4 5 Leather.)~~~~ 1 boxes. ~~864, 550 75,l3 Lumber, black walnut........ 661, fes.......... Lumber, black walnut.......... 153 tons..........14,.000 Lumber, black walnut........ 1,511 pieces........ 3,706500 Oak timber............... 386, 967 feet.. Oak timber.................... 2,841 pieces".".: 74, 722 Oak timber.................... 6,2141 tons........ 41643,100) Ship-plank.................... 789, 142 feet......... 851, 000 15, 780 Lumber......................81,773, 633 feet.......... 245,318,000 8,995,100 Shingle bolls.3101 cords........ 465, 750 3,105 Laths..... 12,643 bundles....... 505, 720 2,928 Shingles.6,099 M... 1,219,800 15,245 Malt.......................... 896 bushels...... 26, 880 806 Machines 73............ Machinies.................... 21 pieces... 8, 260 Machines..................... 15 boxes.......92,200 Mattresses.......... 182 5, 460 1,092 Merchandise.654 boxes... Merchandise.1,590 packages................. 113,550 Merchandise.................. 47 bales 6;:7, 300 ) Medicines...................... 671akgs 550_~4 Medicines.~~~~~679 packages.... 35, 500 1,340 Nuts.......................... 978 barrels ) Nuts.... 69 casks..... 160,720 3,444 Nuts........................... 16 boxes......... Oat...... 1, 133,811 boshels. 36 281,952 340,143 Oil.........................6, 023 barrels.1.1,5 Oil........................ 232 boxes....... Oil-cloth...................... 23 packages..... 6 900 1,380 Oil-cake......... I.............. 583 hogsheads... 3,981,500 30,007 Oil-cake....................... 1,845 tons...... Oil-stones... 78 boxes........ 3, 120 156 Paint (clay)..6,417 barrels.... Paint (lead)... 88 kegs....... 1 Paper........................ 5,096 bundles......) Paper......................... 12'2 boxes....... 289,200 86,016 Paper.. 1,200 rolls ) Piaper.......................... 1,Orls.... Pianos......................... 18...........18. 9,000 1,800 Plaster... 90 tons......... 180, 0100 540 Peas and beans................. 949 barrels....... 189, 800 2, 847 Poultry...................... 300 pounds 4,05. 39 4,050 399 Poultry... 75 boxes......... Railroad ties................... 12, 734.............. 3,546,800 4,'202 Pork........................... 32, 825 barrels....... 10, 504, 000 393,900 Potatoes.............. 11, 446 bushels....... 686,760 6,868 Rags.....'........33~: tons.... Rags.. 33~~~~~~ ~~ ~~4 tons: 2,n18, 100 53, 202 Rags............. 10, 30s sacks... Reapers.. 89......... 231,200 57,800 S. Doc. 112. 139 STATEMENT-Continued. RECEIVED AT BUFFALO. Quantities. Articles. Value. Packages. Pounds. Roots....................... 202 bales 30,3.00 $1,010 Rope...138 packages.. 20, 700 2, 760 Rye...19, 435 bushels...... 1,088, 360 11,661 Salteratus................ 270 boxes......1 0 Saleradtus......... 617 barrels....... Sausages...................... 46 barrels 11,500 552 Sheepskins...................... 7 tons. Sheepskins......... I.... 7,3776 bundles 1, 489, 200 187, 900 Sheep...................... 18,906.............. 1,512,480 47, 265 Seed......................... 3, 758 barrels..... Seed....-.................... 277 boxes........ 745, 680 49, 710 Seed......................... 112 casks. S-tone.................. 2,7 os.......... 41 7,00 5 Stone... ~~~~~2,172 tons..... Stone... 485 boxes ~~~~~~~~~4, 373, 100' 8,456 Stone..........,....... I........ 485 boxes...... Soap....... 338 boxes....... 25, 350 1,014 Starch...................... 2 27 barrels....... Starch.................. 3,'206 boxes........ Staves....................... 10, 696,000. 99,144,000 320, 880 Stave bolls. 31 cords. 94,500 126 Sundries..6, 924 packages. 2,077,200 311,580 Tallow.................... 2, 432 barrels....... 608, 000 43, 776 Tea.......................... 62 chests........ 5,580 2,232 Tin...................... 66 boxes...... 6,600 660 Tobacco................... 1,417 hogsheads... Tobacco.. 852 boxes........ 1,717,900 207, 888 Tobacco...... 18 barrels.. Tongues...................... 217 barrels....... 69,440 3,255 Tripe......................... 219 barrels....... 70, 080 3,285 Type........................ 113 boxes. 11,300) 1,017 Varnish....................... 10 barrels. 4, 000 300 Venee, ing................... 39 boxes....... 7,800 780 Ware......................... 2 tons....... Ware.......................... 107 packages..:... Ware... 107 packages ~~~~~~36, 100 1, 497 Wine......................... 116 boxes.... Wine........................ 1! casks... 8080 2,155 Wheat........................ 4, 050, 310 bushels..... 240, 018, 600 9,835, 217 WVool................ 61, 336 ba!es...... o12,364,700 3,709,410 Wool......................... 483 tons. Wooden ware... 3, 516 packages 473, 050 14, 104 Curriers' blocks......... 825 33, 000 825 Handspikes................. 1,480........14,800 171 Oars........................... 40 tons.) Oars.......................... 413, 000 feet... 2,346, 520 63, 840 Oars... 857922.......... Wagon, woods........... 27, 288 pieces. 119, 152 1,637 Total pounds............................ 1,462,923,246 31,8899,951 Tons of 2,000 pounds..................... 731,461.1246......... 140 S.. Doe. 112., STATEMENT-Continued. RECEIVED AT DUNKIRK. Q..uantities. Articles. Value. Packages. Pounds. Ashes......................... 147 casks......... 91,850 $3,638 A le...........................!....................I....... Ale,.......!....................................................... Ale.................................. Barley........................ Beef~ ~ ~ ~ ~~i......................... 9 Be93,barrels.... Beef.......................... 4 7tiere.... 9 3,192,910 80, 675 Beef ~~~~~~~~487 tierces. Beef.......................... Beef ~~~~~~~~~~................................. Bark.co'adh................. Bacon and hams............ Bacon and hams.............. -i 1x tons.... Bacon and hams............... Bacon and haas............... ~ 833 barrels....... 270, 568 11,922 Bacon and hams.......... 2 cas....... Bacon and hams........... Beeswax.................... ) Beeswax...................... 4 barrels.... 600 I50 Beeswax.................... Broom s........................................................~.................... Broomsrn........... Broom-corn................... 200 bales......... 40, 00) 2, 400 Broom-corn. Books........................ 16 boxes......... 3, 200 400 Boots and shoes................ 4 boxes........, 200 160 Bladders.................................................................... Butter. Butter,... 6,230 kegs 63,80. 3.0 Butter...................... 639, 800 63, 700 Butter............. 56 barrels kButter.................... I Butter...:::J5 arl... Beer-pumps...................................................... Beer-bottles....................................... Bath brick................... 30,000:.120000 150' Brick...........................................................00..................... Brick............................ Bones............... Bristles............. Bristles. Brandy............ Brandy. Buffalo robes............. 11 bales I.. i 1100 5 Candles...................... 8 boxes..... 240 48 Carpeting.......... 3 rolls 90 90 Carriages... 3. 2,100 150 Cedar posts............. Cedar posts............ Cement............................ 10,C178 boxes. Cheese................... 1 204,160 20,392 Cheese.~2css Cheese,............. Cider.11 barrels.~ 3,300 33 Cigars..................................................................... Coal........................ 766 tons......... 1,532,000 3,064 6 barrels Copper.2masses......... 4;000 2,800 Copper............. )....... Coffee............... I sack......... 100 10 Corn. 4 697 bushels....... 263,032 2,113 Corn-meal..............6 barrels. 1,296 12 S. Doe. 112. 141 STATEMENT-Continued. RECEIVED AT DUNKIRK. Quantities. Articles. Value. Packages, Pounds. Cotton.............. _...... Cranberries.i!.......... 545 barrel s..]]]:] 87,200 3, 230 Deer-skins..................... 2 bales.. 280- 100 Earthenware.. * 2 casks.... ) Earthen ware.............. 2 crates........ 1, 400 132 Earthenware................... barrel......... ) Eggs..........1..., 1 203 barrels....... 192, 480 9, f24 Feathers...................... 118 sacks...... 5, 90......0 2, 360 Felt................................................. 68bres................... 3 70 Fish... 618 barrels....... 185, 400 3,708 Firewood...................... Flax and hemp................................................ Flaxseed............ ) Flaxseed..-......... 422 sacks 42, 200 1, 055 Flaxseed. Fllour......... 61,735 barrels....... 13, 334,760 216,072 Fruit, green............. -136 barrels............... 21, 760 136 Fruit, dried...... Flax an d h e m p................1................'.................. "...... Fruit, dried..................... Pruit, dried......0 Fruit, dried....................... lFuroiture...... ) Furniture........ 166 packages 33, 200 2,200 Furniture........,... Furs........e... ) Furs... 34 packs........ 3, 400 3,400 Furs...... e e.. * * * * * *. Ginseng........ Ginseng.................... 2 barrels..........380 32 Ginseng.. Glass'di ed........... Glass.................. 26 boes..........2 bo 1,300 52?riue................... Glass wre..................... Glass ware.................... Glass........ware... 158 packages........ 9,480 1, 738 Glass ware.................... Glassengr...................... Glue....... Grease................ 72 barrels....... 18,00 1,080 Grindstones................... a..............18,600 186 Grindstones................... Hats.12 cases........ 600 300 Hlalis.r................... Haids.. b e................... Hides pcae..... 9 48; 173,670 8,238 G ~ ~ ~ ~~~~~~~~~8bnlass wr........Hides....................2 High wines........ 485 casks 173, 800 4, 857 Hogs................. 14,743... 1, 474, 300 95, 829 Horned ca ttle... 1,455... 873, 000. 43, 650 Horses................ 279..223 200 16,740 Hopse.............................. Horns and hoofs....... 6 casks................. 3, 000 96 Hardware... 1 Hardware. 27 packages..'.... 1, 310 224 Hardware............... Hard ware....... e.. Iron......................................................... Iron... e........... Iron::..... o.e *#-I..... O... 00.#.... Ile 00 96 e 142 S. Doe. 112. STATEMENT-Continued. RECEIVED AT DUNKIRK, Quantities. Articles. Value. Packages. Pounds. Nails....................... 158 kegs......... 15, 800 $513 L~~~~~~~~~~~I 6 ardel.......... Lard. a. a.. 1 a,269 bar'rels..~ 342,250 27, 380 Lard................ 250 kegs. Lard................ Lead pipe.........................ke... Lead................................ Lead p ipe.................................................. Leather, black......t......... 192..ol.... 39000ol.s.........1 Leather............... 2boxes...... Lumber, black Walnut.................................. Lumber, black walnut... Lumber, black walnut..............................loo~u Oak timber... Oak timber.. 60 M feet....... 3, 000, 000 8,400 Oak timber... Ship-plank.................................................. Lumber....................... 82 M feet... 205,1000 9. Shingle bolls........................ Laths..................... 245 M pieces 5, 000 1,225 Shingles.. Bhnls............................................................................. Malt...................................................................... Machines.. ) Madhines...................... 13 boxes 9,500 950 Mlachines.... Jatteesses~~~~~~~~~~'..... M /attresses.................................. /...........................,.......... Merchandise................ Mer.han.ise..1,073 packages 2, 54 Merchandise........... 242,600 n56,450 Merchandise. Medicines................... 4 packages 200 48 Nuts...... Nuts........ 9 barrels....... 1,500 27 Oats........................... 634 bushels,....... 20, 288 190 Oil........ 222 barrel s 66, 600 5 550 Oil.cloth..................... 15 boxes........ 4, 500 900 Oil-cake............................................................... Oil cake.............................................................. Oil-stones........................ Paint (clay)... Paint (lead).. ~~~~~~22 barrels 6,600 77 Paint (lead).. Paper.. Paper..................... 48 bundles...... 2, 000. 768 Paper......... Pianos.................. 3.............. 2,000 300 Plaster........... 1 ton........... 2,000 12 Peas and beans........................................... Poultry................ 1,000....... Ponltry........................ 67 boxes.. 4,000 415 Railroad ties................ Pork. 1, 762 barrels....... 564, 000 24,204 Potatoes..2,005 bushels....... 120, 000 1,203 Rags.........0................ 14 sacks. 2,800 70 Rags........................ Reapers....................... 1.............. 1,000 200 Roots.................. Rope............... 55 packages 1,100 1,100 Rye.. 260 S. Doc. 1 12. 143 STA T EME N T-Continued. RECEIVED AT DUNKIRK. Quantities. Articles.. Value. Packages. Pounds. Salamratusbarl Saratus....... I...... 13 barrels....,. e.59 000 $ 260 Sauserauges................ Sausages *........e ~ ~ e e e * o *....................,....................... Sheepskins.........bu dles......... e. 1, 400 175 Sheepskins. ) -.. Sheep........... 1 062.......... 85, 000 2,655 Seed........... Seed.*oe4...t 220 barrels... 35600 2,46 Seed.. 6 sacks. Seed. Stone............. 88 boxes....... 4, 400 352 Stone........ Soap...................... 20 boxes 1,500 60 Starch........4 boxes 120........8 Starch........4 b......' Stav~~~~~I oes. Staves................ -................*..................................... Stave bolls...............O............................. Sundries... 573 packages'.162, 000 1719 900 Tallow..... 236 barrels...... 71,000 49 248 Tea...... Tea @.. ~ *.........................., T in...................................................... e *........... Tobacco............ 92 hogsheads.... ) Tobacco.. 167 boxes.-.. 133,700 18,588 Tobacco.............. 10 kes. ) Tongues..O@e.........I.. 9 barrels....... 2, 880 135 Tripe............................................. Type............ Tarnish. - * Veneering......... Ware.............. } 100 packages 32, 300 1 050 Ware... Winee.. 3 boxes........ 300 15 Wine. * 17,640.... Wheat............. 4, 442 bushels.. 2669,520 3, 331 W ool........................1.. Wool ~~~~~~~~~~~~~~~~658, 800 17 4 Wol................. It...... Wool.,,. *,..,., } 3,294 bales. Wooden ware...... 40 packages. 79 460 373 Curriers' blocks................................................................... Handspikes o..................................................... 0. Oars.........,..............................,..........,................... Oars........................................... Oars......................... el... o.......................... Wagon woods..................... *......................... Total pounds............................ 29, 374,879 959, 857 Tons of 2,000 pounds............................ 14, 687.879........... 144 S` Doe. 112. STATEMENT Continued. RECEIVED AT TONAWANDA. Quantities. Articles. Value. Packages. Pounds. Ashes...................... 1, 168 casks......... 584, 000 $23, 360 Ale.............. Alcohol.......................................................... Barley. 420 bushels. 20, 160'94 Beef.... Beef..............~............. 1,803 barrels... 576i,960 14,424 Beef....................... Bark........................................ Bacon and hams......... Bacon and hams........... Bacon and hams...........1005,592 70 391 Bacon and hams................. Bacon and hams.. i Bacon and hams............. Beeswax................................................................. Beeswax..........I,GQ.G GGG1 Beswx.......,.....,.................,................,............ Beeswax... Broom-corn...... Broom-cora...................................................... Broom-corn......................................G.. Boots and. shoes.................... Bladders......................... Butter.......... Butter.... G........... Butter..................................... 137, 817 13, 781 Butter.................... Butter. Beer-pumps............................................................ Beer-bottles.................................................. Bath brick......................................................... rik.......................,......................................,...... Brick. Brick........... 1................ Bones~~~~~~~~~~~.................... Bones~~~~~~....................... Bristles G..o.............!................G B randy.................. I....................................... o.............. Bristles.................... Brandy -.................................. Brandy robes.................................. Buffalo robes.................. Carpeting................................................... Carriages.............................................................. Cedar post................................................ Cedar posts.''Cedar posts................................................................. Cement..................... Cheese. Ce'ese... 76, 683 460 CheeseG......................... 7,6 3 4 0 Cheese.......4,. Cider............................................................................. Cigars........................................ Coal........................ Copper~~ ~ ~'"............................'.................... Copper.~~~~~~~~~~~~~~~~~'1............ Copper..... Coffee......................................................... Corn.................... 207, 773 bushels...... 11,835,288[ 83, 101 Corn-meal.G... I Co... S. Doe. 112. 145 STATEMENT-Continued. RECEIVED AT TONAWANDA. Quantities. Articles. Value. Packages. Pounds. Cotton.......................................................................... Cranberries..................................................................... Deer-skins...................................................... Earthenware....... Earthenware.................... ~?..................... 11,750 I,175 Earthenware............ ) Eggs.................. 156-barrels....... 21,806 1,240 Feathers........ Felt......................................................... Fish... 2 barrels 640 19 Firewood...................... 16, 147 cords....... 48,441,000 32,294 Flax and hemp...... 3, 57 1,746 Flaxseed.............................................................. Flaxseed........................... Flaxseed............................. Flour........ 170, 181 barrels 36,759;096 595, 633 Fruit, green.................................... Fruit, dried...... 10629 1,062 Fruit, dried............. Fruit, dried.................................................... Fruit, dried............................................................ Furniture........ Furniture................ 19,031 1,900 Furniture........ Fuars.......................... 3I0 10 Furs........... Furs 3, 200 4, 000 Furs.ee.B*,,,,','* Ginseng.................. Ginseng...................... Ginseng....................... Glass.. Glass ware............... Glass ware............................................ Glass ware......................... ".................................et....... Glass ware. Glue.............. Glue~~~ ~ ~ ~.....................................I......................... Grease...............~;........ Grindstones............... Grindstones............................................. H ats................... 4............................ Hats~~~~~~~~~...... Hair................................ Hides.......... Hides.............................. 13,940 69.' Hides........ High wines............ 11,895 gallons 107, 100 2,980 Horned cattle...........::::::::::: Horses......,.........,...,.,.. Horndpatl........................................................ Horns and hoofs............................................ Hardware................................................... Hardware.............e...e Hardware..... Hardware.......... Haronar..............,......................................................... Iron................... Ironl....,.........~,...,...........' Iron.. Iron........ Nails1 146 S. Doc. 112. STATEMENT-Continued. RECEIVED AT TONAWANDA. Quantities. Articles. Value. Packages. Pounds. Lard..,. Lard.. 4,450 barrel........ 1,1127 7597. Lard.................. Lard.................... Lead......................... Lead pipe...-............................. Leather....................*-. Lead per...........................................8......8..... Leather...8. 5858 1**594 Lumber, black walnut......................... Lumber, black walnut..,............................................ Lumber, black waln!ut................................................ Oak timber..........................,ik@ timber r............ 1,013, 849 feet....... 4,516, 5 141,960 ShipO ank. imbe. r@........................... Lumb........ 157 141, 878 feet........... 45,425,00, 515,856 hilngkm., 55 M*. e11,M4 1,382 MShalta..................... Mahi......... O........,.......... o...f *............. 0 a Machines.................. Mattres..ses * **.....*. f.SS* f>. oe0st*e@ * —- b*b*.e* Merchandtsse.........,...o................... Merchandise......'"'~~ ~ ~ ~ ~~~~~..... I....... 0......... s M erchan ise.......s.....................'11.................. Medicines s.................. Nuts O - 0 -...................... Nuts.'a.,,. 1. WWav eNutr adise s................................. Outs............................... Oatis..............................................................3 145 Oil cn. O........... Oil-clothes..................... Oil-cake....... -.....,11 s % % e * % - % ** v e X * * X X *@ @ * e * e t' 2,912 70lXi Oil-cake....... -............. Oil-stones.,.., o.......... a, O.'. Paint (clay)... * e.........': Paint (lead)...................................................... Paper.............................. e a*. e............................ Paper...................................................e Paper....................... Pianos......................... Plaster...................................................................... Peas and beans.... 83 bushels 4,980 Poultry......... e........,............. Poultry........o Poain ltrady............................................... ]Railroad ties..... "0.... Pork..... 2, 257 barrels.722,240 27 O8t Potatoes.... 238 bushels....14, 280 14 Pape........................................................... Rags................................................................. Reapers................................................................. Roots.................................... Rope.................................... *............................. Rye................................................... Salratus............................................................... aleratus..,............ *.......... -':, S. Doc. 112, 147 STATERMENT-Continued. RECEIVED AT TONAWANDA. (Quantities. Articles. Valu*. Packages. Pounds. Sausages.,....................................... Sheepskins........ Sheeps...,..................................................... Sheepkins....................... Sheepd................... Seedt.....,................ Seed.n....,,,9.... @.....33, 898 2, 233 Stone........... iStone..v *... e e~oo r~e e e * — 333,890 667 Soap............-................. Starch........................ Starch................................ Staves. 6,729,725, No.. 62,917,459 201,870 Stave bolls............................................................ Sundries............................. 861,035 86000 Tallow........... 11,150 669 Tea.... ee.e..l....... t.......De.......... Tin....................... Tobacco.......).. Tobacco........................ 190,401 11, 424 Tobacco.............. Tongues..................................o Tripe........ *0....................... Type........................ Varnish............. Veneering....... e.......................... Vare...,........................................ WVare............ W.are..........I.......... Wine....,............................ Wine,...,,................................ Wheat... 162, 669 bushels.... 9,760, 140 113, 868 Wool....................... Woodle ware........................., 1. 71. Wooden ware.............................................................. Curriers' blocks.................................................... Handspikes................. Oars............................. Oars............................................................. Oars.......,,,................ a Wagon woods.................... Total pounds....................... 226, 422,241 2, 089, 663 Tons of 2, 000 pounds..... 113,211.241........... 148 S. -Doc. 112. STATEMENT Continued. Aggregate quanti- Aggregate value ties received at of each artiArticles. Buffalo, Dun- cle received at kirk, and Ton- Buffalo, Dunnawanda. kirk, and Tonawanda. Pounds. Ashes.............................. 7,536 350 $318, 548 Ale -.......................................... 19,320 388 Alcohol -.................. 284,040 16, 569 Barley........................... ---—........... 7,997,184 116, 626 Beef -.-..-..-......... O.............. 23, 849,159 616, 993 Bark......................,............ 12900 645 Bacon and hams................... 7, 817,552 488, 078 Beeswax.......................... 45,050 9,010 Brooms...............22, 800 3, 420 Broom-corn...................................... 1,104, 100 66, 279 Books........................ 105,200 8,900 Boots and shoes.......................... 5,240 3, 520 Bladders..................... 2,100 84 Butter............ 3,126, 617 312,340 Beer-pumps,............................... 100 10 Beer-bottles....................... 1, 600 24 Bath brick.................. 123, 220 214 Brick..................................... 263,200 330 Bones................................. 123, 500 1, 820 Bristles....... 2, 600 400 Brandy... D........................... 4,200 1,480 Buffalo robes........... 195, 860 162, 850 Candles......106, 770 21,354 Carpeting.....................~ 1,230 1,800 Carriages....... 121,800 8,700 Cedar posts.............9............ 97,800 -858 Cement..,,., 156, 300 1,042 Cheese............ 3,877,123 371,248 Cider..................... 28, 5L,0 285 Cigars............................... 11,400 2,850 Coal................... 35, 550, 000 71, 100 Copper.................. 1,312, 500 269, 500 Coffee.......... 5, 400 540 Corn........ *......... 344,568, 096 2, 757, 658 Corn-meal..................... 633,960 5, 870 Cotton...., 139,500 13, 950 Cranberries......... -.. 285,580 11,732 Deer-skins......... o............. 130, 480 46, 600 Earthenware.............................. 83,000 8,268 Eggs...................... 15,814,766 10'2,320 Feathers............................................ 17, 270 69, 080 Felt........... 10,570 528 Fish........... 3,180,340 63,613 Firewood.................. 6... 48, 605, 000 32, 540 Flax and hemp.........1..........................', 341,207 46, 224 Flaxseed........ 691,120 22, 664 Flour............... 312,880,104 5,069,815 Frtuit, green.......... 232, 560 2,244 Fruit, dried.... 539, 419 15, 773 Furniture.............................53, 931 69, 500 Furs..... 252,500 253, 300 Ginseng............................... 23, 090 6,084 Glass.... 196,550 7, 862 Glass ware....... 542,580 35,098 Glue......, 29, 100 4,365 Grease.....................2.. 77,650 18, 390 Grindstones.................,...........,, 3,939, 900 30, 784 Hat.............. 9,600 4,800 H'air.... a e,. O,e, a..'. ~ 0 to 9 0. 0 0. O I a 0 0 0 0 0. * I 109, 200 1, 092 S. Doc. 112. 149 STATEMENT-Continued. Aggregate quanti- Aggregate value ties received at of each artiBuffalo, Dun- cle received at kirk, and Ton- Buffalo,' Dunawanda. kirk, and Tonawanda. Pounds. Hides...... 3,666,560 $197, 700 High wines..... 22,882,700 631,637 Hogs...... 11,244,000 730,840 Horned cattle......6,029, 400 301,470 Horses....... 2,432,000 182,400 Hops....... 2, 100 784 Horns and hoofs".............................. 204,750 4,400 Hardware....... 211,030 19,173 Iron...........................15,412,260 301,436 Nails...... 410,900 16,317 Lard..... 4,759,997 $387, 419 Lead..........: 1,6 ~22, 160 -81,110 Lead piye............. 3,600 180 Leather....... 962, 4016 786, 880 Lumber, black walnut.......3,706,500 14,000 Oak timber....... 2, 159,600 225,082 Ship-plank............ 851,000 15,780 Lumber........... 290, 948, 000 9, 511,858 Shingle bolls....... 465, 750 3, 105 Laths....... 510, 720 4, 153 Shingles...... 1,331,200 16, 627 Malt...... 26, 880 806 Machines..... 161,253 11,718 Mattresses............................5, 460 1,092 Merchandise.......... 929, 9100 170,000 Medicines..... 33,700 1,388 Nuts.....................................1... 6 162, 220 3,471 Oats............. 36, 637, 760 343, 478 Oil....... 2,074,860 173,657 Oil-cloth..................... 11,400 2,280 Oil-cake........................................ 4,004, 412 30, 177 Oil-stones....... 3, 120 156 Paint (clay).............1,940,500 22,9716 Paint (cleay)...............................:..... Piaper............ 291,200 86,784 Poultry.................................. 8,200 814 Potatoes...... 821, 040. 8,213 Ragst............................. 2,130,900 53,272 Reapers................................. 232,200 58,000 Roolt.......................................... 30,300 1,010 Rope......21,800 3, 860 Rye........................1 088,360 11,661 Sagsr..................................................! 2~ 198,210 13,715 Sausages...... 11,500 552 Sheepskins............ 1,490,600 188,075 Sheep........ ~~~~~~~~~ ~ ~~~~~1,597,480 49,920 Seed...............8... 15,178 54,596 Stone....... 4,711,390 9,475 Soaps..........26,850 1,074 Starch......1407......... 140700 8,.036 Staves...... 162,061,459 522,750 Stave bolls......... 94,500 126 Sandries................3 100, 235 569, 480 150 S. Doe. 112I STATEMENT-Continue d. Aggregate quanti- Aggregate value —,~~~ ~ ties received at of each artiArticles. Buffalo, Dun- cle received at kirk, and Ton- Buialo, Dunawanda. kirk, and Tonawanda. Povnds. Tallow...e........................... 690,150, $48,729 Tea............ 5,580 2, 232 Tin................................. 6,600 660 Tobacco....................................... 2,142,001 237, 900 Tongues.......................... 72, 320 3,390 Tripe.......................f...f 70,080 3,285 Type.................................... 11,300 1,017, YVarnish................................ 4,000 300 Yeneering............. 7,800 780 Ware..................,68,400 2,547 Wine............................. 8,380 2, 170 Wheat............. *................. 250,045,260 2,9 5,416 Wool............................................... 13,166,221 3,949,866 Wooden ware.........f... 480,510 14, 477 Curriers' blocks...................................... 33, 000 825 Handspikes........................ 14.800 177 Oars..................2,346,520 63,840 Wagon woods........... 11o 152 1 -637 Total pounds.............................. 1,718, 720,366 34,939 471 Tons of 2,000 poaunds.......................... 859,360.366.............. S. Doc. 112. 151 Recapitulation showing the totalvalue and quantity of all property received from and shipped to the westward, in the district of Buffalo Creek, during the year ending December 31, 1851. Tons of 2,000 Value. pounds. Received atBuffalo.................................... 731, 462 $31,889,951 Dunkirk......... 57,138 4,000,000 Tonawanda......................................... 113,211 2,089,663 Totals.......................... 901,811 37,979,614 Shipped at — Buffalo................................. 204,536 44,201,720 Dunkirk......................15 867 5, 394, 780 Tonawanda................................. 5, 037 1, 692, 423 Totals........................ 225,440 51,288,923 Grand totals......................... 1, 127, 251 89,268,53 DiSTRICT OF BUFFALO CREEK, N. Y., CUSTOM-OUSE, BUFFALO, February 19, 1852. WM. KETCHUM, Collector. ~152 ~S. Doc. 112. An account of the principal articles of Joreign produce, growth ad ma ofacture, eorted to the British North American colonies, i British and American vessels,from the districtof Buffalo Creekfor theyear ending December 31, 1851. AMERICAN ]]RITISI TOTAL. VEWiSELS. VESSELS. Articles. Quantity. Value. Value. Value. Tea......... pounds. 143,457 $40,422 $23,45 $6380 Cof.. fedo....- 46,849 2,604 1,866 447 Dry goods --- 7,920 5,439 13,359 Medicin............. 3,701 1,690 5391..Crockery- -......... 1,013 672 1685 Toys ---.....~..... 474 787 1261.Tin plate... boxes.. 73 179 672 851...Raisins. pounds. 10,175 193 865 1058 Lemons1boxes. 155 280 463 743 Nuts-........pounds. 4,897 357 116 473 Pepper ------— do... 3,140 119 183 302 Oranges. -boxes.. 83 271 72' 343 Pimento -----— pounds. 2,122 115 110 225 Logwood..do.. 4,496 31 220 251 Currants. do... 2,-400 105 74 179 Cassia...-do.. 73 11 12 23 Indigo. —------. do... 1419 58 83 141 Figrs.do..-. 501 41. 9 50 Madder -do..-. 7.15 35 41 76 Ginger -do.. 799 32 35 ~ 67 Bonnets, Leghorn... N.o.. 285...3.. 55:355 Sundries... 445 1),321' 1,766 58,406 38,543 96,949 *WM. KETCHUM, Collector. CusToM-HousE, Buffalo, New York, -January 1,. 1852. S. Doc. 112. 153 An account of the principal articles of the growth, produce, and manufacture of the United States, exportedfrom the district of Buffalo Creelk, New York, to the British North American colonies, in British and American vessels,for the year ending December 31, 185 1. AMERICAN BRITISH YES- TOTAL. VESSELS. SELS. Articles. Quantity. Value. Value. Value. Dry goods...........$51,991 $55,563 $107,554 Groceries................... 25,511 26,891 52,402 Sundries.-. 43,875 22,970 66,845 Manufactures of iron........... 47,900 46,345 94,245 Manufactures of wood - 12,860 9,884 22,744 Furniture.................... 8,063 5,724 13,787 Books and stationery.............. -9,889 7,278 17,167 Oysters..................... 2,059 871 2,930 Marble and stone........ 1,746 2,511 4,257 Drugs and medicines. 3,082 7,311 10,393 Glass ware....................... 4,557 5,362 9,919 Spirits. —---- 7,921 gallons 1,047 1,239 2,286 Grain.. 8,742 bushels 4,523 876 5,399 Cheese............ 44,565 pounds 1,191 1,305 2,496 Fish, dry.. 30,391 pounds 600 296 896 Fish, pickled. - 120 barrels 546 237 783 Oil. 4,450 gallons 2,260 2,115 4,375 Skins and furs..-. 57,062 pounds 4,804 5,987 10,791 Roots and shoes.... 7,998 pairs 7,736 4,499 12,235 Salt... 2,182 barrels 1,597 675 2,272 Lard. -. 14,917 pounds 1,070 129 1,199 Leather... 61,164 pounds 4,321 6,871 11,192 Hams and bacon.... 9,638 pounds 322 161 483 Beef and pork....... 620 barrels 2,763 4,194 6,957 Tobacco.... 49,259 pounds 6,084 4,093 10,177 Sugar. 76,197 pounds 2,820 1,768 4,588 Broom corn.. 50 tons 158 1,650 1,808 Coal.. 450 tons 1,637 1,156 2.793 Cordage - 10,400 pounds 703 796 1,499 Cattle 25 number 1,325 480 1,805 Clocks..... 1,129 number 2,334 567 2,901 Tallow. 139,274 pounds 3,931 5,732 9,663 263,305 235,536 498,841 WM. KETCHUM. Collector. CUSTOM-HOUSE, Buffalo, New York, January 1, 1852. An account of the principal articles of foreign produce and manufacture, with the values and amounts of duty, entitled to drawback, exported to the British North American colonies, in British and American vessels, during the year ending December 31, 1851.......... _..... I.............. AMERICAN VESSELS. BRITISH VESSELS. Articles. Quantity. _ _ _ Total value. Total duty. Value. Duty. Value. Duty. Dry goods............... $3,280 $ $84 70 $3,280 00 $884 70 Sugar...................... 219,080 pounds 3,674 1,081 83 $2,335 $6S8 72 6,009 00 1,770 55 Wine.... -- 20 qr. casks 152 59 28...52.............. 00 59 28 Brandy 3 hif. pipes 127 127 0 - - - - 127 00 127 00 Dry hides.................. 2,000 1,126 54 89 3,449 168 14 4,575 00 223 03 Calf-skins..... — - 20 dozen 151 30 20... 151 00 30 20 Machinery.. 7 cases3,404 1,021 20 3,404 00 1,021 20 Boiler plates -........... |105 327 95 65 327 00 95 65 Raisins..... 100 boxes 133 53 20 133 00 53 20 8,510 2,237 90 9,648 2,026 91 18,158 00 4,264 81,~~........... WM. KETCHUM, Collector. CUSTOM-HOUSE, Buffalo, New York, January 1, 1S52. An account of the principal articles, quantities, and values, imported into the district of Buffalo Creek, New York, from the British North American colonies, in American and British vessels, with the amount of duty received, for the year ending December 31, 1861. AMERICAN VESSELS. BRITISH VESSELS. TOTAL. Articles. Quantity. Value Duty Value. DutValue. Duty. ~~Lumber-.......... 30, 244,739 feet.......... $26,653 32 $5, 330 60 $113, 5 2 $22,703 20 $140, 168 84 $28,033 80 Saw-logs............. 8, 990, 325 feet.......... 6, 687 90 5,348 45 4,869 65 Dressed lumber............. 151,503 feet..... 855 58 256 67.....256 67.... ~Timber~.............. 409, 001. feet.......... 1,582 65 316 53 9957 20 1,991 45 11,539 85 2,307 98 Shingles —--- -......... 2,749,172........... 484 11 145 22 2252 50 675 79 2,736 61 821 01 Railroad ties.... 16,424......200 90 40 18 2,123 19 424 65 2,324 09 464 83 Railroad iron............. 5,091 tons...... 69,~238 28 20, 771 49 66,941 21 20, 082 37 136, 159 49'40, 853 84~ Wool................... 115, 8781 pounds..... 15, 550 57 4,605 22 2,717 89 815 39 18,068 46 5, 420 61 - Sheepskins.70,888................ 6,988 31 349 42 1,283 95 64 18 8,273 26 413 60 Grain................. 36, 8084 bushels.... 4,911 10 982 21 13,721 21 2,754 26 18,682 31 3,736 47 Flour.................. 974 barrels.... 185 70 37 14'131 16 26 24 316 86 63 38, Fruit................. 2, 298 bushels.... 357 02 7 1 44 223 69 44 70 580 71 116 14 Horned cate530........ 3,052 03 610 38 135 68 27 14 3, 187 71 637 5 2 Horses................ 114. —------ 3,289 30 657 85 590 24 118 05 3, 879 54 775 90 Sheep................. 464 452 02 90 41 74 26 14 86 526 28 105 27 Hogs................. 1,492........ 2,176 07 435 22 238 74 47 72 2,414 81 482 94 Eggs................ - 4,894 dozen,..... 235 40 47 07 131 08 26 18 366 48 73 25 Butter.................. 12, 8893- pounds.... 911 73 182 39 279 42 55 88 1, 191 iS-' 238 27 Potatoes...............1, 355 bushels.... 247 78 74 33 17 8 51 17 418 26 125 50 Staves................. 58,301.. 453 78 90 76 180 21 36 03 633 99 126 79 B~eef and pork.............31 barrels...i...i5 -62 30 35 96 49 19 30 248 11 49 65 Shingle boils.............. 2254- cords..... 299 04 89 71, 256 13.76'84 5SS 17 166 5S - Amount carried forward.................... 143,881 28 36,289 90 233,613 73 53,849 70 377,495 00 90, 139 60 STATEMENT-Continu d. AMERICAN VESSELS. BRITISH VESSELS. TOTAL. Articles. Quantity... _ Value. Duty. Value. Duty. Value. Duty Amount brought forward............................... $143,881 28 $36,289 90 $233,613 73 $53,849 70 $377,495 00 $90,139 60 Laths ——. —-----—. —- - 684, 241 p ton........W 30 90 6 18 388 77 68 419 32 83 86 Scrapirn........ 86 1-5 s....... 563 14 168 94 114 80 34 44 677 94 203 38 Scow-boats... 13............. 20 50 6 15 2,463 21 738 98 2,483 71 745 13 Vaiuriceoneaenthe 144, 495 82 36,471 17 236,580 16 54,700 80 381,075 97 91,171 97 above.............................. 3,028 71 560 42 2,639 81 62 5 30,668 52 1,185 72 Total-........................... 147,524 53 37, 031 59 239,219 97 55,326 10 386,744 50 92,357 69 WILLIAM KETCHUM, Collector. DISTRICT OF BUFFALO CREEK, NEW YORK, Buffalo, January 3, 1852. S. Doc. 112. 157 Statement of Canadian produce imported into the district oj Buffalo Creek, New York, for warehouse and for transportation in bond to the port of New York, for exportation to foreign countries, during the year ending December 31, 1851. Articles. Quantity. Value. Wheat................... bushels.. 88,316 $56,901 93 Flour.....................barrels. 10,763 34,007 95 Barley........... bushels. 9874 354 25 Butter.........pounds. 11,7251 964 49 Ashes......... barrels.. 300 5,283 65 Wool............. pounds. 9,017 1,848 48 *'Canvass................... yards. 3,170 326 03 Furs-......barrels. 2 180 40 *Port wine..............-hogsheads' 2 133 42 *Sherry wine..........casks. 9 179 68 *Brandy......................... 3 hogsheads and 1 cask 309 46 100,489 74 * Imported for consumption. WM. KETCHUM, Collector. CUSTOM-HOUSE, BUFFALO, N. Y., March 18, IS52. Statement of Canadian producc imported into the district of Buffalo Creek, New York, during the year ending December 31, 1851, (being free of duty.) Articles. Quantity. Value. Horses. number.. 36 $3,158 Horned cattle....-do - - 2 155 Sheep........................ 123 342 Grass seeds.............bushels. 29,856 6,873 Personal effects.............. 9,744 20,272 WM. KETCHUM, Collector. CUSTOM-HOUSE, BUFFALO, N. Y., March 18, 1852 Statement of the foreign and coasting vessels, tonnage, Ac., entered and cleared from the port of Buffalo, New York, for the year - P~~~~~~~~~~~~ ending December 31, 1851. ENTERED. CLEARED. TOTAL. No. of Their ton- Men. No. of Their ton- Men. No. of Their ton- Men. vessels. nage. vessels. nage. vessels. nage. Foreign vessels from and to foreign ports..... 601 72,212 5, 330 593 71,241 5,284 1,194 143,453 10,614 American vessels from and to foreign ports... | 170 | 30, 100 |1,897 205 031,927 2,202 375 62, 027 4,099 _ _. __ _... _. _ -— ~~ Total in foreign trade -.........-.................... 771 102, 312 7,227 798 103, 168 7,486 1,569 205, 480 14,713 American, coasting vessels............................. 3,762 1,433,777 59,705 3,719 1,448,273 60,374 7,481 2,822,050 120,079 Total of American vesselsinforeign andcoasting trade. 3.,93-2 1,463,877 61,602 3,924 1,480,200 62,576 7,856 2,944,077 124,178 Total of foreign and coasting trade -.......... |4,533 |1,536,089 |66,932 |4,517 1,551,441 67,860 9,050 3,087,530 134,792 Statement of the number and tonnage of American vessels trading at the port of Buffalo Creek, New York, during the year ending December 31, 1851. Number. Tonnage. Crew.'Steamers and steam propellers enrolled and licensed at the district of Buffalo Creek.............................. 44 22,438 903 Sail vessels enrolled and licensed at the district of Buffalo Creek............................ 104 23,619 878 Total of vessels enrolled and licensed in the district of Buffalo Creek, New York.-.................. 148 46,057 1,781 Steamers and steam propellers enrolled and licensed at all other districts on the lakes............................. 63 29, 193 Sail vessels enrolled and licensed at all other districts on the lakes............................................... 503 78,176 Total.................... 714 153,426 * There are now being built, at this port, eight steamers and steam propellers, of the aggregate tonnage of........................... 6, 70 And one sail vessel.......................................................................................................... 230 6,930 tons. DISTRICT OF BUFFALO CREEK, NEW YORK, Custom-house, Buffialo, February 19, 1852. WILLIAM KETCHUM, Collector. A statement of the vessels and tonnage which entered into, and cleared from, the British North American colonies, at the district of Buffalo Creek, New York, for the year ending December 31, S1851, distinguishing British from American, and steam from sailing vessels.............. JNWARD. OUTWARD. AMERICAN. BRITISH. AMERICAN. BRITISH. Steam. Sailing. Steam. Sailing. Steam. Sailing. Steam. Sailing. No. Tons. No. Tons. No. Tons.' No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. 72 18,493 98 11,705 295 48,456 306 23,755 71 18,152 134 13,774 296 48,672 297 22,568 DISTRICT OF BUFFALO CREEK, NEW YORK, Buffalo, January 3, 1852. WILLIAM KETCHUM, Collector. S. Doc. 112. 161 No. 10.- DISTRICT OF PRESQIJE ISLE. Ltry, Erie, Pennsylvania; latitude 42~ 08', onitude O 06'; population in 1830, 1,465; in 1840, 3,412; in 1850, 5,58. This district embraces the whole coast-line of the State of Pennsvania 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; thetwo latter being principally engaged in the shipment of staves and lumber. Erie is a beautiful town of three tousand inhabitants or upward, finely situated on Presque Isle bay, on the southern shor f Lake Erie. It is distant firom Buffalo 80mils, SSW. fr Cleveland 100, E.; from Harrisburg 270, NW.; from Washington, D. C., 343 NW. The town stands on a bluff commanding the barbor, formed by the projection of the peninsula of Presque sle, the mouth o which was formerly closed by a difficult sand-bar. This as been, owever, 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 naviatethe lake, now readily enter it. The peninsula of Presque Isle has been gradually converted into an island, the Wash of the lake currents having severed the isthmus; and, the harbor having two entrances, it is expected that it will be permanently deepened, and the bar at its mouth by degrees swept awa Te dept of water on it, at present, is from eight to ten feet, and withi the harbor much more. It was in this harbor that Perry's fleet was built, within sevety days from the time when the trees, of which it was constr ucted, were-. yet standing in the forest. Thence he sa~iled to give battle, and thither. he brought back the prizes of' Lake Erie, the. relics of wbih may, be, yet seen rotting and half submerged, near the navy yard.. Thle nav~al dep't is still kept up at this place, antd, here, the one or~ two small vessels which represent that arm of' our service on. the lakesz are accustomed tgoito winter quarters. But th~ omic ofth,port is very limited. A canal from Erie to Beaver connects it xvith oi&ve of the. fin'est coa4 regions of the State, Pennsylvania,- and thi-s~ oxal, being bittmnu and of fine cuality,_is u1db-nal4lltelke,steam'ers.. This aue many of them to put in here, when they would otherwise continue on, the direct route; for Erie is -ninety~-seven miles,'more or less, from Buffalo, and, lying- at the soutbermi end of Presque Isle bay, is from, fifteen. to twenty miles off the d-irect course from. Buffalo: to Cleveland.' The agricultural resources of the country circumjlacent and inland are' not yet fully developed, and of consqececnrbute but li ttle -to the commerce of the place. It will be seen tha't last year the supplies. of' flour for consumption here were received from other lake distridts; but it is certain that this state of things cannot lo'ng continue in such form, ~inasmuch as the mineral and manufttcturing, resources ofte district are. in rapid progress of development; nh agiutura prodiicuosmust raidly mature. under such stimulus as that g iven by-liberal prcsand a constant home demand. It -cannot be doubted that', be'fore lo'ng-the, demand for agricultural produce in~ the, minaing' and'manu'facturing ldis&-R 12 162 S. Doc. 12 tricts already being considerably in advance of the production of many articles attention will be so strongly attracted to he resources of the soil as to insure not only an adequate supply for oe use, but an ample surplus for exportation. The importations for 1851, consisting principally of assorted mer chandise, flour, fish, and manufactures of iron, amounted toImports coastwise -$1979,913 " foreign-............. 3455 Total importation..........1,93,368 The exports consist of wool, lumber, wood, bark, glass, stoves, bariron, coal, and merchandise received by canal, with a small quantity of grain —the whole amounting to the folloWI agreate Exports coastwise.$2207,582 " foreign...15,415 Total exportation. —-... —........ — 2222997 The entire commerce of the port amnounts to a total value of4,206,483 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 1846. 1851. Coal -.......tons. 8,507 21,534 86,000 Leather -.pounds. 46,661 123,370 19,396 Wool-........do. - - 65,435 476,922 486,303 Butter —---— do. -. 1,041,000 1,257,000 989,062~ Cheese -----— do- - 1,416,695 Stoves - do. —- 1,071,694 Railroad and bar iron.-.tons.. 250 2,052 360 Glass-......pounds-. 18,500 521,-500 573,499 Hemp-tons —------ 409 15 Pig-iron- -tons..150 800 944 Iron and nails.- do. 8 3 612 661 Staves - M........M 1,168 1,056 1,492 Lumber —--—.M.. 3,324: 3,901 12,899 Tallow —---— pounds..- 36,200 31,700 Tobacco... —-do-...333,602 -...... Beef. - barrels-. 550 882 Barley-......bushels. 4,448 7,581 11,822 Castingrs —---— tons.. 550, 555 ---- --- Corn - bushels.. 853 10,107 14,389 Cotton. —--— pounds..- 5,679 ---- --- Eggs. -.barrels. 25 _54 1 IFlour -. —.do. —. 550 14,563 2,050 Feathers - pounds.. 250 56,760 -..... S.- Doc. 112. 163 STATEMENT-Continued. Articles. 1845, 1846. 1851. Ginseng.pounds.......... 14,075.......... Pork andbacon do.. 520 2,546. 110 Oats - — bushels.. 4,S00 16,300 54,041 Whiskey.. barrels. 115 35 2,088 Ashes —-casks.. 2,184 2,272 323 The Erie extension canal has been in operation since 1845, and the ect is seen in the increase of business. It is worthy of note, that durin some seasons produce goes southward, and at others northward. The licensed and enrolled tonnage of this port is 7,8S2 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...... $419 00 $84 00 InBritish vessels........... 16 00 4 00. 435 00 8S 00 Free goods-faster in stone.. Tons. Value. InAmerican vessels 671 $1,342 In British vessels...... 839 1,678 3,020 Total imports...........-........-... $ J4 5 Exports-domestic produce and manufactur3. In Americanssels......,385 i British vessels........... 3,80 - c ~~~~~~~15,46-5 Total imports in American vessels. Ac /.......n $14,-146 Total imports in British vessels - 18,870 Tonnage inward. No.Tos American, steam —2:6-80 " sail..14. 1;0'39 British, sail.-..4 6 721 164 S. Doc. 112. Outward. No. Tons. American, sail............... 33 3,205 British, sail 6 721 Lake'eceipts coastwise at tie port of Erie, Pennsylvania, in 1851. Merchandise and sundries - 6,682,600 pounds $1,800,000 Flour - 9,839 barrels 34,436 Water-lime 984 " 1,430 Fish.- 4,646 " 27,876 Salt-.................21 246' 21,246 Salt.-... 10,200 bags 1,275 Railroad iron -..1,816 tons 81,700 Railroad spikes......... 564 kegs 1,692 Limestone. -340 cords 1,610 Hops -. 66,533 pounds 6,653 Iron ore - 570 tons 1,995 Total- 1,979,91.3 Shiplments coastwise at the port of Erie, Pennsylvania, in 1851. Wool — 486,303 pounds $145,890 Butter... — -989,062 " 123,633 Cheese..... - 1,416,695 " 85,001 Leather -.-.-. 19,396 " 4,849 Starch -- -- 102,706 " 6,162 Stoves and hollow ware- 1,071,694 " 37,539 Iron, bar, &c... — -. 720,672 " 21,620 Merchandise and sundries -2,876,000 " 1,100,000 GIass 351,9S5 " 12,319 Glass ware.... -221,514 " 51,206 Oil-cake-................. 116,000 " 696 Oil-cloth -37,450 C 7,490 Saaferatus........... 9,662 " 483 Flax. - 30,959 " 1,857 Malt.. 77,800' 3,112 Tallow. —-31,700 " 2,536 Fire-brick. —-. 31 M 620 Sliingles. -- - -621 " 1,552 Corn..................... 14,389 bushels 7,194 Ots; — - -_____ __ _ _' 54,041' " 16,213 Barley.................... 11,822 " 5,911 Dried fruit..... 894 " 1,788 Rye.. —---------- - ---. 10,442 " 5,221 Coal..... 82,000tons 228,000 Pig iron. OO — -- 944 " 23,600 Railroad spikes. 356" 21,360 Pork... — -... 110 barrels 1,1.00 Cider...- 206 " 618 S. Doc. 112. 165 Egg~s.-... 110 barrels $1,760 Rye flour. - 812 " 2,436 Four, "fancy"... 1,237 " -566.Whiskey. -- ---- 1,430 " 8,580 Apples. -1.018 " 2,036 High wines. 668 " 3,948 Ashes — 323 casks 12,920 Nails —----------- 6,097 kegs 24,388 ~~~~~Lumber-12,899,762 feet 128,997 ~.Oars-8-.O...... 831,220 " 33,248 Bark* O —-—. 262 cords 524 ~~~~~Paper- 4,600 reams 11,260 Sheep pelts 705 bundles 16,920 ~~~~~~Staves-1,492,728 pieces 29,854 ~Hoop-poles — ~75S8,500 " 7,585 Total.... -............ 2,207,582 Clearances coastwise 1,561 312,200 tons. Enrtwnisee coaswi1,661 312,200 " No. 11.-DISTRICT OF CUYAxHOGA. Port of entry, Cleveland, Ohio; latitude 41~ 30', longitude 81' 40'; population in 1830, 1,076; in 1840, 6,071; in 1860, 17,034. This is a most important district, second in the value of its commerce to none est of Buffhlo. It embraces all that portion of the south coast of Lake Erie which lies betwveen the western State line of Pennlvania and the Black river, a distance of one hundred miles. It contains, beside Cleveland, the port of entry, many minor ports of considerable.importance, such as Conneaut, Ashtabula, Cunningham's 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 1 soft and rolling, the1 soil in great part warmand f.rtile., and espe-, 1 cially adapted to the cultivation of fruits and vegetables, and to the growth of all the cereal crops. An iong its most important and valuable exports are w-heat, corn, and flour; large quantities of fruit, both gcreen and dry, are sent off annuall, together with pork, beef; butter, cheese, -,and vegyetables, in all directions; but chiefly eastward by the lake, wvitli the exception of butter and cheese, large quantities of which go southward by the Ohio canal, destin-ed for Cincinnati, and thenice for New Orleans and other southern cities. A railway passing, through the entire length of the district on, the lake shore is nearly completed, which is destined eventually to become a portion of' the continuous chain from Buffalo to Chicago. One railway, connecting Cleveland with Columbus and Cincinnati, and aniother forming a communication with Pittsburg, are already completed-; and Many bra~nche's of importance, scarcely second ~to the' main lines, are far advanc ed already in construct ion. ~166~~- S. Doc. 112. Of canals, Cleveland has two of great value, one connectin her wit Portsmouth, on the Ohio, and another uniting the line at Akron with Beaver, on the Ohio-virtually a canal from Cleveland to Pittsburg, inasmuch as loaded canal boats are continually towed by small Steaers from the mouth of Beaver river to the latter city. With three different, lines of internal comnmunication 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 e perceived that the district of Cuyahoga must be the theatre of commercial transactions, which have no small influence upon exhanges of produce and merchandise in the great marts of the seaboard. Conneaut, the easternmost port of the district, is about twenty miles west from Erie, situated upon a river of the same name, which affords a good harbor. No returns exhibiting the commerce of thisport, separately, have been received; but it is very considerable, as Conneaut is theentrepot for the landing of supplies and the shipping of produce f6r a large and fertile agricultural region, not only of the adjacent country in Oio, but of an important section of Pennsylvania. The next port to the westward is Ashtabula, similarly situated on a smal strea'bearing its own name, forming a good harbor, with failities equal to the requirements of the place. The town stands back some two or three miles from the port, upon a rise of ground, formin a singularly eligible site. The commerce of this port for the year 1851 consisted principally o butter, cheese, wool, leather, beef, pork, ashes, fruit, lumber, saes, &C., for e xports, amountingf to the value of ---------— $450,291 And of mnerchandise, agricultural implements, furniture; hides, and a little wheat and flour, for imports -------— 504,211 MaTking the total declared value of the trade of this port - 951,502 The tonnage owned at Ashtabula consists of two brigs, of' 280 tons eoach, svral 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 towvn of Madisl'on, about eighteen miles west from. Ashta~bula, and twelve east.from Fairport, for the acCommlodation of the neighborhood in shipping staves, lumber, and produce. No separate estimates of its commerce have been kept Ib1-'the' past year. Fairport stands on the Grand river, which furnishes one of the most eligible harbors in the West, and is quite sufficiently capacious for the, traffic of any western port. It is thirty miles west fiom Ashtabula, and~ thirty east from Cleveland, and is merely a shipping and receiv-.ing -port-'Pain' esville, on the'ridge, three miles inland from the lake,,being' the principal mart and place of business, a's well as the -county seat of Lake county. It is' to be regretted -that no particular returnq have been rece'ived from thi~s place, indicating.the amount of its commerce,'tonnage, &c., as it is a port of no little consideration, and holds,; S. Doc. 112. 167 teey to a fertile agriculturaldistrict, inhabited by an industrious and enterprising population. Black River, the only remaining minor port of this district, lies about txvet-eit miles west of Cleveland, on the river from which it takes ~~~~its~~ name. Its commerce is of o great importance at present. It enjoys good harbor facilities for the shipment of staves and lumber, which are its pricial exports, and for thle 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 1.30 miles NW. from Pittsburg; 146 NNE. fiom Columbus; 200 by water om Buffalo; 130 from Detroit; and'359 from Washington. The history of the groxvth of this city is one of the marvels of a marvellous age and region. Its population in 1799 consisted of a single family. In 1S25, it had risen to ~500~ in 1830, to 1,000; in 834, to 3,400; in 1840, to 6,071; and ~~~~~~at this moment there are 2 city proper, and at least 7,000 more in Ohio City, across the harbor-virtually one city with itsel though under a diffrent corporate government. It is at this da one of the most beautiful cities, not in the West only, fbut in the United States; built, for the most part, on an elevated plain, above the Cuyahoa, 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, liab].e to the formation of obstacles by the accumulation of sand at the mouth of the river which forms it. This bar can be kept down only by continual dredging, and hence the constant demand on Congress for appropriations to this end. The harbor has depth, for aiconsiderable distanc'e, sufficient to accommodate the largest vessels which navigate the lake; it is formed by the projection of twvo pesonon eac'h side of' the river, for -twvelve hundred feet into the lake, which are two hundred feet apart, faced with substanitial masonry. There is a lighlt-house on the high bank onl the shore of' Lake Erie, and a lower one near the end of one of' the ]piers at the harbor's mouth. The commerce of Cleveland, apart from the rest of the district,, is not shown'by the returns received; and in such returns as have beem sent in -sho-wing the business of the district-the valuation of the very same articles is set at a rate so much lower than in the other districts. as greatly to undervalue the real commerce of Cuyahoga, and to exhibit it -at the greatest possible disadvantage. It has consequently been judged best to raise the valuation of articles to the same rate adopted in the othei districts, so as to produce aud' ixhibit a, uniformity of' values in all the districts,;Isince, whichever- be the correct valuation, the higher rate is favored and adopted by the m ajority; and it can prejudice no one district or port of entry to the, wvrongyful advancement of another, if a uniform'rate be adopted. S. Doc. 112. The necessary alterations being, therefore, made in the gures, the tcommerce of Cuyahoga district, as represented by Cleveland, its port ofentry, is as follows: Imports coastwise.-$ — -.....$22,804,159 Exdo.do-.............. 12,026,497 Total coastwise -$34,830,656 Imports foreign 3......... 360,634..Exports... -... -284,937 Total foreign.-645,671 Total commerce, for 1851, of Cuyahoga district....35476,327 Whole number of vessels from foreign portsEnter 85-........ 322 8Entered in 50.-..- *......*. 292 - difference: gain, 30. Cleare 851.........247 Cleared in 18-50 -----—...... 215 difference gain, 32. The following table will show the comparative business of Cleveland in some leading articles of its trade for a series of years, as named. All these are exports: Articles. 1847. 1848 1851. Flour - —..barrels - 697,553 472,999 656,040 Wheat -.....bushels.- 2,366,263 1,267,620 2,141,9 13 Corn-.......bushels.- 1,400,3382 690,162 906,653 Oats —---— bushels. 32,000 254,707 68,-464 Pork - barrels. 27,289 28,338 13,580 Beef —--— barrels - 8,246 10,321 26,944 Butter. -. - pounds.- 917,090 1,927,300 1,550,900 Lard - -pounds. 480,160 1,140,500 1,730,700 CoalI. - tons. 8,242 11,461 81,50.0 Ashos - -barrels. 2,052 440 1,8S30 Whiskey —-— barrels. 12,067 28,450 38,774 Tallow.- -..pounds. 140,000 —----- - 198,000 Bacon. — _pound~. 8-10,900 -- 1,164,600 Staves —-— thousands. 1,378 773 789 Wool - -pounds. 57 5,933 ------- 3,9 39,1 00 To this table may be added an export for the year 1851, unknown to former years, of live hogs, 80,000. S. Doc. 112. 169 t will be remembered that 1847 was the memorable yer of Upreceented demand for produce, arising out of the famine inEurope, which cause the exportation of nearly all the produce held in the country, so that ay dirence and apparent diminution on the subsequent years must be ascribed to no falling off for 1848 and 1851, but to the excess ofdeand for 1847. The valuation of the commerce of Cleveland for the three years,above named is thus stated: 1847. 1848. 1851..Imports.. $4,518,997 $7,003,388 $22,4159 ~Exports-~.-~ 9,728,399 6,713,244 12026,497 Tota.....l.... 14,247,369 13,716,632 3430656 Whole number of entrances coastwiseFor 1851- -... 1,981 For 1850. —-- -— 1,381 Increase.-.600 Whole number of clearances coastwiseFor 1851 --..1,963 For 1850 —-1,378 Increase-.58 Total foreign tradeFor 1851 —............$645,671 For 1850 —............549,549 Increase.-..96,122 It should be, remarked, however, that this increase is more than overbalanced lby the quantity of railroad iron imported from Engrland by the St. Lawi ance via' Canada. So that, in fact, as r egyards direct trade with Canada, in elie of an increase, there is actually a considerable decrease, mtore especially in the exports of domnestic produce. Below will be found full details of the trade. of this district, by the returns so far as received. The licensed and enrolled tonnagfe of this district for 1851 was 36,070 toris-11,355 steam, and 24,615 sail. 170 S. Doc. 112. Canadian trade in iS51. Duty collected. Inports. —In American vessels.... $220,538 $52,444 In British vessels - -------- 140,096 42,154 360,634 94,598 Exports domestic produce and manufactureIn American vessels.............. $151,758 In British vessels..-...... 133,179,^~~ ~' ~~~~284,937 Total imports and exportsIn American vessels.... $372,296 In British vessels.......... 273,275 645,571 Abstract of duties received from imnports or mnerchandise in American and foreign vessels durihg 1850. 1850.-Amount of duties received from imports in American vessels............. $25,960 24 Amount of duties received firom imports in foreign vessels................... 41,554 01 Total amount received in 1850O. 6 7 67,514 25 S. Doc. 119. 171 Statement of the foreign trade of the district of Ctyahkoga, showuidi' the rumber ot 0vessels, tonwage, and number of crew, engaged uring the years 1850-,51. Years. Number of Tonwage. C ew. vessels. 18-50. American vessels entered... 192 25,484.75 1,150 Foreign vessels entered... 100 11,832.00 587 292 37,316.75 1,737 American vessels cleared.... 125 14,881.25 719 Foreign vessels cleared...... 90 10,327.00 541,., __e....~~~~~~~~~~~ ~ 215 25,208.25 1,260 1851. American vessels entered.. 220 2I8,812.67 1,431 Foreign vessels entered...... 102 11,770.00 707..... _..... ~~~~~~~~~~~~~~~~.. 322 40,582.67 2,138 American vessels cleared. 153 17,760.69 942 Foreign vessels cleared. —. 94 10,545.00 639 247 28,305.69 1,581 Entrances and ctlarances in- I850-251. —Coe sting trane. 1850.-Number of vessels entered. -..1,38] Do do cleared.. 1,378 1851.-Number of vessels entered. 1,9SA Do de, cleared I....... 1, 9 0l 172 S. Doce 1.12. An exhibit of the coasting trade of the district of Cuyahoga, Ohio, during the year 1851. EXPORTS. Species of merchandise. Quantities. Value. Wheat.bushels. 2,141,913 $1,499,339 10 Corn..do... 906,653 362,661 20 Oats.do... 68,464 17,S00 64 Flour.. barrels. 656,040 2,132,130 00 Pork.......................do... 13,580 190,120 00 Beef...........tierces. 15,011 165,121 00 Beef..barrels. 4,428 26,568 00 Lard......................do... 4,314 69,024 00 Lard................kegs.. 8,731 69,848 00 Butter. do... 13,575 122,175 00 Butter.. barrels. 967 17,406 00 High wines............... do... 24,S05 210,842 50 Whiskey...do... 13,969 111,652 00 Green apples.do... 2,926 4,052 00 Dried apples.do... 2,763 22,104 00 Tallow.. do... 660 9,900 00 Salt..d... 7,131 7,131 00 Fish..do... 1,455 10,185 00 Lard oil...................do... 1,263 37,890 00 Eggs. do... 5,686 34,116 00 Paint..do.. 8,280 74,520 00 Seed...... —........ —..... do... 944 7,552 00 Ashes......................casks. 1,830 45,750 00 Wool. bales. 26,261 1,969,575 00 Glass..boxes. 22,930 45,860 00 Glass ware... do... 8,775 26,235 00 Do..casks. 451 13,530 00 Cheese..boxes. 40,069 120,207 00 Starch..do... 3,397 1'0,191 00 White lead.. kegs. 1,176 2,352 00 Nails..do... 27,824 97,384 00 Powder. do... 518 1,813 00 Candles.. boxes. 2,350 14,100 00 Axes..... do... 125 1,500 00 Bacon. do-.. 149 2,235 00 Tobacco....do... 1,000 12,000 00 Do.....................hhd.. 803 28,105 00 Broom-corn... bales. 650 7,800 00 *Bar-iron...tons.. 2,681 160,S00 00 Pig iron...............do... 1,515 45,450 00 Grindstones.. do... 2,674 13,370 00 Rags.....do... 1,956 5,877 00 S. Doc. 112. 173 Exports-Continued. Species of merchandise. Quantities. Value. Coal. tons.. 81,500 $224,125 00 Refined copper......... do. 101 3S,380 00 Oil-cake.. do... 160 1,920 00 Bacon -....-...-....... casks. 1,294 64,700 00 Lumber... M feet. 1,116 10,044 00 Walnut....... — do.. 165 2,310 00 Staves..M. feet. 789 14,202 00 Leather........ rolls. 2,613 78,390 00 Stoves and furniture... 644 3,864 00 Stoneware........ gallons. 155,148 12,411 00 Feathers..............sacks 920 32,200 00 Green hides. pieces. 4,447 13,341 00 Sheep-pelts.bales. 886 22,150 00 Fire brick.-........ M.. 150 3,300 00 Wrapping paper............ reams 7,616 26,656 00 Live hogs.-...... No.. 80,000 400,000 00 Dressed hogs -... No 6,604 69,342 00 Horses.____ -A.. No.. 630 50,400 00 Cattle —....... No. 2,889 86,670 00 Sheep.-.. No. 6,220 12,440 00 Chickens.No. 5,300 530 00 Mattresses. -. No.. 169 2,535 00 Hemp.... bales 357 5,335 00 Furs..do.80,000 00 Merchandise.........tons.. 3,681 2,944,800 00 Total value....... 12,026,497 00 IMPORTS. Species of merchandise. Quantities. Value. Salt.....barrels. 90,607 $90,607 00 Water-lime............. do... 8,3S3 10,478 75 Lake fish -.. do... 22,294 144,911 00 Lumber...M feet. 12,263 122,630 00 Shingle-wood.. cords. 929 8,361 00 Shingles...................M.. 3,988 8,975 50 Railroad iron........ tons. 7,383 366,650 00 Railroad spikes.............kegs. 4,666 27,866 00 Stoves..... No.. 540 3,L10 00 174 S. Doc. 112. L ]ports-Continued. Species of merchandise. Quantities. Value. Pig iron -. —-.- tons.. 706 $19,768 00 Bar iron.do... 498 20,990 00 Castings. -... do... - 161 9,660 00 Crude plaster do... - 1,412 4,236 00 Bloom iron. - do. 212 10,600 00 Lehigh coal.......-. do.. 514 6,168 00 Copper ore.-................do... 815 285,250 00 Marble do..... 1,21.3 42,455 00 Molasses....barrels. S84 14,144 00 Sugar.do... 5,082 86,394 00 Do.. —--— hhds.. 775 50,375 00 Powder..kegs. 9,535 28,635 00 Nails. do... 2,980 10,430 00 White lead.... do... 7,050 13,254 00 Leather.. — — sides. 4,550 13,650 00 Do. rolls. 1,120 33,600 00 Dairy sal. - - -.sacks. 50,947 5,194 70 Coarse salt..........barrels. 1,663 2,078 75 Shoes. boxes. 394 19,700 00 Hops —.. bales. 159 12,720 00 Green apples..... barrels. 8,277 16,554 00 Cranberries.......... do... 545 3,270 00 Siscawit oil - —. do... 100 3,000 00 Potatoes bushels. 11,000 5,500 00 Oysters... - barrels. 607 3,642 00 Do. -boxes. 2,066 37,188 00 Patent pails.. -dozen. 358 718 00 Burr-b ocks................pieces. 1,148 1,435 00 Locomotives...... 22 176,000 00 Limestone.......... cords. 784 4,704 00 Fire-wood.do... 424 848 00 Laths M.. 1,991 2,986 50 Merchandise, sundries. tons. 25,083 20,066,400 00 Total value................ 22,804,159 00 S, Doc. 112. 175No. 12.; —D-IsTRICT OF SANDUSKY, OHIO. Port of entry, Sandusky city; latitude 41~ 22', longitude 82o 42'; population in 1850, 5,087. The district of Sandusky extends fiom Black river westward, including the ports of Vermillion, Huron, Milan, SandLisky, Venice, Fremont, Portage Plaster Bed, and Port Clinton, being a distance of fifty miles lake coast, and some fifty more of bay and river. In natural advantages for commercial progress, probably this district is surpassed by no other on Lake Erie west of Buffalo Creek. Within its borders are several navigable rivers and one of the finest bays in the west, capable of furnishing anchorage to any number of vessels, at which they may safely ride during the most severe gales, and to which they gain access during the prevalence of almost any wind. The whole of the back country on which it rests is fertile and rich in agricultural resources, and sends forth annually large quantities of surplus produce over the different railways and canals by which it is penetrated. Vermillion, the easternmost of all the ports in this district, is situated on the lake shore at the mouth of the Vermillion river, about ten miles distant from Black river, and as many more from Huron. It has no remarkable features which require particular notice, but is simply a place for exchange of produce against merchandise, for its shipments to other markets. This statement exhibits the commerce of the port as follows: Imports............... $116,295 Exports...................... 196,712 Total.......... 313,007 In 1847, the valuation was........ $377,000 Huron, the next port'in course to the westward, is situated on Huron river, about ten miles east from Sandusky, and has a good harbor, with this exception-that in some seasons there are accumulations )n the bar at its mouth, which require removal in order to make access:o it easy. A ship-canal has been constructed from this point to Milan, a dis-;ance of eight miles, by which vessels ascend, and load at the latter )oint. A railway was projected frnom this point to intersect with the Sandusky and Mansfield railroad; but it is not yet in progress. The,ommerce of Huron is valued as follows: exports................. $581,676 mports..... 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 ts business is necessary to a full computation of the lake trade, as no 176. S. Doc. 112 returns of its business are supposed to be taken by the collector at Huron, through which port all vessels pass in going up and returnig from Milan. This commerce, according tothe canal-collectoramouted last year toExports.... $43...6 Imports......... 690,185... Total - - 1126901 As no separate accounts of this trade appear to have been ept in 1847, it is probable that they were included with those of Huron. Sandusky, the port of entry, lies on the south shore of a most beautiful bay of the same name, about five miles from its mouth, and contains about 8,000 inhabitants. This bay is about twenty miles in length and five in width, forming a shelter large enough to give anchorage to the whole lake marine, with an average depth of twee 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, iwhich 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 fro 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 situa~ted on -an inexhaustible quarry of fine building-stone,`of which many of the best buildings are erected. The Bad river and Lake Erie railroad connects this city with Cincinnati and the Ohio, the passage from city to city' occupying, aboutte hours. This road runs through one of the most beautiful and opulent agricultural regions in all the West, literally overflowing with the cereal produce of a young and productive soil. The Sandusky, Mansfield and Newark railway connects it with Newark, passing- likewise through -a rich portion of the State, anid crossingy the Cleveland and Columbus road,. by means of. which it has communication with both those cities. The advantageous relations of this city in regard to the central- portions of the, State togetewihtsupro haibor facilities give it an active commercial aspect. The deputy. collector' has furnished returns showing the imports coastwise to amountIn 18S51, to.-................$15,985,357 Exports same year, to.. 6,459,659 Total trade coastwise............ 22,445,016 Canadian imports, 1851..-272,844 Canadian exports, 1851...99,088 Total'commerce in 1851......22,81I6,948 S. Doc. 112. 177' Total in S1.... $22,816,982 Total in 1850........ -12,111,034 Increase 10,705,948 Number of arrivals in 1851.-.. 1,998 Number of depaftures in 1851............... 1,990 3,988 The total quantity of wheat shipped from Sandusky to Canadian ports amountedIn 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 total exports from Sandusky fbr the following consecutive years: Articles, &c. 1849. 1850. 1851. Wheat.-..... bushels 829,210 1,552,699 1,922,069 Flour-...-. barrels 56,686 78,902 147,951 Corn -- -bushels. 98,486 288,742 712,121 Oats - --------- - 9,881 18,634 84,198 Pork......barrels. 15,781 8,073 5,564 Hams......... —pounds. 10,800 287,187 175,900 Butter. " 610,951 754,588 382,340 Cheese... " 3,660 545,685 8',100 Lard.... " 695,881 860,798 229,712 Tallow.. -" 274,712 176,379 115,337 Ashes..... -............ casks. 1,908- 1,568 2,082 WVhiskey barrels. 3,553 2,778 3,978 High wines " 2,491 5,278 - 11,916 Wool - pounds. 1,435,360 1,66.9,677 1,690,557 Tobacco. " 183,2-59 316,000 549,046 Furs " 42,800 61,126 109,125 Hogs I -. number. 11,707 34,751 105,026 Saleratus pounds. 11,000 30,000 20,156 Arrivals --- --- - 1,168 1,610 1,9;98 Clearances............ 11,136 1,546 1,990 Duties collected. value. $11,052 $20,806 $33,834;........: Fremont, formerly called Lower Sandusky, is situated on Sandusky river, about thirty miles from Sandusky city, and is accessible to ves13 S. Doc. 112. sels of light draught. Its commerce is gradually on the increase, as will be seen by the accompanying statements furnished by the deputy collector: Imports-3. $59,419....xports....... 314,530 Total for 1851.... 673,949 Total for 1850. -....A. 217,843 Increase... 456,91.06 Venice, at the mouth of Cold creek, on Sandusky bay, three miles above the city, is the place of shipment for the products of two large flouring mills; the shipments in 1851 were 34,771 barrels, valued at $1,21,698. Anoter shipping point on the opposite side of the bay is at the plaster quarry, known as the Portage Plaster Bed, and its business consists for the most part of shipments of plaster, both ground and crude. In 1S851 there were shipped of the ground article from this port 4,051 barrels, valued at.$. $5,265 Crude, 4,414 tons, valued at........ 13,242 Ta............................._. a18,507 Port Clinton, the only port in this district not already noticed, is situated on the lake about ten miles west firom Sandusky, and having but a narrow peninsula of land back of it, is not a place of extensive trade. Th statement of the deputy collector fixes the value of imports for 1851 at$............................. $59,949 Exorts for the same year.... -....... 67,235 Total....... 126,284 Besides the above-mentioned regular ports, there are numerous islands included within the limits of this district, among which are Kelly's, Cunningham's, Put-in Bay, and others, some of them affording the best shelter to disabled vessels, in severe gales, to be found anywhere on the lakes. It was in the immediate vicinity of this group, and in fact in the midst of it, that Perry's engagement was fought, and the illed fund 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 fobr the inhabitants are imported; but no definite returns on which to estimate the value of their trade have been received. The following tables, will exhibit the'trade of the district in detail, y which it will be seen that the total commerce was —In 1 851.$22,51 1,570 -I 80................................... $22.5.7.I..15..................14,907,7S88 Increase.... ".. 7,603,782 S. Doc. 1 12. 179 Years. Entrances. Tons. Men. Clearances. Tons. Men. 1851.-..2....... 2, 843 540,171 19, 565 2,840 537,979 19, 433 1850............. 2,647 472, 620 18,459 2,590 464,807 18, 095 Increase......... 196 67,551 1,106 250 73,172 1,338 ~.. The following table will exhibit a few of the principal articles of export firom the important ports in the district during the years 1847 and 1851: Sandusky. Huron. Milan. Vermillion. Articles. 1847. 1851. 1847. 1851. 1847. 1851. 1847. 1851. Wheat —. bbls 1,818,754 1,800,397 1,588,866 344,784 i 258,778 40,000 37,362 Corn -—. bush 162,265 712,121 11,114 266,222 - 220,264 1,000 39,895 Flour.. —--- bbls 113,066 147,951 7,082 1,973 o m 1,763 2,000 6,864 Oats.-... bush 150,000 84,198 100,000 65,423; 0 56,033 20,000 6,86(0 Pork..... bbls 10,150 5,564 22,789 248 ~ 439 1,000 394 Beef........ do. 610 1,084 2,644 1,390.8 ~ 297 500 107 Ashes -- - do. 1,817 2,082 2,653 492.: 535 200 101 Whiskey... do 2,815 3,978 1,255 1,574 1,402.............. Lumber.-.. ft.. 266,000 100,000 698,574 718,000 700,000 75,000 Staves.- - No 67,859 1,079,099 1,813,058 1,364,000 1,456,500 700,000 1,133,000 There are enrolled in the Sandusky district 73 tons of steam, and 4,785 tons of sailing vessels; total-.. 4,858 For 1847, total -- 4,322 Increase-...... 536 Abstract of value of domestic exports from the district of Sandusky, Ohio, to Canada, during theftjbllowing years, viz: 1849.-In American vessels. $124 00 In British vessels........... 2,950 00 Total..- 3,074 00 18-50.-In American vessels -....$39,435 00 In British vessels.....-... 43,236 00 Total................. 82,671 00 180 S. Doc. 112. Canadian trade in 1851. Duties collected. Imports-In American vessels ----- $56,859..... $2,244 In British vessels....... 18,769.. 3,515 Total................... *75,628..... 5,759 [* In this is included 2,286 tons of railroad iron imported via Quebec; 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. I qr. 19 lbs. railroad iron; value $49,476 31; duty $14,842 90.] Exports —In American vessels..-............. $33,239 In British vessels.......................... 65,849 99,088 121,672 bushels of wheat included in the above; the whole amount principally provisions. Total imports and exports-In American vessels - $90,098 In British vessels - ----- 84,618 Total —.... _174,716 Tonnage. Inward., Outward. American vessels. 4 steam 1,494... 10 sail. 1,396 53 sail - 4,760.. 3 steam 336 British vessels... 2 steam 280... 9 sail. 1,300 15 sail. 746 Tota.......74-...... 22 S. Doc. 112. 181 Imports coastwise into the district of Sandusky, Ohio, dtring tke year ending on the 31st December, 1851. Species of import. Quantity. Value. Merchandise - 21,011 tons. $10,505,500 Express packages -900 " 3,900,000 Railroad iron. 17,486 " 699,440 Spikes - -480 " 38,400 Machinery................. 352~" 28,260 Stoves and castings. 1,241 " 198,560 Pig iron - -192 " 7,680 Iron, assorted -449 " 44,900 Sheetiron.' 73 bundles... 282 Nails - -716 kegs.. 2,506 Tin plate. -81 boxes... 889 Threshing machines 2 700 Steam-engines and boilers.- 3 3,800 Scrap iron - -40 tons. 400 Locomotives - -12 96,000 Coal - -2,745 tons. 11,100 Salt- 52,738 barrels.. 55,902 Dairy salt.. 4,224 bags. 520 Fish -7,538 barrels... 52,766 Beer -2,058 " 12,348 Water-lime. 1,502 ". 2,255 Cranberries -............... 1,099 " 6,594 Lumber,- _.6,809 M feet.... 68,090 Shingles -................... - 11,075 M.. 27,687 Shingle-wood ------- -------- 440 cords.. 5,328 Fire-wood — 4,587 " 10,320 Cheese - -383,SS9 boxes 23,033 Wagons — 10. S0o Stone ware - -6,140 gallons. 614 Cedar posts - -913 114 Ground plaster,- - 2690 barrels -. 4,040 Furniture - -74,900 pounds... 7,490 Whiskey- 603 barrels.. 4,824 Ploughs - -314 2,512 Apples, green.... —.- ------ 11,284 barrels.. 22,568 dried -90 ".. 317 Butter ----- - -- -2 79 kegs. 2,790 Pianofortes - -362 72,400 Grindstones - - 75 tons ------ 1,350 Coaches and carriages ------- 85 17,000 Laths - -3,976 M pieces. 7,952 Sand - -70,000 bushels. - 1,400 Timber -220,000 feet........17,600 Hoop-poles................. 9,000 -------- 90 182 S. Doe. 112. Imports coastwise-Continued. Species of import. Quantity. Value. Marble.................-.. 44 tons.. $3,525 Barley. —.......... 256 bushels.. 113,Lard.-Idf359 kegs..... 2,154 Powder................... 950 ".3..,600 -Malt. -206 bushels.. 93 Tea -.. —. 196 chests. - 4,800 Oil.... 60 barrels... 1,920 Empty barrels 560 - 280 Potatoes........ 240 bushels... 120 Shingle machine 1. 125 Brick 30,000......... 120 Miscellaneous goods ---- 254 tons -—. 1,062 Sundries............ 677 articles. 324 15,985,357 Exports coastwise from the district of Sandusky, Ohio, during the year ending 31st December, 1851-destined mostly for the eastern market. Species of export. Quantity. Value. Wheat.. —-. 2,621,224 bushels.. $1,808,645 Corn - --. 1,282,509 ". 513,004 Oats - - 239,936 "... 71,981 Clover seed.- -203 barrels 2,842 Timothy seed -- -740' 2,810 Flax seed......... 1,859 " 6,971 Hickory nuts. 643 ". 964 Express packages. 250,000 pounds.- 500,000 Flour.. 194,682 barrels.. 681,386 Beef.- - 3,038' 21,286 Pork — 7,196 - 86,352 Whiskey,..-5,552 ". 36,088 High wines. -12,598 " -. 91,326 Alcohol -........ 589 ". 12,958 Beans.. 11 ". 38 Eggs -. -2,962 ". 14,810 Cranberries. 4 "' 24 Ground plaster 4,146 " 6,219 Crude -"....... 4,414 tons 132,420 Sweet potatoes -. 93 bushels.. 93 Ashes,pot................ 3,214 casks.. 67,494 S. Doc. 112. 183 Exports coastwise —Conltinued. Species of export. Quantity. Value Apples, green.. 190 barrels... $380 " dried-.. 86,452 pounds... 3,458 Peaches, dried... 16,408 ".. 1,969 Butter.-.. 382,340 " 3,823 Lard. 267,337 ".. 18,714 Tallow-... 157,127 "... 13,370 Feathers - 36,351 " 10,905 Wool... - 2,340,771 ". 795,861 Beeswax -.... 3,295 ". 824 Ginseng....... 3 barrels. 100 Leather (in rolls).. 51 rolls.. 2,550 " (unfinished)......... 106,768 pounds. 21,353 Furniture - 188,700 ".. 8,870 Merchandise 810,093 " 162,019 Rags............... 656,101 ". 14,963 Cheese.................... 8,100 " 486 Oil-cake. 247,026 " - 2,470 Candles-. 17,807 " 1,780 Corn-meal -113 barrels. 175 Tobacco.... 549,046 pounds. 54,905 Hams.-. 187,100 " 1,226 Broom-corn........ 21,5656 " 1,078 Furs... 128,425 " 128,428 Live hogs.-..-..... 72,399.4. 434,394 Dressed hogs.. 32,827 —. — 295,44t Flaxseed oil.... 1,331 barrels. 42,595 Black-walnut lumber..... 425 M feet.. 5,374 Staves (pipe, hhd. and butt). 5,947 M 148,679 Hides.. 2,256 6,204 Sheep-pelts......... 1,035 bundles. 36,225 Deer-skins -5 —....4 ". 2,700 Emptycasks. 1,084. 813 Potatoes...........-... 411 bushels. 205 Salaeratus. - 20,156 pounds... 907 Bristles....... 6 barrels. 42 Raiiroad iron.. 42 tons... 1,680 Railroad chairs. 197 " 15,760 Pig iron.... 11 " S80 Lard oil........... 3 barrels. 108. Beef-tongues..........-33 ". 495 Lumber - 2,046 M feet,.. 20J460 Ship-plank........... 252 ". 3,528 Shingles 530....... 53 1,325 Grindstones........... 1,068 tons.... 19,224 ~184 ~S. Doe. 112. Exports coastwise-Continued. Species of export. Quantity. Value. 600 S-hip-knees. 60 — $60 Railroad ties.... 2,400.........480 Buggy wagons.-2 175 Flaggin stones. 50 M feet. 3,000 Block stones......... 1,000 tons..... 000 Stoves ad furniture 150 " 1,500 Glass......... 5 boxes. -...Medicine —---- - 1 box...... 0 Wood-.......... 2,877 cords. 3.40 Fish —------------ - 1,494 barrels. 8735 Hoop-poles- 139,000 1,390 -.Timber. —----- - 35 sticks.. 175. Ox-marrow - 5 barrels.. 90 Nea.sfoot oil- - _______.___10 350 Miscell s.............. 423,227 pounds. -58765 Total value........j..59659 CUSTOM-HOUSE, SANDUSKY, OHIO,9 January 7, 1852. No. 13.-DIsTRIcT OF MIAMI, OH1IO. Port' of ent ry, Toledo; latitude 41Q 38', longitude 830 35'; popula.tion in 1840, 1,222; in 1850, 3,829. This district has a shore-line of'fifty miles in extent, comprising that portion of' the lake and river coast lying between Port Clinton and the dividing line between Michigan and Ohi'o, and in'cludes the-ports of Manhattan, Toledo, Maumee, and Perrysburgh. The former is a Port of but littleimotne furnishiug no returns. Maumee city and Per-.rysburgh are both situated on the Maumee river, within a few miles of Toledo, and might, perhaps, be considered with more -propriety suburbs of that place, than independent, ports of entry. The commerce of Perrysburgh is returned by the collector as follows:.Imports —$,264,755 Exports —~~~~~~~~~~~~41,0055 Total-~~~~~~~~~305,810O S oc. Do 1'2. 12 185 That of Maumee city is ascertained from the same source to beImports......, $16;,207 ~~~*...Exports- -**.. 30,557 46,764 Toledo is, in one respect, more advantageously situated for an extensive lake commerce than perhaps any other - western port, from the fact that it has two canals, both connecting it with the Ohio, terminating in its port: one the Miami and Erie canal to Cincinnati, and the other the Erie and Wabash canal, intercommunicating with Evansville, Indiana, and traversing the entire Wabash valley, which thereby renders the richest portion of the entire State of Indiana tributary to its traffic. This circu1stance, when taken in connexion with the fact that railway transportation has hitherto been unable to compete on equal terms with water for the inland carriage of heavy freight, such as agricultural produce, renders it absolutely certain that, at no very distant date, Toledo must become the grand depot for the lake trade of the valleys of the Miami and Wabash; and, inasmuch as the course of trade for productions of that sort is annually tending more and more to the northward, this is almost tantamount to saying that it must needs be ultimately the greatmeeting-place and mart for the immense products Of all northwestern Ohio and of all northeastern Indiana, these valleys being beyond all doubt the very richest and most fertile portions of the respective States, which cannot be surpassed, if equalled, by any in the Union for their agricultural wealth. Toledo is well situated on the west side of the Maumee river, at a short distance from the head of Maumee- bay, in Lucas county, Ohio, 134 miles NNW. from Columbus and 464- from Washington. Its present population is estimated at about 5,000 individuals, and is con-, stantly on the increase. One line of railroad is already completed, connecting Toledo with Chicago, known as the Southern Michigan; and another-the lake shore road, which will form an intercommunication with Buffalo;, Cleveland, Sandusky, and the other eastern marts and harbors on the lake-i~s in rapid progress;- and will,'it may be confidently expected, be finished.within a twelve-month, or a little over, which will of course add a new stimulus to the business of Toledo. A third road is also projected through the~ Miami valley, in the direction of Cincinnati. These advantages, together with the possession of an excellent harbor and good arrangements for freighting on -the lakes, have already so far developed the coinmerde of this port, as to give the most gratifying assurances in regard to its future progress and prosperity. The commerce of Toledo, so far as can be ascertained from the scanty returns which have been sent in by the collect-or, are as follows for the years 1851 and 1847; no comparative statement concerning other years being attainable, from the absence of reports: Imports coastwise for.1851..............$22,Q87,772 Exports coastwise for 1851...7,847,808 Total coastwise forl1851....-...., 30,835,580 ~186 ~S. Doe. 112. Imors, foreign, for 1851. $33007 Exports, foreign, for 1851........... 66,304 $99,311 Total commerce, 1851. 30,934,91 1,603 - tons 418,892 Clearances. —.,...1,609......- 419,942 Total...... 3,212...838,834 The total commerce of the district, including all the polts, for 1851 wasImports..-. -- $23,301,741 Exports. —7,985,724 Total..................31,285,465 The same for the year 1847 amounted only toImports b............3985 Exports.-.49034IS24 8,068,809 Commerce of 1851 —................$31,285,465 Commerce of 1847 —--------------- 8,068,809 Increase on four years.-.- 23,216,656 The total enrolled and licensed tonnage for 1851, is 3,286 tons. Entrances for 1851 in the whole district. --- 1,710._ - tons 437,996 Clearances do do.-.1,714 ----- 438,449 Totals-............3,424.-. 876,445 CANADIAN TRADE IN 1851. imports. in American vessels.-.$8,441-.... duty $2,9'129 hli British vessels - 18,028 ------— do 5,390 S. Doc. 112. 187 Exports. In American vessels.......................... $2,940 In British vessels.....................63,364 Total exports................. 66,304 Total imports and exportsIn American vessels..-...................$11,381 In British vessels-. --—.81,392 Total Canadian trade........................ 929773 Tonnage inward. American, sail.........- 12..............1,742 tons. British, sail. 7............... 934 " British, steam. 2.................... 404 2,080 Tonnage outward. American, sail -.. 1 -.-.........-150 tons British, steam.... 2.........404 British, sai.l-..... 934........................ 934 1,4SS 188 S. Doe. 11'2. Statement showing the principal articles, their quantity and value, imported coastwise into the port of Toledo during the year ending December 31, 1851. Articles. Quantity. Value. Assorted merchandise -.. tons - - 23,260 $18,608,000 Iron, bar and bundle. do. 273 18,200 Iron, railroad.. -...........-..o. 9,415 423,675 Iron, pig....do.. - 113 4,520 Steel...................pounds - 18,928 2,082 Nails......-.......... ekegs - 6,067 19,354 Spikes. —.....do.. 10,099 50,499 Castings, iron......pounds. - 187,558 7,502 Tin.-...boxes. - 2,176 20,760 Axes -d o. do. 720 7,920 Stoves..... No. 4,199 50,386 Stove trimmings. -..pounds. - 20,292 13,190 Hardware. -.- - -. tons.. 557 389,900 Hollow ware.........-..... pieces - 3,619 7,238 Scales ---------— packages.. 420 27,300 Machinery........ --- - -.do... 583 52,470 Stoneware... gallons. 16,650 1,665 Glass........boxes.. 3,249 6,498 Cheese.. do... 2,898 7,249 Coffee.........bags.- 647 9,058 Sugar barrels. - 3,900 70,200 Molasses gallons... 13,380 47,888 Tobacco......p. pounds. - 33,810 5,071 Hides, Spanish.N....o.. - 16,380 -2,293 Hops........... bales.. 23 2,760 Powder..... — -kegs.. 20,242 80,968 Spirits................barrels.. 481 26,455 Oil -do..... 132 3,960 Candy.. -.. boxes.. 677 2,031i Apples, green.......... barrels.. 6,364' 12,728 Apples, dry.- bushels 1,215 1,823 Barley o...... 27,505 13,752 MIalt........- -do... 3,672 2,295 Ale and beer...barrels-. 1,554 9,424 Water-lime.... do.... 1,828 2,742 Plaster....-do... 467 467 White fish and trout.. do.... 10,499 73,493 Mackerel...do.... 150 1,800 Salt.. do.... 102,032 107,032 Salt. bags.. 79,080 9,885 Leather... rolls.. 1,110 33,300 Boots and shoes............... cases... 6,098 243,920 White lead...kegs. 1,837 6,429 Coal, bituminous.. onis.. 1,829 7,316 S. Doc. 112. 189 S TATEMENT-Continued. Articles. Quantity. Value. Coal, Lehigh......... tons. 770 $5,775 Pianos........No... 220 44,000 Wagons ------ - - do... 43 2,580 Carriages, &c. do... 33 6,60 Railroad passenger cars........... do.. 10 20,000 Do. locomotives.............. do... 20 160,000 Do. freight cars.............do.150 71,250 Threshing machines. —--— do... 61 16,775 Reapers....... do... 75 15,000 Iron safes..- -do... 22 2,750 Household goods....... packages.. 1,528 12,224 Marble.- - - - - tons. 1,777 63,972 Grindstones..No... 1,054 697 Lumber --....... -.-feet.. 11,837,747 142,052 Shingles. M..W 6,277 15,693 Laths.. —----— No.. 2,569,715 6,423 Pinelogs......... feet.. 1,000,000 7,000 Horses....................head.. 101 6,060 Cattle.....do... 29 5,075 Sheep. do... 221 4,420 Express goods.. packages.. 1,910,000 Sundries...................... 17,755 Total value. 22,987,772 Statement of the principal articles, their quantity and value, exported coastwise from the port of' Toledo during the year ending December 31, 1851. Articles. Quantity. Value. Corn........ bushels.. 2,775,149 $1,110,017 Wheat..-............. do.... 1,639,744 1,082,231 Flour.................. barrels.. 242,677 849,369 Bacon......casks.. 14,150 706,910 Hamns......-.No... 4,096 5,898 Pork.. barrels.. 38,658 502,554 Lard.................do.... 27,165 434,640 Lard oil... do..... - 6,078 182,340 Live hogs...No... 23,647.117,735 Live cattle... do... 744 22,320 Live horses. do... 301 - 27,090 Live sheep..................do... 1,759 3,518 Beef.............. barrels. 7,296 69,312 Tallow.............. do... 1,884 28,260 ~190 ~S. Doc. 112. STATEMENT-Continued. Articles. Quantity. Value. Grease- pounds.. 396,400 $19,820.Linseed...o.. barrels. - 147 382.Oil-cake*. tons.. 3,026 4590.H.ide.......s... No.. 7,125 2137 ~Sh..eep-pelts-.bales.. 193 5190 Fur (estimated)................................ 105000 ~Oats- ----------- bushels.. 64,441 19332 ~ Beans- -do.... 199 398 Barley — -- ---------------..do.-. 675 37.Corn-meal.-.bags. 814 1221.....Seed-.... barrels.. 4,856 2936....Potatoes-.. bushels. 17,796 8105 Cranberries..barrels 678 48 Cheese............... boxes.. 768 2304.Butter.. kegs. 3,119 37,428 Candles................. boxes.. 2,454 12270 Beesw.x........ pounds.. 36,200 9050 Eggs........ barrels. 568 3408 Fish. -. do 325 227 Sugar —---------------— hogsheads. 758 56,850 Molasses.'....barrels- 388 5,432 Nuts_ bushels-. 130 97 To bacco --------— hogsheads. 1,216 42,560 TFobacco.. -boxes. 1,953 23,436 Spirits.. —--------— casks. 21,934 186,439 Leather.. —--------— rolls. 2,642 79,260 Wool.. -bales. 2,839- 21,2,925 Feathers. -do. 1,090 38,150 Cotton ------------— do. 394 3,940 Broom-corn ----------— do. 156 1,872 Hemp~~~~~~~~do ~~~ 725 10,875 Ashes..............casks. 4,847 121,175,Lumber............ Mfeet. 2,134 32,011 Staves..M.._-2,504 62,621 Rags ---— p —-- ounds. 31,45394 Roofing paper.-.-_._.rolls. 1,669 5,841 Carriages..No. 23 2,300 Varnish....barrels. 56 4,368 Peppermint, oil of. _..pounds. 400 500 Merchandise- do. 403,513 161,405 Express goods........packages.-917,500 Sundries. do~.-. 9,081 302,800 Wash-boards.....-dozen. 785 2,355 Total value. 7,847,808 S. Doc. 112. 191 No. 14.-DiSTRICT OF DETROIT. Port of etry, city of Detroit; latitude 420 20', longitude 83~ 02'; population in 1830, 2,222; in 1840, 9,102; in 1850, 21.,019. The district of Detroit has the most extensive coast-line of any lake district not bordering on Lake Superior, and embraces all that portion of Michiganknownasthe Southern Peninsula. Commencing at the western line of Ohio, it extends thence northerly along Lake Erie, up the Detroit river, Lake St. Clair and St. Clair river, to Lake Huron, up that lake northwestwardly to the island and straits of Mackinaw, and southwardly, with a little westin, to the Indiana line, not far from the head of Lake Miian-a distance, following the sinuosities of the shores, which does not fall ver far short of a tousand miles. It has fifteen ports, none of hich have any present importance, with heexception of Detroit and Monroe; although it is more than probable that wthin a few years several of them may rival the most promising harbors and ports in the West. There is, probably, no State in the Union which surpasses Michigan in its commercial advantages, or which, if properly fostered and developed to the extent of its vast internal resources, it will not Ultimately equal or exceed in all the actual realities of progress and prosperity. She has more natural harbors, involving but little expese or labor to render them available in all seasons to all classes of shipping, than any other State bordering on the lakes. The extent of country enclosed within her extensive coast-line comprises 39,856 square miles, some of it the best and most fertile land of the West, watered by numerous lakes and streams-many of the latter navigable, and very extensively used for lumbering purposes, which is the principal occupation and interest of the inhabitants of the northern section of the State. Among these rivers are the Raisin, Huron, Rouge, Clinton, Black, Saginaw, Thunder Bay, Manistee, White, Maskegon,'Grand, Kalan-a-' zoo, and St. Josephi's-the six last named flowing into Lake Michigan, and the rest into Lakes Erie, St. Clair, and Huron, and the Detroit and St. Clair rivers. Although scarcely one third of the above area is unuder successful cultivation, yet Mi~chigan is already known, throughout the country, as a larg~e exporter of the choicest wheat and flour. It may indeed be said, without fear of contradiction, that for two seasons -past the quality of Michigan wheat and flour has been, on the average, equal if not. superior to that of any other State; her exports of flour amounting to 500,000 barrels, and of wheat to 1,000,000 bushels, in round numbers. Monroe, the easternmost of her ports, is a terminus of the southern Michigan railway on Lake Erie, about 40 miles south of Detroit, and is situated at the'lower falls of the river Raisin, with a population of about 5,000 souls. There is a daily line of steamers connecting it with Buf-,falo,'and the ha~rbor is accessible'for vessels of the largest class. Unfortunately, no special returns, showing the commerce of Monroe, -are at hand. It is, however, a point rapidly increasing in importance, and must be eventually the depot for a very large, amount of trade. The returns from the district of Detroit, which have been received, show the coastwise business only of that port; so that Gibraltar and Trenton, 192 S. Doe. 112. on the Detroit river; Mount Clemens, on the Clintonriver; Algonac, Newvport, St. Clair, and Port Huron, on the river St. Clair; Saginaw, on Saginaw bay; Thunder Bay islands, in Lake Huron; Grand Haven St. Joseph's, and New Buffalo, on Lake Michigan, are all of them unrepresented. This is a circumstance deeply to be regretted on several accounts. These are the outlets of the principal lumber regions of the western States, and supply the prairies of Illinois, as also St. Louis, and other southern cities, with nearly all their lumber and shingles besides sending vast quantities to Detroit, Sandusky and Buffalo. The St. Clair, Sandusky and Maskegon lumber is as extensively known in the West as being of superior quality, as is the pine of Canada to the eastward. Again, these portions of the district are so very rapidly increasing in importance that their influence will er long cause itself to be most sensibly felt in the commercial cities of the West. Lastly there is still a very large tract of public land in various parts of this district, in the hands of the government, for the most part well watered and well timbered, which sooner or later will become of immense value. In past years these government lands have been trespassed on, by persons engaged in the lumber trade, to a very great extent; but the confiscation of several vessels, with their cargoes, has, it is to be hoped, effectually put an end to these depredations. There is a very valuable business also carried on in the ports of Gibraltar and Trenton in the shipment of staves; and at Port uron, Newport, and St. Clair, on the St. Clair river, shipbuilding is prosecu 1ed to a considerable extent and to very decided advantage; one of the largest steamers which navigates the lakes, of' 1,600 tons burden, with an engine of 1, 000 horse power, having, been constructed on these waters. In this district are situated the St. Clair flats,,, the greatest natuial obstacles to the free navigation of the gfreat lakes, with the exception of the rapids on the lower St. Lawrence, the Falls of Niagara, and the Sault Ste. Marie. These shallows lie nearly at. the head of Lake St. Clair, about twenty-five miles above the city of Detroit. The bottom is of soft mud, bearing a lofty and dense growth -of wild rice, with a very intricate, tortuous, and difficult, channel winding, over them, in many places so narrow that two vessels cannot pass them abreast; nor Is it possible to navigate them at night., There Would be no difficulty whatever, and but a most triviall expense, as compared with the advantages which would accrue from removing this barrier, in dredging out a straight channel of sufficient depth to admit vessels of the largest draughit. Nor is there any work more urgently and reasonably solicited from Congress by the men of the West, nor any more entirely justified by ~every consideration of sound economy and political wisdom, or more certain to produce returns incalculable, than the opening the flats of the St. Chair, and carrying a canal around the Sault Ste. Marie. These improvements would at.once perfect the most splendid and longest chain of internal navigation in the world, extending above two thousand miles in length from Fond du Lac, aL the head of Lake Superior, N. latitude, 460 50', W. longitude 920 20', to the'Mouth of the St. Lawrence river, in 460 20' N. latitude, 650 35' W. longitude. S. Doc. 112. 193 t is not, in fact, too much to say-so imperatively are these improvements demanded by the increase of commerce, and the almost incalculable mineral resources of northern Michigan —-that within a few years they must and will be carried into effect, at whatever cost and expense of labor. Above St.Clair river the first port is Saginaw, situated at the outlet a river of the same name into the great bay of Saginaw, larger itself than a large European lake, setting up into the land southwesterly from Lake Huron. This bay, with the exception of Green bay, is the largest in all the West, but is rarely visited by any vessels except those trading directly thither, unless driven in by stress of weather, since it lies some considerable distance off the direct line from Buffalo to Chicago. The port, however, imports all the supplies necessary for the lumberin population, and exports what may be stated, on a rough calculation, at 10,000,000 feet of lumber annually. At the Thunder Bay islands little business is done beyond the shipment of the produce of the fisheries; and to what extent these are gcarried on in that locality, owin to the total absence of all returns, it is impossible even to hazard a conjecture. On Lake Michigan, the ports of Grand Haven, St. Joseph's, and New Buffalo, are places of shipment of produce, and importation of supplies to a reasonable extent; whil Grand Haven, Maskegon, and Manistee, are all great exporters of lumber. The commerce of the district, iride. dent of Detroit, which is the principal depot for the commere o 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 needful returns. Detroit, the -port' of entry of this district, and capital -of ithe county, is a finely built and beautiful town, laid out with, streets and buildings which would be considered worthyonteiayct, partly on~ aip ascending slope from the river Detroit, partly on the level plateau some, eighty feet above it.- The city now contains about 27,000 inhabitants, who lack no luxury, convenience,.comfort, or even display,\which can be attained in the Aidest- of the seaboard cities,. though itsl the growth but of yesterday. -It is situa~te 302 miles west, of Buffalo, 322 east,! northeast of' Mackinaw, 687 west, by land, of NewYork, and 524northwest of Washington. The river Detroit is, at this point, about three quarters of a mile i width, dotted with heautifoilislands, and of depth sufficient for vessels of a large draught of water. The shores on both sides are ip a state of' garden-like cultivation; and, from the outlet-of the river into Lake Erie, to its origin at'Lake Huron, resemble a continuons village, with fine farms, pleasant villas, groves, and gardens, and excellent roads, as in the oldest settlements. The soil is rich * and -fertile; the air salubrious, and the climate far mor eqable and- pleasant at all seasons than on the -seaboard. The regions around are particularly suited for the cultivation of'grain, vegetables, and all kinds of fruit: many varieties of the latter, which can be raised only with great care to-the, 194 S. Doc. 1 12. eastward, as the apricot for example, and some of the finest plums, growing here almost spontaneously. The waters teem with fish, and the woods and wastes with/,game, which have recently become n article of traffic to the eastern cities in such enormous numbers as to threaten the extinction of the race, and to call for the attention of the citizens to the due regulation of the trade, as regards time and season. Being not only the oldest but the largest town in the State, occupying a commanding situation, enjoying all the advantages which arise from a central position, a magnificent river, and a harbor ofunsurpassed capacity and security, Detroit has arrived at a stand of coimercial eminence fiom which it can now never be dislodged. ~The Michigan Central railroad extends to Chicago, via New Buffalo and Michigan city, a distance of 258 miles; and the Pontiac railroad some 20 miles to Pontiac. There are also about 120 miles of plank roads running from the city to several flourishing towns, in various rich portions of the*State, as Ypsilanti, Utica, and other thriving places The commercial returns from Detroit are of the most conictin character; but the following results are believed to approximate as nearly to a true estimate of the actual commerce of the port as can be attained: Imports, coastwise.-................... $15,416377 Exports do... 3,e961430 Total........................................ 19,377 7 Imports, foreign...... $98,541 Exports do............ 115,034 Total...................... 213575 19,591,42 Add the estimated value of the commerce of the other ports of the district-say....... 8000,000 Total commerce of the district.................. 27,5914S2 The tonnage of the port of Detroit alone wasClearances, for 1851.:. 2,611 tons 920,690 men 41,931 Entrances, " ". 2,582 " 905,646 " 41546 Total for 1851.......5,193 " 1,826,336 " 3477 -" " 1850... 4,420 " 1,439,883 " 64098 Increase, 1851........ 773 " 386,453 "19,379 The entrances and clearances from the other ports cannot be reached, 0 viug10 to the usual deficiency of returns from this region. In 18417, however,-the business of the district-was represented as fol S. Doc. 112. 195 lows, in the various ports, and by these some idea may be formed of.. ~~~~~~~.y theircomparative value: Place or port. Value of exports. Value of imports. Detroit. - $3,883,318 $4,020,559 Monroe 1,139,476 817,012 Trenton -........ 8,425 66,000 Brest ---- 12,000.. St. Joseph- S-..833,917 517,056 Grand Haven... 265,068 220,000 Kalamazoo and Black rivers... 100,738 60,000 Ports north of Grand Haven.. 58,250 45,000 Shginaw. 45,702 18,000 Port Huron.-.............. 159,400 100,000 St. Clair.-. 59,320 30,000 Newport-.. =14,772 20,000 Algonac-_. 37,820 15,000 Mt. Clemens.... 168,711 123,200 Total-. 6,7S6,957 5,991,827 Add railroad iron ----- - 6,991,827 1,000,000 Grand total... 13,778,784 6,991,827 Another great advantage will shortly accrue to Detroit from the opening of the Great Western railway, about to be constructed through Canada, which will bring it into direct communication with the New York and other eastern routes; as well as from the completion of the Lake Shore road. These will bring the city within twenty-four hours' journey of New York and the Atlantic ocean. Such are the giant strides with which the fortunes of the West, through energy and enterprise, are pressing on to the ascendant. The enrolled and licensed tonnage of the Detroit district for 1851 was 40,320 tons, of which 21,944 were steam and 18,376 sail. Canadian trade in 1861. Duty collected. IJmports.-In American vessels ---- - $35,856 $6,215 In British vessels................ 62,685 16,819 98,540 23,034 Exports.-In American vessels..................... $74,072 InBritish vessels............ 40,960 115,032 196 S. Doc. 112. Total imports and exports.-In American vessels..- $109,927 In British vessels.......... 103,645 213,572 Tonnage. Inward-American, 2 steamers.......... 389 tons. 9 sail................ 1,544 " 1,923 British, 294 steamers. 49,081 68 sail..... 7,300'. - 56,381 Total tonnage.................. 5S,304 Outward-American, 14 steamers.-..... 2,086 tons. 17 sail 1,668' - 3,754 British, 315 steamers -.... 51,727 67 sail............ 5,546 " 57,273 Total tonnage...... 59,027 S. Doc. 11'2. 197 I'Morc wise into the port of Detroit during the year 51, with their value. Articles. Quantity. Value...Merchandise.. tons..... 18,000 $14500000 Coal —------- ----- do.. - 30,106 150,530 Pig-iron ----- --- do. 1,120 28000 Hig.h wines. —. -- barrels 800 800 ~Hogs.. number 220 1320 ~Wool.... e.bales. 81 4050 *Barley.. —--—'bushels. 2,120 848 ~.Marble.. pairs.. 83110 Fish...barrels.. 4,119 20,594 Flour —----—.... do.. 1,827 5938 Water-lime..... do 2,117 217.Starch.....boxes... 101 250 Powder-............... barrels. 721 14840 — Whiskey.....do.. -,301 8408 Salt ---—......... do.. 40,207 40,207 Lard..... kegs... 3,18015,582 Cut stone —-........ feet.. 2,000 800 Building stone.. cords... 421 4210 Glass.. —------ -boxes. 5,011 10,022 Staves.. —thousand. 331 6,620 Lu-tber...tho'usand feet 1,190 11,900 Horses.. —------— number. 237 9,480 Paper.. ream s. 11,831 ~ 3,662 Sheep............number._ 913 2,393 Hides.. —--------— do-.. 1,141 2,282 Wheat.. bushels. 3,753 2,450 Fruit trees...-bundles 900 18,000 Plaster.. barrels.. 7,900 7,900 Do. (crude).. —-----— tons. 1,340 6,700 Sugar.hoosheads. 350 35,000 Castings.... pounds. 910,000 36,400 Iron.. bars and bundles 24,30412,0 Molasses.. -barrels.. 403 6,045 Oil.. do- 500 15,000 Leather.. —-------— rolls 1,100 22,000 Pork.. —--------— barrels.. 6209,0 Codfish.. -— pounds. 7,110 284: Bark.. ~~~~~~~cords. 900 2,700 Nails.. -kegs.. 18,300 73,200 Apples.. ares 1,100 2,200 Railroad iron.. —-----— bars. 8,340 93,074 Salt..'bags.... 18,700- 2,500 Bacon.. pounds 10,00070 Cider......barrels- 100 300 198 S. Doc. 112. Imports into the port of Detroit during the year 1851-Continued. Articles.. Quantity. Value. Coffee.-. —---- —.bags... 1,140 $14,592 Tobacco hogsheads. 61 6,100 Tea.................. chests. 610 12,200 Crude potash -. - - tons.. - 211 12,661 Corn.-........... bushels.. 4,500 1,800 Stoves -- --- number 3,300 33,000 Shingles -.- thousand 240 240 Wagons - nu mber. 43 4,300) Stoneware'-................. gallons. 58,480 5,848 Total..-........ 15,416,377 Exports coastwise from the port of Detroit during the year 1851, with their estimated:abie. Articles. Quantity. Value. Flour..barrels... 460,325 $l,453,596 Lumber......-.......... thousand feet. 30,717 245,736 Wheat.- - - bushels... 897,719 618,403 Shingles- - thousand 12,944 25,888 Laths - do 8,445 21,102 Wool -.bales --- 2,977 178,620 Pork -barrels. 1,704 20,448 Furs -. —- - — bales..- 420 42,000 Fish -half barrels. 4,150 12,460 Hides — number... 1,484 2,968 Oats - -bushels. 48,546 14,663 Beef.barrels... 568 4,644 Starch..casks 248 12,400 Hams....pounds. 8,000 640 Leather. r l rolls... 529 26,450 Rags -.... tons.... 61 3,660 Salaeratus..boxes. 51 255 Coal...tons.... 960 4,S00 Nails... ------- -kegs... 34 136 Hay.bulltdles.. 1,231 3,693 Sheep...number. 413 500 Pig iron.. -.. -.tons... 343 10,290 Oil...... barrels. 135 3,240 Cranberries............... do..... 1,479 4,437 S. Doe. 112. 199 Exports from the port of Detroit during the year 151Conti Articles. Quantity. Value. Water-lime —----— barrels. - 170 $170 Corn —------------—. bushels. 378,070 151228 Corn-meal.. barrels.. 1,667 4989 Saves —----------- --. thousand. 1Q,856 217,120 Ashes ------------------------ casks... 2,207 55,175 Hi.h wines............... 2,783 2730 ~...Fish_ -....barrels. - 7,336 43996 Shingle bols- cords. - 693 51 salt-.... b.. vbarrels.2.. 21.Potatoe.s -. —-- bushels. 3,518 1055....Whiskey........... barrels.. 1,359 10872 Beans. -do... 179 358 Hogs u.umber - 2,3 75 23,750 Merchan uise pack-ages.- 12,090 453,300 Ale barrels.. 70 420 Brick ----— thousand. 831,179 Clover seed --------— barrels..- 129 2,580 Malt... -.busbels..- 150 1 7, Copper__... -_tons... 277 110,800 Cattle.h-... ead... 2,56 7,6S0 Butter..kegs...- 1,106 13,7212 Horses ----------— head.. 85 5,100 Bark ~ ~ ~ ~ ~~cords.. ~~~~~~~135 405'a Wash-boards —.dozen.. 50 300 lcee ---- tons... 1,510 7,550 Broom-crnbales -. 1351,5 Apples -............barrels. 4,888 4,888 Total...3,961,430 Statement of freight carried over the Mfichigan Central railroad during the year endting December 31, 1851, i7n tons and thousandths. Articles. To Detroit. Interior cii'cu- Total east. From Detroit. Interior circu- Total west. Grand total' lation east. lation west. Apples, l40 lbs. per bbl 11.940 7.910 1.9-850 143.490 50.715 194.205 214.055 Ale and beer, 300 lbs. per bbl............... 1.275 29.475 30.750 145.950 65.400 211.350 242.100 Ashes. 336.966 ------ -------- 336.966 ------------—.............- ---- - -— 336.966 Barley, 48 lbs. per bushel................. 83.864 36.363 120.227.-............ 14.090 14.090 134.317 Buckwheat flour. I 14.332 1.546 15.878-.989.989 16.867 Beans, 60 lbs. per bushel ---------- 22.281.090 ~22.371 9.400 4.189 13.589 35.960 Bran and shorts............................ 629.146 35.670 664.816 94.597 94.597 759.413 Beef, 300 lbs. per bbl...................... 199.807.315 200.122..17.636 17.636 217.758 Butter................................... 119.600 2.137 121.737 14.590 7.090 21.680 143.417 Conr, 56 Ibs.perbushel.7,293.348 482.549 7, 775.897.26.484 26.484 7,802.381 Cornmeal, 200 lbs. perbbl 25.805 6.356 32.161............. 11.474 11.474 43.635 Cheese................................................... 1.728 1.728 144.328 2.671 146.999 148,727 Cranberries, 120 lbs. per bbl. 106.935.555 107.490.075 2.868 2.943 110.433 Coal...................................................500.500 809.346 1.265 810.611 811.111 Dried fruit. —--------- 9.041 2.579 11.620 101.779 8.152 109.931 121.551 Flour-, 216 lbs. per bbl..................... 49,102.524 36.612 49,139.136 11.016 913.572 924.588 50,063.724 Furniture and baggage..................... 372.040 327.645 699.685 1,109.466 473.797 1,583.263 2, 282.'948 Gras and clover seed...................... 5.390 8.936 14.326.480 1.556 2.036 16.362 Garden roots and potatoes.................. 354.603 13.021 367.624.095 445.324 445.419 813.043 ]-Iams and bacon.52.791 2.802 55.593.............. 055 3.055 58.648 High wines, 350 lbs. per bbl................ 1,276.975 3.675 1,280.650 9.275 38.850 48.125 1, 328.775 Hides................................... 75. 877 13.347 89.224. 22.378 22.378 111.602 Iron and nails............................ 20.266 21.442 1,649.545 8.904 1,658.449 1,679.891 Lime.....................................396 67.228 67.624 251.874 26.502 278.376 346.000 Lumber, 3- lbs. per foot.657.583 1.377.452 2, 035.035 782.302 1,272.130 2,054.432 4, 089.467 Laths..................................... 46.016 46.016 290.533 13.958 304.491 350.507 Leather.................................. 8.361 24.557 32.918 229.731 10.157 239.888 272.806 Millstones.19.541. 19.541 19.541 Mliscellaneous merchandise........... 698.801 1,046.181 1,744.982 12, 361.234 1,046.216 13,407.450 15, 152.432 Oats.,32bs.perbusel — 1...097.754 1,101.63........... 7.779 7-779 1,109.410 Other agicultural products -. 64918 2902 67.820 44,982 97.289 142,271 210.091 Plaster —------------------ -66.127 66.127 11174.823 17-51.5 1 192.338 1,258.465 Pigiron —------------—.... 9147388 239,509. 93.176 6.000 99-176 338.685 Pelts —-----------------— 93521 7.893 101,414.367 1.798 2.165 103.579 Pork in bbls. 300 lbs. per bbl. 301950 5550 307-500 3.900 8.400 12. 300 319.800 ~Pork iuiog.-_ 12~99- 71 1 1.6-008 1-315.719.320 47.703 48.023 1,363.742 Salt, 280 lbs. per bbl-7,000 48.440 55.440 2,411.080 14-420 2,425.500 2,480.949 Stoves..-.............530 48094 48-624 406-810 9.366 416.176 464.800 SO0 352.400 52.500 128.250 180.750 533.150 Shngles,!200 lbs.- per in.1.00 335.400 352.400 52.500 1820 10705:.5 Wool-.............. 485.400 12.439 497,839.............. 3.519 3.519 501.358 W 6h183 17,202.300 2.948 318.698 321.646 17,523.946 Whiskey, 350bs. prbbl-.96.775 36.050 132.825 458.325 69.213 527.538 660.363 ~~~~~~~~~~~~~~~..Cord-wood, 2 tons per cord --. v 9,870.000 9,870.000 9,870.000 StoneI, sand, ad brick-353 0 59.225 3,598.225 5.398 157.518 162-916 3,761.141 Neat cattle, 1,000 lbs. per head426500 9500 436.000 15.000 11.500 26.500 462.500 Horses, 1000 lbs.per b83.000 16.000 99.000 38.500 24.000 62. 500 161.500 ogs, 200lbs per head..460.000 6.o00 466.700...35. 500 35.500 502.200 o Sheep, 50 lbs. per ead., 300 025.325 34.575 2.775 37.350 37.675 C Total.41............. 84,041.377 7, 104.389 91, 145.766 22,826.754 15,415.262 38, 242.016 129,387.782 0> ~~202 ~S. Doe. 112. NO. 15.-DISTRICT OF MICHILIMACKINAC. Port of entry, Mackinaw; latitude 45~ 51', longitude 84 35; opultion in 1850, 3,598. This, which is the most northerly of the lake districts, as well as the most extensive of them all, cmbraces that portion of tlhe American coast on the western shore of Lake Michigan, from Shebygan, Wisconsin, 4301' north latitude, 88 01' west longitude, northwa includin Manitowoc, Two Rivers, Green Bay, Lake Winnebago, with all its ports, -in Wisconsin-embraces Little Bay Noquet, Big Bay Noquet; the Fox, Manitou, and Beaver islands; the coast on the straits of Mackinaw; the St. Mary's iver to the Sault; thence west along the south shore of Lake Superior to Montreal river-all in the State of' Micigan —ad continues thence along the Wisconsin shore to the western extremit of the lake at ond du Lac; whence it proceeds northeasterly along the shore of the Minnesota Territory to Port Charlotte, on the dividing line between the United States and the British possessions. The entire length of this coast-line considerably exceeds 1,300 miles, followin th sinuosities of the shore; and from the isolated situation of many portions of thedistrict, it has been found impossible to obtain full or satisfactory returns. The country bordering upon the great length of coast in this district was partially explored, and even mapped, with sufficient accuracy, vmore than two centuries ago, by the French Jesuits- those indefatiable discoverers and civilizers, and pioneer colonists of the mighty West;..and from that period it has been at alltimes more or less frequentlyvisited by missionaries, traders, trappers and hunters, until the present day, when a systematic and steady colonization may be said to be fairly established, togfether with a practical and successful development of its resources, by the cultivation of its productive lands, the prosecution of its fisheries, a~nd the exploitation of its forests and its mines. Notwithstanding, all this, there is much ground for the belief that the influence which it is one day destined to exercise on the coinmercial affairs of this continent, thoug-h it may be appreciated by a, few ffir-reaching, minds, is litle foreseen or understood by the people at large. The grounds existing for this confident expectation are to be foundin the following peculiar, and in some degree singular, features of this district: First, the unequalled facilities, which it possesses for navigation, -afforded by its numerous lakes, bayvs and rivers, through which,. and their artificial improvements, it has, ready access to both the St. L awrence and Mississippi, from which, by the various internal chains of canal and railroad, it has easy communications to almost, every important market along the vast seaboard stretching. from the Balize to the straits of Belleisle. Secondly, the unbounded productiveness of its fisheries, which may be., and -are, it mighit be said, advantageously prosecuted. through the entire length of its waters'. Thirdly, the immense resources it possesses' in the magynificent forests of -pine which border all the southern portions of its coasts, and are S. Doc. 1-12. 203 capable of supplying lumber for the entire conlsumption of the Northwest. And, fourthly, the incalculable wealth of the mineral regions of Lake Superior. These four influences-apart from any agricultural resources, which, under the stimulus of demand arising from the development of the former, are constantly and steadily on the increase-are already felt surely to a degree which has commanded the attention of those engaged in commercial pursuits, and in fact of the government itself: Every succeeding year fresh ports are springing into existence at different points-all imperatively demanding aid for the construction of light-houses, and piers, and other facilities for navigation; and all as imperatively demanded by the requirements of a commerce growing spontaneously-not forced into life by any fictitious stimulants of speculation-with a rapidity and steadiness hitherto unknown in. the commercial history of the world. At the southern extremity of this district is Manitowoc, about thirtyfive miles north from Sheboygan, on the Michigan shore-a port which, almost unknown three years ago, has now, including the country in which it stands, a population of 5,000 inhabitants, and a trade, though hitherto almost entirely overlooked, already exceeding that of Chicago for 1839, as regards exports, although the imports are necessarily something inferior, oxving to the smaller extent of country at present looking to Manitowoc for its supplies. The exports are principally lumber, laths, pickets, ashes, shingles, furs, wood, white-fish, &c., &c., to the value of... $77,122 The imports consist of merchandise, as salt, flour, pork, beef; meal, butter, lard, &c., to the value of. 106,721 Making a total of......... 183,843 Entrances, 788; tonnage, 227,940. A few miles north of Manitowoc is the port of Two Rivers-also in Wisconsin —well situated for lake trade. Both these new ports require appropriations for light-houses and piers. The country adjacent to Two Rivers is finely timbered, and furnishes large quantities of lumber for export, as also shingles, ashes, furs, &c.; but, whenever the land shall be cleared, its exports will consist of grain, wool, animals, and other agricultural produce, such as is fhrnished by the land of Wisconsin generally. So that, in a few years, the commerce of these two ports- may be expected to undergo an entire revolutionbecoming, from exporters of lumber and importers of agricultural supplies, exporters of the produce of the soil, and importers of assorted merchandise and luxuries. The business of Two Rivers will be confined to the peninsula east of Green Bay, and Lake Winnebago, and Fox river; since that route, being more direct, and affbrding extraordinary facilities for water transportation, will undoubtedly prevent any trade West. of it firom passing to the lake shore eastward. The local business, however, necessarily ~204 &S. Doc. 1-12. flowing to these points on the shore, will keep up, for all time, an active, and advantageous trade at them. The port of Two Rivers has never before reported its commerce fully, but thefollowing results show an excellent commencement Imports in 151.. - $115000 Exports 1..........112...763. Total.. 2277....63... Of the imports there were for local purposes.......$4255 Ditto for home consumption..72424 Total........................009 In 1847, the imports at this port were valued at $53,747. the exports there were-Products of the forest$90,072 Fisheries-..161...98 Domestic manufactures 6493 112,763 Entrances, -822 steam; 192 sail; making a total of 1,014 arrivals during the season. The next port claiming the attention of the commercial classes is in fact the most important in the district-Green Bay-situated at the southwestern extremity or head of the gr-eat basin of the same name, and the outlet of the Fox river. This port, indeed, bids fair to rival Chicago, as the lake depot for all that most important branch of the lake trade, which has its origin on the horders of the upper Mississippi. The work known as the Fox river improvement is now nearly completed, connecting the Mississippi.Nwith the great lakes, by steam navigation. This work has so. greatly improved the navigation of the Fox river, flow"ing from Lake Winnebago into Green bay, as to hdinit. the ascent of small steamers to the former; whence, by a fuirther improvement of the Fox river, and a canal connecting it with the Wisconsin river, the passage is free to the Mississippi, entrance -to which is had about twvo miles below Fort Crawford. From this point steamers can navigate the Mississippi upward or downward, at option, as occasions may require. This is the first water route whtich has been opened connecting the lake, with the Mississippi, navigable by steam power; and what the practical, result of its operation may be, is yet in the bosom of the fture. Fort Crawford is situated 48-7 miles above St. Louis; 257 above Burlington, Iowa; 80 above Galena, Illinois; 60 above Dubuque, Iowa; 5 below.v Prairie -du Chien;- 24.3 below St. Paul's, Minnesota Terr-itory; and 255 below the Falls of St. Anthony. The distance fromt Green Bay to the mouth of the Wisconsin is about 220. miles, through the richest valley of Wisconsin; by this route, therefore', there is an uninterrupted steam communication from Buffldo, S. Doc. 112. 203 Oswego, and Ogdensburg, or the Canadian cities, and the mouth of the v Lawrence, to St. Louis, New Orleans, and the Balize. This is certainly indicative of a new era in the practice of inland steam navigation; as it will open at once an easy and direct cornmunication between New York and the new States of Wisconsin, Iowa, and the Minnesota Territory, rendering any of the above-named points n the Mississippi easier of access by way of the lakes than St. Louis itself. This is a fact hich canot be overlooked by immigrants, and will therefore bring the public lands of those new States and Territories advantageously into the market at no distant day. This line of communication also brings the lead mines of Galena nearer by a hundred miles to the lakes, than to St. Louis; and to it ultimately all the hidden wealth of the upper Mississippi valley, incalculable in its amount and apparently inexhaustible, must become tributary-inasmuch as for the transmission of heavy feigt and produce this is the easiest and most direct, and therefore, of course, the cheapest channel. Along the eastern portion of this route across the State of Wisconsin, there have already sprung up several promising ports on Lake Winnebago and Fox river; among them Oshkosh, Neenah, Menasha, Du Pere, and Fond du:Lac, all well situated, with good harbor facilities, and rich agricultural regions circumjacent. The public lands are in rapid progress of selection and settlement, whether by warrants or regular entry in the land offices, while plank roads are traversing the country in all direcveral years been a great deot for fish Green Bay, which has for several years been a great depot for fish' and lumber, is nowN, rapidly~ becoming the great commercial depot for the internal trade of Wisconsin, and during, the season of 1851 there was a line of steamers regularly plying between this point and Buffalo. The completion of'the Fox river improvement will, however, demand much greater facilities, henceforth, than have, ever before been brought into requisition. No details of the business at Green Bay for the season Df 1851 have been received, but it is notorious that the commerce of Ehs place has advanced incalculably within the year; and in the absence )f accurate information, it may be fairly assumed as follows: [mpor~ts... — $2,000,000 E~xports —...1,000,000 Total.. -............3,000,000 This estimate of imports may, at first view, appear too large; but, wvhen it is remembered that the I country, in the rear and around, is comzaratively new, and unable, as yet, to export anything very material, ind that the tide of emigration, constantly and regularly pouring in, denands a great quantity of supplies of all kinds' for subsistence, for which..t must be temporarily in arrear until the land shall be cleared, cultiiated, and brought. up to the standard which -shall constitute it -an ex)orting in'lieu of an importing region, this opinion -will be reversed. In consideration- of the great and still growing importance of' Green Bay, and the remoteness of its situation from Michilimackinac, it.nigrht properly be made a port of' entry, with the shores of Winnebago,. ~~206 ~S. Doe. 112. Green Bay, and the lake coast, from the straits of Mackinaw to Maitowoc constituting a new district. Debouching into Green Bay, flow from the northward the rivers Oconto, Pestego, and Menomonee the latter a large stream, an merly, for some distance, the firontier line between the States of Mician and Wisconsin. On it are situated several saw-mills for the cutting o lumber for the Chicago market. The source of this river is but a fw miles distant from the shore of Lake Superior, on the southern water shed of the orthern peninsula of Michigan. Its course is about two undred miles in length to its outlet, in which space it has a descent ol 1,049 et,, and is emphatically a river of cataracts and rapids, bringdown a vast volume of water, and occasionally spreading to a widt of 600 et. It can, therefore, be made available to any extent foi water-power; though its navigation will be, in all' times, limited tc canoeing. The lower course of the Menomonee, toward its mouth, is bordere by tracts of heavily timbered pine-lands, the produce of which is no rowin ito brisk demland in the neighboring lumber markets. Below the Menomonee, to the northeast, the White Fish, Escanaba and Fort rivers, discharge their waters'into the Little Bay de Noquet They are also fringed along their skirts by extensive pine forests, fr which much lumber is annually mianufactured. The Monistique falls into Elizabeth bay, farther to the north. Th principal business carried on upon the islands of Lake Michigan, be longing to this district, is fishimig and wood-chopping; steamers a propellers frequently stopping at them to wood, and obtain supplies o fish, for the latter of which groceries, fruit, &c., are given. in direc barter. The climate is genial and the soil productive; but the presen inhabitants-being -principally, Indians and half-breeds, or fishermen who have few- tastes except for fishing and hunting-Icontrive to subsis.themselves principally by those employments, and the cultivation o small patches of corn and potatoes. The. North a nd South Manitouis have good, harbors for the shelter c vessels, as well as the Foxes and Beavers. On the latter group there is a settlement of' Mormons; but so far as Civilization, refinement, an1 the tilling- of the soil are concerned, they are in nowise superior to th neighboring tribes of savages. Mackinac island, in the straits of Mackinac, which connect Lake Huron and Miechigan, is an old missionary settlement and military posi first established above two centuries ago by the French Jesuits, with thf3 admirable forecast and political wisdomn which they, displayed in th slecto falthi ot.It is, in fact, as to natural military strengtl' the Gibraltar of the lakes, and might. easily be rendered almiost imprec niable. The present fort, howevert is a blunder, and could not be d( fended for half' an hour, being commanded byan alm-ost un'assailab] height within half a mile in its rear, from which, ineff~ct, at the conl mencement of the war of 1812, it was threatened with two or thrc light guns, dragged up the reverse during the night, by a, handful Indians and British,, and, being unable to offer any resistance,.was r(,duced to an immediate surrender., It was for a long, time an imnportant'depot of the. American Fur Con S. Doc. 11'2. pany, d is still maintained as a military station by the United States, d sed as the rendezvous of the various Indian tribes, which resort thither annually to receive their government payments. ck is now a place of considerable traffic, the principal exports bein fish and furs, the latter becoming annually more and more scarce; and the imports, blankets, ready-made clothing, fishermenS supplies, nd trinkets fbr the Indians, who rarely carry away much 1 Of their receipts in money. This point is distant firom Chicago 340 miles; from Buffalo about 00, by water; and from the Sault Ste. Marie 120. No returns fbr its coastwise commerce are at hand for 1851. Its Canadian imports fbr IS51 were.-..$3,967 Do do 1850 e__*..3261 Increase on 1861...706.......... coeted in 1851-1.............8...... Do do 1850. 663 Increase on 1851.1......55 Sault Ste. Marie is situated on St. Mary's river, the outlet of Lake Superior, at about 120 miles from Mackinac, 405 fiom Detroit, and 921 fom Washington. It is pleasantly situated on the west side of the straits, and at the foot of the rapids, whence its name. These rapids are about three-quarters of a mile long, at about 20 mile below Lake Superior, with a fall of about twenty-one feet. The river St..Mary's is, in all, from Lake Superior to Huron, about sixty miles in length, floxvingy first a few degrees north of east, then bending abruptly and flowing a few degrees east of south. "Through its whole. course it occupies the line of junction between the'igneous and detrital rocks., forcibly illustratiflg to what extent the physical features of a country are influenced by its geological structure. Between Mackinac and the Sault Ste. Marie there are innumerable groups of small islands, principally near the -northern shore of' Lake Huron and -the mouth of the St. Mary's, their number having been estimated at thirty thousand. None of these are as yet of any commercial importance, unless, it be St. Joseph's, which is beginning to export grain and live-stock. Hitherto the Sault Ste. Marie has been the head of lake navigation, in consequence of the interruption' caused by the rapids at this point.'When it is considered that the distance to be overcome does not ex-.ceed one mile, with a lift 22 feet, -and that the banks of the'river. nowhere rise to above twenty feet above the water-line, and ate composed of.soft, friable rock, imbedded in easy soil, it is astonishina that a ship ~canal has not been opened long, ago a-cross this trivial portage-trivial in regard to the labor and expense of' rendering it passable; the cost not being estimated as likely to -go beyond a few hundred thousand dollars —!which" would open to the American lake marine the naviga~tion of the finest lake in the world, furnishing and requiring all'articles necessary to build up and maintain a large and prosperous trade. In nootherrespect, however, is this obstacle, slight ~or trivial1; for ~~208 ~S. Doe. 12. everything required for the facilitation of the vast, numerous and wealthy iron and copper mines of Superior, including machinery of enormous weit,. and supplies and forage for the men and live-stock-employednor this on, but the huge blocks. of native copper and heavy ore returning down this route-must all be transported overland at extraordinary difficulty and expense. Even large vessels, several in number annually, are transported over this portage by means of ways and horsepower; nor is it in the least, extravagant to say, that the agregate mount of money thus unnecessarily expended year after yearwithout any permanent result, would, if collected for a few seasons, defray not only the interest, but the prime cost of this most necessary work. tave been made, and will doubtless be renewed," report of Messrs. Foster and Whitney on the copper regions ofLake uperior, to induce the government to construct a canal around these hrapids, and.thas connect the commerce of Lake Superior with those of the lower lakes. The mere construction of locks is not, however, all that is required. It will be necessary to extend a pier into the river above the rapids, to protect the work and insure an entrance to the locs. This pier will be exposed to heavy currents, and at times to large accumulations of ice and must be constructed of the firmest materials and strony protected." Materials of the best-quality can be easily obtained, as the report oes to show, from Scovill's Point, on the Isle Royale, or the Huon islands, for the completion of the works, which would not, it is believed, at any rate exceed half a million of dollars. The'effect of the removal of this untoward obstacle-which deters.a large, useful, and healthy population from settling in this regionkeeps the mineral lands out of' the market, and in a very great measure debars the influx of mineral wealth, which could not be otherwise shutout-oul beto ive geeral stimulus to trade, and an infusion of vigor, activity and spirit to the whole movement of' the country, with a. general increase to the national wealth, entirely beyond the reach ol calculation. It wvere, therefore, undoubtedly a wise and prudent policy, foundedI.on the experience of all ages, and in nowise savoring of'rash or speculative legislation, to disburse, the small comparative amount necessary al once to render this vast addition to the national wealth, commerce, anc marine, available. It is clearly impossible that young and necessarily poor States-as al new States unavoidably -must be, until their lands arIe rendered ca~pabl( of producingy, and their mines ready for exploita-tion-can construct sucl works at their own expense; and. they must necessarily be raised b-N aid from government,.-or be left undone, from want of aid, -to the grea detriment of the community. Another though inferior consideration is this-that in case nothing i done by the United States government, a canal will undoubtedly be cut even with the disadvantage of a ten-fold expense, through the hard ig~neous rocks on the British shore, by the Canadian government, whic] never lacks energy or enterprise whN~en channels of commercial ad vanltagae are to be opened or secured to itself And the result of thi S. Doc. 11i 29 would be thediversion firom the 6itizens of the United States of the large sums payable, in the way of tolls, on a work ten times more aexpensive than would be requisite on the American side. The business of the Lake Superior country for 1851 is estimated as s for the articles which crossed the portage at the Sault Imports, 100,000 barrels bulk; in which are included 2,000 bundles ressed hay 20,000 bushels of oats and other kinds of grain; provisons, dry oods, groceries, general supplies, and five mining engines; foriga ggregate estimated value of $1,000,000. Te exports- passing aromnid the rapids, for the same season, are as follows: f copper, at $3560 - - - -$ 00 tons of iron blooms, at $50 -0....0...0,000 barrels fish, at $6 --- 20,00 The imports are about 40,000 barrels bullk in excess of the imors of S50. The cost of transportation on the above one hundred thousand barrels bulk was an average of about nine shilligs a bael from Detroit, or a gross sum of $112,000 for the transportatin of 100,000 barrels for a distance of 600 miles, all by water, with the exceptio of one mnile. The opening of a ship canal at this oint ould undoubtedly reduce this cost by two-thirds within three yea and within six years the actual savings would defray the whole cost of construction. Above the Salult is the "Whole coast of Lake Superior, awaitintg on-ly free communication wihh the lakes below to send forth the rich mineral treasures of that, region in exchang e for- the manufactures and merchandise of the cast.. The lake is 355 miles in lengtht having an American coast to the' extent of' not much less than 9 0 0- mile s. The area; of the lake is 32,000 square miles; its greatest breadth from Grand Island to Necpigon bay is 160 mailes, and its' mean depth of waler 900 1~et, with an elevation of 627 f'eet above the level of' the sea, and 49 feet above the waters of Huron and Michigan. The water is beautiftilly clear and t~ransparent, and aboun ds with the ost delicious fresh-water fish, the flavor and -richness of which infinitely exceed. those of: the lower takes, so that they will'always cormmand a higher price in the market. O)ne species., the siskaxvit, has only to be known in the Newx York and eastern markets in order to supersede all varieties of sea-fish, for Unjuestionably none approach it in succulence and flavor. This lake, is fed by about eighty streamns, none of them navigable, I~xcept. for -canoes, owving to the falls and rapids with which they ~bound. The more prominent of these ies flowingy throug Amn anterritory, are the Montreal, Black Prsu se noao, Eagle, little Montreal, Sturgeon, Huroln, Dead, Carp, Cho"colate, La Prairie, rwo-hearted, and Tequamenen. The Ontoncag(on and Sturgeon are the argest and most important rivers, which, by the removal of some olbtructions at their mo'uths and the construction of piers to prevent the orination of bar-so might be converted into -excellent and spacious bar ~~~210 S." Doc. 112. ors in the immediate vicinity of,some of the most valabe mine where the want of safe anchorage is now severely fet. The mouth of the Ontonagon is already a place of some growin business, asis La Pointe, at the Apostle islands, where is a goo harbor. Eagle and Copper harbors are also places of commerce for the importation of supplies and the shipment of mineral produce. Ance, at the head of Keweenaw bay, Marquette, Isle Royale, where there is a good arbor, are all places rapidly growing inlto importance. I would seem that the whole lake coast, fi'om the Sault Ste. Marie to the Isle Royale, is rich in iron and copper ore, and it is scarcely possible to conceive the results which may be expected, wen then present mines shall ave been developed to their highest standard of productiveness, and others, as unquestionably they will e, discovered and prepared for exploitation. There are at present two steamers, four propellers, and a considerable number of smaller sailing craft, all of which have been dragged verand, by man and horse, across the portage, in constant employmen up supplies and bringing back returns of ore and metal. All tese articles have necessarily to be transhipped and carried over the isthmus; and yet, under all these disadvantages and drawbacks, the traffic is profitable and progressive. This consideratio only is sufto establish the positive certainty of success which would follow the construction of an adequate and well-protected ship caal. Indeed it may be asserted, without hesitation, that a well-concerted system of public works, river, lake, and harbor improvements, are only.wanted to render the great lake regions, and this district not the least, temost valuable and most important, as they are now the most beautiful and most interesting, portion of' the United States. The enrolled tonnage for the Mackinac district, according to the official reports of June 30, 185 1, is stated at 1,409 tons, all sail. Thifis evidently inaccurate, as there were several steamers and propeller,".plying, at that very date, on the lake above th-_e Sault, and severa..small steamers running regularly on the waters of Green bay, Lak6 Winnebago,- and the Fox river. The extreme inaccuracy, looseness, and brevity of the. retnrns kepand- reports made from most of the lake ports of' e try can hardly bN too much deprecated or deplored, rendering it,, as they do, impossibke to compile a complete report of the lake comnmerce sufficiently explicitand with details sufficiently full,, to the perfect understa~nding -of a sub ject at once so intricate and so important. Canada trade in 1851., Imports.... -. -- $3,967 Duly collected....'8 No. I16.-DISTRICT OF MWILWAURIE. Port of entry,. Mil-waukie; latitude 430 3' 45"1, lo gitude, 870 571 population in 1840, 1,7192; in 1850, 20,061.This district, which formerly was attached to that of Chicago, wcerected in 1850, and the returns embraced in this report,: being the fir, S. Doe. 112. 211 at ave been made of its lake commerce, give little opportunity for comparison. The coast extends from Sheboygan, Wisconsin, southward to the northernlie of the State of Illinois, a distance of about a hundred miles, embracing the ports of Sheboygan, Port Washington, Kenosha, or Southport, Racine, and Milwaukie. These ports are all situated in the State of Wisconsin, on the western shore of Lake Michigan. Sheboygan is immediately adjoining the district of Mackinac; has a good situation for business, though the harbor needs some improvement. The ate legislature has authorized a loan for this purpose of $10,000. There is an excellent farming country in the rear of Sheboygan, the soil of which ordinarily produces good returns of the first quality of gra in the last two years, however, the wheat crop has been almost a total failure. The imports of this port for 1851, were.... $1,304,961 Exports do do do................. 121,705 Total................................ 1,426,666 Entrances, 730. Port Washington, twenty-five miles north of Milwaukie, is a port of a growing and important trade, its harbor being formed by the projection ofa pier into the lake. The town is situated on a high bluff, Which shields the pier firomwesterly winds. The country circumjacent well adapted for agriculture, grazing, and wool-growing. The trade of this port is steadily on the increase. Imports of Port Washington for 1851..........$904,400 Exports do do........... 139,450..........Total'....... 1,043,8560 Southport, the name of which has been recently changed, with good taste, to the old Indian appellation of Kenosha, is a flourishing place situated on the bluffs, 35 miles south of Milwaukie, and sixty north of Cicago. Under the protection of the bluffs upon which the town stands, piers have been extended into the lake, alongside which vessels may lie and load or discharge cargoes, except during the prevalence of strong easterly gales, during the height of which the seas sometimes are heaped on the piers, and break with such violence as to compel the shipping to stand off into the lake forb sea-room. Like the rest of this portion of the State of Wisconsin, thesoil about Southport is of a nature to encourage agricultural pursuits; and in consequence the back country is increasing very rapidly in population, and the prairies beginning to export their rich and varied produce, the result of which is a growth of the commerce of the port beyond the anticipations of the most san. gutine. The returns showN the imports for 1851 to have been.... $1,306,856 Do do exports for 1851. 661,228..Total............... 1,968,084 Entrances, 866. ~~212 S. Doc. 112 Rcine lies ten miles north from Kenosha, on a beanriful 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,latio of Racine in 1840 was about 1,500; in 1850 it was 5,111. T'he principal business, however,, is done on piers, which project firom itsmouth, as at Kenosha. The city is on a height, and is, without doubt, the most beautiful site for a lake city, west of Cleveland. The back country, depending on the city for supplies and a market, is very similar to that already described in other parts of the district. tmorsfr 1851, were-..,.......... $1,473,125 Exports for do.-.. 1,034,5900 Total -...-............ 2,507,715 Entrances, 1,462. Milwaukie, the port of entry and principal port in the district:, is sit uated on ilwaukie river, which forms a good harbor for vessels and steamers of light draught, but it needs some improvement to make it easy of access to larger craft. The harbor of' Milwaukie is in one respect very favorably situated, as there is a sort of bay, or bayou, runin behind the north point, making, a fair shelter against all but easterly winds. The ci stands partly on the river, an(l partly on the bluffs, which are very high and overlook the lake for many miles. It is ninety miles north from Chicago, and contains 25,000 inhabitants. It is the termninus of the Milwaukie and Mississippi railway, which is finished some fifty miles west, and is intended eventually to communicate vith the Mississipi at Dubuque, or Prairie du Chien. This road runs through one of the most fertile' districts of Wisconsin, and will bring immense traffic to this port. Of late, owing mainly to the partial failure of the wheat crop durin the two successive years of 1849 and 1850, the commerce of this district has not augmented so rapidly as for several years previous, or as it probably would have done in the event of goodl or average crops. The city of Milwaukie increased in populition from 1,712 inhabit — ants in 1840, to 20,061 in 1850, being a ratio of 1,072- per cent. greatei than that of any other city during the same period. It is situate(] 8,05 miles northwest from Washing-ton. The commerce in 1851 is estimated for the city. as follows: Imports. — - - - -I- - - -- - - - - - - - - - - $1-41571.3,71 Exports...2,6 07,8S24 Total..17,179119t, Entrances, 1,3-51.'The commerce of the whole district for the same year was:Imports.1,07l Exports-~~~~~~~~~~~4,564177! Total.................... 24,125151( Total entrances., 5,000. S. Doc. 112. 213 The enrolled and licensed tonnage, on the 30th June, 1851 as set downin the official report at 2,946 tons, of which 287 tons were steam, ad 2,659 tons sail. The official report of the collector, however, published at the end of the season, makes the tonnage of the district amount to 6,526 tons, giving employment to 325 men. Therefore there nust be an error somewhere, as it is not possible that the tonnage of district should have more than doubled itself within a fe months. uch incosistencies, however, seem to be the rule, not the exception, n the reports of the lake districts. The following table will show the business in a few prominentrti es of trade, in this district, for export from the several ports; and the comparative trade of the port of entry for the years 1850 and 1851, to the returns. Milwaukie. IRacine. Kenosha. Sheboygan. Port Washington. a X:851. - 1850. 1851. 1851. 1851. 1851. Flour- arrels. 113, 233 100, 017 22, 977 2,651 1 3000 Pork — do.. 3,832 476 1,112 56.. Beef —---— do. 2,331 1,426 1,712...... Wheat —— bshels. 181, 904 297,758 272, 678 233, 052 Oats — do... 47 098 2,100 80, 898 59,769 3,650 200 arey —- -Lo... 175, 723 15, 270 40, 908 55,169 1, 000 150 ~Corn. —-— do. —. 22,233 5, 000 18, 941 31,168.. Wool.. - - - -. p unds 226,256 126, 595 106,471 30,731 9,250.. Hide ----— do.... 385, 840 -----— 112, 000 20,160 69,440 -...... Lard'.. — do --- 29,120 -...... 22,400................ Ashes. - tons. 262 276 55_ —--- 201 900. Le-ad ---- p ands. 987, 840 1, 050, 000-...- -........i.....,Lambar-M feet --------------—....I.... 1,833 -..... Laths —---- M —---------------------- 247......'Shingles ------.do-_ - ---------- ----- 19,199...... Fish. -. — ----- barrels —-- -------- - ----- 3, 384 200 The imports consist principally of' assorted merchandise necessary for the consumption of a. new country-salt, and the household property of' em igrants. This district reports no trade with Canada. 214 S. Doc. 112. Statement showing the principal articles of export ancd import, ~oastwise, in the district of Milwaukie, during the year 1851. IMPORTS. Articles. Quantity. Value. Merchandise............... 30,594 tons... $15,297,000 Sundries.. 6,980 " 3,502,287 Salt......... 31,985 bags 4,698 Salt..................... 34,881 barrels. - 43,601 Fruit. 17,517 ". 26,275 Fish -1,208 " -. 4,832 Lumber.. 40,401 M feet.. 404,010 Laths 4,556 M 45,560 Shingles....... 13,125 M 26,250 Cedar posts.......12,788.......... 2,556 Whiskey. 6,517 barrels.. 65,170 Coal - -2,177 tons........ 16,239 Pig iron - 507 " 12,400 Water-lime ------------ 2,329 barrels -.. 3,494 Cut-stone.................. 350 tons. 1,750 Cheese........ 124,240 pounds ---- 7,454 Tan-bark 1,375 cords...... 27,500 Railroad iron, &c.... 556 tons....... 27,800 Fruit trees.............,10. 2,787 Locomotives............ 4. 40,000 Potter's clay.. 150 tons....... 450 19,560,713; E XPORTS. Articles. Quantity. Vahu. Flour.-.. 142,015 barrels.... $426,045 Pork..... 5,000 ". 70,000 Beef. 4,043 " 28,301 Wheat.............. —687,634 bushels. 412,580 Oats...1......4...._. 193,405 " -. 38,681 Barley.... —. 137,I63 " 274,327 Wool........ 372,708 pounds... 111,812 Hides.............. 504,500 " - 20,180 Ashes-..... 1,418 tons.. 141,800 Lard. -. 46,000 pounds. - 3,280 Broom-corn....... - 843 tons. 8,430 S. Doc. 1 12. 215 Exports-Continued. Artiles. Quantity. ae. Corn - ------------. 72,342 bushels- $28936 Merchandise. 1,535 tons. -000...Lead -—....' 987,840 pounds 49,392'.Lime - -. 2,500 barrels 3,00.Brick-....8.. 853,900.......4265 Hay.- -........ 250 tons........500 ~Sh....ip-kne.es - —. 279..5...5 Lumber - —.......... 1,833 M feet 18,330 Lathse - 247 M. 470 Shingles —------ -. 1,199 M 2w997 Fish.....-.. 3,584 barrels..14...336 ~. Wood_. — 1i0,000 cords 20,000 Staves ----- -- 200 M 4,000 Hops- -- -10 tons.4,000.Hoop-poles 50 M -........500.Potatoes-............... 25,000 bushels.. 7,500..Sundries. -.... 4,534 tons --- 2 093855 4,564,797 No. 1 7-DISTRICT OF -CHICAGO. Port of entry, Chicago; latitu de 420 00', longitude 870 35'; populationh in 1840, 4,470; in 1850, 29,963. This district is about eighty miles in extent of coast-line from Michigan City, in Indiana, to Waukegan, Illinois, embracing that portion of the'co'ast of Lake Michigran. bordering on the States of Indiana and Illinoi Michian City, Wauean, and Chicago, are the only ports. The commerce of Mlichigan. City is comparatively small; but having no definite returns from that point, it may be roughly estimated at $600,000. It is the only lake port of Indiana, and. is about forty miles east from Chicago, and on the opposite side of' the lake to that city. The'Michigan Central railway passes through this place en route for Chicago, and most of the supplies of merchandise are received by it. The exports of flour, wheat, corn and oats from this place are worthy of some consideration. Waukegan is situated forty miles north fr-om Chicago, on the western shore of Lake Michigan, and is a thriving -place of business, though its harbor consists only of piers, extending into the lake, similar to those at Racine, Sheboygan, and other, places in the district of Milwaukie. The country circumqjacent, to it is becoming rapidly. populous, and the land is fertile and adapted amply and abundantly to repay all the, expenses -of toil and time annually'bestowed upon it. It cannot, therefore,- be reasonably doubted that its annual increase ~~216 S. Doc 112.willnot fall short of the general progress of its own and the neighbori States. The account of the tonnage of this place is as follows: The entrances Wankegan during the year S1851 were 1,08 being 698 steamers, 244 propellers, 14 brigs, 105 schooners, 2 barqes, and 3, sloop S. The following is a concise statement of the commerce of Waukega, with the names of some of the leading articles both of impor ad ex port: IMPORTS. Articles. Quantity. Value. MNerchba.dise tons. 1,110 $555000 Lumber. M..... 4,368 4360 Shingles - -1 809 2022 Laths. -..M 475 4750..Salt —. barrels. 2,804 Flou —. do.. 371 1113 Apples ------------- - (1. 809, 1,21'..Whiskey -O do.. - 4 80 9410 Lime -- d_. 421 31 Broom-cor.........do..les- S. lo6 ~Sundries enmerted —-O. b-les _ - 10,875 Total imports...~. —-- 619,834 EXPORTS. Articles. uantity- Value.. Wheat -. —--- - bushels. 173,129 $103,977 Oats. -- do..- 64,090 12,913 Corn -- do... 29,874 11,949 Barley -do.. - 8,943 4,471 Seed- ----- - do.. - 1,480, 1,480 Flour —------------ - barrels. 31,340 1 0,~020 Pork — d.- 203,500 Eggs --- do. - ~~~~~6237 wool - pounds- 35,800 10740 Sundries unenumerated —---— 3-5,391 Total exports —194,813 Total imports —... 619,9834 Total commerce of Waukegan_- — _-. 814,652 S. Doe. 112. 217 The city of Chicago stands at the mouth of the Chicago river, with a population of about 40,000, and, as the river debouches into the head of Lake Michigan, is therefore theinmost port of the lake, and the farthest advanced into the country, which supplies its export and consumes its import trade. It is, on this account, most favorably situated for a commercial depot. - The river within a mile of its mouth being made up into two affluents, the northern and southern, the city lies on both banks of the main river, and to the west of both the tributaries, with floating bridges whereby to facilitate easy communication for the citizens. Four miles south of the city, the Illinois and Michigan canal falls into the south branch at a place called Bridgeport, and up to this point this stream is navigable for the largest lake craft. Tie first level of the canal is fed from this stream by means of huge steam-pumps, which are constantly employed in forcing water to the height of about eight feet. On entering the canal, therefore, the boats first ascend a lock of about eight-feet lift, and thence, on their way to the Illinois, continually lock downward till they reach the lower level of that valley. This canal is ninety-eight miles in length from Bridgeport to Peru, on the Illinois, and by means of it the waters of the Mississippi and the lakes are united, so that canal boats can readily pass from Chicago to St. Louis, and vice versa, as indeed to any point of the Illinois river, without detention or transhipment of cargo. The Galena and Chicago Union railway is open from Chicago to Rochfbrd, a distance of eighty miles, and will soon be finished to Freeport, where it will effect a junction with the Galena branch of the Illinois Central railway. The Chicago and Rock Island road is completed to Juliet, forty miles' distance from Chicago, which is eventually to connect Chicago with Rock island, and which is expected to be completed and opened, within the space of one year, to the Mississippi. It is proposed to intersect Illinois with a net-work of railways, by which Chicago shall be connected with every portion of the State; and beside these lines, two or three others are projected with the intent of connecting that city with Green Bay, Milwaukie, Beloit, and Janesville, Wisconsin, by railway, but it is still problematical whether they will be wrought to a successful termination. It is owing, doubtless, to the advantageous situation above described, that Chicago owes her rapid growth during the past few years, her enviab]le commercial position for the present, and her brilliant prospects for the future. In 1840 Chicago had a population of less than 5,000; in 1850 it numbered upward of 2S;000, having increased in one year, as shown by the returns of the city census of 1849, over 5,200; and the lowest estimate put upon the population in January, 1852, is 35,000 souls, while more generally it is rated at nearly 40,000 individuals. No parallel for so great-an increase exists. The following tables will give some idea of the details of the commerce of Chicago, which will be found interesting as showing the progressive business of the city, during a long series of successive years, as well as the alteration of the character of that business, as affected by the continual progression of the country, firom an earlier and more imperfect to a fuller and better developed system of cultivation. 218 S. Doe. 112. The progressive value of the imports and exports of Chicago is ex hibited during a series of fourteen years, which will be fund to give the best idea of the actual progression of the place. Imports. Exports. In 1836.......$325203 $1000 1837373,677 10065 183857974 16044 1839 -. 309 3843 1840. -....562106 228...635 1841-564,347 348,862 1842..................69305 1843971,849 682,210 1844.1.......66416 785,504... 1845-.2043,445 1,543,519 18462027150 1813468 1847264152 2296299 1851....24410400 5.395471 From 1842 to 1847 the leading articles of export ere wheat, flour, beef, pork, and wool. The quantities exported in those years were as follows: Wheat, bushels. Flour, barrels. Beef and pork, Wool, pond barrels.'In 1842-..... 586,907 2,920 16,209 1,500 1843 - 628,967 10,786 21,492 22,050 1844. —---- 891,894 6,320 14,938 96,635 1845- 956,860 13,752 13,268 216,616 1846- 1,459,594 28,045 31,224 281,222 184-7 - 1,974,304 32,538 48,920 411,:488, F rom 1848 to 1851 no valuation was made of the importations or exportations; and the valuation of 1848 is deemed so utterly incorrect as to be valueless and unworthy of citation; for the valuation for that year included, under the head of exports, every small bill of sale,.-whether sent into the circumjacent country for domestic consumption, or shipped, coastwis'e or foreign, by the lake, for actual exportatioun. It is therefore set aside. The- following table shows the importations of lumber during the year's mentioned: Articles. 1847. 1848. 1849. 1850. 1851. Boards-.....feet. - 38, 188, 225 60,009,250 73,259, 553 100, 364,791 125, 056,437 Laths.-. —.No-.. 5,655,700 10,025, 10 19,281,733. 19,890,700 27,583,475 Shingles........ - do... 12, 148,500 20,000,000 39,057, 750 55,423,750 60, 338, 2W S. Doc. 112. 219 The table below exhibits some of the leading articles of export from Chicago during the same series of years, and shows the nature and increase or decrease of the trade in various articles: Articles. 1847. 1848. 1849. 1850. 1851. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~., Wheat... bushels.. 1,974, 304 2,160,000 1,936,264 788,451 427,820 Flour....... barrels.. 32,598 45,200 51,309 66,432 71,832 Corn.......bushels.. 67, 315 550,460 644,848 262,013 3, 221, 317 Oats.......... do.... 38,892 65,280 26, 849 158,054 605,827 Beef.-. barrels. - 26,504 19, 733 48,436 40, 870 53,685 Pork.........do.... 22,416 34,467 17, 940 16,598 19,990 Tallow --— do.... 203,435 513,005... 719,100 1,084,377 Lard......... do.... 139,009............ 684,600 724,500 2,996,747 Bacon........do.... 47,248......... 850, 709 909, 910 1,524,600 Tobacco....... do... 28,243 209, 078 -... 85, 409 182,758 Wool...... pounds.. 411,088 500,000 520,242 913,862 1,086,944 Hides..........No.. 8, 774.................................... 1,617 CANADIAN TRADE IN 1851. Exports of domestic produce and manufactures. In American vessels $93,008 In British vessels........23,117 116,185 Imports. Duty collected:. In American vessels.......... —-. $4,935 $1,204 In British vessels.................... 876 182 6,811 1,386 Tonnage inward.-American vessels-steam. — - 2 652 tons. sail........ 2 290 " British vessels-sail...........2 428" Tonnage outward.-American vessels-steam - 5 2,183 tons. sail. 7 1,628 " British vessels...... 2 428 The country around the city for miles is a level prairie, the soil of which is very fertile; which has given Chicago its great agricultural start, and laid the permanent foundation for its increase. The Illinois and Michigan canal, which comes into the southern Stream at Bridgeport, passes through one of the finest agricultural districts in the State, embracing the valleys of the Au Plaine, de Plaine, Fox, Kankakee, and Illinois rivers, and finally, by means of the latter, opens up to a northern market the great corn valley of the West. This canal was first opened for business in May, 1848, and has, therefore, been but four seasons in operation. 220 S. Doc. 112. Owing, however, to a partial failure of the wheat crop in this portion of the State, during those three years, the returns of tolls are much smaller than they would otherwise have been. The effect of the water connexion of Chicago with St. Louis may, however, be see)n in the impetus given to the population and commerce of the city at or n ear that period. The canal tolls in 1848 amounted to $83,773; in 1849, to $118,787; in 1850, to $121,972; and in 1851, to $173,390. According to Judge Thomas's report, made in compliance with a resolution of the river and harbor convention, in 1847, the first shipment of beef was made from Chicago in 1833; but that shipment must have been very trifling, since, in 1836 the whole exports firom the port were valued at $1,009; in 1837 they rose to $11,065; in 1838 to $16,044; in 1839 to over $32,000; and in 1840 to $228,635. In'1840 the imports were valued at $562,106. Since that year the increase in every article of export has been rapid, except wheat, which, for the three years last past, exhibits a decrease. The commerce of the port of Chicago in 1851 amounts to the sum of $29,805,871, consisting of $5,395,471 exports, and $24,410,400 imports. At first view there appears in this statement a far greater discrepancy between the value of the imports and exports than is usual even in new countries. The difference may, however, be accounted for on this consideration: that, beside large quantities of rich and costly goods, all sorts of ready-made clothing, hats, caps, boots, and shoes, for the St. Louis market, are imported through Chicago, and by canal and river to their destination,'all going to swell the importation returns for the extensive and growing trade of this place; whereas, the goods are, from St. Louis, distributed to all sections of the country, as yet too poor and new to remit articles of produce for exportation by the same route. To this it must be added that casual fluctuations in the market prices at Chicago or St. Louis frequently determine the course by which inland domestic produce is shipped to the seaboard, whether by the lakes or the Mississippi, so that there may be an apparent balernce of trade against Chicago, when there is none such in reality. In 1851, Chicago received-mostly from the Illinois-and exported, no less than 3,221,317 bushels of corn; also received by lake, mostly from the lumber districts of Michigan and Wisconsin, 125,000,000 feet of lumber, 60,000,000 of shingles, and 27,000,000 pieces of lath, of which, according to the Chicago Tribune-esteemed the commercial journal of that place most worthy of confidence-54,000,000 feet of lumber were shipped by canal, and 44,000,000 of these reached the Illinois river; 51,000,000 of shingles were shipped by canal, and 47,000,000 of these reached the Illinois; while of lath 12,000,000 left Chicago for the south, of which 11,000,000 passed beyond the terminus of the canal. The continued failure of the wheat crop in northern Illinois has turned the attention of farmers to grazing and wool-growing, for which the prairie lands are admirably adapted, and of this the resuklts are partially seen in the returns. In 1851 there were slaughtered and packed, fobr- American and English markets, in Chicago, 21,806 head of cattle.. The shipments of S Doe. 112. 221 beef during the same year were 52,856 barrels; and it is hardly necessary to say that this beef is of the finest quality, for Chicago beef' is at this day as well known, both in the American and Eno'lish maarkets, for its succulence and tenderness, as if it had been an established article in the provision trade for centuries, instead of years. The growth of wool in Illinois is not yet, by any means, developed, the trade in this article not having been ten years in existence at the utmost, yet the exports of 1851 amounted to 1,086,944 pounds. Over and above these shipments, increased by the addition of 20,000 barrels of pork, there were exported during the year gi-ea;t num —Llbers of cattle, hogs, and sheep, driven, or transported by railwvay and steamer, from the prairies of Illinois to the markets of' Buffalo, Albany, and New York, alive. If these be taken as the results of the first few years of' the grazing business, what may not be expected of the great resources of these prairie States, when they shall be fully developed and brought nearer to market by the railway facilities which are already conteniplated, and perfected by the complete stocking of the grazirng lands? Hemp and tobacco are also large products of this State. The arrivals at Chicago for 1851 are as follows: steamers, 6662.; propellers, 183; schooners, 1,182; brigs, 239; barques, 13; total, 2,279. Tonnage of the season, inward, 958,600. The enrolled tonnage of the district on the 30th of June, 1851, was 23,105, being 707 tons steam, and 22,397 tons sail. The following table will exhibit the quantity and value of the principal articles of export and import coastwise, at the port of Chicago, during the year 1851: EXPORTS. Articles. Quantity. Value. Flour....barrels. 71,723 $215,169 Wheat —........ __ bushels.. 436,808 262,084 Corn.......................do. 3,221,317 1,159,674 Barley..do... 8,537 4,268 Oats do. do.. 767,089 15,218 Hemp..pounds 694,783 41,687 Beef...... barrels... 52,8 65 370,05.5 Pork.... d. - o.520,522 287,308 Tallow......pounds... 1,084,377 65,062 Lard........... do. 2,97 6,747 238,140 Hams. do --- S899,504 81,960 Shoulders.................... do. 650,955 32,548 Hides............number... 31,617 88,527 Wool............. - pounds... 1,086,944 326,083 rTobacco...........do..... 482,758 48,275 Timothy seed......barrels 1,670 11,690 Steam-engines. number 15 75,000 Sugar........b..... arrels.. 709 14,180 Salt.. do 3,581 6,371 Reapers...number.... 552 55,200 .S. Doc..112. Exports-,Continued. Articles. Quantity. Value. Potatoes...... -..bushels. 2,000 $500 Oil.......barrels... 78 1,872 Merchandise...............tons... 2,491 1,245,500 High wines-....barrels... 1,878 18,780 Leather..... pounds... 33,875 16,937 Lead..... -....do..-.. 1,375,872 68,793 Iron....do-. —- 144,380 14,438 Furs.. do...... 564,500 564,500 Buffalo robes......... do..... 7,215 3,657 Cattle............number.... 448 13,440 Sundries unenunierated...... 48,555 5,395,471 IMPORTS. Articles. Quantity. Value. Merchandise...........tons... 37,368 $21,081,300 Barley.... bushels.... - 12,331 6,165 Flour............ barrels -.... 6,630 19,890 Wheat............. bushels... 26,084 15,650 Lumber..thousand feet.. 125,056 1,250,5-60 Shingles..................thousand.... 60,338 150,845 Lath................. thousand pieces.. 27,583 275,830 Timber.................... cubic feet.. 410,679 21,500 Sugar.......... pounds.... 3,139,800 282,582 Molasses...............gallons.... 81,156 32,462 Salt..................barrels.: 128,541 192,811 Castings, car wheels and axles.. pounds.. 347,500 17,000 Stoves number.... 9,742 97,420 Wood...................cords.... 5,924 11,848 Wagoons.n......... number.... 198 9,900'Nails and spikes......... pounds. 44,034 2,642 Locomotives.........number.... 4 40,000 Leather.....................pounds.... 41,567 20,783 Iron............ tons -.. 10,286 411,440 Fruit.....barrels.. 9,836 14,754 Fish.. -..do...... 5,257 27,036 Coffee............. bags... 11,316 135,792 Coal............ tons..... 30,000 150,000 Sundries unenumerated................. 142,190 24,410,400 S. Doc. 112. 223 THE LAKES. Heretofore the various districts of collection have been presented separately, with such statistics as were attainable and deemed necessary, in regard to their respective trade, tonnage, local resources, avenues and outlets for external communication, and for the facilities of exporting and importing produce, merchandise, &c. In many cases, however, the establishment of the districts being arbitrary, to suit the conveniences of the custom-house, and founded neither on geographical position, nor territorial limits of' States-so that at one time characteristics the most different are, presented in one and the same district, and at another many adjacent districts possess identically the same qualities and facilities-it has been judged best, with a vi'ew to presenting a general and comprehensible synopsis of the various regions, with their several interests, trades, improvements, and requirements of farther improvement, to give a cursory sketch of this most interesting region, lake by lake; and thereafter to collect the whole lake country, with its interests, and influence on the cities of the Atlantic coast, and on the increase, wealth, and well-being of the confederacy at large, into one brief summary. Commencing, therefore, from the easternmost terminus of the lake country proper, and proceeding in due order westward, the first to be mentioned is, LAKE CHAMPLAIN. This lake lies between the States of Vermont and New York, on the east and west, and for a small distance, at the northern end, within the British province of Canada East. It is about 110 miles in length from north to south, and varies in width from half a mile to 14 miles, with a depth of water varying from'54 to 282 feet. Its principal feeders are the outlet of' Lake George, at Ticonderoga, the rivers Saranac, C'hazy, Au Sable, Missisquoi, Winooski, and Wood and other creeks. Its outlet is by the Sorel, Richelieu, or St. John's river, into the St. Lawrence, some 45 miles below Montreal. The New York and Vermont shores of this lake are of a character t1he most opposite imaginable, that to the eastward being for the most part highly cultivated, fertile, and well settled, with grazing and dairy tjrms, firnishing supplies fbr a thriving business in produce; while the counties of New York to the westward, wild, rocky, barren, and rising into vast mountains intersected by lakes, with little or no bottom lands and intervales, sends down lumber and iron in vast quantities; above ten thousand tons of iron ore, nine thousand of bloom and bar, and nearly three thousand of pig-iron, having passed down the lake and entered the Champlain canal in 1851. There is, moreover, a large lumber trade, partially,from Canada, passing down this lake and canal, to the amount last year of 116 millions of feet. The whole value of the commerce of Lake Champlain was, for 1846, about eleven millions; for 1847, seventeen; and for 1851, above twenty 224 S. Doc. 112i six millions of dollars. Its licensed tonnage for the same year was 8,130. The avenues and outlets of this lake trade are the Chambly canal, and Sorel river improvements, to the St. Lawrence river, affordhmg a free navigation up or down the lakes from the Sault Ste. Marie to the Gulf of St. Lawrence; and the Champlain canal; uniting at Waterford with the Erie canal and Hudson river, and thence giving access to the port of New York and the Atlantic ocean; the Ogodensburg railroad, from a fine port on the St. Lawrence, crossing the upper end of the lake, to Burlington, where it makes a junction with the Rutland and Vermont Cientral railroads, and so proceeds to Boston and the eastern harbors of the Atlantic; and -the Whitehall railroad by Ballston to Troy, whence it has communication, via the Harlem and Hudson river railroads, with the city of New Yorkvast facilities for transportation, to which may be added all the advantages for vessels ascending the lakes, and coasting, possessed individually by each of the regions lying above it, on the St. Lawrence basin. LAKE ONTARIO. This lake is 180 miles in length by 40 miles in average width; its mean depth is 500 feet, its height above the sea 232, and its area 6,300 square miles; its principal affluent is the outlet of the superfluous waters of all the great upper lakes, by the Niagara Falls and river. Its only tributaries of any consequence are, from the Canadian side the Trent and Credit, and from the State of New York the Black river, the Oswego, and the Genesee. Its natural outlet is by the channel of the St. Lawrence, through the thousand isles, and down a steep descent, broken by many rapids and chutes, to Montreal; and thence without further difficulty to the ocean. The shores of this lake on both sides, but more especially on the southern or New York coast, combine perhaps the most populous, thicklysettled, and productive agricultural regions of the United States, interspersed at every few miles of length by fine and flourishing towns, and beautiful villages, resting upon a wheat country-that of Genesee-inferior to few in the world for the productiveness of its soil, and the quality of its grain; and a fruit or orchard country not easily surpassed. It has'also, bordering on its southern shore, the most valuable and largely exploited salt district of the United States; while all the regions adjoining it possess rare advantages in their admirable system of' internal communication, and especially in the Erie canal, running nearly parallel to the lake, through their'whole length for a distance of three hundred and sixty-three miles fromn Buffalo, on Lake Erie, to Albany, on the Hudson river. The abundant water-power afforded by the rivers falling into this side of the lalke is turned' to much profit for the flouring both of domestic and imported grain', for transhiprient by canal for New York and the Atlantic harbors. The avenues and; outl:ets of the lake are as- follows: It is united with Lake' Erie by the Welland canal;: round the Falls of Niagara, capable of admitting vessels of twenty-six feet beam, one hundred and' thirty feet over all;, aid nine feet draugtht —the heaviest that daii be carried' across the -fiafi-t'f- Lakes St. Ctair above, andS S.. S. Doe. 112. 225 Peters below —and equal to the stowage of three thousand barrels under deck. With the Gulf of St. Lawrence it has communication by the Laschine, Beauharnois, Cornwall, and Williamsburg canals, of superior capacity even to those on the Welland, constructed to admit the large lake steamboats plying between Montreal, Kingston, and Ogdensburg. Besides these, it has the Oswego canal, falling into the Erie canal at Syracuse; and the Ogdensburg and the Oswego and Syracuse railways, uniting with the Albany and Buffalo, Great Western, Hudson river, and Vermont system of railways, having ramifications through all the New England States, and opening up to it free access to all the more important harbors on the Atlantic. In addition to these direct outlets, it of course incidentally possesses all those opening fionm Lake Champlain. The value of the commerce of this lake for 1851 amounted to about thirty millions, and its licensed tonnage to thirty-eight thousand tons. The first steamer was launched on this lake in 1816. LAKE ERIE. This lake, which lies between 41~ 22' and 420 52' N. latitude, and?Sc 55' and 83~ 23' WT. longitude, is elliptical in shape; about 265 miles in length, 50 average breadth, 120 feet mean depth, and 565 feet above tide-water; 322 above the level of Lake Ontario, 52 below that of Lakes Huron and Michigan; being the shallowest, and, of consequence, most easily ftozen, of all the great lakes. Lake Erie is singularly well situated with regard to the soil, char — acter, and commercial advantages of the countries circumjacent to its waters; having at its eastern and southeastern extremity the. fertile and populous plains of western New York; west of this,, on. the southern shore, a portion of Pennsylvania, and thence to the. river. Maumee, at the western extremity of the lake, the whole coast —roductive almost beyond comparison-of Ohio, containing the beautifiul and wealthy cities of Cleveland, Sandusky, and Toledo. On the west it is bounded by a portion of the State of Michigan, and on the north by the southern shore of the rich and highly cultivated peninsula of Canada West-undoubtedly the wealthiest and best fa.rmed district of the Canadian province, and settled by an energetic, industrious, and intelligent population, mostly of North of England extraction and habit, and differing as widely a.s can be conceived from the French and Irish agriculturists ztf 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, Dovered in its natural state with superb forests of oak, maple, hickory, >lack walnut, and in certain regions pine, and producing under cultivration magnificent crops of wheat, corn, barley, and oats, besides feedng annually vast multitudes of swine and beef-cattle for the eastern, )rovincial, and transatlantic marts. No equal amount of land, perhaps, )n the face of the globe, contains fewer sterile or marshy tracts, or more;oil capable of high cultivation and great productiveness, than this region-as is already evidenced by its large agricultural exports; and 16 226 S. Doc. 1 12. when it is considered that the portions under cultivation are as yet comparatively a small part of the whole, while none has probably been yet brought to the utmost limit of profitable culture, what it may one day become, is as yet wholly incalculable. This lake has few islands, and these principally toward the western end; but on the northern shores it has three considerable promontories-Long Point, Landgua.rd Point, and Point au Pele —which do not, however, affbrd much shelter to shipping. The tributaries of -this lake are: From Canada the Grand river, a stream of' considerable volume, with fine water-power, having at its mouth the harbor of Port Maitland, probably the best on the whole lake, and the only one worthy of note on the Canada side. From New York it receives the Cattaraugus creek, and the Buffalo creek, at the outlet of which is the flourishing city and fine harbor of Buffalo. From Ohio it is increased by the waters of the Maumee, Portage, Sandusky, Vermillion, Black, Cuyahoga, Grand, Ashtabula, and Conneaut rivers, and by those of the Elk and some other small streams from Pennsylvania. Infinitely its largest and most important affluent is, however, the wide and deep river of' Detroit, which, flowing down-with a rapid stream and mighty volume of water-a descent of 52 feet in some 60 miles, pours into it the accumulated surplus of the three mighty lakes above it, and all their tributary waters. Its natural outlet is the Niagara river, which, with an average width of three quarters of a mile and a depth of forty feet, descends, in about 35 miles, 322 feet over the foaming rapids and incomparable cataract of Niagara, which of course prevents the possibility of navigation or flotation down the stream, though it is crossed at several points by fertries of various kinds. Lake Erie, however, is connected with Ontario by the Welland canal, a noble work on the Canadian side, having a descent of 334 feet effected by means of 37 locks, and passable from lake to lake by vessels of 134 feet over all, 26 feet beam, and 9 feet draught, stowing -3,000 barrels under deck. By means of this fine improvement, it has free egress to Lake Ontario, and thence to the St. Lawrence; and by the various improvements of that river, and communications from Ontario and Champlain, to many points, as heretofore enumerated, on the Atlantic seaboard. The artificial outlets of this lake are very numerous, and no less important; many of them already of considerable age, and reflecting much credit on the early energy and enterprise of the State of New York, by which they were principally constructed, in order to secure a precedence in the trade of the great West. These are, the Welland canal, as described; the Erie canal, connecting the waters of Lake Erie with the Hudson river, and thus by direct navigation with the Atlantic; the Erie and Beaver canal, -from Erie, Pennsylvania, to Beaver, on the Ohio, affording access tc Pittsburg and Cincinnati; the Ohio canal, connecting it with the Ohic river at Portsmouth, one hundred miles above Cincinnati, and again (by a branch to Beaver) with the same river about forty miles below Pittsburg; the. Erie and Miami canal, from Toledo to Cincinnati; and the Wabash canal, connecting the Miami and Erie with the Ohio at Evans S. Doc. -112. 227 ville, in Indiana; and with the Wabash river navigation at Lafayette, in the same State. For land steam transportation it has the New York Central railway to Albany, where it communicates with the Great Western, Hudson river, Harlem, Housatonic, and all the eastern railroads; the Buffalo and Corning and New York railroad, connecting at Hornelsville and Corning with the Erie railroad, direct from Dunkirk to New York city, and the projected Buffalo and Brantford railway to Brantford, Canada West. It has, again, through the State of Ohio, the Cleveland and Columbus railway, the Columbus and. Xenia railway, and the Little Miami railway, to Cincinnati; the Sandusky and Mansfield railway, connecting with the Cleveland and Columbus road at Shelby; the Madison and Lake Erie railroad, from Sandusky city to Springfield, and thence by the Little Miami railroad, in one connexion, and by the Great AMiami railroad (the Cincinnati, Hamilton and Dayton road) in another, to Cincinnati; and the Lake Shore railway, destined to be carried to Toledo, where it will connect with the Michigan Southern railroad to the head of Lake Michigan and to Detroit,whence it will have access to New Buffalo and Chicago, and ultimately to Galena and the Mississippi, and Fond du Lac, Winnebago, and Green Bay, on Lake Michigan. The estimated value of the commerce of Lake Erie is $209,712,520. But it is difficult to define accurately between the lakes, so closely is their trade intermingled. The licensed tonnage of the lake is 138,852 tons, of which a large and increasing proportion is steam. LAKE ST. CLAIR. This small lalke, 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 comrnpared 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 feet of water, although its mud flats between Algonac and the embouchure of the Thames river are extremely shoal, covered with luxuriant crops of wild rice, and navigable only by a shallow and tortuous channel, never capable of admitting above nine, and in dry seasons not more than seven or eight feet burden. It receives from the Canadian shore the Thamnes river, with some smaller streams, the principal of which is the Chenail Ecarte; and from Michigan the river Clinton, at the mouth of which is Mt. Clements, which with Algonac, at the outlet of the St. Clair, its principal affluent, are the only shipping places on its waters. At the upper end, Lake St. Clair is filled with many large, low islands, some of' them bearing such trees as love the waters these being capable of some degree of cultivation, and others mere flats, covered with wild meadows, affbrding rank grass as their sole production. From the principal channel, looking toward the Canadian coast, the whole expanse of the lake for many miles' distance resembles a vast morass of the waving wild rice, intersected by small winding bayous; close to the Canadian 228 S. Doc. 112. shore, however, there is another pass from the mouth of the Thames lakeward. This lake has little commerce proper to itself beyond the sale of wood, fruit, vegetables, and supplies for passing steamers and sailing craft, although some ship-building is done on its waters, and the largest steamboat running on the lakes was launched upon them. No separate returns of the small shipping places in the district of Detroit having been made since 1847, it is impossible even to approximate the trade of Lake St. Clair; but when it is considered that the whole business of the upper lakes, including the prosperous towns and immeasurably wealthy back countries on both sides of Lake Michigan, and all the mineral regions of Lakes Huron and Superior, pass through this outlet, it cannot but appear at a glance how vitally necessary is the action of Congress for the removal of the obstructions in Lake St. Clair and Lake St. George, and the construction of a ship canal around the Sault Ste. Marie; nor can it fail to strike every one who compares the apathy of the American government, in opening the navigation of the upper lakes and the St. Lawrence, with the energy and earnestness displayed by the British and Provincial authorities in conquering the far superior obstacles presented to navigation on its lower waters, and in perfecting a free ingress and egress from the ports of Lakes Huron and Michigan to the tide-waters of the Atlantic ocean.. The commerce of all the lakes to the northward and westward of Lake Erie has an estimated value of above sixty millions of' dollars, with a licensed tonnage of nearly thirty thousand tons of steam and sail —a wonderful amount, when the brief period of the existence of this trade, and of the States themselves which fhrnish it, is taken into consideration. LAKE HURON'. This superb sheet of water lies between Lalke Superior on the northwest, Lake Michigan on the southwest and west, and Lakes Erie and Ontario on the south and southeast. It is two hundred and sixty miles in length, and one hundred and sixty in breadth in its widest part, inclisive of the Georgian bay, a vast expanse-almost a separate lakedivided from it by the nearly continuous chain of promontory and islands formed by the great peninsula of' Cabot's Head, the Manitoulin, Cockburn, and Drumnuond groups, up to Point de Tour, the easternmost cape of northern Michigan. It is said to contain thirty-two thousand islands, principally along the northern shore and at the northwestern end, varying in size from mere rocky reefs and pinnacles to large and cultivable isles. The surface of Lake Huron is elevated five hundred and ninety-six feet above the surifce of the Atlantic, and depressed forty-five below that of Lake Superior, and fbur below that of Michigan. Its greatest depth is one thousand feet, near the west shore. Its mean depth is nine hundred feet. It is bounded on the north and east by the Canadian shore, which, above Goderich, is bold and rocky, carrying a great depth of water to the base of the iron-bound coast, with an interior country which may be generally described as a desolate and barren wilderness. S. Doc. 112. 229 At the southern extremity of the Great Georgian bay, whence there is a portage via Lake Simcoe to Toronto, not exceeding a hundred miles in length-the future line of a projected railway-is the small naval and military station of. Penetangiishine, with some unimportant Canadian settlements on the river Wye, Nottawasauga bay, Owen's sound, &c., and on the islands westward of it some considerable reserves of Chippewa and Pottawatomie Indians. Far up the northern shore are the Bruce mines, under the Lacloche mountains, and opposite to them the settlement on the fertile and partially cultivated island of St. Joseph. These are all the signs of cultivation or improvement on the British side, below the river St. Mary's, on which there is a long, straggling village, with a fort or station of the Hudson Bay Company, over against the American village at the Sault. On the west it has the eastern coast of Michigan, with the deep indentation of Saginaw bay; as yet thinly settled and only cultivated to a limited degree, though the lands of the interior are of unsurpassed excellence and fertility as a grain country, and at the present time extremely valuable for their fine lumber. Lake Huron is ill-provided with natural harbors, having none on the eastern shore, except that afforded by the entrance of a small river at Goderich, between the St. Clair river and Cape Hurd, on Cabot's Head. The western shore has-though somewhat better provided-only two or three safe places of shelter in. heavy weather, the principal and best of which are Thunder bhay and Saginaw bay, the latter of which contains several secure and commodious havens. This lake has no outlets of any kind for its commerce, except the natural channel of its waters, by the river, and'across the flats of St. Clair to the eastwardno canal or railroad as yet opening on its shores; though it will certainly not be many years-perhaps not many months-before the great Western railroad through Canada will open to it, via Penetanguishine, Hamilton, and the Niagara Falls and Buff-alo railways, a direct and very short communication with the Atlantic seaboard-making a saving of above six hundred miles of distance from the Sault Ste. Marie. By the straits of Mackinaw it has an outlet to the southward, into Lake Michigan, and enjoys through it communication, via Green bay and Lake Wininebago, the Fox and Wisconsin rivers, with the Mississippi and the Gulf of Mexico. LAKE MICHIGAN. This, which is second of the great 1lakes in size-inferior only te Lake Superior-is, in situation, soil and climate, in many respects, preferable to them all. Its southern extremity running southwalrd, into fertile agricultural regions, nearly two degrees to the south of Albany, and the whole of its great southern peninsula being embosomed in fresh. waters, its climate to the southward is mild and equable, as its soil is rich and productive. It lies between 410 58' and 46~ north latitude, and 841 40' and 87~ 8' wvest longitude; is 360 miles in length, and 60 in average breadth; contains 16,981 square miles, atrd has a mean depth of 900 feet. On its western shore it has the great indentation of Green bay,-itself equal to the largest European lakes, being a hundred 230 S. Doc. 112. miles in length, by thirty in breadth, well sheltered at its mouth by the Traverse islands, and having for its principal affluent the outlet of Lake Winnebago and the Fox river. The other principal tributaries of Lake Michigan are the Manistee, Maskegon, Grand, Kalamazoo, and St. Joseph rivers, from the southern peninsula of Michigan; the Des Plaines, O'Plaines, and Chicago rivers, from Indiana and Illinois; and from the northern peninsula of Michigan, the Menomonie, Escanaba, Noquet, White-fish, and Ma.nistee rivers. The lake is bounded to the eastward by the rich and fertile lands of the southern peninsula of Michigan-sending out vast supplies of all the cereal grains-wheat and maize especially-equal if not superior in quality to any raised in the United States; on the south and southwest by Indiana and Illinois-supplying corn and beef' of the finest quality, in superabundance, fbr exportation; on the west by the productive grain and grazing lands and lumbering districts of Wisconsin; and on the northwest and north by the invaluable and not yet halfexplored mineral districts of northern Michigan. The natural outlet of its commerce, as of its waters, is by the straits of Mackinac into Lake Huron, and.thence by the St. Clair river down the St. Lawrence, or any of internal improvements of the lower lakes, and the States hereinbefore described. Of internal communications it already possesses many, both by canal and railroad, equal to those of almost any of the older States, in length and availability, and inferior to none in importance. First, it has the Green bay, Lake Winnebago, and Fox river improvement, connecting it with the Wisconsin river, by which it has access to the Mississippi river, and thereby enjoys the commerce of its upper valleys, and its rich lower lands and prosperous southern cities; and second, the Illinois and Michigan canal, rendering the great corn valley of the Illinois tributary to its commerce. By railways, again, perfected or projected, it has, or will shortly have, connexion with the Mississippi, in its upper waters and lead regions, via the Milwaukie and Mississippi and the Chicago and Galena lines. To the eastward, by the Michigan Central and Southern railroads, it communicates with the Lake Shore road, and thence with all the eastern lines from Buffalo to -Boston; and to the southward it will speedily be united, by the great system of projected railroads through' Illinois and Indiana, to the Mississippi and Ohio river. It is impossible not to be convinced, on surveying the magnificent system of internal improvements so energetically carried out by these still young, and, as it were, embryo States; that if they were, in a degree, anticipatory of their immediate means and resources, they were not really in advance of the requirements of' the age and country. This is sufficiently proved by their triumphant success, and by the high position of population, civilization, agricultural and commercial rank to which they and they alone have raised, as if by magic, the so lately unexplored and untrodden wildernesses of the west. By the strong, deep, and rapid river of St. Mary's, with its broad and foaming Sault, Lakes Michigan and Huron are connected with what may be called the headmost of the great lakes, though itself the recipient of the waters of a line of lakes extending hundreds of miles farther S. Doc. 112. 231 to the northwestward, though unnavigable except to the canoes of the savage. LAKE SUPERIOR. Lake Superior is bounded on the south by the northern peninsula of Michigan and part of Wisconsin, on the west and northwest by a portion of the Minnesota Territory, and on the north and northeast by the British possessions. The lands immediately adjoining it are, for the most part, sterile, barren, and rugged beyond description, consisting, for the most part, on the southern shore, of detrital, and on the northern, of igneous rocks, covered with a sparse and stunted growth of pines and other evergreens, inixed with the feeble northern vegetation of birch, aspen, and other deciduous trees of those regions. Little of the shores, it is believed, are susceptible of cultivation; and it is likely, when these wild districts become-as they one day will, beyond doubt-rthe seat of a large laborious population, that its inhabitants will depend mainly for their supplies of food and necessaries, as of luxuries, on the more genial regions to the south and eastward. The tributary rivers of this lake are numerous, and, bringing down a large volume of water, afford superabundant water-power for manufactories the most extensive in the world, though, from their precipitous descent and numerous falls and chutes, they can never be rendered navigable for more than a few miles above their mouths except fobr canoes; and even for these, owing to the number and difficulty of the portages, the ascentis laborious in the extreme. That these regions will, at no very distant future period, be largely, if never densely, peopled, may be held certain, since, from the east to the west the whole southern shore abounds with copper-not, as it is generally found, in ore yielding a few per cent., but in vast veins of almost virgin metal, the extent of which is yet unexplored, as it is probably unsuspected and incalculable. So long ago as when the French Jesuits discovered these remote and desolate regions, early in the seventeenth century, these mines were known and worked by the Indians, who, at that time, possessed implements and ornaments of copper. They concealed, however, the situation of these mines with a superstitious mystery; and as instruments and weapons of iron and steel were introduced among them by the white man, the use of copper fell into abeyance, and the existence of the mines themselves was lost in oblivion. Within a few years there have been rediscovered several minessome of which, and those by no means the least productive, have been discovered within a year or two of' this date-which are now in the full current of successful exploitation. Many more are doubtless yet to be discovered, as the whole region is evidently one vast bed of subterraneous treasure. The isles Royale and Michipicoton are also, beyond question, full of copper, as are portions of the British coast to the northward, where two or three mining stations have been already established, with more or less prospects of success. The grounds of these prospects, and the character of the country and its mineral deposites, are very ably and graphically described in the interesting memoir, by- Dr. Jackson, on the geology, mineralogy, and topography of Lake 232 S. Doc. 112. Superior, which is appended to this report, and which, it is believed, contains most correct and valuable information. As yet, beyond the mining stations and the village at the Sault, Lake Superior has no towns or places of business except the points fbr shipping the mineral products of her soil, and receiving the supplies necessary to the subsistence of the men and animals employed in the exploitation of her treasures. Nor beyond this has she any trade, unless it be the exportation of her white-fish and lake trout, which are unequalled by any fish in the world for excellence of flavor and nutritious qualities. The only inlet for merchandise, or outlet for the produce of this vast lake, and the wide regions dependent on it, is the portage. around the Sault, across which every article has to be transported at prodigious labor and expense; whereas, by a little less exclusive devotion to what are deemed their own immediate interests, on the part of the individual States of the Union, and a little more activity and enterprise on that of the general government, an easy channel might be constructed at an expense so trivial as to be merely nominal, the results of which would be advantages wholly incalculable to the commerce of all the several States, to the general wealth and well-being of the nation, and to the almost immediate remuneration of the outlay to the general government by the increased price of;, and demand fbr, the public lands in those regions. Geology, Mineralogy, and Topography of the lands around Lake Superior; by CHARLES T. JACKSON, D., late United States Geologist and Chenmist, Assayer to the State of Massachusetts, and late Geologist to the States of Maine, New Hanmpshire, Rhode island, and for the public lands of Massachusetts. Lake Superior is the largest sheet of fresh water on the face of the globe, and is the most remarkable of the great American lakes, not only from its magnitude, but also from the picturesque scenery of its borders, and the interest and value attaching to its geological features. As a mining region it is one of the most important in this country, and is rich in veins of metallic copper and silver, as well as in the ores of those metals. At the present moment it may be regarded as the most valuable mining district in North America, with the exception only of the gold deposites of California. This great lake is comprised between the' 46th and 49th degrees of north latitude, and the. 84th and 92d degrees of longitude,'west of Greenwich. Its greatest length is 400 miles; its width in the middle is 160 miles, and its mean depth has been estimated a.t 900 feet. Its surface is about 600 feet above the level of the Atlantic ocean, and its bottom is 300 feet below the level of the sea. The ancient French Jesuit Fathers, who first explored and described this great lake, and published an account of it in Paris in 1636, describe the form of its shores as similar to that of a bended bow, the northern shore being the arc, and the southern the cord, while Keweenaw Point, projecting, fiom the S., Doe. 112. 233: southern shore to the middle of the lake, is the arrow. This graphic, description is illustrated by a map, prepared by them, which displays the geographical position of the shores of this great lake with as muchfidelity as most of the common maps of our own day, and proves that those early explorers were perfectly familiar with its shores, and knew how to make geopraphical surveys with considerable exactness. Reference to a former report to the government of the United States, by myself, (31st Congress, 1st session, Ex. Doc. No. 5, part 3d, Washington, 149,) fully demonstrates how much was known to the early French explorers, of the geography and mineral resources of Lake Superior and the regions circumadjacent; and that report will be found, notwithstanding some omissions and interpolations, 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 Superior is formed of rocks of various kinds and of different geological groups. The whole coast of the lake is rock-bound; and in some places, mountain masses of considerable elevation rear themselves from the immediate shore, while mural precipices and beetling crags oppose themselves to the surges of this mighty lake, and threaten the unfortunate mariner, who may be caught in a storm upon a lee-shore, with almost inevitable destruction. Small coves, or boatharbors, are abundantly afforded by the myriads of indentations upon the rocky coast; and there are a few good snug harbors fbr vessels of moderate capacity, such as steamboats, schooners, and the like. Isle Royale, though rarely visited by the passing vessels, affords the best harbors. Keweenaw Point has two bays in which vessels find shelter, viz: Copper harbor and Eagle harbor. Adequate protection may be: found from the surf under the lee of the Apostle islands, at Ia Pointe; and there is tolerable anchorage at the Sault de Ste. Marie, the port of embarcation upon St. Mary's river, at the outlet of the lake. There are but few islands in Lake Superior; and in this respect it differs most remarkably fiom Lake Huron, which is thickly dotted with isles and islets, especially on its northern shore. Owing to the lofty cra.gs which surround Lake Superior, the winds sweeping over the lake impinge upon its surface so abruptly as to raise a peculiarly deep and combing sea, which is extremely dangerous to boats and small craft. It is not safe, on this account, to venture far out into the lake in batteaux; and hence voyageurs generally hug the shore, in order to be able to take land in case of sudden storms. During the months of June, July and August, the navigation of the lake is ordinarily safe; but after the middle of September great caution is required in navigating: its waters, and boatmen of experience never venture far from land, or attempt long traverses across bays. Their boats are always'drawn far up on the land at every camping-place for the night, lest they should be staved to pieces by the surf; which is liable at any moment to rise and beat with great fury upon the beaches. The northern or Canadian shore of the lake is most precipitous, and consequently most dangerous to the navigator. On the south shore, again, the sandstone cliffs which rise in mural or overhanging precipices, directly from the water's edge for many miles, afford no landing 234 S. Doc. 112, places. This is the case especially along the cliffs at the Pictured Rocks, and on the coast of Keweenaw bay, called l'Ansc by the French voyageurs. On the coast of Isle Royale there are beautiful boat harbors scattered along its whole extent on both sides of the island; and at its easterly extremity the long spits of' rocks, which project like fingers far into the lake, afford abundant shelter for boats or small -vessels, while, at the western end of the island, there is a large and well sheltered bay called Washington harbor. Near Siskawit bay the navigator must beware of the gently-shelving red sandstone strata which run for many miles out into the lake, with a few feet only of water covering them. Rock harbor, on the south side of the island, is a large and perfectly safe harbor for any vessels, and has good holding-ground for anchorage, with a very bold shore, while the numerous islands, which stand like so many castles at its entrance, protect it from the heavy surges of the lake. The whole aspect of this bay is not unlike that of the bay of Naples, though there is no modern volcano in the back-ground to complete the scene. None of the American lakes can compare with Lake Superior in healthfulness of climate during the summer months, and there is no place so well calculated to restore the health of an invalid who has suffered from the depressing miasms of the fever-breeding soil of the southwestern States. In winter the climate is severe, and at the Sault Ste. Marie, mercury not unfrequently freezes; but on Keweenaw Point, where the waters of the lake temper the chillness of the air, the cold is not excessive, and those who have resided there during the winter, say that the cold is not more difficult of endurance than in the New England States. Heavy snows fall in mid-winter on this promontory, owing to its almost insular situation; but the inhabitants are well skilled in the use of snow-shoes, so that snow is not regarded as an obstacle to the pedestrian, while, on the newly-made roads, the sleds and sleighs soon beat a track, on which gay winter parties ride and frolic during the long winter evenings of this high northern latitude. From researches which I have made, it appears that the mean annual temperature at Copper Harbor, on Keweenaw Point, is 42~; and from my experiments on the temperature of the lake, at different seasons of the year, the waters of this great lake are shown to preserve a constant temperature of about 39~Q or 400 F., which is that of water at its maximum density. It is known that Lake Superior never freezes in the middle, nor anywhere except near its shores, from which the ice very rarely extends to more than ten or fifteen miles distance. Occasionally, in severe winters, the ice does extend from the Canada shore to Isle Royale, which is from fifteen to twenty miles distant; so that the caribou and moose cross over on it to the island, whither the Indian hunters sometimes follow them over the same. treacherous bridge, liable, although it is, to be suddenly broken into fragments by the surges of the lake. By the action of drifting ice, not only have boulders of rocks and of native copper been transported far from their native beds, and deposited upon the shore at distant places; but even animals, such as squirrels, rabbits, deer, moose, caribou, and bears, have thus navigated the waters of Lake Superior, and been landed on islands to which S. Doe. 112.: 235 they could not otherwise have gained access. The mouth of every river on the lake shore reveals, by the debris brought down by ice in the spring fi'eshets, the nature of' the rocks and minerals which occur in its immediate banks or bed; and thus indicates to the explorer the proper places where to search for ores or metals. The early French explorers noticed the fact of the transportation of masses of native copper and rock by drift-ice, but they made no use of these facts to discover the native deposites of metals in the rocks which border on the rivers. It was by following the hint drawn from these traces that my assistant and myself were enabled, in 1844 and 1845, to discover, and make known to the country, those valuable mines, which have so astonished the world by their metallic contents, and which subsequently induced the government of the United States to undertake a geological survey of that territory, with the conduct of which I was charged by the Hon. Robert J. Walker, late Secretary of the Treasury, and which I effected, so far as it was possible to do so, before my labors were brought to an abrupt conclusion, by circumstances over which I had no control. To the construction of' a canal around the falls of the Sault Ste. Marie, one of the principal obstacles will be found in the winter's ice, against which the locks at the entrance to the canal must be guarded, or the work, however strong, will be overturned and destroyed. Vessels of any considerable burden cannot approach the shore nearer than about half a mile. The canal must, therefore, be carried out into the water to that distance, and the form of the ice-breakers, guards, or mole, must be such as to allow the ice to rise over them, and not to press against perpendicular walls. This is to be done by giving a proper slope, or bevel, to the walls, so that the ice will ride up them and break into pieces. By this method the harbor and entrance locks may be sufficiently protected against the driving and expanding ice of the lake and St. Mary's river. The opening of a ship-canal between Lake Superior and the lower lakes is one of the most important enterprises of' the day, and it is only to be regretted that Congress has thought it best to appropriate land instead of applying money directly to the execution of this great work, which may now be delayed for some time, to the great disadvantage of the country at large. So soon as the canal above mentioned shall be completed, the summer tour of travellers will be extended to a cruise around Lake Superior, and from La Pointe many will cross over to the Falls of St. Anthony, on the Mississippi river; and thus explorers will find it easy to gain access to remote regions, now seldom visited by white men. The importance of this enterprise can hardly be overestimated, and its consequence will be the vast facilitation and increase of the commerce of Lake Superior, and the incalculable enhancement of the value of the public lands, while a tide of immigration may be looked for from Norway, Sweden, and the north of Europe, as well as from the New England States, pouring into the northwestern wilderness, and subduing the forests, and extending far and wide the area of freedom and civilization. The time will doubtless come when a canal or railway will be made to the Falls of St. Anthony; and possibly we may see the trade of Hud 236 S. Doc. 1 i2. son's bay flowing into the United States, through Lake Superior and our other great lakes and rivers. For that great bay is but fifteen days' canoe voyage from Lake Superior, and the portages are few and not long, so that the British Hudson's Bay Fur Company carry on constant communication with their factories upon the bay from their posts upon Lake Superior; and their agents at the British posts in Oregon travel from their stations on the borders of the Pacific ocean, by way of Hudson's bay and Lake Superior, on their route to Great Britain. This northern region has unfortunately been always, hitherto, undervalued. It is now known to be one of the most important mineral regions in America; and it should be borne inl mind that there are deposites of native copper on Copper Mine and McKenzie's rivers, in the same kinds of rock that contain the stupendous lodes of this metal on Keweenaw Point and the Ontonagon rivers. Every means that tend to carry our population farther northward, will tend to bring to light and to practical utility the mineral treasures of those regions; while trade in furs and seal-skins will be brought nearer to us by enterprising men, it matters not whether of the British provinces or of the United States of America. The time is now come when the public faith is settled on the value of mineral-preductions; and it is understood that good working mines are sure to command and reward the energies of capitalists and miners, since it is proved that mining is liable to no greater risks of failure than ordinary mercantile enterprises, provided due precaution be exercised by the adventurers in the selection of their mines and in working them to advantage. ROCKS OF LAKE SUPERIOR LAND DISTRICT. On approaching the Sault Ste. Marie by the St. Mary's river the. geologist has an opportunity of discovering the age of the sandstone strata, by observing that the limestones of Saint Joseph's island, and of the other numerous isles in that river, are rocks of the Devonian group, and contain the characteristic fossils by which that roclk is determined to be the equivalent of those of Eifel, as has been fully proved by Mlons. Jules Marcou, the geologist sent to the United States by the government of France, to make collections for the Museum of Geology in the Jardin des Plantes of Paris. These Devonian rocks, like those of Mackinac, have been mistaken by two geologists who have reported upon this district, for Sibelrian limestones; by whom the geological position of the sandstone of the Sault Ste. Marie has also been mistaken, in their supposing that it passed beneath these Devonian rocks, when it in reality is above them, as it is seen to rest horizontally around Silurian limestone, near Sturgeon river, on Keveenaw Point, beneath which it cannot pass, considering the fact that the limestone in question, has a dip of thirty degrees from the horizon, while the; sandstone at that place is quite horizontal. It is obvious, then, that the red and gray sandstones of Lake Superior are above Devonian rocks, and therefore cannot be older than the coal formation;: while from their lithlological characters they appear to belong to the Permian system of Verneuil and Miurlchison. Above the Sault we see these red and gray sandstones dipping at a gentle angle into the lake, showing that they do in fact dip directly opposite to the direction S. Doc. 112. 237 that would be required to make them dip beneath the limestone on St. Mary's river. This question is one of some importance; since, if the sandstones of Lake Superior were, as has been erroneously alleged, of the Potsdam group, they would be out of all accordance with. the ascertained facts of geological science, and would break into the system of the best known laws of elevation of' strata and of' order of super-position. In point of fact the sandstones of Lake Superior are the exact equivalents of those of Nova Scotia, where trap-rocks of the same age as those on Lake Superior pass through it and produce precisely the same results as I have already described in my reports on the geology and mines of' Lake Superior, bearing in the same way more or less native copper, with occasional particles of' silver. Now, Potsdam sandstone never presents any such results in any part of' America; and to call that of Lake Superior its equivalent, is but to lead people astray, and to nourish false hopes of finding copper and silver where it does not occur, while a great error introduced into science cannot fail to produce the most mischievous results. On this account, I have thought proper to notice an error which would not otherwise be worthy of refutation. Leaving the Sault and cruising along the southern shore of the lake, with an occasional trip inland, we come to cliffs of sandstone, and then to rocks called metamorphic, which extend from Chocolate to Carp and Dead rivers, and find slate rocks, granite rocks, sienite, hornblend rock, and chlorite slate. In this group of primary rocks we fine mountain masses of excellent specular iron ore and magnetic iron ore mixed. These mountains of iron ore were originally explored under my directions, by Mr. Joseph Stacy, of Maine, who first called public attention to them in 1845. They were subsequently examined by Dr. John Locke, and Dr. WVm. F. Channing, while serving as my assistants in the geological survey of this region in 1847. There is an immense supply of the richest kind of iron ore in these hills, and the Jackson Iron Company of Michigan has erected forges for making blooms for bar-iron-the quality of which is excellent. This region may be called one of the important iron districts of Lake Superior, and will become of great value at some fuiture day, when there shall be facilities for transportation of the ore to the coal districts of Ohio. The granitic and sienite rocks occupy a considerable tract of land which has not yet been explored, and has only been run over by the linear surveyors, who have brought out fragments indicating the country to the westward of the sandstone, on the coast, to be crystalline; but the geological relations of the two rocks have never been ascertained, nor have their mineral contents been seen by any one. Following the coast to l'Anse, or Keweenaw bay, we find on the south side of that bay large beds of slate rocks, some of which are good novaculite or whetstone slate. On the northern side of the bay we find a long series of cliffs of red sandstone perfectly horizontal, or at most wavy, extending all the way to Bete Gris. This sandstone, as before observed at Sturgeon river, surrounds a mass of Silurian limestone containing shells, known as the Pcntamerus oblongus, one of which I dis. 2'38 S. Doc. 112. covered in a piece of the limestone brought to me by -one of my assistants in 1848. At Lac la Belile and at Mt. Houghton the trap-rocks occur, and ride over the sandstone strata, after passing between their layers; and at Mt. Houghton the igneous agency of this trap-rock has changed the fine sandstone into a kind ofjasper. At Lac la Belle, on Bohemian mountain, we have regular veins of the gray sulphuret of copper, containing a certain proportion of sulphuret of silver. Mines have been opened on this hill, but have not thus far proved successful, since the ore requires preparation by machinery not yet to be procured in that region. Lac la Belle is a most beautiful sheet of water, bordered by mountains or steep hills, such as Mt. Houghton and Bohemian mountain, while on the south the horizontal plains of' sandstone stretch away in the distance and are covered with a growth of forest trees. Leaving Lac la Belle, we pass down a serpentine stream which enters the great lake. Then following the coast, we pass beneath frowning crags and visit the falls of the Little Montreal stream. All this coast consists of trap-rocks, and of a kind of porphyry or compact red feldspar. No copper veins of any value occur on the coast this side of the point, though many companies have wasted their money in attempts to work calcareous spar veins that are perfectly dead lodes, or free from copper. At the extremity of' the- point, agates are found in amygdaloidal traprocks, and on the shore in the form of rolled pebbles. Doubling the cape, we soon pass Horseshoe cove and reach Copper harbor, the site of Fort Wilkins, and one of the first places where copper ore was noticed by the French Jesuits; since whose time it has ever been known to the voyageurs on the lake under the name of the green rock. While constructing the fort at Copper Harbor, numerous boulders of black oxide of copper, a very rare ore of that metal, were discovered; and before.long a vein of this valuable ore was discovered in the conglomerate rocks, near the pickets which enclose the parade ground. This was found to be a continuation of the vein called the green rock: at Hayes's Point, and was immediately opened by the, Boston and Pittsburg Mining Company. Unfortunately, however, the vein was soon cut off, as I had ventured to predict it would be, by a'heavy stratum of fine-grained red sandstone, which is not cupriferous. There the vein was found to consist wholly of calcareous spar, and of earthy minerals of no economical value. The miners were then transferred to the cliff near Eagle river, where I had surveyed a valuable vein of native copper, mixed with silver. This vein has since been fully proved, and is one of the wonders of the world; there being solid masses of pure copper in the vein, of more than 100 tons weight each, besides masses of smaller size in other parts of the vein. This mine has produced about 900 tons of copper per annum, and is one of the most valuable copper mines in the country. It is a regular metallic vein, in amygdaloidal trap-rock, which underlies the compact trap-rock that caps the hill. The spot is one of the finest locations for mining purposes that I have seen, the vein being exposed in the face of a cliff 300 feet above the level of the southwest S. Doc. 112. 239 branch of Eagle river. This vein, when first discovered, was far from disclosing its real value. A perpendicular vein of prehnite, six inches wide at the top of the cliff, was observed to contain a few particles of copper and silver, not amounting to more than two per cent. of the mass. About half way down the cliff this vein of prehnite was -found to be a foot and a half wide, and contained five and a half per cent. of copper and some silver. It was thought worth while to drive a level into the lower part of the cliff, where, according to the rate of widening of the vein. it ought to be from two to three feet wide. This was done at my suggestion, and a magnificent lode of copper was disclosed; many lumps of solid copper of several hundred weight being found mixed with the vein-stone. On sinking a shaft at this point the solid metallic copper was soon found to occupy nearly the whole width of the chasm, and immense blocks of copper are now taken firom this vein Iby the miners, who are workingc levels 300 or more feet below the mouth of the shaft. Large quantities of lumps of copper called barrel ore, and rock rich in smaller pieces of copper, mixed with silver, are now raised, this last being called stamp ore, and worked by stamping arnd washing the ore. From this stamp work about five thousand dollars' worth of pure silver is picked out by hand, and much is still left among the finer particles of metal and goes into the melted copper. Suitable cupelling furnaces will ultimately be erected for the separation of all the silver from this rich argentiferous. stamp work, lead being the appropriate metal for its extraction by eliquation and cupellation. There are other valuable copper mines on Eagle river. The North American Company, which has one end of the cliff vein, called the South Cliff mine, and another on which their mining operations commenced some years ago, is at present in successful operation, and will add much to the exports of copper from the lake. The Lake Superior Copper Company, which was the first that engaged in those mining operations that gave value to this district, opened its first mines on Eagle river in 1S44. Under the very unfavorable state of things which then existed in the savage and uncivilized state of the country, and after two or three years' labor, they very unfortunately sold their mines, at the precise moment when they were upon the vein that now has been proved to be so very rich in copper and silver. The Phcenix Copper Company, formed of the remains of the Lake Superior Company, opened these mines anew; and now these give ample encouragement to the new adventurers, who will doubtless reap their reward in valuable returns for their labor and enterprise. A new vein a little to the eastward of the first that was opened, on the river's borders, is said to give promise of valuable returns. The Copper Falls mine, another branch of the Lake Superior Company, is also engaged in working valuable. veins of native copper and silver, and has sent some of their metals to market. The Northwest Company has a valuable mine a few miles from Eagle Harbor, and the metal raised therefrom is very rich and abundant, some of it being mixed with sprigs and particles of metallic silver. This mine, if opened with due skill, and in as bold a manner as that of the Boston and Pittsburg Company at the cliff, cannot fail to prove of great value. 240 S..Doc. 112. There is'also a mine, owned by the Northwestern Company, near the Copper Falls mine, in the rear of Eagle Harbor, which is also rich in native copper, but I do not know its present condition. A mine was also opened at Eagle Harbor, which gave a large yield of copper mixed with laumonite; but the mine was opened like a quarry, and was close to the waters of the lake. It was, therefore, soon flooded, and was consequently abandoned by the miners. There is also a mine called the Forsyth, which is probably a valuable one, but it was not opened at the time I made my surveys. I obtained fine specimens of copper and silver from this vein, and sent them to Washington, with the large collection I made for the United States government, and they are now to be seen with my collection in the Smithsonian Institute. A full and minute descriptive catalogue of the collection I made for the United States government was sent by me, as a part of my report, to the late Secretary of the Interior; but it has not been printed, though it was the most valuable part of my report, and is absolutely necessary for the full understanding thereof, and for learning the nature, locality, and value of each specimen in the collection made by me. The rocks which contain native copper, on Keweenaw Point,. are of that kind called amygdaloidal trap, which is a vesicular rock, formed by the interfusion of sandstone and trap-rock, and is the product of the combination of the two gaseous bubbles, or aqueous vapors, which have blown it into a sort of scoria at-the time of its formation. It is in this rock that we find the copper-l)earing prehnite and other veinstones peculiar to the copper lodes. In Nova Scotia the same facts were observed by Mr. Alger and myself, only that there the copper is more abundant in the brecciated trap, or a trap tuff;, which lies below the amygodaloid. Prehnite does not occur in Nova Scotia trap, but in its stead we find analcime, laumonite, and stilbite, as the minerals accompanying the native copper. On Isle Royale we have phenomena similar to those observed on Keweenaw Point: long belts of trap-rock, with bands of' a conglomerate of coarse water-worn pebbles, and strata of find red sandstone. The trap-rocks rest on the strata of sandstone, after passing between thin strata; and at the line of contact, and for a coTsiderable distance, we have an amygdaloidal structure developed. It is probable that the trap-rock was poured over the sandstone strata while the whole was submerged, and that other beds of sandstone were deposited upon it; so that if this was the case, we should have a succession of deposites; but in some places it appears as if the trap had elevated the strata, and pushed itself through the sandstone by main fobrce. Wha.tever may be the theory of this, it is certain that the strike of the strata. and the direction of the included trap-rock are the same. On Keweenaw Point we have veins cutting across the general direction of the strata., and, of course, of the trap range, or, as the miners call it, " across the countr.y;" while on Isle Royale the copper veins more friequently run parallel with the trap ranges, or "with the country." On Isle Royale, as near the (ntonagon river, on the south shore of S. Doe. 112.- 241 the lake, massive epidote is the most common "vein-stone" that bears native copper-the metal being interspersed with it in its mass, or spread in thin sheets in thle natural joints of the rock, with occasional masses or lumps of considerable magnitude. Near Rock Harbor, on Isle Royale, at a place called Epidote, and at another called after the most abundant mineral found in the veins, granular and compact epidote are the prevalent rocks accompanying the native copper. So, also, at Scovill's Point the same associations prevail in the cupriferous veins. The most important and productive mines of native copper on Isle Royale have been opened on the north side of the island; but still the explorations have been too limited to allow of our judging of the value of the numerous veins upon that remarkable island. At Washington Harbor, upon Phelps's island, several promising veins of native copper, associated with prehnite, occur; but they have not been opened to a depth sufficient to establish their value. At Siskawit bay we find a large body of fine red sandstone bordering the trap-rocks, and shelving down into the lake at a very moderate angle. No valuable copper veins have been found at this place; but the bay is one of the favorite stations for fishermen, who pack annually great numbers of siskawit [salmo siskawit,] the fattest and finest species of the lake trout family, and large lake trout, namaycush, [salmo amethystuts,] and whitefish, attihawmeg, [coregonus albus,] for the western market-from 900 to 1,000 barrels of these fine fish being salted and packed for sale each year. The siskawit may be said to be peculiar to the shores of this island, few being caught on the shores of Keweenaw Point, and their migrations being extremely limited. They are caught readily by the hook, but are more commonly taken by means of gill-nets, which are set a yard or two from the bottom, in water of about 200 feet depth-the lower edge of the net being anchored by means of small stones attached to cords, while the upper edge is sustained vertically by means of thin laths or spindles of' light wood. These nets are set at night, and are drawn in the morning. The siskawit weighs from five to twenty pounds, while the lake trout often weighs as much as forty or fifty pounds. Of all the fish caught upon the lake the siskawit is most prized by the natives on account of its fatness. White-fish are, however, much more delicate, and are preferred to all others by the white inhabitants and travellers. The fisheries of Lake Superior are of great value to the people living upon the shores of the lake, and of some importance to the States bordering on the other and lower lakes, and the inlaud towns near their borders. To the poor Indian the bounties of the, great lakes are of vital importance, for, without the fish, the native tribes would soon perish. Game has become exceedingly scarce in these thickly wooded regions, only a few bears, rabbits, and porcupines, and some partridges, being found in the woods, and ducks in moderate numbers upon the waters. Agriculture has scarcely begun to tame the wilderness in the vicinity of the copper mines, and the only crops raised are potatoes 17 24'2 S. Doc. 112. and a few hardy northern esculents. Small cereal grains-such as oats, barley, and rye-will do well here as in Canada; and Indian corn of the northern varieties, in places not too much exposed to the chill breezes of the lake, thrives and ripens. English grasses have not yet been cultivated, but they will undoubtedly thrive as well on the south shore of Lake Superior, as in New Brunswick and Nova Scotia. The native grasses are abundant and good, but are limited to small na.tural prairies or to dried up ponds. Judging from the luxuriant growth of forest trees-such as the maple, yellow birch, and other. trees common to Maine and New Brunswicl —we should judge that the soil was as good on the shores of Lake Superior as in that State and province. Those who have only viewed the immediate coast of the lake, especially that now densely covered with a tangled growth of small, stunted spruce and fir trees, would be likely to undervalue the agricultural resources of that region. They should remember that the cold air from the lake affects the vegetation only near its shores, and that farther inland the temperature more resembles that of Canada and the northern parts of New Hampshire and New York. This is not only shown by the native forest trees and the flowering plants, but also, where clearings have been made to a sufficient extent, by the agricultural produce raised upon the soil.'rhe forests also are filled with excellent timber for building purposes; and, where the growth is of mixed trees, such as sugar-maple, yellow birch, and pines, the white and yellow pines are of large dimensions, and furnish good lumber for sawing into boards, planks, and,deals. Though there is little prospect at present of sending sawed boards from Lake Superior to the lower lake country, the time will come when this valuable timber will become of commercial importance; and that time will arrive the sooner if the ship canal now proposed at the Sault de Sainte Marie shall be constructed within any reasonable time. ~ The northeirn or British slmre of Lake Superior has as yet been but little explored, either geologically or for minerals. One mine of blende, or sulphuret of zinc, richly mixed with spangles of native silver, and a vein of sulphuret of copper, have been discovered at Prince's bay, on the north shore, not far friom Isle Royale. I know not what progress has been made in developing the ores of this mine, but at the time when I examined it, in 1847, it gave promise of rich returns. As a general thing the copper on the northern shores is mineralized by. sulphur, and occurs as yellow copper pyrites, or as gray or black sulphurets of copper, while the copper on the south shore and on Isle Royale is mostly in the metallic state, and all the valuable workingmines are there opened for the native metal. This is- a remarkable reversion of the usual laws of mineral veins, and was first discovered and pointed out by myself, and the first mines for native copper were opened by my advice and in accordance with my surveys, in 1S44, as before stated. This remarkable region has certainly surprised both geologists and miners by its wonderful lodes of native copper, and by the lumps of pure silver which have been opened and brought to light by enterprising companies and skilful miners. S. Doe. 112. 243, One of the most. remarkable associations of metals is here observed in the intermnixture of pure silver with pure copper, the two metals.: being perfectly united without any alloying of one with the other.. This singular condition of these two metals has puzzled chemists and mineralogists; and the solution of the problem of their mode of depo — sition in the veins is still undiscovered. It is obvious, from experiment, and from all we know of the affinities of metals for each other,.that the native copper was not injected in a molten state into the veins.. Although I have discovered the manner in which the copper veins: were probably formed, I am far from having learned that of the silver, fobr we know of no volatile salt, or combination of that metal. This subject, which has occupied much of my time for several years, will beexplained more fully at a future time, in a paper addressed to scientific men, as it does not form a suitable subject -for a mere popular essay like the present communication; and, as before observ&4, is still, an uncompleted study. The rocks known to belong to the cuprifbrous fornmation of Lake Superior are all of igneous formation, or have been thrown up from the unknown interior of' the globe in a molten state, and in long rents, having a somewhat crescentic shape, with the curve toward the northt and west; the radius of the are not being far from thirty miles in length on Keweenaw Point. The average width of this belt is not more than five- miles, while its length is not less than two hundred miles. The Keweenaw belt of trap runs by the Ontonagon river, narrowing to only a mile in width in some parts of its course, and then widening rapidly as it extends into Wisconsin. On the Ontonagon river it is about four miles wide; and it is there highly cupriferous, several important veins, now wrought by mining companies, having been discovered by the miners in their employ, on this river and in its vicinity. The Minnesota mine has been, thus far, the most successful of those opened upon this part of the trap range. It is remarked by all the geologists and miners who have examined these rocks, that the copper ore lies in the amygdaloidal variety of them; and that the veins of native copper are pinched out into narrow sheets in the harder trap-rock which overlies the amygdaloid. This fact was first noticed by Mr. Alger and myself' in the geological survey of Nova Scotia, made by us in 1827; and the private geological survevs which I made on Keweenaw Point, in 1844 and 1845, proved it to be true also in that region; so that it is a law now well know n to the miners upon the Lake Superior land district. It was discovered, also,, that the copper dies out in the veins xwhen they cut through sandstone rocks. The reason for this I have discovered, and proved by experiment and observation, and shall farther verify when ordered to complete my governmert survey of' the mineral lands of the United States in Michigan. Much may be expected from the explorations now going on upon the northern shore of the lake, under the authority of the Canadian government, since the wisdom of that province has perceived the importarnce of rendering her researches and investigations into the mineral treasures -of her soil the most effectual and complete, and has consequently intrusted them to men the most thoroughly competent to the task. 244 S. D-c. 112. Experienced miners are often good observers, and to them we owe much valuable observation; but they are, not often sufficiently acquainted with geology and mineralogy to enable them to judge of the value of a mine in a country with which they are not familiar; and they cannot describe what they discover so as to make their observations intelligible or valuable to others. Miners are good assistants, but poor principals, in any geological survey. Hence the British government employs her most learned and practical geologists in her surveys in Canada, and allows them time and means to accomplish in a proper manner their important work. On the northern shores of the lake, as before observed, we find most commonly the ores of copper; while in the trap-rocks, on the south side, the metal occurs in its pure metallic state. The ores which have been found on Lake Huron already, promise to give ample profits to the owners of the mine; and other localities are known, where there is a reasonable prospect of successful mining, on the northern borders of Lake Superior. Trade will spring up between us and our Canadian neighbors as soon as their shore becomes inhabited, and, it is to be hoped, will prove of reciprocal advantage to the two countries. C. T. JACKSON. THE LAKES.-GENERAL VIEW. This is a brief and rapid outline of a country, and a system of waters, strangely adapted by the hand of Providence to become the channel of an inland navigation, unequalled and incomparable the world over; through regions the richest of the whole earth in productions of all kinds-productions of the field, productions of the forest, productions of the waters, productions of the bowels of the earth-regions overflowing with cereal and animal wealth, abounding in the most truly valuable, if not most precious, metals and minerals — lead, iron, copper. coal-beyond the most favored countries of the globe; regions which would, but for these waters, have been as inaccessible as the steplles of Tartary or Siberia, and the value of the productions whereof must have been swallowed up in the expense of their transportation. And this country, these waters, hitherto so little regarded, so singularly neglected, the importance of which does not appear to be so much as suspected by one man in ten thousand of the citizens of this great republic, is certainly destined to excel in absolute and actual wealth, agricultural, mineral, and commercial, the aggregate of the other portions of the United States, how thrifty~ how thriving, how energetical and industrious soever they may be. Of these lakes and rivers, during the year 1851, the commerce, foreign and coastwise, was estimated at three hundred and twenty-six million five hundred and ninety-three thousand three hundred and thirty-five dollars; transacted by means of an enrolled tonnage of seventy-seven thousand and sixty-one tons of steam, and one hundred S. Doc. 112. 245 and thirty-eight thousand nine hundred and fourteen tons of sail, or an aggregate licensed tonnage of two hundred and fifteen thousand nine hundred and seventy-five tons., In the prosecution of this commerce, it would appear, as nearly as can be ascertained, that there was entered an aggregate at all the lake ports together, of 9,469,506 tons during the season; and cleared at the same ports 9,456,346 tons-showing an average of nearly fortyfour entrances of the whole lake tonnage during the season. Of the above amount of commerce the value of $314,473,458 went coastwise, and $12,119,877 Canadian or foreign. The returns of the coasting trade are, it is true, very imperfect and unsatisfactory, as are also the estimates founded upon them; but, as approximations only can be arrived at under the circumstances, the best use has been made of the returns received; and the results arrived at cannot but appear strange to those not immediately conversant with the character of the lake trade. According to these estimates the coasting trade is divided into exports, $132,017,470; and imports, $182,455,988; showing a difference of $50,438,518, when there should have been a perfect balance. This discrepancy arises from a higher rate of valuation at the place of' importation than at that of exportation, or vice versd. Products of agriculture, the fbrests, and the mines, are easily valued at a correct rate; whereas one great division of articles of importation, classed as merchandise, including everything from the finest jewelry and choicest silks to the most bulky and cheapest articles of grocery, can scarcely be reduced to a correct money value. The discrepancy, then, arises from the valuation of the articles per ton being fixed at too high a figure at one port, or too low at another. Which valuation is the more correct, it is impossible to ascertain under the present system of regulations. Taking the lowest estimate, the actual money value of the coastwise exports of these lakes is $132,000,000, in round numbers, being the mere value of the property passing over the lakes, without including passage money, passengers carried, cost of vessels, expenses of crews, or anything in the least degree extraneous. The amount of grain alone which was transported during the season of 1861, amounted to 1,962,729 barrels of flour, and 8,119,169 bushels of wheat-amounting to what equals an aggregate of 17,932,807 bushels of wheat; 7,498,264 bushels of corn; 1,591,758 bushels of oats; and 360,172 bushels of barley; in all 27,382,801 bushels of cereal produce. This branch of traffic, it is evident, must continually increase with the increasing influx of' immigration, and the bringing into cultivation of the almost unbounded tracts of the very richest soil, on which the forest is nowx growing, which surround the. lakes on almost every side. And the like may be predicated of the exploitation of the mines, the prosecution of the fisheries, and the bringing to light of all natural resourcesfacilities of transportation causing immigration, immigration improving cultivation and production, and these two originating commerce, and multiplying a thousand-fold the wealth, the rank, and the happiness of the confederacy. No. 1.-Statement exhibiting the trade and tonnage, American and Canadian, the tonnage enrolled, and the amount of duties collected, t in each of the collection districts on the lakes, and the aggregates of the whole lake commerce, for the year ending Dec. 31, 18-51 COASTING TRADE. CANADIAN OR FOREIGN TRADE. Exports. Names of the several collection districts, coma-; mencing at the east and proceeding west. Exports. Imports. Domestic pro- Foreign mer- Foreig inerchan- Aggregate exduce. chandise. dise entitled to ports. drawback. Value. Value. Value. Value. Value. Value.. Vermont................................ Vt. $458,006 $108,712 $200,854 $767,572 Champlain -N. y $20,-858,426 $3,-455,14... 375, 549 267,587 105,866 749, 002 Oswegatchie*........................... do. —.. 918,587 2,424,145 252,050 98,424 268,174 618,648 O Cape Vincent......d.................... do ----- --------- 32, 389............................... 32, 389 Sackett's Harbor....................... do-.... 303,258 497,809 21,980.-..... 21,980 Oswego- --------------..........-do 11,471,071 6,083,036 2,291,911 654,765 261,135 3,207,811 Genesee...-.... -.......... do......................-............... 445,967 335,708 131,979 913,654 Niagara............................... do..... 433, 634 236,684 426,761 59, 059 99,964 585,784 ~ Buffalo -.............................. do..... 50,674,975 37,472,108 498,841 96,949 18,158 613,948 Presque Isle........................... Pa... 1,601,857 2,207,582 15,415......... 15,415 Cuyahoga.......................... Ohio.. 12, 0-26,497 22,804,159 284,946................................ 284,936 Sandusky................................ do..... 6,459,659 15,985,357 99,088............................... 99, 088 Miami................................. do 7,847,808 22,987,772 66,304................................. 66,304 Detroit................................Mich 6, 961,430 20,416, 377 109, 690 5, 344-............... 115,014 Mackinac.............................. do... 2,000,000 3,000,000.... Milwaukie.............................is 4,564,797 19, 560,713............................................................ Chicago................................ 5,895,471 25, 325,052 116,185...116,185 Grand totals... 132, 017,470 182, 455, 988 5,495,082 1,626,548 1,086,130 8,207,750 ~ Had the coastwise exports from this district been valued at the same price per ton, in the article of merchandise, which ruled in the valuation -of some ether districts, the amount of exports would have been increased by the sum of $2,725,269, or fully three humidred per cent, STATEMENT-Continued. CANADIAN OR FOREIGN TRADE. Imports. Names of the several collection districts, coinmencing at the east and proceeding west. Aggregate trade Aggregate Foreign goods and Foreign goods and Foreign goods and Aggregate im- with foreign amount of duproduce free of produce in bond. produce paying ports. countries. ties collected. duty. duty. Value. Value. Value. Value. Value. Vermont.............................V....tV.... $23, 779 $15,206 $227,412 $266,417 $1,033,989 $47,152 Champlain............................N. Y.... 13,803 27,994 252,487 294,284 1,043,286 51,849 Oswegatchie.do 7,775 115, 286 91,459 214,520 833, 168 19, 367 ~ Cape Vincent.........................do...-61,358 61,358 93,747 13,705 Sackett's Harbor.......................do...;.................................. 56,119 56,119 78, 099 16, 400 Oswego................................do..... 14,911 1,334,348 435,153 1,784,412 4, 992,223 89,760 Genesee................................do...................................... 49, 040 49, 040 962,694 10,539 I Niagara................................do... 10, 904 93, 081 103,985 689, 769 19,957 Buffalo..............................do..... 20,272 100, 490 386,744 507,506 1, 121, 454 92,357 Presque Isle...........................Pa. 3,020................ 435 3,455 18, 870 89 Cuyahoga.............................Ohio......................................- 360, 634 360, 634 645, 570 93,784 Sandusky..............................do...................................... 75, 628 75, 628 174,716 5,759 Miami do.... 26,470 26, 470 92, 774 7,519 Detroit..............................Mich, -------------------—......- - - -- - 98, 541 98, 541 213,555 23, 034 Mackinac.d —-—...o.o...... 3, 967 3, 967 3,967 818 MVilwaukie. Wis..................:.... M l a k e- - - - - - - - - - - - - - -W g..................................i.................i................i.............................. Chicago. Ill... 5,811 5,811 121,996 1,386 Grand totals...94, 464 1,593, 324 2, 224, 359 3,912,147 12,119, 877 493, 475 STATEMENT-Continued. GO AGGREGATE OF TONNAGE. LAKE TRADE. Enrolledl. Entered. Cleared.Names of the several collection districts, commencing at the east Enrolled. Entere. Cleared. and proceeding west. - Grand total of the I lake commerce, 1851. Steam. Sail. Foreign and Foreign and coasting. coasting. Value. Tons. Tons. Tons. Tons. M Vermont........................................ $26 390,895 3,240 692 197, 500 7,500 ChamplainN..........................................N, Y.... 9173 1~~~~~~1 3, 291 Oswegatchie............. do.... 4,175, 900 1,985 576 351,427 359, 287 Cape Vincent......................................... do..... 93,747........... 2,496 439, 930 439, 930 Sackett's Harbor........-.......... do..... 879,166 343 6,763 348, 436 347, 393 Oswego --.. do.... 22, 546,330 4,382 21,941 721, 383 685, 793.-: Genesee..................... do..... 962,694 429 257 212,794 212,794 Niagara..................................... do..- 1,360,087 100 506 425,660 425, 660. Buffalo...................................... do... 89,268,537 22, 438 23,620 1,536,089 1,551,441 Presque Isle................................... Pa..... 3,828, 309 5,961 2,249 316,121 314, 640 Cuyahoga.......... Ohio... 35,476,226 11,355 24,716 775, 720 755,690 Sandusky............................................ do..... 22, 619, 732 73 4,785 509, 782 504,633 Miami do.... 30,928, 354 1,153 2,083 418, 892 419, 942 Detroit............................................ Mich.... 27,591, 362 21,944 18, 475 905, 640 920, 690 Mackinac............................................do..... 5, 003, 967 1,747 1,409 253, 600 253, 600 Milwaukie.......................................... Wis.... 24,125,510 287 2,659 1,250, 000 1,250, 000 Chicago I.............................................I.... 31,342,519 707 22,396 806, 432 807,353 Grand totals........................................... 326, 593, 335 77,061 138, 914 9,469, 506 9,456, 346 No. 2. Statement showing the quantity and value of the principal articles imported into each collection district on the lake fr-ontier, from Canada, during the year ending December 31, 1851. THE FOREST. District. Sawed lumber. Timber-square and round. Shingles. Railroad ties. Furs. Ashes-pot and pearl. M feet. Value. M cubic feet. Value. M. Value. No. Value. Value. Casks. Value. Vermont..... 10, 476 $48,181 252 $6,688..$1,344 234 $7,188 Champlain...... 10,668 50,088 939 44,724 1,094 $712 32,254 $3,032 1,800........... - Oswegatchie................ 279 1,594 2 40 72 66 ------—.- - ----- 1,500 201 3,864 Cape Vincent............... 80 408 42 1,104.................... 3,558 177Sackett's Harbor 104 486 18 424 347 -. Oswego -------------------- 62,527 326,364 235 10,891 6,481 6,457 18,065 761 132 614 11,675 Genesee................... 3,028 14,206 8 168 4,694 4,499 ---------- Niagara................. 2,901 14,474.1,981 256 3,543.................... Buffalo..................... 30,396 141,024 1,234 35,888 2,749 2,737 16,424 2,324.......... 263 4,997 Presque Isle............... 128 257 1 23.......... Cuyahoga.................. 6,471 26, 496........................ 1,842 1,886. Sandusky.344 1,504... —---------- 39 44.43.................43 Miami.. 313 1,306....................., - -. Detroit.................... 286 1, 181 60 1,653............2,761 161 2, 4V1 Mackinaw.................. 64 264......................... 187 243. Chicago... oa.12,.6.6783.,71 10,63 17.58 1,647222.,50 1140.,73 3, 4 ______ __ __ ___ ___ __ __ ____ _____Iii, 4w STATEMENT-Continued. THE WATERS. AGRICULTURE AND MANUFACTURES. Districts. Fish-all kinds, reduced to Flour, of wheat. Wheat. Oats. Barley. Barrels. Value. Barrels. Value. Bushels. Value. Bushels. Value. Bushels. Value. Vermont.......................... 250 $1,862 101,565 $24,933........ Champlain..536 3, 636.................... 626 $1,034 162, 902 32,174 8, 367 $3, 322 Oswegatchie. —--------------------— 98 445 30,610 $94, 694 18,185 10, 445 28,471 5,417 2,657 1, 066 Cape Vincent. - 5 12 270 133 902 136 8 2 Sackett's Harbor -........................................... 9 28 153 101 108 25 2, 822 1,065 Oswego' 113 347 259,875 861,931 670,202 441,267 78,771 16,582 23,511 14,543 Genesee........................... 989 4, 070 1.7 51 172 108 3,564 949 - Niagara..-........................ 1,108 -------- 57 202 6,679 4,581 2,194 513 67 36 Buffalo.................................................... 11,960 39, 867 101,655 66, 075 2,378 594 19, 615 11, 769, Presque Isle................-....................................................-................................................... Cuyahoga.2........................ 2, 491 7,267...................... 3, 097 1, 333 Sandusky.......................... 40 85.................... 38 22........................................ Miami............................4 1............,93.............1................... -.......... 4,711 1,931 Detroit............................ 1,672 5,692.................... 450 250 2,404 490 6, 315 3, 356 Mackinac-......................... 399 799 15 45............................................ M~ilwaukie.............:..................,..........,...........,............................................................................. Chicago.......................... 80 317........ -. 7 ----------....-............, ---------- Total..................... 7,776 24,490 302,548 996,830 798,430 534 016 383,259 81,813 71,170 38,923 STATEMENT-Continued. AGRICULTURE AND MANUFACTURES. Districts. Rye. Peas and beans. Potatoes. Eggs. Hops. Bushels. Value. Bushels. Value. Bushels. Value. Dozen. Value. Pounds. Value. Vermont.. 5,535 $2, 229 5,958 $923 250,279 $12, 584 29,200 $2, 540 Champlain.. 987 $308 12,397 3,685 2,298 478 275,033 13,727 35, 445 2,129. Oswegatchie., 201 491 6,348 2,503 11,959 2,148 19,186 1,082...... Cape Vincent 580 116 146 38 133 19............ Sackett's Harbor.73 29 Sac etts H rbo ----------------- 7~29 "':....................... Oswego............................... 53950 19,300 60418 22,134 11,476 2,361 5,050 311.... Genesee. "-........- -1,164 491.... —Niagara..... 1,157 573 138 42 87 5 3,655 Buffalo.87 35.1,355. 418.4,894 366. Bufflo.. I...................... 8 351,355 418 [t 4,894..................... Presque Isle 5.....2...... Cuyahoga....... 264 68...3,000 378 Sandusky................ Miami................................................... 225 646. Detroit................................................79 18852 952............... Mackinac. —------------------ ----------- ----- 696 147 255 23........... Chicago......... Total...................... 56, 878 55,279 89,296 32,675 34,2,82 7,685 573,633 29,050 71,300 5,442 STATEMENT-Continued. AGRICULTURE AND MANUFACTURES. Districts. Butter. Wool. Flax seed. Clover and rass seed. Fruit. Rags. Cwt. Value. Pounds. Value. Pounds. Value. Pounds. Value. Value. Value. Vermont.............................. 1, 724 $13, 309 71,089 $9,138 -— $2,093 Champlain...70-....................... 707 5, 029 9,.851 1, 307 5,770 $4,4282 2,609 Os e1,716 13, 723 55,'598 7,692 -- -- ---- - -$94 794 Cape Vincent...14,664 2,504...1,950 $4, 000. Sackett's Harbor..6.273 856. 128 Oswego..................... 563 4, 375 82,908 14,158............ 16,675 4,635. Buffalo................................ 129 1,191 115,878 18,068.581 Presque Isle.. 1, 0... 64, 447...7.....47.) Cuyahoga.......................... 2,200 422.............6 * 4. 72. Sandusky. Miami.......................... Detroit................253 1,541 20,551 3, 044. —--- ----- -— 959. Mackinaco............................. 2 2. Milwaukie................. Sandusky............................................... Cicago.... troital5,9 40,920............. 53,6 080 570 448 016 1,7,3,5 STATEMENT-Continued. AGRICULTURE AND MANUFACTURES. Districts. Horses. Cattle. Sheep. Swine. Beef and pork. No. Value. No. Valne. No. Value. No. Value. Barrels. Value. Vermont................... 2,310 $53, 865 2,585 $28,133 5,953 $5, 650 91 $211 290 $2, 776 Champlain................ 1,871 44,282 808 [ 5,319 163 171 50 107 145 859 Oswegatchie........................ 777 19,717 2,981 21,039 5,299 3,693 464 531 45 343 Cape Vincent 177 4,783 2,172 18,082 4, 002 2,931 634 574.'........ Sackett's Harbor..... 48 1,467 39 371 180 202..... Oswego............................. 101 3,566 35 397 1,647 1,165 --------—....6- 32 o Genesee ------------------------------- 78 6, 072 161 2,580 330 567 369 461..................... Niagara.... 344 17,992 1,985 26,401 1,174 2,541 1,279 2,886 19 154 Buffalo.. 114 3, 879 530 3,188 464 526 1,492 2,415 31 248 Presque Isle........................... 1 20.-... Cnyahoga.5 228 1 10. Sandusky............................. 6.163 14 247 ---------- --—. —---- -.... - Detroit................................ 350 11,073 347 4,189.............................................. Mackinac...3 70 92 1337 71 106.....6.57 M ilwn ki..............I........................................................................................a..... Chicago..4 220 2 35............................... Total...............6 6,1189 167,'397 11,752 111,328 19,283 17,552 4,379 7,185 542 4,469 STATEMENT-Continued. PRODUCTS OF MINES. MISCELLANEOUS. Districts. Railroad iron. Pig and bar iron. Coal. Salt. Hides, Unenumerskins, &c. ated. _Totalvalue. Tons. Value. Tons. Value. Tons. Value. Bushels. Value. Value. Value. Vermont..................................... 15 $201 255 $255 19,713 $1,204 $162 $40,947 $266,417 Champlain.. -305 $8,616 77 1,705..........-........ 21,088 1,935. —------- 57, 071 294,284 Oswegatchie.................................... 62 3, 793 40 183 -............................... 21,427 214, 520 Cape Vincent — 951 22, 396......................................... — (77 2,266 61, 358 Sackett's Harbor. 2,045 49,476 3 42......, ------- - -- --------—.16 756 56, 119. Oswego...................... 2, 377 20,480 1,784, 412 Genesee...-................ 306 13,862 49,040. Niagara -----—.....' 1,732 8,409 103,985 Buffalo-..................... 5,091 136,159 86 678..........-............................... 8,273 26,206 507,506 Presque Isle......................... —-.., —.... — - 3 16................................................... 3,137 3, 455 Cuyahoga.................. 10,918 264,587 851 8,847 6,000 1,089 21 47,926 360,634 Sandusky................... 2,,218 72,388 24 179.................... 550 175 ---- ------ 821 75,628 Miami...................... 768 22,248 — 800 264 ---------- 75 26,470 Detroit 1,801 46,423 239 857- - -524 9,720 98,541 Mackinac — 7............................. 856 3,96 Milwaukie. —---------------—...... Chicago-........................................ 166 1,688 8 —------—...........17,024 2,799 ---- ------ 752 5,811 Total-K.. 23,146 599,897 2,483 40,545 295 438 65,175 7, 466 14,388 254,711 3,912,147 No. 3. Statement exhibiting the quantity and value of some of the principal articles of domestic produce and manufactures exported from the collection districts. on the lake frontier to Canada during the year ending December 31, 1851. THE WATERS. THE FOREST. Districts. Oils. Fish. Bone, &c. Furs, &c. Pitch, rosin, and turpentine. Gallons. Value. Barrels. Value. Pounds. Value. Pounds. Value. Barrels. Value. Vermont-... 11,185 $6,395 375 $1,779.......... 2,300 $3,506 162 $1,459 Champlain, N. Y ------- 13,737 9, 021.150 1,130 Oswegatchie, N. Y 11,040 7,639 77 142 — 800 434 39 564 Cape Vincent, N. Y................-......................... 2,452........ Sackett's Harbor, N. Y-. 1,194.... Oswego, N. Y. 20,309 18,512 645 1,916 1,388. 504 3,400 1,998 933 2,967 Genesee, N.Y... 10,160 5,374................ 127,600 23,125............ Niagara, N. Y -........ 3,773 3,421 1,108 4,613 ---------- --------- - 1,95I0 1,150 26 390 Buffalo, N. Y......... 4,450 4, 375 372 4,609..........57,062 10,791 Presque Isle, Penn.....-....-............ - Sandus y, Ohi............................,............,............~.......................- - -- - - - - - -- - - - - -- - - - - - - Cuyahoga, Ohio.......................................................... Sandusky, Ohio..................................................................... Miami, Ohio........................................................................... Detroit, Mich.-.....221 327 69 276...... Mackinac, Mich.Milwaukie, Wis................................................................................................................................ Chicago, Ill........................................ Total......74, 875 55, 064 2, 646 16, 981 1, 388 504 193, 012 41,004 1,310 6, 510 } STATEMENT-Continued. AGRICULTURE. Districts. Animals. Pork and beef. Flour. Tallow and lard. Butter. Cheese. No. Value. Barrels. Value. Barrels. Value. Pounds. Value. Pounds. Value. Pounds. Value. Vermont. —----- 179 $2,013 41 $520............ 13,018,$805................ Champlain, N. Y........................ 69 $267 19, 100 1,1 246. Oswegatchie, N. Y ------- - - ----- 140 1, 998........... 156, 600 10,440 - -6, 814 $867 Cape Vincent, N. Y......28,900 $3, 979 24,004 1,290 Sackett's Harbor, N. Y........................................................ 6, 000 290 Oswego, N. Y...... 5 400 64 960 1 4 20, 819 1,798 2, 100 250 12, 048 737 Genesee, N. Y...... 190 2, 384.71,700 7, 538. Niagara, N. Y...... 20 1,665.................... 200, 491 13,291..60,232 3, 506 _ Buffalo, N.Y. —---- 25 1,805 668 7,440..154, 191 10, 862.......... 44,565 2,496 Presque Isle, Penn................................................... 2, 348 129 Cuyahoga, Ohio................ 430 5,238 20,097 68,099 403, 800 16,405 ----- ---- - 12, 569 828 Sandusky, Ohio................ 1,442 17, 306 30 98 3, 000 160... —------- 459.28 Miami, Ohio................. 3,698 48, 074 2,556 8,946 24, 310 5,944. Detroit, Mich...... 8 112 217 2,550 23, 062 72, 833 1.3, 600 1, 014.. —------ 1,750 170 Milwaukie, Wis.............. CJhicago, Ill................. 4,024 48,915 20 60 635, 800 35,752 1,450 146. Total..... 427 8, 379 10,724 133,001 45, 835 150,307 1,716,429 105,255 32,450 4,375 170, 789 10,341 STATEMENT~-Continued. AGRICULTURE O Districts. Hides and skins. Wheat. Corn. Rice. Other grain. Fruits. Hops. Number. ValuLie. Bushels. Value. Bushels. Value.' Pounds. Value. Bushels. Value. Value. Value. Vermlont, Vt......... 131,100 $14,153 --— 310, 944 $5, 317 499 $377 $2,816. Champlain, N. Y-........................... 304,120 3, 985..... Oswegatchie, N. Y..... 30, 500 1, 800 148 $131-36, 750 1,773 ---- 4, 66 Cape Vincent, N. Y....2....................... 5.....1,148 ---- - ].. Sackett's Harbor, N. Y-39-........ 3440 13970 11 3......310;....................2,21 Oswego, N. Y. -- --- - 209,'732 28, 366 5, 640 $2,8, G e -s eN.Y, — -- -- -- --, -- -- -. --............... -- -- -- - -- -- -- - -- -5 -- -- -- -—. — -- - -0 -- -- -- - -- --..... Niagara, N. Y. -. 8,813 847 -12,295 543 -— 35 Buffalo, N.Y --------- 8,742 —----- 5,399 —------------------------------—...........-....:Presque Isle,:Penn-...Cuyahoga, Ohio ---------- ----- 183, 906 129, 453 103, 540 44,741. —--- ---------- ----... Sandusky, Ohio - 32 48 121, 672 80, 605.. —-----—..................................... Miami, ohio........O, 0 3............. o- 8, 000 3,3..........3........... 4................ Detroit, Mich-.............. 2, 862 2, 146 3, 075 907................................ lackinac, Mich........ Miiwaukie, Wis................. Chicago, Ill........... 697 2,234 15,320 9,192 42,'643 14,827- -..' "......' "350 105 —' -—.Total.. -.. 380, 874 47,448 324, 320 221 867 162, 898 66,635 803,609 22,657 12,149 7,029 9,538 2, 356 STATEMENT-Continued. CA AGRICULTURE. MANUFACTURES. Districts. Tobacco. IHemp. Broom-corn. 5 Pounds. Value. Pounds. Value. Tons. Value. I __________________________~~~~ ___-5 ___..___..._____. Vrermont, Vt......... 274,993 $35, 433 30,000 $1,970................ 70 599: 8, 7 9 87 31, 230 $3, 265 Champlain~~~~~~~~~~~~~~~~., 00. 1Y4.......4. 92~'''..'- -~ a,. r~';".'. I 6, 146 Chiam-ho-npl N. Y ------ 410,/092 41,317 22,000 1,340.3, 6 63, 0o 8.137 37 40 6,1.6 Oswegatclhe, N. Y-... 206,784 41,971 44, 000 70 7 2 ~ 40 J........,- n t 24' 85 7-9 41,9~1 ~ 0 4. 00 $9 1, 45 a3..~3 m, o ~.~:.;: A 9,.40 852a4, 7,9d0 Cape Vinclnt, N. Y - -..- ------ - Saket's Harbor,N.N ------- ------ -I —--- 1 Oswego, N.TY 7 9 9, 1 80"' -165,827 20, 4v0 3,319' -......... -- —. —J. 7!,7!, -1,041 13,8-28 (Cenesee, N. Y —-- 25,000 3,030.........., -------- 256 4,982 17, i'l...2..,8 c,4 7...... 9..~,. 7, 9 1,;6,,,99 12,816 6, 122 Niagara, N. -------- 87,882 9,785 1.64,367 9,761 484. 8.317 - - -8,-277 i:,1 7. 0 C. -; ~~~~~~~~~~~~~17 554 1' 3 787 Buff)Mo N. Y - 49, 259 10,177 ----------- 5 J., 8'Os..... 714 9. —- 10d7 51-13,78 Presque ie, Penn........................ - - - 30 - Cuyahoogi, Ohio -....... -........... S.-ndusky, Ohdo ----- ----— U ----— p —-- ---------- Mioami Oh1io ---------- ----------.................. Detroit: Moll...-. " 7V9 4........'cmkinac, Mich ------ -----...... MiM iauddi, Wis....... ---- ------—. Chicago,..11.....- - ----- --.52... 2-,ooo 2,602 1........ "109 68.8 17'"5 ---------- --------..0 ------- Total..... 1,853,190 307,540 33.. 767 19694 807 15. 852 21,787 8o 502 453 7O 402) 447 oo6 102 2.17 013 51,313 STATEMENT-Continued. MANUFACTURES. NATURAL. Distri ct s.,~ ~ ~ d ~ ~ ~ Salt. Coal. Une mier- Total. Districts.. I _~ ~; I ~ I ~ ~ [ ~ / ~ ~ [' [' [atedtarticles. 4Z Value. Value. Vermont,.Vt - $26, 189 $13,296 $5,767 $1,125 $1, 346 $6,.127 3,615 $645 $3....... 5 $47 770 $458,006 Champlain, N. Y - 26, — 368 7,6,150-80 5,720- -2, 383....... 101,538 375, 549,308 7,66 oo 5 ~ 7o,0......... I,...............'8 -----........-........'7 Oswegatchie, N. Y.' 3 17,314 3,6849 5,1 1,950 150I 369.141 13,281 252,050 Cape Vincet, N. Y - - - - - -14,313 -3........ -, 460 33,189 0 Sackett's Harbor, N. Y.... -1...., 143.....96.' [.............. —. 22- 3,158 21,) 980 Oswego, N.Y "-55,942 12 846 13,248 4,868 23,955 8,625 48,902 5,194 39,084 8$7,1 9-2 22,193 1, 229, 387 2, 291,911 Genesee, N. Y - 12, 168 31,784 11,596 - -6, 463 5, 346 -------- 4, 443 - - - -38, 877 445, 967 Niagara, N. Y........ 10,544 6,504..1, 522 2,910 10,530 -------- --—...] 239! ------— t 2S8,948 426, 761 BufTalo, N. Y - 2 - 3,427 17,167 10, 393 2,286 56, 990 9, 919 -------- 4,257 2, 272 2, 793[ 71,245 49,8,841 Presque Isle, Penn"" 1741 —--- ------ 15,415'Cu~yahoga, Ohio-........ -.. -- I2:93 3,"652 93 8,270 8,024 284,937 Sandusky, Ohio ------- -- ------- 6 24 --- 156 99, 088 M ackinac, M!, —,h..............................................................................I.....:......................... Miamni; Ohio-.......... -- -66,30 ]Detroit, M;ich - 2......B,260) 22...3'- -..]] 3'82 - - - -- 1,~:]] ]]::::Z ]i: ]]"13'02'{1,172/ 13, 812 10,9 Milwaukie, WisChicago, ll____-, — 33 ------- 25 122 116,185 Total - 174,212 93,929 42, 695 12, 395 27,393 96,589 94 581 6,2,82 48,611 91, 123 48, 814 1, 807, 993 5,495, 873 _ _- ~ ~~ ~~ ~ ~~~ - -I -....... C',, No. 4, Statement showing the value of some of the rincipal articles of foreign merchandise exported from the collection districts on the lake frontier to Canada during the year ending December 31, i851. FREE GOODS~ MANUFACTURES AND AGRICULTURE. Districts, Tea. Coffee, Oils, sperm, Oils, palm Wine. Brandy. Drugs and Toys. etc. and olive. medicines. Pounds. Value. Pounds. Value. Value. Vermont ----- ----------—.Vermont.... 376,767 $100,703 85,4423 $6,899 $620 - - $523 $1, 289 Champlain................New York... 665, 176 165, 544 293, 871 23,711 -$ —------ -6, 711 10,164 $109 2,788 2, 342 Oswegatchie..................do.-..... 247,825 97,684 8,996 1,290 ---------- --------- - 690 331 497 465 Cape Vincent ----- ----—.. do.......-....................................-..................... Sackett's Harbor..............do ------- ---...................... Oswego d —---------------- (lo-.......-1 825,606 423,057 359, 512 37,220 -....... 1,335 11,416 2,984 859 - Genese -------------------—.do....... 32,480 9,992.- -.............. 143 -... 1,396.-.....Niagara..' do....... 131,328 50,445 37, 314 3, 704-.................... 1,367 1, 359 543 443 Baffalo ----—.- -----------— do ------- 143, 457 63, 880 46, 849 4,470 --------—........- - 152 127 5, 391 1,261 Presque Isle. - Pennsylvania- - - - -- - --- Sandu~Penskyvai.- o.................................................................- ----- -- - - --- --- -- --- -- Cuyahog -Ohio-............................. —-----------------—.................................... Sandusky-...........do...... M iamio.........................do......................................... Detroit. - - Michigan~~~ - -' 16, 380' 4, 302'.6, 560'. 386- [[][[.[~[][ icackinac.......................................................... Lilwaukie..-........5......Wisconsin... Chicago -............llinois-...][[[]] Total - - - - - 2,429,0019 915, 60~7 638,55- 77,'68-0-8.-~.~..., 046 24 552 4,, 910 11, 997 5, 800 STATEMENT-Continued. MANUFACTURES AND AGRICULTURE. Districts. Dyes. Sugars. Groceries not Oranges. Lemons. Raisins. Fruits. Cigars. Nuts.. Pepper enmnerated. C Value. Vermont.. Vermont.... $837 $29, 079 $2, 452..........$......... 2, 605 $3, 481 $2, 632 $1, 312 $725 Champlainu — -—'New York. 3, 395 24, 399 5, 661 - - ------—..........3, 0,91 2, 582 6, 340 2, 926 3, 540. Oswegatchie...............do-96 9, 954 556 ----------.... 3, 306 715 839......' ---------- Cape Vincent do- --- Sackett's Harbor............do -- ----------- Oswego -do-1,735-10-.........- - 8, 626 5,563 7,572 180 49.093 Genesee -r-do-... ----------------- ~~~~~~~~ ~ ~ ~ ~ ~ ~~......................................................... Niagara..........................Buffalo ---------— do ---- 468 6, 009 315 $343 743 1.,191 229 -- ----- 473 3002 Presque Isle ---------— Pennsylvania-....... Cuyahoga -................Ohio -. —..Sandusky-do......................... M i m - - - - - - - - - - o............................................,........,................................. Detroit.................Michigan.... 247 --- 58 226 57..5 54 Mackinac..........................................- - - -. --- M ilwaukie -..W isconsin. —- - - - - - - - - --- - - - - - - - - -- - - -- -- - - - - - - - - -- - - - - - - - - -- - - - - Chicago-....Illinois..........-............................Total....6................ 6,778 176,967 14,834 343 3,233 19,250 12,627 19, 130 4, 942 5, 111 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I STATEMENT-Continued. MANUFACTURES AND AGRICULTURE.. ~ ~~ ~ ~ ~~~~~~~~~~~~~~~ -.' Districts, Earthen Jewelry, Hardware. Manufact's Manufact's Manufact's Drygoods. Hides&leath-Unelnum'rated Total. ware, of wool. of cotton. rof silk. ermanufac's. articles. Value. Vermont...-.Vermont.... $287 $21, 433 $9,209 I$8,111 $7, 885 $40, 006 $33, 550 $11,949 $23,979 $309,566 Champlain........ New York 6, 318 228 7,783 395 4, 383 9,174 4, 601 39, 873 46,195 373,453 Oswegatchie.......-... do...... 3,534 10, 974 18, 544 11,522 16, 915 159 516 16, 687 12,483 366, 598 Cape Vincent.......... do.-................ —- ----- -----------—..................... Sackett's Harbor.......do.................-............'............................................ Oswego. —------- do4............. 4,185 3, 411 23, 440 54, 373 62, 864 48,777 30, 313 27, 609 46,515 915, 900 Genesee........ do 279 1,471 100, 671 140, 363 60,975 108, 465 1,601 42, 331 467,687 Niagara...........- do.... 17 4,164 1,751 9, 350 13, 038 41,670 21,270 357 5,257 159, 023 Buffalo.............. do...... 1,685........ 4,255...... 16,639 4,726 2,448 115,107 Presque Isle - -Pennsylvania --............... —--- Presque Isle....... Pennsylvania.................................................................................................. Cuyahloga * -.0llOhioCu yahoga -..-.-.-.-.... Ohio............................................................................- --- - -- -- -- -- -- -- ------ Sandusky.....o................................................................... Miami do....... Detroit............. ichigan. -...........'..9 —5.......... 9......34............. 5,344 Mackinac............. do......................... Milwaukie........... Wisconsin............'...... Chicago........................ -..........-..............,..................... Total. 12771 34241 57,421 191,444 24005Illinois. 217517 374354 93802 179,2 2,712,678 Total-..........12, 771 34, 241 57, 421 191,444 240, 055 217, 517 34 5 3 0 7,6,1,7 N1o. 5.-Stactement exhibiting the export trade of the collection districts on the lakefrontier with Canada during the year 1851 distinguishing between foreign and domestic produce, and showing what portion of the former was entitled to drawback, and whether exported in American or British vessels. ENTITLED TO DRAWBACE. FOREIGN MERCHANDISE. DOMESTIC PRODUCE. AGGREGATE..~ _ American British Total. Duties. American British Total. American British Total. Exports. Imports. Districts. vessels. vessels. vessels. -vessels. vessels. vessels. Value. Value. Value. Amunount. Value. Value. Value. Value. Value. Value. ValLe. Value. _ _ _ _ _ _ _ _ _ _ _ _I__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I _ _ _ _ Vermont.......... Vt... - $200, 854 ----- $200,854 $51,849 $108,71.....712 $108,712 $458,006.-. $458,006 $767,572 $266, 417 Champlain -. -. N. Y- 105, 866 -. 105, 866 26, 141 267, 587 -.. 267, 587 375,549 - 375,549 749,002 294,284 Oswegatchie do.- 74, 367 $193,87 268, 174 69, 935 59, 620 $38,804 98, 424 52, 369 $199, 681 252, 050 618, 648 214, 520 CaPe Vincent......do-. — -..... —-------........ --------—.... 8 32,389 — 32,389 32,89 61,358 Sackett's Harbor o - ----------------- ------- - - ------------------ ---------- 21......463 517 21,980 21,980 6,.19 Oswego - do 90,532 170, 603 261,135 69, 801 287, 288 367, 477 654,765 1, 136, 092j 1, 155, 819 2,291,9111 3,0207,811 335, 153 1 Genesee...... do...... 131,979 131,979 34,282.......... 335,708 335,708 62,015 383,952 445,967 913,604 49,040 Niagara..._ do.. 24,722 75,242 99,964 27,257 30,942 28,117 59,059 212,924 213,837 426,761 585,784 103,985 Buffalo... do.. 8,510 9,648 18,158 4,2641 58,406 38,543 96,949 263,305 235,536 498, 841 613,948 507, 506 Presque Isle. Pa.... -................... 12,385 3,030 15,415 15,415 3,455 Cuyahoga. Ohio.. — ---------- ----—......... -------- ------ ---- 151,767i 133,179 284,946 284,936 360,634 Sandusky..... do. — -.1....... - **.......................... -—....... | 33, 239 65,849 99,088 99,088 75,628 Miamii. do....... I.. — 2, 940 63,364 66, 304 66, 304 26,470 Detroit......... Mich.. — | --.... 5,104 240 5,344 68, 969 40,721 109,690 115,014 98,541 Mackinac.....do................................................. 3, 967:M ilwaukie. —----- W is...-................................................................. -.................. 5.1.. Chicago. —— Ill........... I... -...| 93,008 3,177 116,185 116,185. 5,811 504,851 581,279|1, 086,130 283,529k 817,659 808,889' 1,626,548 2,976,420 2,518,662 5,495,052 8,207,730 3,912,147 I I ~~ ~ ~~ ~~~~. I,._.'-I'1- I+I iiai -' I'I No. 6.-Statement giving a tabular view of the Canadian import trade of the lake districts, and also the tonnage entering and clearing at each port, distinguishing American from British vessels, and steamrfrom sail, during the year ending December 31, 1851. IMPORTS. Dutiable. Districts. Bonded. Free. Duties. American vessels. British vessels. Value. Amount. Vermont........-.Vermont.............................. $15, 206 $23, 779 $251,211 ----- -$ —------- $47, 152 O Champlain -........New York-............................... 27,994 13, 803 228,241 $24,246 51,849 Oswegatchie --------— do................................. 115, 286 7, 775 27, 722 63, 727 19, 367 Cape Vincent - do — 61,358 13,1705 Sackett's Harbor ----— do...5, 844 50,274 16, 400 Oswego ------------— do................................. 1,334,348 14,911 174,712 260,941 89,760 Genesee..........-do --------------------------------—.................... —— I —--------- 8,456 40,584 10,539 Niagara ------------— do................................................... 0,904 42,115 61,870 19, 957 Buffalo -------------— do................................. 20,272 147,524 239, 220 92, 357 Pres4ue Isle...... Pennsylvania................................................ 32020 1,761 1,694 89 Cuyahoga ------ ----— Ohio.................................2..................2................ 290,538 140,096 93, 784 Sandusky -do -------------------------------—........ —------------------------ 56, 859 18, 769 5,759 Miami- ----—.do.................................-.................................. 8,442 18,028 7, 519 Detroit -..........Michigan................................................................. 35,855 62, 685 23, 034 Mackinac -do............ 18 Milwaukie ------— Wisconsin-.................................................................. Chicago.............Illinois..............................-.................................. 4,935 875 1,386 Total. 1,593,324 94,464 1, 275, 573 983, 009 493, 475 STATEMENT-=Continuedd. TONNAGE ENTERED. AMERICAN. FOREIGN. Districts. Steam. Sail. Steam. Sail. No. Tons. No. Tons. No. Tons. No. Tons. Vermont -..........Vermont....................... 166 56, 421 338 17,490 122 9,566 162 10, 758 Champlain --------— New York ----------- ------—. 411 90, 436 74 8, 135 37 3, 899 106 20, 759 Oswegatchie ----------— do -302.206, 684 296 47,124 360 90, 962 44 6, 657 Cape Vincent, -.......do.......................... 696 427,457.................... 53 12, 473Sackett's Harbor-........do.......................... 197 163,616 3 201 7 1,060 24 1,934 Oswego................ do34.................... 5,681 48 7,259 1,087 85, 601. Genesee..............do.......................... 200 160, 000 21 1,620 91 27, 900 62 3,714 Niagara --------------— do.......................... 212 75,072 13 964 409 145,773 55 1,344 Buffalo ------------ -do - -72 18, 493 98 11,705 295 48,456 306 23,755 Presque Isle ------— Pennsylvania..................... 2 680 680 1, 039......... — -6 731 Cuyahoga -----------— Ohio......................... 19 4, 543 201 24,269 6 878 96 10, 892 Sandusky..............do........................... 4 1,494 53 4,760 2 280 15 746 M~iami - do-.......- M ia i............do.................................................................. Detroit.............Michigan.......................9 1,544 294 49, 081 68 7, 300 Mackinac..............do -............................................. Milwaukie-.... Wisconsin...................................... Chicago........- Illinois.......................652 2 290 428 Total.....1.................................. 6 1,434,779 3,595 464,822 1,724 397,587 2, 033 174, 619 STATEMENT-Continued, TONNAGE CLEARED. AMERCAN. rOREIGN. D istricts............... Steam. Sail. Steam. Sail. No. Tons. NO Tons. No. Tons. No. Tons. Vermont.Vermont....................... 147 58, 024 318 17, 020 119 9, 321 11 7, 602 Champlain New York...................... 411 90,436 74 8,135 37 3,899 106 20, 759 Oswegathie-............do........................ 203 218, 069 280 45,205 346 89, 356 44 6, 657 c Cape Vincent-.........do.......................... 696 427, 457 53 12,473Sackett'sHarbor-.......do.......................... 197 161,375 14 1,385 7 1,060 24 1,.934 Oswego................do.......................... 346 267,594 1,726 327,172 48 7,259 1,078 83,768: Genesee...............do.......................... 200 160,000 21 1,620 91 27, 900 62 3,714 Niagara-................ do -.................. 212 75,072 13 964 409 145, 773 55 1,344 Buffalo................do -......................... 71 18,152 134 13,774 296 48,672 297 22,568 Presque Isle......Pennsylvania -33 3,2056 721 Cuyahoga................2, 070 143 15,690 6 3 926 88 9,619 Sandusky - do ---- 10 1,396 3 336 9 1, 300 M ia i........... o.................................................................0............... Detroit-............. Michigan —...................... 14 2,086 17 1,668 315 51,727 67 5,546 Mackinacdo................................................... Milwankie..........Wisconsin...................... Chicago - Illinois -- 5 2,183 7 1,628 --- 2 428 Total2,i2,oi............ Ill291............ 39............1 9 6 Total........................................ 262 1421-8 270 4882 1 3 9,0,4 6,1 S. DoC. 112. 26T No. 7. Property coming from Canada by way of Buffalo, Black Rock, Oswego, an; Whitehall, during the year 1851. Articles. Buffalo. Bl'ckRock. Oswego. Whitehall. Total. THE FOREST. Fur and peltry......... ounds 11,186..........1,041 12, Product of woodBoards and scantling... feet 10,200,427 12,393,957 74,209,425 24,090,425 120,893,897 Shingles -..................M_ 164,000 370 6,645 1,929 172,944: Timber ------------— cubic feet. 2,989 44,492 232,855 1,187,371 1,467,707 Staves................. pounds. 356,151.......... 356,151 Wood --------— cod. 8...................p o unds. Wood.. - ~~cords. 8 -.8 Ashes, pot and pearl.....barrels.. 382......... 889 2,081 3,352 AGRICULTURE. Product of animalsPork.-.................barrels. 19 ------- - - -19-' Bacon.................ounds. 6,000 Butter...-................do... 12,788 4,898- -17,686:, Lard.-...................do-... 700 - -154,461 155,161 Wool...-.................do-.. 95,020-141,209 4,835 241,064 Rides...................do..- 16,317....... 16,317 Vegetable foodFlour..................barrels 19,302 950 343,932 7,589 371,773. Wheat.................bushels. 150,960 2,475 684,280- - -837,715. Rye...... — do- -70,176 7,989 78,165, Corn................... do-.- 104,143 - 104,143, Barley --------—..do —-- ----- 5,729 19,844 25,606 51,179, Oats.....................do.'12,296 - - 111,291 243,084 366,671 Bran and ship stuffs.....pounds - - - - - 3,509 3,509' Peas and beans -------— bushels.64,896 21,132 86,028::Potatoes do-.. 90 56.......... 146 All other agricultural productsCotton ----------------- pounds 6,000.......... 6,000.. Clover and grass seed ----— do... 21,416 - 68,679 1,101 91,196; Hops....................do........... 25,862 25,863: MANUFACTURES. Domestic spirits.-.......gallons. 10,470.......... 10,470, Linseed oil -------------— do -- --- 1,120 1,120 Leather.. - pounds 3,882 2,860.6,742 Furniture do... 2,200 2,800 5,000 Machines and parts thereof do ---.... —13,900' 13,900 Iron......................do.................-....... 184,638 184,638?' OTHER ARTICLES. Stone, lime, and clay.....pounds. 11,669.... 11,669.. Eggs ------------------— do -..... - - 172,363 172,363 Fish -------------------— do.. " 2,000 -132,091 134,091 Sundries-.........do-. - 83,317 34,132 455,778 679,501 1,252,728: No. 8.-Statement showing the quantity of some of the princi al articles exported and imported coastwise, in the several collection districts on the lake frontier, during the year ending December 31, 1851.* THE FOREST. PRODUCTS OF AGRICULTURE. Dihstricts. Furs. Lumber. Ashes. Flour. Wheat. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Pounds. Pounds. M3feet. M feet. Casks. Casks. Barrels. Barrels. Bushels. Bushels. _ Vermont, and Champlain, New York........................, 000..... 3, 930870Oswegatchie, New York.. 199 196 615 103 129 375, 320 7,222 377, 725 Cape Vincent, New York........... Sackett's Harbor, New York.... 2, 896 145 366 169 1,630 5,402 37,890 Oswego, New York~ —-.148 21,295.. —----- 3,895 2,727 130, 054 2, 500 3, 561,697 - Genesee, New York —-—.-...... Niagara, New York —----------------------------- 4 —--- 13, 925"a —------ 391, 550 ------- K Buffalo, NewYork.........44952.........773 1,436,559- -4,115,766 Presque Isle, Pennsylvania --- 12,.899-323 - 2, 049...9........8, 939 -.......... 7~~~~~~~~~~~~~~~'" Sandlusk portsyandexports,......Ohio., -128,400 - 2, 046 396, 809 23,214 -. 194, 682 -21 1...2, 6229 8831,224 - 8...... Miami, Ohio-...........]105, 000 - 2......[, 134 [11, 837 [4, 847[..:-2- 54.2, 677 -]....-...[1,6:39, 744}....... M~ackinac, Michigan-.........38, 900 - 2...... 00..............'..........1... — Milwaukie, Wisconsin -.........[1,833 /40, 401 5,672.... 142, 015 --.......687, 634/.... Chicago, Illinois-5175-1506 -- 173 660 46882,8 Total imports and[exports]- 927, 115 44, 960 392,,953 /392, 907 2327 2345 176 I6,9279 8 3,1,19 6 If every article passing over the lakes was properly accounted for and reported at the custom-house, the footing of the column of exports would, in each instalce, balance that of the column of imports. STATEMENT- Continued, PRODUCTS OF AGRICULTUR, Districts. Corn. Oats. Barley. Potatoes, Fruit. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Bushels. Bushels. Bushels. Bushels. Bushels. Bushels. Bushels. Bushels. Pkgs. Pkgs. Vermont, and. Champlain, Net York -............................ —......................... - 346, 751..................... 41, 355 53 Osweamplaien, NeeW yYork —---— 11 ----- --------------........... Oswegatchie, New York - - 1, 312 82, 458 26,489 5,242 2,3107 -734 400 - -3,487 Cape Vincent, Ne Yor-.......1'139I8,48~6 Cape~~~~~~~ ~ Vicn,N wY r - - - - - - --- - - - - -- - - - - - - - - ---- - -...........{........................I.............................. Sackett's Harbor, New York ------ ---- 42, 581 28,684 34, 068 ------------ 62,895 40 970 - - - 1,476~ Oswego, New York ----------- ------ - 7,500 1,251,306 ------ - -- 97,213.......... 171, 347 - - 4, 874 6,616 3,327 Genesee, New York.................. ------------......... - Niagara, New York -18,700 —----------- ------------ ----------............ -—, ------- -........ BUffalo, New York-...................I............I 6,131, 316 -............1 142,5552 --------- 146,573 - - 12 338 - -6, 500 Presque Isle, Pennsylvania -........... 14, 389 -- I......{ 54, 041 11, 822- ---------- "1,2 68 -...' Cuy shoga, Ohio --------- ------------- 906, 653 - -68464 -- --—.- - - - 11,000 5,689 8,277 Sandusky, Ohio...................... 1,282,509- -239 936- - - - 25 411 240 1, 054 12, 399 Miarmk.Ohio —---- -------— 2,775, 149 —- ----- 64, 441 - - ------ 675 27, 505 17, 796 - 678 6, 575 Detro', Michigan..................... 378, 070 4,500 48, 546-2,120 3, 518-5, 979filwaukie, Wisconsin-.72, 342 — 193, 405 — 8 37,163 — 25, 000 --- 17, 517 Chicago, Illinois -------- ------------- 3,221, 317 ---- -------- 767, 089 - -8, 537 12, 331 2, 000 - -9,836 Total imports and exports..... 8,701,822 7,498,264 1,496,479 1,591,758 24~, 899 360, 172 50,429 270,207 21,284 69,447 ST'ATEMENT-Continucd. PRODUCTS OF AGRICULTURE. Districts. Cotton. Hemp. Tobacco. Broom-cor,. Peas and beans. Pork. Beef |Exports. Imports. Exports. Imports.:Exports. Imports. E:xports,. Imports. Exports. |mpo t's. L xorts. Imports. Exports. Imports. _ _ _ _ _I_ _ __ ---— 1 1- __ __ _ __ _ _ | Bales. Bales. BaleBs. NPos| Picgs. S. Bales. Bales.',ls. Basi ls rls. Barrels. Barrels. V'ermont, and Champlain, N.Y. —................ —-- i...."32,0 1........ 10........ 450 Oswegatchie, N. Y........... -- ---- ---- --- - 72. 1,176 150 ------- 25 2,887 6, 034 Cape Vincent,.N Ys.......................................N.-.............................. Saekett's Harbor, N. Y — ------ 147 - ----- ------- ------- --— 7, 173 -: 1145J 176 --------- Oswego, N. Y-57- - - -- -................ -- 0 ----........ 3,202 595 27,950 --- 15,940 Niagara, N. Y --— 65 —------- -...-.....,-....-5...,o - Buffalo, N. Y. -.310- -.,/ -.2,480........ 2, 856 —... 5,478........2 9635 i.... 36, 833........ 76,285 t Presque Isle, Penn..... 62-.. -110 -........,..-.... - Cnyahoga, Ohio —-.- -- -------.-357 — - 803-6-.........50 1., 060..- ---- - - i 3) 580........ 26, 944 Sandusky, Ohio... 8........ -.. 7,196...... 3,038 --- liami, Ohio..-394'725 - 3,1 9....... 156. 199 ---- 3,658 7,29- Detroit, Mic —el —-- L.- - — 6......................6... 626 1, 04 620 568....... Mackinac, Mich, ---- --- ----- ---- ---- -------- -------- -------- ------- -- - ---- -------- ------ ------- ------- MlilwaUkie, Wis. 4,20004,3Chicago, III.... i 6............................ I oo o~o, s ~ChicagoI1 - |38. 8......................... t5........ 48........... -........52,865 l Total, imports and exports. 451 457 2,533 2,818 5,003 3,199 5,210 8,079 8,186 38 138 87, 585 68,616 94,754 102,709 STATEME N T-Continued. PRODUCTS OF AGRICULTURE. Districts. Lard. Tallow. Butter. Cheese. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Pounds Pounds. Pounds. Pounds. Poun ds. Pounds. Pounds. Pounds. Vermont, and. Champlain, New York................................... 16, 800 62000 -. 984,600 Oswegatehie, New York..................... 3,000 15,900 -..... 135,300 25,900 318,800.40, 200 362,700 Cape Vincent, New York................................................. 1 - - -........... Sackett's Harbor, New York.............. 35,200. —---. - -.... 7,200 161,500.. — --- 403, 200 7, 500 Oswego, New York.............-.. 3,662, 400............ 134, 100... 402,900............ 777,600 Genesee,, New York —------------ Genesee,New York............................................. —-.......... —-—... ----------- ----------------------------- ------------ ---------- - - Niagara, New York.................................................. 7,500............................... B3uffalo, New York.....-............ 4,759, 997. 690,150 2, 966, 200. 3,877,123 Presque Isle, Pennsylvania................................31..........., 700 - 989, 062 --- - 1- i,416,695 --- Cuyahoga, Ohio............................. 2,167,300. -198, C0 -1,55,0 0- -.2, 404, 140..Sandusky, Ohio -....................... 267,337 35, 900 157,1277 382, 340 27, 900 8, 100 383, 889 Miami, Ohio............................... 0 - -565,200 - 311,900........... 50,720 144, 900 Detroit, Mrchiga4n-...... -......- 222,600 - ------ -------- 10,600.Mackinac, Michigan............ z~ a cliina c, B~ichi~an................................... -------- ----- -- - - -..-. —------ - ----- -... Milwaukie, Wisconsin.........46,000. - - -................. -:124,240 Chicago, Illinois....2,976,747,084, 37- ----------- ------------ --------- Totali ports and exports....................... 2,....,9 2,8 4, 7,757 3,-, 20. 1,084 3 54,377800 | - - - - - - - - - - - — 4, 323, —055 -6,662, -552Total imports an/[ exports............... 10, 928, 584 8, 713, 597 2, 043,894 9606, 750 3, 532,2o02 4, 3305,800 4, 323, 055 6,662, 552 STATEMENT-Continued. PRODUCTS OF AGRICULTURE. Districts.Egs[Hoes Eggs. Horses, Cattle. Sheep. Swine. Exports. Imports. Exports: Imports. Exports. Imports. Exports. Imports. Exports. Imports. Barrels. Barrels. Number. Number. Number. Number. Number. Number. Number. Number. Vermont, and Champlain, New York....... 11, 173........ I -.. Oswegatchie, New York ----------------------------------- 5 65......................... Cape Vincent, New York...........................................................' Sackett's Harbor, New York 2............................................................. Oswego, N~ew York-....................................... 701........702 150 50 15.................................. Genegeo, New York. GeneeeNew ork........................................................9.......... --------- -—................................. Niagara, New York- 71........ 18........ 50 ----------- 50 Buffalo, New York...... 12,731 -2 —-----, 909........ 9, 552 19, 378.......... 110, 916 Presque Isle, Pennsylvania 110. Cuyahoga, Ohio-....-. 5,686........ 630 -------- 2,889 — 6,2220 80;,'000 -. Sandusky, Ohio - 2,962 -------- -------- -..... 72,399 -------- Miami, Ohio......-............................ 568........ 301 101 744 29 1,759 221 23,547 -....... Detroit, Michigan —........................................ 85 237 256........ 413 913 2, 375 220 Mackinac, Michigan.......................................-.................-......... --........ Milwaukie, Wisconsin............................................................... Chicago, Illinois................................................................. 448..... Total imports and exports-............................ 10, 625 23,974 1,166 3, 393 4,337 9,"614 8,392 20,562 178,321 111, 186 STATEMENT-Continued. PRODUCTS OF MINES. Districts. Coal. Lead. Iron. Railroad iron. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Tons. Tons. Tons. Tons. Tons. Tons.' Tons. Tons. Vermont, and Champlain, New York.......................2............6................................... 26, 081......... Oswegatchie, New York...................... 8 371.... —--—..............1,016 200 Cape Vincent, New York..............................................................-.. Sackett's Harbor, New York............... 80 1,280....721.. 1,000 Oswego, New York....................................... 799 ----------—......... 4, 384 550 43,429. Genesee, New York.............................. ] Niagara, New York............................................................................................................. Buffalo, New York..........................1............ 17,775............ 803.1, 004.........., 195 Presque Isle, Pennsylvania... 82, 000... 944 570........ 1,816' Cuyahoga, Ohio............................ 81,500 514......................... 4,196 1,365..7,383 Sandusky, Ohio......................................... 2,745......................... 11 641 42 17,486 Miami, Ohio............................................. 2,599...................................... 386...........9,415 Detroit, fichigan........................... 960 30,106....................... 343 1, 120........... 366 Mackinac, Michigan..................................................................................... Milwaukie, Wisconsin... 2,177 493........ 507 556 Chicago, Illinois.......................... 30,000 687............ 72 10,286............ Total imports and exports................ 164, 548 $88,866 1,180 803 11,698 42,893 43,471 40,217 STATE MENT-Continued.'OTHER ARTWLES. Districts. Oils. Mish. Glass. Merchandise. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Barrels. Barrels. Barrels. Barrels. Packages. Packages. Tons. Tons. Vermont, and 1,36 Champlain, New York.... 4............65..............273 125,000 18,366 Oswegatchie, New York....................... —— 102 51 508 -- 4,058 4,360 1,507 Cape Vincent, New York..................................................... Sackett's Harbor, New York ----------------—....- - - - -- --- 1,518 57- 1,14715 11, 1,461 Oswego, New York.......................... 525 2, 433....... 335-,305 17,619 - Genesee, New York ~~~~~~~~..................................................................................................... Neaesee, New York......................... A.-........-........, Niagara, New York.-........... - 26::::::-;Buffalo, New York-".............. 6,093:::::: Z:::::..... 1.(),'6()t)':;:: Z:::: 23-...... -10,600-1,064.. 225,4 40 - 225-440."...,,, Presque Isle, Pennsylvania -----------------—......- - - -- 4,646 1,759.. -1,438 3,-34 Cuyahoga, Ohio.......................... -1,263 ----------. 1,455 22,294 22,930............ 3,681 25,083 Sandusky, Ohio............................. 3 60 1,494 7,538........................ 405 21,011 Miami, Ohio................................ 6,078 ------------ 325 10,499 ----- -- - 3, 249 201 23,260 Detroit, Michigan.151,486.4........................011 1,511 18,00. Mackinac, Michigan....-................... -..0.......................0......................... Milwaukie, Wisconsin................................................ 3,584 1,208........................ 1,535 30,594 Chicago, Illinois............................ 78 -7............ - - - -5,257 -........................ 2,491 37,368 Total imports and exports................ 8,648 67, 913 67,126 24,689 17, 107 383,769 179,.991 )oc. 112. 275 PART IV. RAILROADS AND CAN OF THE UNITED STATES. As a report uon the inland commerce of the United States, or of any important portion of it, would be imperfect without reference to the various works constituting its channels, to which in some degree it owes its directioing notice of the railroads and canals of the United States has been prepared. The peculiar characteristics of this country, in regard to its geographical andtopographical features and to the industrial condition and relations of the people of the different regions, render works of internal improvement necessary to the development of the resources and progress of every portion. With us such works are chiefly commercial enterprises, their principal object being to cheapen and facilitate the movement of persons and property. Generally, the means for their construction have been furnished by incorporated associations, andconsequently the construction and management of them have been intrusted to such companies. The opposition by many of the prominent and influential statesmen of the United ~States to the interference of the. federal government in aid.of such works, on the alleged ground of absence of constitutional power, has hitherto prevented the rendering of such assistance except in the case of the Cumberland road, and. one or two other instances. Many intelligent men doubt if this opposition ipas not been advantageous. Wherever the respective States haye aided such works, they have fortunately, in most instances, committed the control of them to private hands and private interests. Considerations apart from commercial ob jects have had but little influence in their construction or management. These works, therefore, constitute the best expression of the commercial wants of our people, and their immense cost the best illustration of the maignitude arid value of this commerce. The early settlements in this coun try having been made upon the se~aboard, manufacturing and comme~rcial, communities first gr ew up at favorable points near the coast. The -extension of' the settlements into the interior necessarily involved the, construction of outlets for them to markets upon the seaboard. So long, as this population was cofined to the Atlantic slope, public highwaswrno of great magnitude nor importa~nce. Wheni, however, settlers had crossed the Alleghany mountains and peopled the regions beyond them, the public mind was turned to the subject of constructing channels of commercial intercommunication adequate to their wants. The natural outlets: of the great interior basin-7the rivers Mississippi and St. Lawrence-are not in all respect,- adequate and convenient ~276 ~S. Doe. 112. outlets The first person to present a definite project for an artificial Work, on an extensive scale, was General Washington. Tha.great and wise man foresaw the future importance of the country beyond the Allegaies, and the magnitude of its prospective commerce, which e proposed tosecure to his own colony. Before he reached the age of twenty-one years he had crossed the mountains, and the subject of a canal from the tide-waters of the Chesapeake to the waters of the Ohio received his careful attention. At subsequent periods he visited the Ohio valley and presented the results of his examination and observation to the House of Burgesses of Virginia, from which body e received a vote of thanks. The plan of a canal proposed by himwas eagerly embraced, and has now so long remained a favorite object that its importance and ultimate consummation have become traditional ideas with the people of Virginia. The merits of a general plan for a commercial channel, by'wic to connect the East and West, suited to the wants of the to dirent sections of the country, were not involved in the question f route. Virginia, prior to the Revolution, was the richest, most populous, and most central of the colonies, and her tide-waters most nearly approaced the navigable waters of the Ohio. It was taken for ranted that the appropriate route for such a work lay through her territory; ut at that time our people had neither the engineerilng skill nor te ex perience, nor were they sufficiently acquainted with the topograpy of the mountain ridge separating the great western valley from the Atl tic slope, to decide upon the question of route. As they becamebetter acquainted. with the country, ned that the best ro te for a canal connecting the navigable water-courses separated by the, Alie-'ghanies lay farther north; and it was reserved for New York first to realize the idea of General'Washington, and thereby secure to itself the vast benefits the result of which he foresaw, and xvhich, before the Revolution, he soughit to secure to Virginia. For years after General Washington proposed his plan, our western settlements did not cx*tend beyond the'Ohio; and, in fact, all the country west of the Mississippi-was claimed by a foreign power. The vast regions nOW filled with a numerous and thriving population, comprising the States of -Ohio, In'diana, Illinois, Missouri, Iowa, and Wisconsin, were -not onl a wilderness, but the idea that they would ever be densely occupied'.by civilized man was regarded as chimerical. The principal sottlements beyond, the mountains were those most contiguous to Virginia, and what i's now Kentuc'ky was then a part of the " Old. Dominion."~ *The rapid settlement of -Ohio and the adjacent States, after the war of 1-812, changed the aspect of -afluairs in the West. The preponderati~ng -interest. and influence extended northward of the firs't settlements, and'the -State of New York was the first to open, an improved line of com1"mercial. communication between the Atlantic and the Great West. A'canal was discovered to be practicable -through her territory, and the -genius and public spirit of her statesmen stimulated her, legislatorsl'o ma=ke use of this'ad-va'-t6,ge` securing to her the'chief interior trade. It was not until after tihe completion of the Erie canal, in 1825,'that -the adaptability of' railroads to the uses of commerce was es-,'established. These works are - destined to compete with can~als, and S. Doc. 112. 277 ve natural water-courses, as media of commercial intercourse. Their construction and profitable operation may be regarded a racticable upon all the routes of commerce and all the Atlantic cities have either completed, or have in progress, lines of railroads having the neral objects and direction with the great New York ork, bL which they propose - to secure similar results. These works are egarded as of greater benefit to the interior portions of the country than to the cities which are their termini upon our navigable atercourses. Their cnstruction is now the absorbing topic. They i one day become the ordinary highways of transit f: property as well as persons. A satisfactory view of the commerce of the country, herefore, necessarily involves a description of them, as its future channels. It is also important that the uses, objects, and influences of public works in developing the resources, in stimulating and in giving new directions to the conmmerce of the country, should be torouly understood, )oth as tending to correct legislation in commercial affairs and as securing to these enterprises that degree of public confidence to which they are entitled. As heretofore stated, at least $80,000,000 are now annually required to carry forward orks in dprogress, and to meet the demand of new ones as they may arise Of this su, $50,000,000 are borrowed either of the capitalists of his country, or of Europe, at rates of interest averaging from 6 to 10 per cent. per aannum for a series of years. A largesum is in this manner added to the cost of these works, which might be savedwere the public mind properly enlightened as to their productiveness, as investments of capital, and as to their influence in increasing national wvealth * an d prosperity. This review of railroads and c'anals will commence with a notice of those of New' York-the pioneer State in successFul7 achievements onl a, large scale. In noticin the works of other States, a geographical Father than chronological order will be observed. Ol h edn lines —such as are in somte measure identified xvwith the commerce o the country-will be particularly described; and where works are still'in progress, the results predicated of' them will be stated. Following the, notice is a brief con'sideration.:of railroads in their eonomical aspects, and results-a matter esteemed of equal if not greater importance than a detailed description of the works themselves.. NEW YORK. Population in 18:30, 1,918,608; in 1840, 2,428,921; in 1850, 3,097,394-..Area in square miles, 46,000; inhabitants to square mile, 67.33. KErie amn /.-Although it was knowvn at an' early period. that a favorable route for a canal from tide-water to the ltakes -existed in the valley of the Mohawk river, it wvas not until 1816 that the project received particular attention from the authorities of the~ State of Newv York., In that year;, the governor of the State, the Ron. D. D. Tompkins, in his annual Message to the legislatunre., recommended the construction of a canal from~ the Hudson river, at Albany, to Lake Erie. This recommenda ~~278 &S. Doe. 1 12. tion was favorably received, and after a protracted discussion, as to the plan which should be pursued, the work was formally commenced onthe 4th of July, 1817; and on the 26th day of October, 1825, the canal was completed. Previous to the construction of the canal, the cost of tranportation from LakeErie to tide-water was such as nearly to prevent all movement f merchandise. A report of the committee of the legislature, to wom was referred the whole subject of the proposed work, consisting of the most intelligent members of that body, dated March 17 8IS17, states that at that time the cost of transportatio from Buffalo to Montreal was $30 per ton, and the returing transortation from $60 to $75. The expense of transportation from to New York was stated at $100 per ton, and the ordinary leth of passage twenty days; so that, upon the veryroute through which the heaviest and cheapest products of the West are now sent to market, the cost of transportation equalled nearly three times the market value of wheat in New York; s'x times the value of corn; telre times the value of oats; and far exceeded the value of most kinds of cured provisions. These facts afford a striking illustration of the value of internal improvements to a country like the United States. It ay be here stated, as an interesting fact, that prior to the construction of the Erie canal, the wheat of westein New York was sent down the Susquehanna to Baltimore, as the cheapest and best route to arket. Although the rates of transportation over the Erie canal, at its openin, were nearly double the present charges-which range from $3 to $7 per ton, according to the character of the freight-it imme'diately became the convenient and favorite- route for a large portion of the. prod uce of the northwestern States, and secured to the city of New York the position which she now holds' as the emporium of the Confederacy. Previous to the opening of the canal, the trade of' the West was chiefly carried on through the cities of Baltimore and Philadelphia, particularly the latter, which was at that time the first city of the United States in population and wealth, and in the amount of its internal commerce. As soon as the lakes were reached, the line of navigable water was extended through them nea~rly one thousand miles farther into the interior. The western States immediately commenced the construction of similar works, for the purpose of opening a communication, from the more remote portions of their territories, with this great water-line. All these works took their direction an-d character from, the Erie canal, which in this manner became the outlet for almost the greater part of the West. It is difficult to estimate the influence which this canal hass exerted upon the commerce, growth, and prosperity of the whole country, for it is im.possible to imagine what would have been the state of thingys without it. But for this work, the West would have held out few inducements to- the settler, who would have been without a market for his most important products, and consequently without the means of supplying many, of his most essential wants. That portion of the country would have remained comparatively unsettled up to the'presentltime; and, wAhere now exist rich and populous communities, w'e should find an uncultivated witder-. S. Doc. 112. 279 ness. The East would have been equally without 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 commerce, and the growth of the country, have been very accurately measured by the growth of the business of the canal. It has been one great bond of'.strength, infusing life and vior into the whole. Commercially and politically it has secured and maintained to the United States the characteristics of a homogeneous people. Itwillbeseen, by the following tabular statementthatthe rowthof the city of New York in population, wealth, and commerce, has nearly kept pace with the increase of the business of theErie canal, adnd the progress of the western States.'The tables~ show the'intimate relation of this, great Work to the commerce and prosperity of the, country, and that to maintain a large foreign commerce it is necessary that a city should have a large domestic trade. They also indicate. the annual tonnage of the canal; the value of produce and merchandise passing to and from tide-water; the tonnage and value of -produce received at Buffalo and Oswego from the western*States; the number of annual lockages on the canal; the foreign arrivals at., ahd tonnage of, the ports of Bogton, New York, Philadelphia, and Baltimore;: the value of exports and imports of each of these. cities, their increase in wealth and population, and also the, increase of the popula-, iion of the western States since 1.820. 280 S. Doc, 112. Comparative statement showing the tolls, trade, and tonnage of the New York State canals, and the pi'ogress, in commerce, navigat ion, population, and valuation, of the four principal Atlantic cities, and the foreign commerce of the United States, fr'om 1820 to 1851, inclusive. New York State canals-tolls, trade, and tonnage. Tolls, amount Total move- Total receiv'd]Total going Proportion!Proportion Years. collected. ment, east at tide-water. from tide- destined received and west. water. to other from other States. States. Dollars. Tons. 1:820......... 5,244.................................... 1:821......... 24,388.............................................. 1822......... 64,072..... 1823........ 153, 099............................................. 1824.340, 761............ 157,446 32, 385. 1825........ 566,279............ 185,405 33,438..1826......... 765, 104.269,795 34,08618:27........ 859, 260. —----------..... 1828..838,447... —---------- 54,622... 1829.813,137......................... 48,993. 1830. 1,056,922......................... 66,626.......... 1831. —------- 1,223, 801..83,893............ 1832......... 1,229, 483.............................................. 1833......... 1,463,715.........................-119,463.......... 1834 -..*. 1,340,1 06......... 553,596 114,608..1835........ 1, 548,108 ------------ 753,193 128,910 55,772.'1836.. 1,614,342 1,310,807 696,347 133,796 61,167 104,701 1837.:....... 1,292, 629 1,171,296 611,741 122,130 54,766 110,108 1838......... 1,590,911 1,333,011 640, 481 142,802 77,090 125,779 1.839 - 1,616, 382 1,435,713 602,128 142,035 85, 193 158,000'1840 -----—.. 1,775,747 1,417, 046 669, 012 129, 580 63,871 214,456 1841........ 2, 034, 882 1,521,661 774, 334 162, 715 81,742 275, 076 1842......... 1,749,197 1,236,921 666,626 122,394 54,011 272,386 1843......... 2,081,590 1,513,439 836,861 143,595 72,500 286,891 1844......... 2, 445, 761 1,816, 586 1,019, 094 176, 737 99,552 340, 151 1845.. 2,645,931 1,977,565 1,204,943 195,000 104,018 338,525 1846.. 2,755,593 2 268,662 1,362,319 213,795 138,235 540,219 1847......... 3,634,942 2,869,810 1,744,283 288,267 147,654 854,693 1848......... 3,252,184 2,796,230 1, 447, 905 329, 557 187,453 701,531 1849......... 3,268,226 2,894,732 1,579,946'315,550 183, 036 834,140 1850........ 3,273,899 3,076,617 2,033,668 418, 370 158,501 897,891 1851........ 3, 329,787 3, 582,733 1,977, 151'467,961 246,812 1, 047,649 S. Doc. 11 2. 281 STATEMENT-Continued. New York State canals-tolls, trade, and tonnage. Value of the Lockages Value from oth- Total value re- Value of merehtotal move- at Alexan- er States, via ceived at tide- andise destined Years. meat. der'sloek. Buffalo and water. for other States, Oswego. via Buffalo and Oswego. Dollars. Number. Dollars. ~S....~-................................................. 1820 — 1821.......................................................:1822........................,........................i..............i.............. 1823................. 1824-...................... 6,1661825........................ 10, 985-.......:............................. 1826........................ 15, 1561827........................ 13, 004 1828........................ 14579 182 w9 ------ -------- 261 ------------ - ooo*****w~*v*ww**Zvv~~Z —---------— * w -------------- 1829........................ 12,61 9............ 18310................... 1.................................. 1........ 1830 - - ~~~~~~14, 6741831 - ---................... 116, 5.284. 1833-........................ 20,649........................................... 18341..........3............... 13,405,022. 1835....................... 25,798 ---- ---- 20,525, 446............ 1836.......... 67,634,643 25,516 5,493,816 26,932,470 9, 723,250 1837.......... 55,809,228 21,055 4,813, 626 21,822,354 6,322,750 1838-.......... 65,746,559 25, 962 6,369,645 23,038,510 8, 657,250 183973,399,764 24,34 7,25 —--- 8,968 Q20,163,199 10,259,100 1840.......... 66,303,893 26,987 7,877,358 23,213, 573 7,057,600 1841 —. —---- 92,202,929 30,320 11,889,273 27,225,322 11,174,700 1842.......... 60,016,608 22,869 9, 215,808 22,751,013 7,218, 900 1843.......... - 76,276,909 23,184 11,937,943 28,4 453,408 13,067,250 18443 -. —- 90,921,152 28,219 15, 875,558 34, 183,167 14,845,250 1845.......... 100,553,245 30,452 14,162,239 45,452,321 17, 66,300 1846.......... 115,612,109 33,431 20, 471,939 51,105,256 20,415,500 1847.......... 151, 563,428 43,957 32, 666, 324 73,092,414 27,298,800 1848.......... 140,086,157 34,911 23,245,353 50,883,907 30, O553,920 1849.......... 144,732,285 36, 918 26, 713,796 52,375 521 31,793,400 1850......... 156,397,929 38,444 25,471,962 55,474,637 47,188, 600 1851.. - 159,981,801 40,396 26, 928, 3i5 53, 927, 508 62, 963,640 282 S: Doc. 112. STATEMENT-Continued. Commerce, navigation, valuation, and population of New York, Boston, Philadelphia, and Baltimore, with the customs' revenue at each port. Yeara Value of imports at the ports ofBoston. New York. Philadelphia. Baltimore. 1820.............................................. 1821 -............. $26,020,012 $8,158,922.- - 1822.- 33,912, 453 11,874,170.............. 1823...........- 30, 601, 455 13,696,770.... ----—.. 1824 37,783,147 11,865,531.............. 1825 50, 024,973 15, 041,797...... 1826 - *34,728,664 13,551,779.............. 1827 -41,9 441,832 11,212,935.............. 1828 - - 39,117,016 12,884,408.............. 1829 - -34, 972,493 10,100,152.............. 1830- -... 38,656, 064 9, 525,893.............. 1831. -...... 57,291,727 11,673,755.............. 1832 -- - 42 542,012 10,048,195.............. 1833 - -.... 56,527,976 11,153,757.. 1834 - $16,075, 589 72, 724,210 10, 479,268 $4,647,167 1835 —... 18,174,255 87,734,844 12,389, 937 5,647,153 1836.................... -24,248, 727 117,700,917 15,068,233 7,131,503 1837 - 17,949,146 78,543,706 11,680,011 7,857,033 1838.................... 12,355,131 68,159,360 9,323,840 5,701,869 1839 -..... —.. 17,987,754 99, 483, 414 15, 037,420 6,995,285 1840 -................... 14,826,967 60, 064,942 8,464,882 4,835,617 1841................... 18, 912, 078 75, 358,283 10 342,206 6, 101,313 1842.................... 15,796,600 57,446,081 7,381,770 4,416,138 1843.......-............. 15,788,484 3, 112, 227 2,755,958 2,479,132 1844,,,,, - 18, 884,448 64, 528,188 7,217,238 3,917,730 1845 -. —- ---- 21,230, 381 69,897,405 8,156,446 3,741,286 1846.................... 22,615,117 73,531,611 7,989,393 4,042,915 1847..-............... 23 279,148 83,075,296 9,586,126 4,432,314 1848.................... -27,183,777 92,947,176 12,147,000 5, 343,643 1849.................... 23,275,953 91, 374,584 10,644,803 4,976,731 1850 -....-. -28, 656,163 116,667,558 12,065,834 6,124,201 1851.............. 30, 508, 139 144, 454, 016 14,168, 618 6, 648, 774 S. Doc. 112. 283 STATEMENT-Continued. Commerce, navigation, valuation, and population of New York, Boston, Philadelphia, and Baltimore, with the customs' revenue at each port. Years. Value of exports from the ports ofBoston. New York. Philadelphia. Baltimore. 1820....... — -.$11,769,511 $5,743,549......... 1821................................. 12,124,645 7,391,767.............. 1822........................... 15,405,694 9,047,802...............1823........-................ 21,089,696 9,617,192........... 1824.................. 22,309,362 9,364,893... 1825.................... 34,032,279 11,269,981.............. 1826................... 19,437,229 8,331,722.............. 1827................................. 24,614,035 7,575,833.............. 1828................................... 22,135,487 6,051,480-.............. 1829 --- -------- - 17, 6(09,600 4,089,935.............. 1830 -......... 17,666,624 4,291,793............... 1831....... -.... 26,142,719 5,513,713............. 1832............ 22,792,599 3,516,066.............. 1833...... 24,703, 903 4,078,951....... 1834.................... $8,984,611 23,842,736 3,989,746 $4,165,995 1835.... 9,413,964 29,451,192 4,176,290 3,923,859 1836 -. 8,716 330 27,668,159 3,677,607 3,393,444 1837.................... 8,016,859 25,459,627 3,841,599 3,789,917 1838.................... 7,400,999 21,654,765 3,477,151 4,524,575 1839.................... 7,694,664 31,946,474 5,299,415 4,576,561 1840....................- 8,232,386 32,408,689 6,820,145 5,768,768 1841.................... 9,441,186 30,792,780 5,152,501 4,945,346 1842.................... 7,830,794 25,467,316 3,753,894 4,901,238 1843.................... 5,146,062 15,972,084 2,354,948. 3,008,894: 1844.................... 7,501,469 29,722,803 3,535,256 5,126,476 1845. -................... 8,923,838 33,554,776 3,574,363 5,216,989 1846.................... 8,958,048 33,646,006 4,751,005 6,869,055 1847............-........ 9,686,851 46,586,635 8,541,167 9,750,457 1848 - -12,204,462 49,742,238 5,732,333 7,129,461 1849.................... 8,692,008 42,788; 237 5, 343, 421 7,999,857 1850 9,141,652 47,580,357 4,501,606 6,944,615 1851.................... 10,498,180 79, 857, 315 5,356,036 5, 635, 786 284 S. Doe. 112. STATEMENT-Continued. Commerce, navigation, valuation, and population of New York, Boston, Philadelphia, and Baltimore, with the customs' revenue at each port. Years. Duties collected at the ports ofBoston. New York. Philadelphia. Baltimore. 1820 -$5,487, 974-......... 1821. -................................ 7,243,542;-;;;;'.!-.;..;; 1.822 ---—..... —-. ——.. —-—. —--- 9,941,702. 1823 9, 022, 435............................... 1.824..................... 11,178,139.............................. 1825................................... 15, 752,100..-.......................... 1826 11525............................... 1827.-.............................................. 1828....................-......... 13, 745,147 -................... 1829.................................. 13, 052, 676.................... 1!30 -..-, -......-............ 15,012,553...................... 1831....................-.............. 20,096, 136.-....................... 1.832............................... 15, 070,124 -............................ 1833....................-............ 13, 039,181............... 1834............-......... 10,183,152............................. 1!835 -------- ---------- $2,612,486 11,597,466 $2,159,111 $666,937 1836.................... 2,236,041 13, 424, 717 2,637,796 1,127,989 1837 -...-...... 1,328,863 6,679,756 1,162,610 704,247 1838 -------- ---------—. 2,239, 554 8,941,208 1,882,613 1,111,741 1839 -.................... 2,162, 055 14,475, 995 92,326,384 1,166,548 1840......1,820,173 7,167,968 1,553,373 700,315 1841 --.......2,307,848 8,418,588 1,367,259 616,025 1842..................... 2,789,798 11,273,499 1,659, 125 610,880 1843..................... 1,311,225 4,072, 296 559, 649 228,367 1844.4, 411,372 16,792,679 2, 255, 860 603,574 1845.................... 4,676,157 17,255,308 2,361,325 696,724 1846. -...................4, 844,129 16, 975,972 2, 136,754 674, 548 1847 -................ 4,098, 226 15,524,014 1,978,430 600,497 1848................... —. 5, 033,772 20,128,726 2,779,931 771,708 1849.........-....... 4,380,346 18,377,814 2,329,553 649,402 1850.................... 6,177, 970 24,952,977 3,122,660 1,004,961 1851 -........6, 250,588 28,772,558 3,715,126 1,063,530 S, Doc. 112. 12 285STATEMENT-Continued. Commerce, navigation, valuation, and population of New York, Boston, Philadelphia, and Baltimore, with the customs' revenue at each port. Foreign tonnage entered at- Entrances. Years.,. Tons. Tons. Tons. Tons. No.No. N. No. 820.47.......... 1821.* 171, 963 - - - -. 853 912 441 ----- 1822 -,,226, 790..................- 494 —.... 1823................ 226, 789 ------- ---------- 482...... 13824............ 252, 769 -.......,....-... 501...... 1825....... -....... 280, 179.... - 484.... 1 826 -..................- 274, 997 —.-.. - I o 482]...... 1827.......... 292, 872...............-.........- 469..... 1828........... 275, 677.......... — 4500....'.. 1829..................... 281, 512...........- -:.... o I- 1 { 374 -.. —1830. -..................'314, 715................... -...- 415...... 1831.-.......... 337, 009..........';....... 396.s. 1-832 -.......... 401, 718..-..............[... 428. ------ 1833.-.... 430, 918................ 474...... 1834 - - Z- * * 183, 085 443, 697 0 83 83,804 65, 028 1,070, 950 441 323 1835........ 194, 420 465, 665 78, 993{ 63, 423 1,158 2,008 416 326 1836 - -....... 224, 684 534, 538 84,484 70, 176 1, 381 2, 205 407 359 1837.......... 242,277 579, 194 91,715 96, 892 1,544 2,222 438 441 1838.......... 198, 898 422, 497 83, 123 77,106 1,235 1,625 428 398 1839 2..... 30 556:. 563,617 111,393 78,761 1,440 2,138 531 428 1840.-....... 245,333 545, 931 87,702 82,140 1,507 1,955 444 410 1841 -........ 291, 323 547,694 99, 070 89,748 1,730 2,098 498 444 1842.......... 276, 366 570, 015 94, 554 86,904 1,719 1,987 465 408 1843- 144, 506 3i2, 214 47,944 51,598 943 1, 151 255 255 1844.......... 288, 988 576,480 89, 529 82, 813 1., 897 2,123 447 409 1845.......... 308, 952 597, 218 91,313 80,020 2,166 2,008 420 384 1846.......... 318, 836 655, 877 88, 048 89,906 2, 172 2, 132 398' 430 1847...-. 325, 426 853, 668 139, 774.- 123,065 2,1201 2,738 621 511 1848..... -432, 674 932, 493 119, 787 102, 530 2, 923I 2,870 524 479 1849 451, 176 1,11.7,800 142, 623 110, 068i 2,940 3,218 606 484 1850.......... 478,859 1., 145, 331 132, 370 99,588' 2,782 3,163 537 438 1-8 I.......- 512,217 1,448,768 159,636 113,027 2,917 3,647 581 467 286 S. Doc. 112. STATEMENT-Continued. Commerce, navigation, valuation, and population of New York, Boston, Philadelphia, and Baltimore, with the customs' revenue of each port. Population ofYears. Boston. New York. Philadelphia. Baltimore. Number. Number. Number. Number. 1820 —. ——. —...-....... —----- 43, 298 123,706 137,097 62, 738 1821. -............-........................................... 1822............................................................................... 1823.............................................................................!.824................................................................................ 1825 -..................... 58, 277.................................... 18'26................................................................................. 18'27.............................................................................. 1.828................................................................................ 1,89.............................t............,............,............,............ 18528 — 1830......................... —. 61,39-2 203,007 188, 961 80,625 1831................................ 118f2 —~-~ —-..~-~.. ~ -.~-.~~~ ~ ------— ~.-1- ----— ~ —-~. —- ---------- ----- 1832.................................................................................1833............................................................................... 1834..........................I..................................................... 1835.............................. 78, 603..................................... 1836...............................................................................1838................................................................................. 18398..................................,................................. ~....... 1832-.-.............................................. 1!842............................................................................... 1843.....................I........................................................... 1844............................................................................... 1845 114,366..................................... 1846......I........................................................................... 18347 ----------------------------- ------------ -------------- 1848............................................................................... 1835~~~~~~~~~~s 7860311836- rrr-r-rrr rr~rrrrrl r: 1837-1r~r~rrrrr 1839-,,, 18409 -------- ------------.. —.- -.-.... 93, 383 312,-2 2 —-5 102,-313. 18411843- II~.III~I-rrr-rr-r-~r-.r~rl-lrrr 1845-1 14,366...-........ 138,788 515394 409,53 1 18 146.............................................................................. ]1847-, 1848-,,~rrl-r-~rrIIrIIIrII-IIIIr.rIII 168491.850.,,,.,-.,.-; 138,7r88 515, 394 409, 353 169, 012 18~51 S. Doc. 112. 287$ STATEMENT-Continued. Commerce, navigation, valuation, and population of New York, Boston, Philadelphia, and Baltimore, with the customs' revenue at each port. Years, Valuation of real and personal estate inBostonl New York, Philadelphia. Baltimore. 20.................. 38,289,200............... 1820~ ail o r o ~~ a d o + r' $3 2 S r~r r - r 2 00 i dr r o - o r a r r * 1823- a................................................ $16,337,500 1824.......- $839075,676... —------- 16,337,500 1825-................... 54,442,600 ----------— 7 - --- 16, 337, 500 1826.................... -............ 107,447,781.... 16,337,500 1827................................... 112,211,926........- 16, 337,500 1828................................... 114,019,533............... 16, 337,500 1829- 111,803,066.............. 16,337,500 1830............. 59, 5689 000 125, 288, 518.......... 17,282,650 1831 --- --- ---------- 60,698,200 139,280,214 -. 17,521,200 1832.................. 67,514, 400 146,302, 618............. 17,847, 465 1833 -------------—... 70, 477, 200- 166, 495,187.............. 18, 200, 000 1834 - -.- 74, 805, 800 186, 548, 511.............. 18,800, 000 1835 —. —-----—.- 79,302,600 218,723,703.............-. 19,175,000 1836 -------—.- 88, 245 000 309, 501,920.............. 44,400,000 1837-... —- -----—..- 89, 583, 800 263,747,350.......... 44, 400, 000 1838 -- - - -..... 90, 231,600 264,152, 941.... 44, 400,000 1839 - -- 91,826, 400 266,882,430.............. 59,367,534 1840 --------------- 94, 584,600 252, 235, 515 57, 343, 084 1841 —---------------- 98, )006, 600 251,194, 920.............. 56,585,298 106,723,700 237,806,906............. 58,000,000 1843- -... 110,056,000 29 229, 078. 63, 522, 490 1843................... 118, 450, 300 235,960,047 $118,633,523 58, 890,773 1844 -135, 948, 700 239, 938, 318 120, 658, 327 59, 377, 397 1845 - 148, 839, 600 244,952, 405.............. 61,754, 176 1846-................ 162,360,400 247,152,306'77,302,925.1847 — 167,728,000 254, 192, 027 125, 679 699 77, 612, 380 848 —.................. 174,180, 200 256, 217,093...... 78, 831, 965 1849 - -- 180, 000, 500 286, 085, 416 139, 604, 254 80,296, 960 1850............... 187,947,000 320,108, 358 140, 391,780 82,105, 022 1851. - - 288 S. Doc. 112. ST ATE MENT-Continued. Foreign commerce of the United States. Specie excluded. I Specie included. Years. Impois. Exports. Imports. Exports. Dollars. 1820-........................................... 74,450,000 69, 691,669 1821.............. 54,520, 834 54,496, 323 62,585,724 64,974,382 1822.............. 79,871,695 61,350,101 83, 241,541 72,160, 281 1823.............. 72,481,371 68, 326, 043 77, 579,267 74,699,030 1824 -............ 81,169,172 68, 972,105 80, 549, 007 75,986,657 1825... -... 90, 289, 310 9(0,738,333 96,340,075 99, 535, 388 1826.............. 78,093,511 72, 830, 789 84,974,477 77,595, 322 1827 -............. 71, 332,933 74,309,957 79, 484,063 82, 324, 827 1828.............. 81,019, 543 64, 021, 210 88, 509, 824 72, 264,686 1829.............. 67, 088,915 67,434, 651 74,492,527 72, 358, 671 1830.............. 62, 720, 956 71,668,735 70, 876,920 73, 849, 508 1831.......... 95, 885, 179 72,295, 602 103,191,124 81, 310, 583 1832... 95, 121,762 81, 520,594 101, 029, 266 87, 176,934 1833.......... 101,047,943 87,528, 732 108, 118, 311 90, 140, 433 1834.. 108,609,700 102, 260, 215 126, 521,'332 104, 336,673 1835 --—. —---- 136, 764,295\ 115, 215, 802 149,895,742 121,693,577 1836........ 176, 579, 154 124,338, 704 189, 980,035 128,663, 040 1837.............. 130,472, 803 111,443, 127 140,989,217 117,419,376 1838.;.. 95, 970, 288 104, 978, 570 113; 717,404 108, 486, 616 1839... 156, 496, 956 112, 251,673 162.092,132 121,628,415 1840.......... 98, 258,706 123, 668, 832 107,141,519 132, 085,946 1841............. 122, 957, 544 111, 817, 471 127, 146, 177 121,851,803 1842.............. 96, 075,071 99, 877, 99-5 100,162, 087 104,691,534 1843.............. 42, 433, 464 *82, 825, 689 64,753, 799 84, 346, 480 1.844.102, 604,606 105,745,83`2 108, 435, 035 111,200,046 1845 -. 113, 184, 322 106, 040,111 1:17,254, 564 114,646, 606 1846....-... 117,914,065 109, 583, 248 121,691,797 113,488,516 1847............... 121, 424, 349 156, 741,598 146, 545, 638 158, 648, 622 1848.............. 148,638,704 138,190,511 154, 998, 928 154,932,131 1849 -......... 141,206,199 140, 351,072 147,857,439 145, 755, 820 1850..-........ 173, 509, 526 144, 375,726 178,136, 318 151,898,720 1851.............. 207,965,024 188, 967,259 -215, 725,995 217,517, 130 S. Doc. 1 12. 289 The foregoing statements show, that while the cities of Baltimore and Philadelphia have made a rapid advance in population, their foreign commerce has remained very nearly stationary for a long series of years, proving most conclusively that a large foreign commerce can only be maintained by a city that is able to make herself the depot of the domestic products of the country. The Erie canal secured to the city of New York the trade of the interior, because it occupied the only route practicable for such a work. So long, therefore, as canals continued the most approved of known modes of transportation, the superior position of that city in reference to the internal trade of the country remained unquestioned. Such is now no longer the case. For travel, and for the transportation of certain kinds of merchandise, the superiority of railroads is admitted. It is also claimed that they can successfully compete with the canal in heavy freights. However this may be, the correctness of the assumption is admitted by the construction of railroads parallel to all the canals, for the purpose of competing for the business of the latter. Tilhe conviction is now almost universal, that commercial supremacy is to be secured and maintained by this new agency, which neutralizes, to a great extent, the advantages arising from the accidents of position; and that the commerce of the country is still a prize for the competition of all cities which may choose to enter the lists. In-' fluenced by these views, all the great commercial towns have either completed, or are constructing, stupendous lines of railroad, with the confident expectation of securing to each a portion of the trade which, up to the present time, has been almost entirely monopolized by one. It is proper to state, that the people of New York, in view of the competition and rivalry with which they are threatened, have deter. mined to complete the enlargement of the Erie canal within the shortest practicable period. It is calculated that this enlargement can be cenmpleted within three years after it shall be undertaken. The enlarged canal will allow the use of boats of' 224 tons'burden, or three times the capacity of those now employed; and will, it is estimated, reduce the cost of transporting a barrel of flour from Buffalo to Albany to twentyfive cents, and other merchandise in like proportion. As the canal is abundantly supplied with water, the only limit to its capacity is the time required for passing boats through the locks. It is calculated that an average of 26,000 boats can be locked each way during the business season. Allowing each boat to be fully loaded, the total tonnage capacity of the enlarged canal would equal 11,648,000 tons. But as the proportion of down to up freights is as four to one, the average tonnage of the boats is estimated, in the reports of the State engineer for 1851, at 140 tons for each boat, which, for 52,000 boats, would give an annual movement of 7,230,000 tons as the total capacity of the ca — nal, or 5,824,000 tons down, and 1,406,000 tons up freight. It is estimated that upon the enlarged canal the cost of transportation, embracing tolls, will be reduced to five mills per ton per mile upon ordinary merchandise, or to $1 82 per ton for the entire distance from Albany to Buffthlo. Champlain canal.-This work, though originally constructed for the accommodation of the trade of the country bordering upon that lake, 20 '290 S. Doec. 112. bids fair to, become an important avenue for the trade of the St. Lawrence basin. This lake is now connected with the St. Lawrence river at Ogdensburg, above the - rapids, by the Ogdensburg or Northern railroad; at Montreal, by the Champlain and St. Lawrence railroad; and will soon have a farther connexion at Lachine, by means of the Plattsburg and Montreal railroad, now in progress of construction. It is also connected with the St. Lawrence river, at the mouth of the Sorel, by means of the Chambly canal. Through this last channel the State of New York now receives a large and annually increasing amount of lumber. The Ogdehsburg railroad was built expressly for the purpose 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, become, in connexion with the lakes and canal, important outlets for western trade. They promise to open not only cheap, but expeditious routes, which, in a press of business, must be well patronized. It may be stated here, that the proposed ship-canal from Caughnawaga to Lake Champlain will open a practicable route for the largest class of vessels from the upper lakes to Whitehall, within seventy-five miles of tide-water. As the route of the proposed canal is remarkably favorable, and as it can be fed from the St. Lawrence, and built at a moderate expense, it is believed that it must be constructed at no distant day. Railroads of New York. Railroads from Albany to Buffalo. —The first continuous line of railroad to connect the lakes and tide-water was that from Albany to Buffalo, following very nearly the route of the canal. As it was a private enterprise, and came into direct competition with the State works, the canal tolls were imposed upon the carriage of all freight, in addition to the cost of transportation. From this source the State has derived a large revenue. This tax has had a tendency to confine the business of the road to the less bulky and more valuable articles of freight, and to those of a perishable nature. The tax was removed on the first of December, 1851, by an act of the legislature; hence the road is now brought into free competition with the canal, and has, during the present season, carried flour from Buffalo to Albany for sixty cents per barrel, which is nearly fifty cents below the average price by canal for nearly twenty years subsequent- to its opening. The quantity of freight is still restricted for the want of sufficient equipments and suitable accommodations for receiving and storing it, particularly at Albany. This fact operated as a serious drawback on the past winter's operations. The necessary facilities for business will soon be supplied, and there can be no doubt that the railroad will engage in a large carryling business in direct competition with the canal.'The above road will soon have practically a double track for its whole line. It already has such from Albany to Syracuse. From the latter place a new road is nearly completed to the Niagara river, comnposed of the straight line between Syracuse and Rochester, and the Rochester and Niagara Falls road. Its capacity for business will, S. Doc. 112.'291 therefore, be unlimited. It connects with Lake Erie at Buffalo; and with Lake Ontario, through branches already in operation, at Sackett's Harbor, Cape Vincent, Oswego, and Lewiston; and, by lines in progress, at Great and Little Sodus bays, and at Rochester. By presenting numerous points of contact with western trade, it will escape all the inconveniences of too great a concentration of business at any one point, and will be enabled to offer great facilities for the cheap and easy transport of freight. At Albany, it will connect with the Hudson river and Harlem roads, the former of which will be a double-track road. In connexion with these a double track will be formed from New York to Buffalo, and to various points upon Lake Ontario. At Buffalo this line is carried forward to the roads of Ohio by the Lake Shore road. The great western roads of Canada, now in progress, will form a connexion with Detroit, by way of the north shore of Lake Erie. From Detroit, the Michigan Central railroad is completed to Chicago; as is the Michigan Southern from Monroe; so that by January, 1854, New York will have two parallel lines of railroad to Chicago, each of which will be about one thousand miles long. From Chicago to the Mississippi river two important roads are in progress —the Galena and Chicago, and the Rock Island and Chicago, both of which will be completed in the course of 1853. The length of these lines will be about one hundred and eighty miles each. Although the carriage of freight has been denied to the above line, except on payment of canal tolls, which amounts to a virtual prohibition of many articles, it has exerted an influence on the growth and prosperity of New York second only to that exerted by the Erie canal. In connexion with the great lakes and the western lines of improvement, it commanded, as soon as opened, the travel between the Atlantic States and the West and Southwest, and concentrated this travel upon that city, which in this manner became a necessary point in the route of every western or southwestern merchant, visiting the eastern States. The result was, the introduction to merchants of' that city of a large class of country traders who would otherwise have continued to purchase, at points where they had been previously accustomed to trade. By passing through New York, the whole business population of the country established business relations more or less intimate in that city. Erie railroad and its branches. The Erie railroad, unlike the Central line, was planned and has been executed with special reference to the accommodation of the trade between New York and the West. It is the greatest work ever attempted 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 comprehensive scale, and its facilities for business are fully equal 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 independent lines, forming at each terminus a sort of delta, to accommodate its immense business. Its outlets to tide-water are at Newburgh, Piermont, and Jersey City. At the two former places the company 292 S. Doc. 112. have extensive grounds for the reception, storing, and forwarding of merchandise. With only one terminus, it would be impossible to accommodate its immense business without great confusion and delay, and greatly increased cost. On the western portion of the line, as soon as the Susquehanna valley is reached, important lines radiate from the main trunk, striking the lakes at all the points above named, and at Dunkirk in addition. The more important of these branches are the Syracuse and Binghampton, in connexion with the Syracuse and Oswego road; the Cayuga and Susquehanna, in connexion with the Lake Ontario, Auburn, and New York road; the Canandaigua and Corning, in connexion with the Canandaigua and Niagara Falls road; the Buffalo, Corning and New York, and the Buffalo and New York City railroads. By means of all these feeders, the trade of the. West will be intercepted at almost every important point on Lakes Erie and Ontario, and collected and forwarded to the great trunk line. Measures are also in progress to connect the Erie road with Erie, Pennsylvania, by a line running direct from Little Valley; and with Pittsburg by means of the Alleghany Valley railroad. It is hardly possible to conceive a. road with more favorable direction and connexions, possessing capacities for a more extensive business, or one that is destined to bear a more important relation to the commerce of the whole country. This road was opened fbr business only on the first of June, 1851. It has not, therefore, been in operation a sufficient length of time to supply any satisfactory statistics as to its probable influence upon western coinmerce. So far as its business and revenues are concerned, it has exceeded the most sanguine expectations. In this connexion it may be stated that another very important outlet from the Erie road to tide-water, the Albany and Susqucehanna railroad, is about to be commenced; the means to construct which have already been secured. The distance from Binghampton to Albany by this route will be 143 miles, against 224 to New York by the Erie road. From Binghampton, going east, commence the most difficult and expensive portions of the Erie road, involving high grades, short curvatures, and a much greater cost of operating the road per mile than the portion of the line west of that point. From Binghampton to Albany the route is very direct, and the grades favorable; and there can be no doubt that a considerable portion of western freights, thrown upon the Erie road, will find its way to tide-water over the Albany and Susquehanna road. Such, particularly, will be the case with freight which is designed for an eastern market. The large number of railroads converging upon the Susquehanna valley renders the Albany and Susquehanna road highly necessary, to relieve the lower portions of the former fiom the immense volume of business that will be collected upon the main trunk fi-om all its tributaries. The best commentary on the importance of the last named project is to be found in the action of the city of Albany, which very recently, in her corporate capacity, made a subscription to its stock to the amount of $1,000,000, in adddition to large private subscriptions. The following table will show the cost of the public works of New S. Doc. 112.- 293 York which have been constructed, or are in progress, with a view to their becoming avenues of the trade between the East and the West: Erie and Champlain canals,................. $26,000,000 Amount estimated for completion of Erie canal....... 9,000,000 Hudson river railroad................... 12,000,000 Harlem railroad................................. 4,873,317 Utica and Schenectady railroad..- - 4,143,918 Alklany and Schenectady railroad.......,-...... 1,740,449 Syracuse and Utica railroad.-..-......, 2,570,891 Rochester and Syracuse railroad, (both lines) 6,464,362 Buffalo and Rochester railroad 2,228,976 Rochester and Niagara Falls railroad..,., 1,600,000 Oswego and Syracuse railroad.. 688,768 Rome and Watertown railroad..,..,.,,,,. 1,-500,000 Sackett's Harbor and Ellisburgh railroad —..,, 350,000 New York and Erie railroad..... 26,000,000 Canandaigua and Niagara Falls railroad............. 3,500,000 Buffalo, Corning and New York railroad............. 2,000,000 Buffalo and New York city railroad.,,,,,,,. 1,500,000 Albany and Susquehanna railroad.................. 4,350,000 110,410,681 NoTE.-The cost of the Sodus bay and Southern, and the Lake Ontario, Auburn and New York railroads, cannot, in the present stage of their afflirs, be estimated with sufficient accuracy to, give,them a place in the above table. The cost of the Rochester and Syracuse road is estimated. Railroads from the city of New York to Montreal, Canada.-The roads that make up the line from the city of New York to Montreal constitute a very important route of commerce and travel. The city of Montreal is the commercial emporium of the Canadas, and is a large and flourishing town. It lies very nearly north, and at a distance of about four hundred miles from New York. The roads which connect these cities lie in the gorge which divides in t-wo the great mountain range extending, unbroken, except in New York, nearly from the Gulf of Mexico to the Gulf of St. Lawrence. This basin, or gorge, is occupied:by,the Hudson river, Lake Champlain, and the outlet of the latter to the St. Lawrence —the river Sorel. The route, as will be seen, is remarkably direct and favorable, as far as its physical characteristics are concerned; and as it connects the commercial metropolis of this continent with the great city of the St. Lawrence, and traverses a constant succession of large and flourishing towns, its importance will be readily appreciated. This great route is made up, for a large portion of the distance, of two distinct lines. The first link, from New York to Albany, is composed of the Hudson river and Harlem roads; the second, from Albany to Rutland, Vermont, is made up of the Troy and Boston, and Western Vermont roads, and the Albany and Northern, and Rutland and Washingtonr roads. From Rutland only one line is in operation, composed 294 S. Doc. 112. of the Rutland and Burlington, Vermont and Canada, and Champlain and St. Lawrence roads. A road is also projected upon the west bank of Lake Champlain, which, when completed, will give two distinct lines for the whole distance between New York and Montreal. From Albany and Troy a railroad is in operation to Whitehall, the southern terminus of the lake. A road is also in operation from Montreal to Plattsburg, a distance of about sixty miles, and a comparatively short link only is wanting to constitute a new and independent route between New York and the St. Lawrence river; which there is every reason to believe will soon be supplied. The above line of road, though recently opened, already commands an amount of travel fully equal to the importance of the connexions it sustains. Its through-freight business is not so large as its passenger travel, for the reason that a large portion of the line follows the immediate bank of an excellent navigable water-line, which, in the summer season, commands the heavy freight. In the winter it will become the channel of trade as well as of' travel. As a pleasure route it presents uncommon attractions, which will secure to it a large business in the dull season for freight. The inland lines in Vermont and New York, however, traverse sections of country capable of supplying a very large local traffic both from their agricultural and mineral resources. Among the most remarkable topographical features of this country is the severance of the great Alleghany range by the Hudson and Mohawk rivers, on the one hand, and Lake Champlain on the other. So deep are these indentations that the "long levelt" of seventy miles on the canal,'occupying the summit of the ridge which divides the waters running into Lake Ontario from those flowing into the Hudson river, and which corresponds to the crest of' the Alleghanies, is nearly one hundred feet below the surface of Lake Erie, and might, with some additional expense, have been fed from that source. Lake Champlain is only eighty-seven feet above the ocean, and the summit between it and the Hudson is only one hundred and fobrtyseven feet above tide-water, and only twenty-three feet above the latter where the Champlain canal intersects it. In approaching New York from the interior, which is in the direction of the heavy trade, the above routes are the most favorable to economical transit, nothing being lost in overcoming adverse grades. It is these facts that constitute these routes keys to an important portion of the commerce of the country, and have rendered New York the commercial metropolis. They are as well adapted to railroads as to ca.nals; and as these depressions 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 important interior points in the railroad system of the country. Albany and Troy are the cities of the eastern States, lying upon tide-water, the most accessible from the interior, and are consequently the radiating points of some of our most important lines of improvement. The trunks of these to tide-water are the Hudson river and Harlem roads, which bear the same relation to the roads occupying the routes above described, as does the -Hudson river to the Erie and Champlain canals. These facts S. Doc. 112.; 295 are a sufficient illustration of the important relations borne by the Hudson river and Harlem roads to the railroad system of the country. Railroads from Lake Champlain to the St. Lawrence.-The Champlain and St. Lawrence and the Plattsburg and Montreal railroads have already been briefly described. The third and most important line of road uniting the above waters is the Northern, connecting the lake with the river St. Lawrence, at Ogdensburg, a point above the falls on that river. This road, though in the State of New York, is properly a Bosto,! work, as it was planned and the means furnished for its construction by that city. It is regarded as the key which opens to the roads terminating there the navigable waters of the lakes. An important extension of this road is under contract from its southern 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 York, connecting Lake Champlain with all the important ports on the eastern shore of Lake Ontario. The 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 t]hrough business, they all traverse routes capable of supplying a lucrative local traffic; particularly the lines in western New York. 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 the latter. The most considerable line of road, not particularly alluded to, is the Long Island road. This was one of the earliest works of the kind in the State, and was constructed chiefly to accommodate the travel be-'tween the cities of New York and Boston. It is a somewhat remarkable fact that the pioneer work should be now entirely abandoned as a route of travel between the above cities. It is now only used to accommodate the local business upon its line, and consequently cannot be regarded as a work of much importance. Delaware and Hudson canal.-This work was constructed for the purpose of opening an outlet for the northern Pennsylvania coal-field. It extends from Roundout to Honesdale, in Pennsylvania, a distance of 108 miles, and is connected at that place with the coal-fields by a railroad. It is a well-constructed work, of large capacity, 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 for the construction of two considerable lines in the western portion of the State-one from the city of Rochester, following the valley of the Genesee river, to Olean; and the other from Buffalo, probably to the same point. The objects inducing the construction of these roads, independent of local considerations, are the communications which they promise to open through the Alleghany valley road with Pittsburg and the coal-fields of northern Pennsylvania. Both routes traverse districts of great fertility, which cannot fail to afford a good business. The value of a railroad connexion between Buffllo and Rochester, the two most important cities 296 S. Doc. 112. 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 complete is the system of public works in New York, constructed with a view of' commanding 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 facilities they offer for 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 the Erie canal. That work comes in contact with the lakes at only two points, Buffialo 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 her advantages in reference to western trade. Nearly every good harbor, as well on Lake Erie as on Ontario, either is or soon will be connected with tide-water by railroads, actually constructed or in progress. Already such connexions are formed with the harbors of Cape Vincent, Sackett's Harbor, and Lewiston, on Lake Ontario; and roads are in progress from Great and Little Sodus bays and Charlotte, with similar objects. On Lake Erie, roads already extend from Tonawanda, Black Rock, Buffalo, Dunkirk, and Erie, Pennsylvania, to tide-water; so that, instead of only two outlets for the trade of the West, at Buffalo and Oswego, there are to be at least six times that number in New York alone. The facilities given to the commerce of the country by all these lines must prove not only of utility to this commerce, but to the trade and prosperity of the State and city of New York. The additional avenues to market, already opened and in progress, Will, by a healthy competition, reduce the cost of transportation to the lowest possible point, and stimulate the movement of property and merchandise to ant extraordinary degree. While every region of the United States is making extraordinary exertions to turn to themselves the interior trade of the country, New York is preparing for.the most formidable competition with her: rivals, and makes the most of the means within her reach:to maintain her present preeminence. RAILROADS OF NEW ENGLANhD'State of MtIassachusetts.-Population in 1830, 610,408; in 1840, 737,-,699; in 1850, 994,514. Area in square miles, 7,800; inhabitants to -square mile, 127.49. State of Vermont.-Population in 1830, 2S0,652; in 1840, 291,948; in 1;850, 314,120. Area in square miles, 10,212; inhabitants to square nmle,, 30.76. Stte of New Hamlpshire.-Population in 1830, 269,328; in 1840, 284,:574; in 1850, 317,976. Area in square miles, 9,280; inhabitants:o -suare mile, 34.26. S. Doc. 112. 2c97: The Massachusetts System. Under this head will be embraced a notice of the railroads of the States of Massachusetts, New Hampshire, and Vermont, as the lines of these States constitute one general system, and have been constructed by means furnished chiefly by the city of Boston. Western railroad.-No sooner had thepeople of this country become acquainted with the part that railroads are capable of performing in commercial affairs, than the city of Boston conceived the bold idea of securing to itself the trade of the interior, from which it had previously been cut off by the impossibility of opening any suitable communication by water. It was this idea that gave birth to the Western railroad project, the most important which has yet been consummated in New England, and one of the most so in the United States. This work has probably exerted a wider influence, as the best illustration of what railroads accomplish for the advancement and welfare of a people, than any similar work in the country. From the largeness of the enterprise, the early period of our railroad history in which it was undertaken, and the difficulties in the way of its construction, it is properly referred to as a fitting monument of the sagacity, skill, and perseverance of the merchants of Boston. The completion of this road may be considered as establishing the railroad interest of this country upon a firm basis. It showed what could be accomplished, and the influence such works were calculated to exert upon the course of trade, and in promoting the prosperity of all classes. It imparted a new impulse to the internal-improvement feeling of the country, under which our railroad enterprises have moved forward, with increasing strength and vigor, to the present time. The Western railroad, when its objects, direction, and the obstacles in the way of its construction are considered, is certainly a remarkable work. Through it the city of Boston proposed to draw to herself the trade and produce of the West, from the very harbor of New York, (for the Albany basin can only be regarded as a portion of her harbor;) and to open in the same direction an outlet for the product of her manufactures, and.of her foreign commerce. It is well known that these efforts have been so far successful as to secure to Boston a large amount of western trade, which otherwise would have gone to New York, and" to render the Western road-her channel of communication between the former city and the West. It was only when menaced by this work, that New York successfully resumed the construction of the Erie railroad; and it is not too much to say, that but for the former, the Erie road would probably have been abandoned, even after the expenditure of many millions of dollars, and the Hudson River railroad project remained untouched up to the present time. The Western railroad, though constructed at immense cost, has proved to be one of the most productive works in the United States, paying an annual dividend of eight per cent., besides accumulating a large sinking fund. It has been the chief instrument of the extraordinary progress of Massachusetts in population, wealth, and commercial greatness, from 1840 to 1860. It supplies the State with a large 298 S. Doc. 112. portion of many of the most important articles of food. It opened an outlet to the products of her manufacturing establishments and her foreign commerce, and stimulated every industrial pursuit to an extraordinary degree, and, from the results that have followed its opening, forced all our leading cities to the construction of similar works, with similar objects. Railroads from Boston to Lake Champlain and the St. Lawrence.The Western railroad, though accomplishing greater results, and exerting a wider influence upon the varied interests of the State, than either were or could, with reason, have been anticipated, secured to the city of Boston only a small portion of the western produce reaching Albany. As the canal, which has been the avenue for this produce, is in operation only during the period of navigation on the Hudson river, it is found that this produce can be forwarded to New York by water much cheaper than to Boston by railroad. Cost of transportation always determines the route. At the dullest season of the year for freights, flour is often sent from Albany to Liverpool at a cost not exceeding twenty-five cents per barrel, which is only equal to the lowest rate charged from Albany to Boston. The Western railroad, therefore, though a convenient channel through which the people of Boston and of Massachusetts draw their domestic supplies of food, is found unable to compete with the Hudson river as a route for produce designed for exportation to foreign countries or to the neighboring States. It failed to secure one of the leading objects of its construction. Its fault, however, was not so much ascribed to the idea upon which the road was built, as to the route selected to accomplish its object. It was felt that a route farther removed from the influence of the New York system of public works must be selected, and this conviction led to the project of a direct line of railroad from Boston to the navigable waters of Lake Ontario, passing to the north of Lake Champlain. This line, freed from all immediate competition, and from the attractive influence of other great cities, would, it was believed, secure to Boston the proud preeminence of becoming the exporting port of western produce, and, as a necessary consequence, the emporium of the country. This great line has been completed; but it has too recently come into operation to predict, with any certainty, the result. From Boston to Lake Champlain it is composed of two parallel lines: one made up of the Boston and Lowell, Nashua and Lowell, Concord, Northern (New Hampshire,) and Vermont Central; the other of the Fitchburg, a part of the Vermont and Massachusetts, Cheshire, and Rutland roads. From Burlington, on Lake Champlain, these roads are carried forward upon a common trunk, composed of the Vermont and Canada, and Ogdensburg (northern New York) roads, to Ogdensburg, on the St. Lawrence, above the rapids in that river, thus forming an uninterrupted line from the navigable waters of the great basin to the city of Boston. The lower portions of these lines in Massachusetts and New Hampshire were, in the outset, constructed chiefly with local objects in view. It was not until the State of Vermont was reached, that more compre S. Doc. 112. 299 hensive schemes began to give direction and character to the railroad enterprises in that quarter. The Vermont Central, the Rutland, and the Ogdensburg roads were commenced nearly simultaneously. The leading object in their construction was that to which we have already adverted. Only with such objects to be realized in the future, and not during the progress of the works,. could they have been accomplished. Men were called upon to make-and they contributed under a conviction that they were making-great present sacrifices for a future and prospective good. The constancy with which these works have been sustained and carried forward under circumstances the most discouraging, and under an unexampled pressure in the money market, reflects high credit upon the people of Boston, by whom the money for them has been chiefly furnished, and is the best possible evidence of the value of the prize sought to be gained. By means of the line above described, a railroad connexion is opened with Montreal, through which that city now receives a large amount of her foreign imports, both from the United States and Great Britain. This trade has already far exceeded expectation; and as the city of Boston is a convenient winter port for Montreal, the latter will, undoubtedly, continue to receive a large amount of her winter supplies of merchandise through the former, giving rise to a. large and profitable traffic, both to the railroads connecting the two, and to the cities themselves, and tending to strengthen the position of each, as far as its hold upon the trade of the country is concerned. Should the line of railroad connecting Ogdensburg and Boston prove unable to'compete successfully with the New York works, in the carriage of western produce, so far as the export trade is concerned, it will, undoubtedly, supply the demand for domestic consumption, and in this way not only secure a profitable traffic, but prove of great utility to the manufacturing and commercial districts of New England. For the articles of flour, corn, and cured provisions, the New England States depend principally upon the West. To supply these articles in a cheap, expeditious, and convenient manner, the above line is well adapted. - It not only traverses many of the most important points of consumption, but connects with other roads penetrating every important portion of New England. Were those immediately interested in the above roads to derive no other advantage than that of receiving their supplies of western products, and forwarding over them in return those of their own factories, they would be fully compensated for all their outlay. The unexampled progress of New England in population and wealth, in spite of all her disadvantages of soil and climate, proves, most conclusively, the wisdom and foresight of her people in constructing their numerous lines of railroad, which ally them to the more fertile and productive portions of the country. The distance from Boston to Ogdensburg is about four hundred and twenty-five miles. The rates charged for the transportation of a barrel of flour between the two have ranged from sixty to seventy-five cents per barrel, which is less than the cost on the Erie canal for the same article from Buffalo to Albany, (a distance of three hundred and sixtythree miles,) for many years after its opening. Upon a considerable 300 -S. Doc. 11'2. portion of the above line the grades are somewhat unfavorable, but not more so than upon other lines of road that aspire to a large throughtraffic. Table showing the cost of the various lines of public improvements constructed for the purpose of securing to Boston the trade of the basin of the St. Lawrence and the West. Western railroad, including Albany ahd West Stockbridge. $9,953,758 Boston and Lowell..-.,.. — 1,945,646 Lowell and Nashua -,...........................- 651,214 Concord.............. 1,485,000 Northern..,...-..,.-....-......... 2,768,000 Vermont Central............................ 8,500,000 Fitchburg -.. —----- —. —,,...................... 3,612,4S6 Vermont and Massachusetts,,,.-... 3,450,004 Cheshire.,,,............-2....... 2,777,843 Rutland -.,,,.. -..................,.. —----- 4,500,000 Vermont and Canada................... I.......... 1,500,000 Ogdensburg or Northern........................... 5,200,000 46,343,951 Although only a portion of the Vermont and Massachusetts road is used in the above line, the total cost of the road is included, as it is proposed to make this road a part of a new line to the West, to be effected by tunnelling the Hoosac mountains. In addition to the roads aiming at Lake Champlain, there are two important lines, the Connecticut and Passumpsic, and the Boston, Concord, and Montreal roads-the former in Vermont, and the latter in New Hampshire-having a general northerly direction, which are designed to be ultimately extended to Montreal. The former has reached St. Johnsbury, a distance of two hundred and thirty-eight miles from Boston, and three hundred and thirty-two from New Yorka higher point than any yet attained by any New England road, with the exception of' the Atlantic and St. Lawrence and the Vermont and Canada roads. The latter is nearly completed to TWells river, where it will form a junction with the Connecticut and Paosumpsic 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 extended to Littleton, a distance of twenty miles farther north, and will undoubtedly be continued up the valley of the Connecticut, for the purpose of forming a junction with the Atlantic and St. Lawrence road near Lancaster. The Boston and Worcester road, next to the Western, is the most important project in the State. With the former, it makes a part of the through line to Albany, previously noticed. It is the only channel of communication between the city of Boston and the central portions of the S. Doe. 112.. 301 State, and commands a large local revenue in addition to its throughtraffic. It is one of the most expensive, and at the same time one of the most profitable works of the kind in the country. The Boston and Lowell, the Fitchburg, and the Lowell and Nashua roads, have already been briefly noticed in describing the great lines of which they severally form the trunks. All these possess a very large and lucrative local business, independent of what they derive from intersecting roads. They deservedly rank among the leading roads of the State, and the former was a pioneer work of the kind in this country. Of the roads radiating from Boston in a southerly direction, the leading line is the Boston and Providence, which derives especial importance from connecting the two largest cities in New England. It also forms a part of one of the most popular routes to New York, and holds a conspicuous position from the necessarily intimate relation it bears to one of the great routes of commerce and travel. The next most important road in the southern part of Massachusetts is the Fall River road, which connects Boston with Fall River, a large manufacturing town, and constitutes a portion of another through-route to New York. The other roads in this portion of Massachusetts, though of considerable local consequence, do not, for the want of connecting lines, possess any considerable interest for the public. Railroads from Boston eastward.-Two important works, the Boston and Miraine and Eastern roads, connect Boston with the State of Maine, traversing the northeastern portion, of Massachusetts and the southeastern portion of New Hampshire. They form a junction soon after entering Maine, and are carried forward by the Portland, Saco, and Portsmouth railroad to Portland. The two former run through an almost continued succession of large manufacturing towns, which afford a very lucrative traffic to both lines. These roads are daily becoming more important from the rapid extension of railroads in Maine, and the probable construction of the European and North American railroad, connecting the Maine system of roads with St. John and Halifax, in the lower British provinces, which is destined to become a great route of travel between the Old World and the New. The above-named lines have already a very large through as well as local traffic, and occupy a conspicuous position as a part of our great coast-line of railroads. There are several lines of road traversing the State of Massachusetts from north to south, of much consequence as through routes; among which may be named the Connecticut River line, and that made up of the Worcester and Nashlza and the Norwich and WTorce.ter and Providence and'Worcester roads. These lines traverse districts filled with a.n active manufacturing population, for which they open a direct railway communication with New York, the great depot both of the foreign and domestic trade of the United States. The western portion of the State is also traversed from north to south by a line composed of the Housatonic and a branch of the Western road, extending to the town of North Adams. There are, too, in addition to these, numerous local works in the State, which do not call for particular notice. In the State of New Hampshire there is but one work having for its object the concentration within itself of the trade of the State —the 302 S. Doc. 112. Portsmouth and Concord railroad. The principal motive in the construction of this road was to open a communication with the trade of the interior, and to prevent its being drawn off to Boston on the one hland, and Portland on the other. This work secures to the city of Portsmouth all the advantages of a connexion with the line already described, by which the city of Boston proposes to draw to herself the trade of the West, and will undoubtedly contribute much to sustain the trade and commercial importance of the former. The line of road traversing the Connecticut valley is briefly described under the "Railroads of Connecticut," and those traversing the western part of Vermont are embraced in the notice of the New York system. CONNECTICUT AND RHODE ISLAND. Connecticut.-Population in 1830, 299,675; in 1840, 309,978; in 1850, 370,791. Area in square miles, 4,674; inhabitants to square-mile, 79.33. Rhode Island.-Population in 1830, 97,199; in 1840, 108,830; in 1850, 147,545. Area in square miles, 1,306; inhabitants to square mile, 112.97. The railroads of Connecticut and Rhode Island, though numerous, and some of them important, derive their chief consequence from the relations they sustain to the works of other States, in connexion with which they constitute parts of several main routes of travel. The most prominent of these is the great line connecting Boston and New York. The portion of this line in Connecticut is made up of the New York and New Havren, and the New Haven, Hartford, and Springield roads. These roads, in connexion with the Western, and Boston and Worcester, constitute the great travelled land-route connecting New England with New York, which justly ranks with the most important passenger roads in the United States, as it is one of the most profitable. The travel between New York and Boston has also given birth to other projects, claimed to be still better adapted for its accommodation. The most prominent of these is the Air-Line road, designed to follow a nearly straight route between New Haven and Boston. Although this scheme has been long before the public, it has not been commenced, but there now appears to be a strong probability that it will be successfully undertaken. To open this route will only require the construction of that portion of it lying in Connecticut, as the Massachusetts link is already provided for by the Norfoblk county road. Another road, constructed partly with a view to giving a new route between Boston and New York, is the New London and New Haven road, recently opened to the public. This road is to be extended east, both to Stonington and Norwich, to form a connexion at the former place with the Norwich and Worcester, and at the latter with the Stonington, roads. By these connexions, two new routes would be formed between Boston and New York, one of which would take the important city of Providence in its course. It is, therefore, probable that at no distant day there will be four independent land routes between New York and Boston, in addition to the three lines now in operation, partly by water and partly by railroad. S. Doc. 11'2. 303 By far the greater part of the travel, and no inconsiderable portion of the trade, between Boston and New York, is carried over the routes last named. which are known as the Fall River, Stonington, and Norwich and Worcester routes; the first is composed of the Fall River road; the second of the Boston and Providence, and Stonington; and the third, of the Boston and Worcester, and Norwich and WTorcester,. and their corresponding lines of steamers. All these routes are justly celebrated for the comfort and elegance of their accommodations; the ease, safety, and despatch with which their trips are performed; and are consequently the favorite routes of travelling by a large portion of the business and travelling public. The distance between Boston and New York, by these routes, is about 230 miles. The other leading lines in Connecticut are the Housatonic, extending from Bridgeport to the State of Massachusetts, and connecting with the roads in the western part of that State; the Naug.atuck, extending from Stratford to Winsted, a distance of about 60 miles; and the Canal railroad, extending from New Haven and following the route of the Old Farmington canal to the northern part of the State, whence it is to be carried forward to Northampton, in Massachusetts. An important line of road is also in progress from Providence, centrally through the States of Rhode Island and Connecticut, to Fishlkill, on the Hudson river, taking the city of Hartford in its route. This road is regarded with great favor by the cities of Hartford and Providence, as a means of connecting themselves with the Hudson, through which both draw a very large amount of some important articles of consumption, such as breadstuffS, lumber, coal, and the like. The railroads lying principally in Rhode Island are the Stonington, which has already been noticed, and which is chiefly important as a part of one of the leading routes between Boston and New York; and the Providence and Worcester road. The latter is an important local work, traversing for almost its entire distance a constant succession of manufacturing villages. It is also an important through-road to the city of Providence, bringing her in connexion with the Western railroad and the central portions of Massachusetts, and with New Hampshire and Vermont, by means of the railroads centring at Worcester. The Boston and Providence railroad, lying partly in Rhode Island, is already sufficiently described in the notice of the Massachusetts railroads. Another important line of railroads, not particularly noticed, which may be embraced in the description of the "railroads of Connecticut," is the great line following the Connecticut valley. This line, though composed of several distinct works, is in all its characteristics a homogeneous line. It traverses the most fertile, picturesque, and attractive portion of New England, and is important both from the large traffic and the pleasure-travel it commands. No line of equal extent in the United States presents superior attractions. It has already reached St. Johnsbury, Vermont, a distance of about 330 miles from New York, and 254 from New Haven. Measures are now in progress to secure its extension about 30 miles farther north to Island Point, there to form a junction with the St. Lawrence and Atlantic railroad, in connexion 8304 S.- Doc. 112. with which a new, direct, and convenient route will be opened between New York and the New England States, and the cities of Montreal and Quebec. MAINE. Population in 1830, 399,455; in 1840, 501,798; in 1850, 5S3,169. Area in square miles, 30,000; inhabitants to square mile, 19.44. With the exception of the States of Maine and Connecticut, the railroad system of New England rests upon Boston as a common centre; by the capital of which it has been mainly constructed. The roads of Maine belong to an independent system, toward which the city of Portland bears the same relation as does Boston to the works already described. The leading road in Maine forms a part of the line connecting Montreal and Portland, made up of the Atlantic and St. Lawrence ill the United States, and the St. Lawrence and Atlantic in Canada. This great woik was first proposed to the people of Portland as a means of recovering the position they had lost from the overshadowing influence of their great rival, Boston, and of securing to themselves a portion of the trade of the West, which is now exerting such marked influence in the progress of all our great commercial towns. Portland possesses some advantages over any other city east of New York, in being nearer to Montreal, the emporium of the Canadas; and in possessing a much more favorable route for a railroad from the Atlantic coast to the St. Lawrence basin than any other, east of the Green Mountain range. The city of Montreal, being accessible from all the great lakes by the largest craft navigating these waters, is the convenient depot for the produce collected upon them. When once on ship-board, this produce may be taken to Montreal at slightly inureased rates over those charged to Buffalo, Oswego, or Ogdensburg; but the want of a winter outlet from Montreal to tide-water has seriously retarded the growth and prosperity of that city, and prevented her from reaping all the advantages from her connexion, by her magnificent canals, with the trade of the West, which she would have secured by a convenient winter outlet. Formerly large amounts of western produce were usually collected there during the autumnal months, and wa.rehoused till spring, and then shipped to England. Shipments by this route involved the, necessitv of holding produce received late in the season some four or five months.'The inconveniences and losses arising from these causes, aided by the repeal of the English corn laws, were among the prominent reasons which led to the commercial arrangements by which colonial produce and merchandise-are allowed to pass, in bond, through the territories of the United States. This arrangement had a tendency to divert a large trade from Montreal, and threatened the most disastrous consequences to its trade and prosperity. In view of this state of things, its citizens espoused and prosecuted the railroad to Portland with great energy and zeal. The whole work is far advanced toward completion on both sides of the line. The portion within the United States will be finished during the present year, and the Canadian portion by the 1st of July, 1553. It occupies the shortest practicable route between the St. Law S. Doc. 11i2. 305 rence river and the Atlantic coast. Its grades are favorable, nowhere exceeding fifty feet to the mile in the direction of the heavy traffic, or sixty feet on the opposite course. The gauge of the whole road is to be five and a half feet. As no transhipment will be necessary upon this road, and as its operations can be placed substantially under one management, it is believed that produce can be transported over it at much lower rates than the ordinary charges upon railroads. As before stated, the plan of a railroad from Portland to the St. Law-,rence originated in the idea of the possibility of making that city the Atlantic terminus of a portion of the trade of the St. Lawrence and the great lakes. The city of New York had so long been in the exclusive possession of this trade, as to create the idea that she held it by a sort of natural and inalienable right. When the idea was proposed of turning this trade through a new channel, and of bringing it to the Atlantic coast at a point some four hundred miles northward, the boldness of such a proposition was enough to stagger the credulity of every one wvho did not feel himself immediately interested in the result. As soon, however, as the prospect was fully unfolded to the people of Portland, its apparent practicability, and the advantages which it promised. to secure, took complete possession of the public mind, and the city resolved, single-handed to undertake the construction of a work running, for a considerable portion of its distance, through comparatively unexplored forests; traversing for one hundred miles, at least, the most mountainous and apparently most difficult portion of' the eastern States for railroad enterprises; andl involving a cost, for the American portion alone, of over five millions of dollars. Repeated attempts had been made to construct a short road, for the accommodation of local traffic, upon the very route since selected for the great line, but without success. The inducements held out were not regarded sufficient to warrant the necessary outlay. It was only by assuming that the people of Portland held within their grasp the trade of' one of the most important channels of commerce in the whole country, that. they could be induced to make the efforts and sacrifices necessary to success. These effbrts and sacrifices have been made. The project is on the eve of realization, and the wisdom in which the scheme was conceived, and the skill and ability displayed in its execution, give the most satisfactory assurance of complete success. The length of this line, the construction of which devolved upon the people of Portland, is about one hundred and sixty miles, costing about $35,000 per mile, or an aggregate of nearly $6,000,000. The first step in the process of construction was a stock subscription of over $1,000,000 by the citizens of Portland, aided by some small contributions ftiom towns on the route —for the project was regarded by all others as a mere chimera. This was expended in construction, and was sufficient to open the first division, which, running through an excellent country, at once entered into a lucrative traffic. The city of Portland then obtained, by two several acts of the legislature, permission 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 of over $3,000,000 to the work. The necessary balance has been raised upon 21 306 S. Doc. 112. stock subscriptions by contractors and company bonds. In this manHer has a city of 20,000 inhabitants secured the construction of a firstclass railroad, connecting it with the St. Lawrence by the shortest route practicable for a railroad from any of our seaports. The amount actually paid in to the project by the people of' Portland will exceed $50 in cash to each individual, in addition to $100 to each, represented by the credits that have been extended. It is believed that no better monument exists in this country of the energy and enterprise of our people, and the successful co-operation of one community in the execution of a great enterprise by which all arc, relatively speaking, to be equally benefited. It is an example which cannot be studied and imitated without profit. Prior to the construction of the Atlantic and St. Lawrence railroad, the only railroad of importance in the State was the Portland, Saco and Portsmouth road, which connected its commercial metropolis with the railroad system of Massachusetts. This road was constructed by persons interested in the connecting lines, as a necessary extension of their own. When the city of Portland was reached, their objects were regarded as secured. Any further extension of railroads in Maine was looked upon as of doubtful utility to the interests of the city of Boston, the great centre of the New England system. It was felt that the construction of railroads north and east from Portland, into the interior, might concentrate in that city the trade of the State, which had been almost exclusively enjoyed by the former. This trade was already secured and sufficiently accommodated, as far as Boston was concerned, by the extensive commercial marine of the two States; and the construction of railroads, it was felt, might lessen instead of strengthening the grasp by which she held it. While every other portion of the country was embalrking in railroads, the conviction grew up that Maine was not the proper theatre for such enterprises, or, if it were, the people felt their means unequal. to their construction, and it was known that no fore;gn aid would be had. All such projects; therefore, came to be regarded with comparative indifference. In this condition of' the public mind the Atlantic and St. Lawrence scheme was proposed, and with it a system of railroads independent of the rest of the New England States, which should concentrate within her own territory her capital and. energies, and which should not only place her in a commanding position in reference to the trade of the West, but, at the same time, place her en route of the great line of travel between the Old and New Worlds-a position combining all the advantages of the most favorable connexions'with the domestic trade of the country and with foreign commerce and travel. These propositions constitute an era in the history of the State. A new life was infused into the public mind, and objects of the highest value held out as the reward of' new efforts. The effect upon the policy and public sentiment of' the State has been magical. The whole people felt and saw that they have rights and interests to maintain and vindicate, and that Maine, instead of' being a remote and isolated State, removed from participation in the projects and schemes which are efficting changes so marvellous upon the face of society, could be brought by her own efforts into the very focus S. Doe. 112. 307 of the great modern movement. A new destiny was opened before her. To this call she has nobly responded, and the State is alive with projects that promise, in a few years, to secure to every portion of it all necessary railroad accommodations, with the results which always follow in their train. Next in importance to the Atlantic and St. Lawrence railroad is the European and North American project, which is designed to become a part of the great route of travel between the Old World and the New. Under the above title is embraced the line extending from Bangor, Maine, to Halifax, Nova Scotia, taking St. John, New Brunswick, in its route. From Bangor west, the line is to be made up of the PenoLscot and Kennebec road, now in progress; the Androscoggin and Kennebec road, with a portioi of the Atlantic and St. Lawrence, hnow in operation. When the whole line shall be completed, it is claimed that the transatlantic travel will pass over this road to and from Halifax, and that through Maine will be the great avenue of travel between Europe and America. Without expressing any opinion as to the soundne'ss of such claims, their correctness is at present assumed, and is made the basis of action on the part of the people of the State, and, to a certain extent, gives character and direction to their railroad enterprises. Of this great line, that portion extending from Portland to Waterville, a distance of eighty-two miles, is already provided for by a portion of.the Atlantic and St. Lawrence and the Androscoggin and Kennebec railroads. The portion firom Waterville to Bangor, something over fifty miles,'is in progress. From Bangor to the boundary line of New Brunswick, no definite plan has been agreed upon; although the subject is receiving the careful consideration of 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 portion of it is already provided for by a contract with a company of' eminent English contractors, who, it is believed, will also undertake the Nova Scotia division. Of the realization of this s$ciemf at the earliest day, there can be no doubt. The plan meets with as hearty approval in the provinces, and in Great Britain, as it does in Maine; and on both sides of the water are the results claimed fully conceded. Such being the fact, foreign capital will be certain to supply, and is, indeed, now supplying, whatever may be lacking in this country. Another leading road in Maine is the Kennebec and Portland, extending from Portland to Augusta, upon the Kennebec river, a distance of over sixty miles. This road it is proposed to extend, to form a junction with the Penobscot and Kennebec, by which it will become a convenient link from Portland east, in the great European and North American line already referred to. An important line of road is also in prlogress, to extend from Portland to South Berwick, there to form a junction with the Boston and Maine road-thus forming two independent lines of railroad between Portland and Boston. A portion of this line is in operation, and the whole under contract, to be completed at an early day. A project of considerable importance is also at the present time 308 S. Doe. 112. engrossing the attention of the people of Bangor-that of a railroad following the Penobscot river up to Lincoln, a distance of about fifty miles. As the route is remarkably favorable, and easily within the means of the city of Bangor, its speedy construction may be set down as certain. It is much needed to accommodate the important lumbering interest on that river. From Bangor -to Oldtown a distance of twelve miles-a railroad already exists, which will form a part of the above line. The projects enumerated embrace a view of all the proposed works in Maine, of especial public interest. NEW JERSEY. Population in 1830, 320,823; in 1840, 373,306; in 1860, 489,555. Area in square miles, 8,320; inhabitants to square mile, 58.84. The railroads of New Jersey, as do those of the State of Connecticut, derive their chief importance from their connexion with the routes of commerce and travel of other States. The most important roads in the State are those uniting New York and Philadelphia, the Camden and Amboy and the New Jersey railroads, in connexion with the Philadelphia and lTrenton road, lying within tge State of Pennsylvania. Upon these roads are thrown not only the travel between the two largest cities in the United States, but between the two great divisions of the country. As might be expected from such relations, they command an immense passenger traffic, and rank amnong our most successful and productive works of the kind. They are much more important as routes of travel than of commerce, as the Raritan canal, which has the same general direction and connexions, is a better medium for heavy transportation. Another important work is the NTew Jerse?J Central, which traverses the State from east to west. At Elizabethtown it connects with the New Jersey road, thus forming a direct railroad connexion between New York and Easton, on the Delaware river. This road, though locally important, is still more so fiorn its prospective connexions with other great lines of road, either in progress or in operation. It is proposed to extend it up the valley of the Lehigh, and through the mountain range lying between the Delaware and Susquehanna rivers, to Catawissa, on the latter, from which it will be carried to Williamsport, to form a connexion with the Sunbury and Erie road, which is about to be commenced. Upon the completion of these, the Central would not only form a very important avenue between the city of New York and the coal-fields of Pennsylvania, from which that city draws its.supplies of.fiiel; but would unite the city with Lake Erie, opening a new and direct line for the trade of the West, and placing New York in very favorable relations to the proposed Sunbury and Erie line. From Easton to Sunbury a large amount has already been expended for the purpose of opening the above communication, and no doubt is expressed that this project will be speedily realized. A road is also in progress fiom Trenton, designed to follow the Delaware up to the Water Gap, for the purpose of connecting with the S. Doc. 112. 209 proposed road from the Lackawanna valley to that place, and of opening 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 characteristics with the Central, is the Morris and Essex. This road is now in "operation to Dover, a distance of about forty miles from New York, and is in progress to a point on the Delaware river, opposite the Water Gap. From the Water Gap a road is proposed extending to the Lackawanna valley, at Scranton, the centre of very extensive deposites of iron and coal. The importance of a continuous line of railroad from the coal-fields of Pennsylvania to New York has already been adverted to. The extension of the Morris and Essex line into'the Lackawanna valley is of the first consequence, from the connexion it would there form. This valley is already connected with western New York and the great lakes, and will be the focal point of a large number of roads, constructed fbr the purpose of becoming outlets for its coal in a northerly direction. By the opening of a railroad from this valley to New York, a new and important route would be formed between that city and the lakes, which could not fail to become a valuable one, both for commerce and travel. Through the northern part of the State, the Erie railroad is now brought to Jersey City by means of what is now called the Union railroad, composed of two short roads, previously known as the Paterson and the Paterson and Ramapo; the track of this will be relaid, so as to correspond to the Erie gauge. Through this road the Erie is brought directly to the Hudson, opposite New York-a matter of great importance so far as its passenger traffic is concerned. The former is leased to, and is run as a part of; the Erie road. A railroad is also in progress from Camden, opFosite Philadelphia, to Absecum Beach, on the Atlantic coast. This road w;ll traverse the State centrally, from northwest to southeast, and will prove a great benefit to the country traversed. Canals of New Jersey. There are two canals of considerable importance in the State —the Delaware and Raritan, and the.Morris and Essex. The Delaware and Raritan canal, the most considerable work of the two, commences at New Brunswick and extends to Bordentown, a distance of 43 miles. It is 75 feet wide at the surface, and 47 at the bottom, and 7 feet deep. There are seven locks at each end, 110 feet long, and 24 feet wide, having eight-feet lift each. These -locks pass boats of 228 tons burden. The canal is supplied from the Delaware river, by a feeder taken out 22 miles above Trenlon. This canal connects with the Delaware division of the Pennsylvania canals, and is the principal channel through which New York is supplied with coal. It also commands a large amount of freight between New York and Philadelphia, and is navigated by regular lines of propellers, running between the two cities. This work is of very great importance 310 S. Doc. 112. to the city of New York, as a means of supplying that city with coal, and as affording a. convenient channel of communication with Philadelphia. It is also an important work in a national point of view; as, in connexion 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 cotrnlunication between the different portions of the country in the event of a war with a foreign power. Morris and Essex canal.-This work extends by a circuitous route from Jersey City to the Delaware river, at Easton. Its length is about one hundred miles. Its revenues are principally derived from the local traffic of the country traversed, and the transportation of coal, which is brought to Easton by the Lehigh canal. Its relations to the commerce of the country are not such as to call for particular notice. PENNSYLVANIA. Population in 1830, 1,348,233; in 1840, 1,724,033; in 1850, 2,311,786. Area in square miles, 46,000; inhabitants to square mile, 50.25. The attention of the people of Pennsylvania was, at an early period illn our history, turned to the subject of internal improvements, with a view to the local wants of the State, and for the purpose of opening a water communication between the Delaware river and the navigable waters of the Ohio. It was not, however, till stimulated by the example of New York, and the results which her great work, the Erie canal, was achieving in developing and securing to the former the trade of the West, that the State of Pennsylvania commenced the construction of the various works which make up the elaborate system of that State. The great Pennsylvania line of improvement, extending from Philadelphia to Pittsburg, was commenced on the 4th of July, 1826, and was finally completed in March, 1834. It is made up partly of railroad and partly of canal, the works that compose it being the Columbia railroad, extending from Philadelphia to Columbia, a distance of S2 miles; the eastern and Juniata divisions of the Pennsylvania canal, extending from Columbia, on the Susquehanna river, to Hollidaysburg, at the base of the Alleghany mountains, a distance of 172 miles; the Portage railroad, extending from Hollidaysburg to Johnston, a distance of 36 miles, and by which the mountains are surmounted; and the western division of the Pennsylvania canal, extending from Johnston to Pittsburg, a distance of 104 miles; making the entire distance from Philadelphia to Pittsburg by this line 394 miles. The canals are 4 feet deep, 28 feet wide at the bottorn, and 40 at the water-line. Its locks are 90 feet long, and from 15 to 17 feet wide. The Alleghany mountains are passed by a summit of 2,491 feet, and the eastern division of the canal. attains a height of 1,092 feet above tide-water. The Portage road consists of a series of inclined planes, which are worked by stationary engines. S. Doc. 112. 311 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 Tidewater 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 Baltimore, and the interior of the State, as the boats that navigate it are, after reaching tide-water, conveniently taken to either city, as the case may require. The line of improvement we have described was constructed with similar o()jects, and bears the same relation to the city of' Philadelphia as does the Erie canal to the city of New York. It has not, however, achieved equal results, partly from the want of convenient western connexions, from the unfavorable character of the route, and partly from the fact that the line is made up of railroad and canal, involving greater cost of transportation than upon the New York work. It ias, however, proved of vast utility to the city of Philadelphia and to the State, and has enabled the former to maintain a very large trade which she would have lost but for the above line. The comparatively heavy cost of transportation over this route has not enabled it to compete with the?New York improvements, as an outlet for the cheap and bultky products of the West; but so far as the return movement is concerned it enjoys some advantages over the former, the most important of which is the longer period during which it is in operation. At the commencement of the season it opens for business about a month earlier than the Erie canal-a fact which secures to it and to the city of Philadelphia a very large trade long before its rival comes into operation; so that, although it may not have realized the expectations formed from it, as an outlet for western trade, it has been the great support of Phila.delphia, without which her trade must have succumbed to the superior advantages of New York. It would be a matter of much interest could the movement of property, upon the two lines of improvement from tide-water to the navigable waters of the West, be compared, both in tonnage and value. The returns of the Pennsylvania works, however, do not furnish the necessary data for such a comparison. There are no methods of distinguishing, accurately, the local from the through-tonnage, nor the quantity or value of property received from other States, as is shown upon the New York works. The returns of the business on the former, however, show only a small movement east over the Portage road, which must indicate pretty correctly the through movement. In the opposite direction the amount, both in value and tonnage, is much larger. A better idea, probably, can be formed of the value an.. amount of this traffic from the extent of the jobbing trade of Phila,delphia, a very considerable portion of which must pass over the above, route. Philadelphia, though it does not possess a large foreign comnmerce, is one of the great distributing points of merchandise in the. Union; and the large population and the very rapid growth of that city,. in the absence of the Jfrcigrn trade enjoyed by New York, proves conclusively the immense domestic commerce of the former, 312: S. Doc. 112. Another great line of. improvement undertaken by the State is. cornmposed of the Susqueclanna division of the Pennsylvania canal, extending from the mouth of the Juniata to Northumberland, a distance of 39 miles, and the North Branch canal, extending from Northumberland to the State line of New York, a distance of' 162 miles, where it will connect with the New York State works and the 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 remainder 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, extending through the central portions of the State frcm north to south. This line will, for a considerable portion of its distance, traverse the anthracite coal-fields of the State, ftiom which a large traffic is anticipated. A large trade is also expected from the New York works in such articles as Philadelphia and Baltimore are better adapted to supply than New York. Another important work, so far as the coal trade of the country is concerned, is the Delaware division of the Pennsylvania canal, extending fi'om Bristol to Easton, a distance of 60 miles. This work forms the outlet to the great Lehigh coal-fields. Its cost has been about $1,500,000.: In the western portion of the State several important works were projected, as a part of the great system originally proposed, although only an inconsiderable portion of them has been completed by the State. Of these are, first, the Beaver division of the Pennsylvania canal, commencing at Beaver, on the Ohio, at the mouth of Beaver river, and extending to Newcastle, about 25 miles. This canal forms the trunk of the NIahoning canal, extending from the State line of' Pennsylvania to the Ohio canal, at Akron, a distance of about 76 miles; and also of the Erie extension of the PennsYlvania canal, commencing near Newcastle and extending to Erie, a distance of about 106 miles. This last-described work has passed into private hands; it is at the present time chiefly employed in the transportation of coal, and is the principal avenue fbr the supply of this article to Lake Erie. Connected -with the Erie extension is a State work, called the French creek feeder and Franklin branch, extending from Franklin, on the Alleghany river, to Conneaut lake, by way of Meadville, a distance of about fifty miles. These improvements in the western part of the State are chiefly important as local works; they have not proved productive as investments, though highly beneficial to the country traversed. The West Branch canal, extending from Northumberland to Lockhaven, a distance of seventy-two miles, is a work of much local importance, as it traverses a. region very rich both in soil and minerals. The above constitute the leading works which belong to the State system, as it may be termed. There are a few other works of minor importance, which do not call for particular notice. So far as their income is concerned, the various works undertaken and executed by the State have not proved productive, though they have been of vast utility, and have exerted a great influence in (level S. Doe. 112. 313 oping the resources of the State. The usefulness of the great Central line has been seriously impaired by the compound and inconvenient character of the work, made up partly of railroad and partly of-canal. The mountains are overcome by inclined planes, which are now regarded as incompatible with the profitable operationl:of a railroad, and which are to be avoided on the route by works now in progress. The other works described, not having been carried out according to the original plan, have failed to make the connexions contemplated, and consequently have not realized the results predicted. The State of Pennsylvania, however, possesses -vithin herself elements which, properly developed, are fitted to render her, probably, the first State in the Union in population and wealth. This has, to a great extent, been already effected by the works described, which have in this way added to the various interests of the State a value tenfold greater than the cost; and her people can much better afford to pay the immense sums which these works have cost, than remain unprovided with such improvements, even with entire freedom from debt. Annexed is a tabular statement, showing the length and cost of the various State works above described. Tabular statement showing the length, cost, total revenue, and expenditures of the public works of Pennsylvania up to January 1, 1852. Lines. Length. Cost. Revenue. Expenditures. Miles. Columbia and Philadelphia railway. 82 $4, 791,548 91 $7, 483, 395 53 $5,105, 058 39 Eastern division of canal -------- 43 1,737,236 97 2,661,008 05 762,981 30 Juniata division of canal......... 130 3, 570, 016 29 1, 371,948 59 1,760, 583 19 Alleghany Portage railway....... 36 1, 860, 752 76 2, 985, 769 10 3,161, 327 26 Western division of canal......... 105 3, 096, 522 30 2, 523,979 59 1, 197,182 83 Total main line............ 396 15, 056, 077 23 17, 026,100 86 11, 987, 132 97 Delaware division of canal....... 60 1, 384, 606 96 2,238,694 75 1 117,716 70 Susquehanna division of canal. -... 39 897, 160 52 402, 779 15 554, 835 22 North Branch division of canal... 73 1,598, 379 35 1, 003, 047 58 753, 662 17 West Branch division of canal-... 72 1, 832, 083 28 449, 058 19 738, 470 58 640 20, 768, 307 34 21,119, 680 53 15,151,817 64 French Creek division of canal... 45 817,779 74 5,819 67 143, 911 94:Beaver division of canal......... 25 512, 360 05 38, 312 29 210, 360 00 Finished lines............. 710 22, 098, 447 13 21, 163, 812 49 15, 506, 089 58 Unfinished improvements-........ 314 7,712, 531 69.. Board of Canal Commissioners.... 70, 782 67.-....... 70, 782 66 Board of Appraisers.-...........-. -.-. 17, 584 93........ Collectors, weighmasters, and lockkeepers... —.................................. 1, 348, 384 14 Exploratory surveys. 157, 731 14............................. Total... —......, 024 30,057, 077 56 21, 163, 812 49 16, 925,256 38 314 S. Doc. 112. Private Works. Pennsylvania railroad.-The object of the Pennsylvania railroad is to provide a better avenue for the trade between Philadelphia and the interior —one more in harmony with the works in progress and operation in other States than the great line already described. The latter is not only poorly adapted to its objects, but is closed a considerable portion of' the year by frost. The mercantile classes of Philadelphia have long felt the necessity of a work better adapted to their wants, and fitted to become a great route of travel as well as commerce, from the intimate relation that the one bears to the other. It is by this irnterest that the above work was proposed, and by which the means have been furnished for its construction. The conviction of which we have spoken has been instrumental in procuring the money for this project as fast as it could be economically expended. The work has been pushed forward with extraordinary energy from its commencement'Already a great portion of the line has been brought into operation, and the whole will soon be completed. The Pennsylvania railroad commences at Harrisburg and extends to Pittsburg, a distance of 250 miles. The general route of the road is favorable, with the exception of the mountain division. The summit is crossed at about 2,200 feet above tide-water, involving gradients of 95 feet to the mile, which are less than those resorted to on the Baltimore and Ohio railroad, and not much exceeding those profitably worked on the Western railroad of Massachusetts. The route is graded, and the structures are prepared for a double track, which will be laid as soon as possible after the first shall be opened. The cost of the road, for a single track, is estimated at $12,500,000, of which $9,750,000 have been already provided by stock subscriptions. The balance is to be raised by an issue of bonds. The road is to be a firstclass work in every respect, and is constructed in a manner fitting the great avenue between Philadelphia and the western States. As a through route, both for trade and travel, there is hardly a work of the kind in the United States possessing greater advantages, or a stronger position. Its western terminus-Pittsburg —is already a city of nearly 100,000 inhabitants, and is rapidly increasing. That city is the seat of a large manufacturing interest, and the centre of a considerable trade; and a road connecting it with the commercial metropolis of the State cannot fail to command an immense and lucrative traffic. The western connexions which this road will make at Pittsburg are of the most favorable character. It already has an outlet to Lake Erie through the Ohio and Pennsylvania and the Cleveland and Wellsville roads. The former of these is regarded as the appropriate extension of the Pennsylvania line to the central and western portions of Ohio. Through the Pittsburg and Steubenville road —a work now in progressa connexion will be opened with the Steubenville and Indiana railroad, which is in progress from Steubenville to Columbus.- These lines, in connexion with the Pennsylvania road, will constitute one of the shortest practicable routes between Philadelphia and central Ohio. At Greenburg, 25 miles east of Pittsburg, the Hempfield railroad will S. Doc. 112. 315 form a direct and convenient connexion with Wheeling, which has already become an important point in the railroad system of the country. At that city, by means of the Hempfield line, the PennsylYania road will be connected with the Central Ohio, and with the northernextension of the Cincinnati and Marietta, roads; and through all the above-named lines the former will be brought into intimate and convenient relations with every portion of the western States. The Pennsylvania road must also become a route for a considerable portion of the travel between the western States and the more northern Atlantic cities. From New York it will constitute a shorter line to central Ohio than any offered by her own works. It will, for such travel, take Philadelphia in its course-a matter of much importance to the business community. The route occupied by the road is one of the best in the country for local traffic-possessing a fertile soil and vast mineral wealth in its coal and iron deposites. From each of these sources a large business may be anticipated. The whole road cannot fail, in time, to become the seat of a great manufacturing interest, for which the coal and iron upon the route will furnish abundant materials. The Pennsylvania road, though only partially opened for business, has demonstrated its immense importance to the trade of Philadelphia. It was the means of securing to that city, during the present year, a very large spring trade, which otherwise would have gone to New York. The advantages already secured are but an earnest, it is claimed, of what the above work will achieve, when fully completed. It is confidently expected, by its projectors, that the work will be followed by the same results to Philadelphia that the Erie canal secured to the city of New York. However this may be, there can be no doubt of its becoming the channel of an extensive commerce, and one calculated to promote, in an eminent degree, the prosperity of the city of Philadelphia, as well as that of the whole State. The next most important work in the State, and one of greater local importance, is the Philadelphia and Reading railroad. This work is the great outlet of the Schuylkill coal-fields to tide-water. On this account it bears a most intimate relation to most of the great interests of the country. Its length is about 90 miles, and its total cost about $17,000,000. It is one of the most expensive and beSt-built roads in the United States. All its grades are in favor of the heavy traffic. Nearly 2,000,000 tons of coal have been transported over this road the past year. There can be no doubt that the enormous coal traffic which this road secures to Philadelphia is one of the causes of the extraordinary increase of that city from 1840 to 1850. This work has not, till a comparatively recent period, proved a profitable one to the stockholders; but it is confidently expected that for the future it will yield a lucrative income. Philadelphia, WYilington, and Baltimore railroad.-This work lies partly in the three States of Pennsylvania, Delaware, and Maryland, ut may be appropriately described with the Pennsylvania roads. Its income is chiefly derived from its passenger traffic. It is one of the most important trunks in the great coast-line of railroads between the North and the South, and would be supposed to be one of the best routes 316 S. Doe. 112. in the country for a lucrative traffic. Its length is 98 miles, and it has cost something over $6,000,000. It has been an expensive work to construct and maintain, and has not, consequently, proved very profitable to stockholders, though its value in this respect is rapidly increasing. 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 lPhiladelphia and Trenton, one of the links of the principal line of road connecting Philadelphia with New York, and, for this reason, an important work. This is one of the leading routes of travel in the country, and commands a very profitable traffic. 2d, the Harrisburg and Lancaster road, which forms a part of the great line through the State. 3d, the York and Cumberland road, which is to form a part of the line through central Pennsylvania, of which the Susquehanna road is to be an important link. 4th, the Cumberland Valley road, extending from Harrisburg to Chambersburg. 5th, the Lackawanna and Western road, connecting the northern coal mines of Pennsylvania with the New York improvements. 6th, the Philadelphia, Germantown, and Norristow.n road, of which it is proposed to form the base of a line extending from Norristown to the Delaware river. 7th, the Franklin railroad, extending from Chambersburg to Hagerstown, Maryland. Sth, the No'rtheast. 9th, the Frankliln Canal road, extending from Erie to the Ohio State line. These two last form the only existing link between the railroads of the Mississippi valley and of the eastern States, and vill, from their favorable relations, command an immense business. The Lackawanna and Western will soon become a part of another thrlough route from western New York to the city. Already are roads either in progress or in operation from New York to the Water Gap. The completion of these will leave o1ly about forty-five miles of new line, to open a new and shorter route from Great Bend, on the Erie road, to the city of New York, than by that line. There are also in the eastern part of the State numerous coal roads,. the most important of which is the Pennsylvania Coal Company's road, extending from the Lackawanna valley, a distance of something over forty miles, to the Delaware and Hudson canal. With the above exception, the coal roads are short lines; as they are purely local works, a description of them is not appropriate to this report. There are several very important works, proposed and in progress, in the State. Those in the eastern part of it are: the road firom Norristown to the Delaware river, which is to be extended to the Water Gap, for the purpose of forming a connexion with the proposed road to the Lackawanna valley; the Catawissa, Williamsport, and Erie road, which is the virtual extension of the Reading road into the Susquehanna valley; and a road extending from Easton, following up' the valley of the,Lehigh, to a junction with the road last named. The first of these is in progress. The Catawissa road was partially graded some years since, and efforts are now making to secure its completion. The road up the valley of the Lehigh is regarded as the virtual extension of the New Jersey Central road into the valley of the Susquehanna, where a connexion will be formed with the Sunbury and Erie road; thus opening a direct communication between the latter and New York, and S. Doc 112. 317 placing that city in as favorable connexions with the proposed line to Lake Erie as Philadelphia. An important line of' road is soon to be commenced, extending fiom Harrisburg up the valley of the Susquehanna to Elmira, in the State of New York. This work may be regarded as a Baltimore project, and is sufficiently described in connexion with the Baltimore and Susquehanna railroad. In the western part of the State, the leading work in progress is the Alleghany Vallcy road, extending from Pittsburg in a generally northeastern direction to Olean, on the New York and Erie road, which is the probable terminus of the Genesee Valley and the Buff-lo and Olean roads. The length of' the Alleghany Valley road will be about one hundred and eighty miles. )ts gauge will probably correspond to that of the New York and Erie road. In connexion with this, it will form a very direct and convenient route between the cities of New York and Pittsburg, and also between the latter and the cities of Albany and Boston, through the Albany and Susquehanna road. By the above lines, the Alleghany Valley road will connect Pittsburg with Lakes Erie and Ontario, and with the Hudson river. The road will traverse one of the best portions of Pennsylvania, possessing a fbrtile soil, and abounding in extensive deposites of coal and iron. The project has the warm support of Pittsburg, and when the inducements to its construction are considered, and the means that can be made applicable to this end, its early completion cannot be doubted. Another road in progress in western Pennsylvania is the Hemjfield, extending from Greensburg, on the Pennsylvania road, to Wheeling, a distance of about 78 miles. One of the leading objects of this road is to connect the great Pennsylvania line with the roads centring at Wheeling. It derives its chief public consideration from this fact, although its line traverses an excellent section of country, which would yield a large local traffic. This project is regarded with much favor by the people of Philadelphia, from the supposed favorable connexions it will make with the Ohio Central and the northern extension of the Cincinnati and Marietta roads. When completed, it will undoubtedly become an important avenue of trade and travel. The Pittsburg and Steubenville road resembles the Htemfield, both in its objects and its direction. It was proposed as a more direct route to central Ohio than that supplied by the Ohio and Pennsylvania railroad. One of the leading motives for its construction was to counteract any influence that the Hcmfield road might exert prejudicial to the interests of Pittsburg, by placing that city on one of the shortest routes between the East and the West. At Steubenville, it will connect with the Steubenville iand Indiana road, now in progress from that city to Columbus, the capital of Ohio. The proposed:Sunbury and Erie railroad is intended to bear the same relation to Philadelphia, in reference to the trade of Lake Erie and the West, as does the Erie railroad to New York. Its length will be about 240 miles. Active measures are in progress to secure the necessary means for this work, which promise to be successful. The whole distance by this route, from Philadelphia to Lake Erie, will be about 420 miles; somewvhat less than that from New York. 31.8 S. Doc. 112. There are a number of canals in the State, owned by private conmpanies, the most important of which are the Schuylkill and Lehigh- canals, which have been constructed for the purpose of affording outlets for the anthracite coal-fields of that State. They derive their chief consequence from their connexion with the coal trade, although they have a large traffic in addition. These works, though of great utility and importance, fiiom the relations they sustain to the varied interests of the country, in supplying them with fuel, are of a local character, and do not form portions of any extended routes of commerce. The Tidewater canal has been briefly alluded to in the notice of the "State works," to which it, supplies a communication with Chesapeake bay, and with the cities of Baltimore and Philadelphia, by a continuous water-line. It is a valuable improvement, and forms the outlet fbr a large and important section of the State, and for a portion of the commerce passing over the State works. It is a work of large capacity, and is in possession of an extensive trade. It is also a channel through which a large quantity of coal is sent to market. DELAWARE. Population in 1830, 76,748; in 1840, 78,085; in 1850, 91,532. Area in square miles, 2,120; inhabitants to square mile, 43.17. The only road lying entirely in this State is the Newcastle and Frenchtown, connecting the Delaware with Chesapeake bay, by a line of 16 miles. This road was once of'considerable importance, as it formed a part of the route of travel between the East and the West, which has since been superseded by the Philadelphia, Wilmington, and Baltimore railroad. It may now be regarded only as a work of local consequence. Chesapeake and Delaware canal.-The only improvement of any considerable importance in Delaware is the Chesapeake and Delaware canal, connecting the above-named bays. This work is 13A miles long, 66 feet wide, 10 feet deep, with two lift and two tide locks. It cost nearly $.3,000,000. A very considerable portion of its cost was furnished by the general government, in donations of land. The work bears a similar relation to the commerce of the country with the Raritan canal, and makes up a part of the same system of internal water-navigation. It is also the channel of a large trade between Chesapeake bay and Philadelphia and New York. The Philadelphia, Wilming'ton and Baltimnore railroad lies partly within the State of Delaware, and has been sufficiently described under the head of "Pennsylvania." MARYLMAND. Population in 1830, 447,040; in S140, 470,019; in 1850, 583,035. Area in square miles, 9,356; inhabitants to square mile, 62.31. Influenced by similar objects to those which actuated the people of Philadelphia, New York, Boston, and the eastern States, in their immense expenditures for works that facilitate transportation, the people of Mary S. Doc. 112. 319 land, at an early period, commenced two very important works, the Chesapeake and Ohio canal and the Baltimore and Ohio railroad, for the purpose of attracting the trade of the interior, and of placing themselves on the routes of commerce between the two grand divisions of the country. By the deep indentation made by the Chesapeake bay, the navigable tide-waters are brought into nearest proximity to the Miississippi Valley in the States of Maryland and Virginia. To this is, to be ascribed the fact, that before the use of railroads, the principal routes of travel between the East and the WTest were fiom the waters of that bay to the Ohio river. The great National road, established and constructed by the general government, commenced at the Potomac river, in Maryland, and its direction was made to conform to the cowztenient route of travel at that time. No sooner had experience demonstrated the superiority of railroads to ordinary roads, than the people of Baltimore assumed the adaptation of them to their routes of communication, and immediately commenced the construction of that great work, the Baltimore and Ohio railroad, which, after a struggle of' twenty-five years, is now on the eve of completion. This road was commenced in 1828, and was one of the first roads brought into use in the United States. At the early period in which it was commenced, the difficulties in the way of construction were not appreciated. These obstructions, now happily overcome, for a long time proved too formidable to be surmounted by the engineering skill and ability, the experience in railroad construction, and the limited amount of capital which then existed in the country. Though fbr a long time foiled, its friends were by no means disheartened, but rose with renewed vigor and resolution fiom every defeat, until the experience of successive efforts pointed out the true pathway to success. The Baltimore and Ohio railroad extends from Baltimore to Wheeling, on the Ohio river, a distance of 379 miles. Its estimated cost is $17,893,166. It crosses the Alleghany mountains at an elevation of 2,620 feet above tide-water, and 2,028 feet above low water in the Ohio river, at Wheeling. In ascending the mountains from the east, grades of 116 feet to the mile are encountered on one plane, for about fifteen miles, and for about nine miles in an opposite direction. Grades of over 100 feet to the mile, for over ten miles, are met with on other portions of the line. These grades, which only a few years since were regarded as entirely beyond the ability of the locomotive engine to ascend, are now worked at nearly the ordinary speed of trains, and are found to olbr no serious obstacle to a profitable traffic. Occurring near to each other, they are arranged in the most convenient manner for their economical working, by assistant power. With the above exception, the grades on this road will not compare unfavorably with those on similar works. The road is now opened to a point about, 300 miles from Baltimore, and will be completed on or before the first day of January next. Whatever doubt may have existed among the engineering profession, or the public, as to the ability of this road, with such physical difficulties in the way, to carry on a profitable traffic, they have been removed by its successful operation. Thallt grades of 116 feet to 320 S. Doe. 112. the mile, for many miles, had to be resorted to, is full proof of the mhagnitude of the obstacles encountered. Its success in the face of all these, of a faulty mode of construction in the outset, and of g'reat financial embarrassment, reflects the very highest credit upon the company, and upon the people of Baltimore. As before stated, the first route of travel between the East and the West, was between the waters of the Chesapeake and the Ohio. The opening of the Erie canal, and, subsequently, of the railroads between the Hudson river and Lake Erie, diverted this travel to this more north ern and circuitous, but more convenient route. This diversion seriously affected the business of Baltimore, and materially lessened the revenues of the Baltimore and Ohio railroad, since its opening to Cumberland. All this lost ground the people of Baltimore expect to regain; and with it, to draw to themselves a large trade now accustomed to pass to the more northern cities. Assuming- the cost of transportation on a railroad to be measured by lineal distance, Baltimore certainly occupies a very favorable' position in reference to western trade. To Cincinnati, the great city of the West, and the commercial depot of southern -Ohio, the shortest route from all the great northern cities will probably beby way of Baltimore, and over the Baltimore and Ohio railroad. To strengthen her position still farther, the people of this city have already'commenced the construction of the Northwestern railroad, extending from the southwestern angle of' the Baltimore and Ohio railroad to Parkersburg, on the Ohio river, in a. direct line towards Cincinnati. The distance fiom Baltimore to Parkersburg, by this route, will be about 395 miles, and about 580 to Cincinnati, by the railroads in progress through southern Ohio. From Wheeling the main trunk will be carried to the lakes by the Clereland and TWellsville railroad, now completed to Wellsville, 100 miles, and in progress from Wellsville to Wheeling,, 36 miles; and through central Ohio to Columbus, by the Central Ohio railroad, now in operation fiom that place to Zanesville, a distance of about 60 miles, and in progress east to Wheeling, about 82 miles. When the Ohio, therefore, is reached, Baltimore will be brought into immediate connexion with all the avenues of trade and travel in the West, and will be in a strong position to contend for the great prize-the interior commerce of the country. The local traffic of this road assumes a great importance from the immense coal trade which must pass over it from the extensive mines situated near Cumberland. The superior quality of this coal will always secure for it a. ready market, and there can be no doubt that the demand will always be equal to the capacity of the road. Already has this trade been a source of lucrative traffic, and contributed not a little to the success of the road before the western connexions, upon which complete success was predicated, could be formed. But. for this traffic the credit of the company could have hardly been maintained, at a point necessary to secure the requisite means fobr its prosecution to the Ohio river. Baltimore and Susquehanna railroad and its connexions.- The next -great line of public improvement in Maryland is the Baltimore and Susquehanna railroad, by which that city secures a communication S. Doc. 112. 321 with the country lying to the northwest, and with the public works of the State of Pennsylvania, as she will ultimately with those of New York. As far as distance is concerned, the city of Baltimore occupies as favorable a position in reference to the public works of Pennsylvania, and the various lines 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, Baltimore is making the most vigorous efforts to perfect and extend the works by which these important communications are maintained. She is especially occupied in pushing a 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 from its accustomed channels, 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 Pennsylvania., through which this object is to be effected. The trunk of this great line is the Baltimore and Susquehanna railroad, which extends from Baltimore to York, Pennsylvania, a distance 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 faulty mode of construction and to the want of suitable connexions 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, and toward which, in addition to private subscriptions, she has extended aid in her corporate capacity to the amount of $500,000. The distance from Harrisburg to Sunbury, the route occupied by the Susquehanna company, is about 50 miles. From Williamsport to Elmira the distance is about 75 miles. A portion of this last-named link is in operation; and should the road from Williamsport to Ralston be adopted, as a part of the through route, it will require only the construction of some 20 miles to complete the last-named link. Vigorous measures are in progress for the commencement of operations upon the unfinished portion of the above line, and the whole will be completed, as soon as this can be done, by a prudent outlay of the means that can be made applicable to the work. When the works in which the city of Baltimore is now engaged shall be completed, she will occupy a favorable position, as far as her prox-.imity to the great interior centres of commerce is concerned. She will probably be on the shortest route between the great northern cities and Cincinnati-she will be nearer to Buffalo than even New York or Boston. She expects to realize in results the strength of her position in the abstract. Assuming cost of transportation to be measured by lineal 22 32-2 S. Doc. 112. distance, how far-the result will justify her expectations retnains 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 resources 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 Wilmington, North Carolina. Its traffic is chiefly derived from passengers. It is, besides, situated too near the navigable waters of the Chesapeake to command much more than local freight. As a connecting link in the great national line referred to, it occupies a position that must always secure to it a profitable traffic. Chesapeake and Ohio canal.-This great work was projected with a view to its extension to the Ohio river at Pittsburg. The original route extended from Alexandria, up the Potomac river, to the mouth of Wills creek, thence by the Youghiogeny and Monongahela rivers to Pittsburg. Its proposed length was 341 miles. It was commenced in 1828, but it was only in the past year that it-was opened for business to Cumberland, 191 miles. Towards the original stock $1,000,000 was subscribed by the United States, $1,000,000 by the city of Washington, $2-50,000 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 extending 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 fieights at very low rates, in preference to returning light. It is proposed to form a line of steam propellers from New York to Baltimore, for the transportation of coal; and it is claimed that the very low rates at which freights between Newv York and Cumberland can be placed.by such a combination, will cause the canal, in connexion with the Baltimore and Ohio railroad, to become a leading route between New York and the West. The canal is a work of great capacity, having six feet draught of water, and allowing the passage of' boats of 150 tons burden. As it commands the whole water of the Potomac river, it will always be abundantly supplied with water. This canal has encountered so many discouraging reverses as to cause a general distrust as to its ultimate success. It is believed, however, 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. S. Doc. 112. 323 VIRGINIA. Population in 1830, 1,211,405; in 1840, 1,239,797; in 1850, 1,421,661. Area in square miles, 61,852; inhabitants to square mile, 23.17. The State of Virginia is the birth-place of the idea of constructing an artificial line for the accommodation of commerce and travel between the navigable rivers of the interior and tide-water. It is now nearly one hundred years since a definite plan for a canal from the tide-waters of Virginia to the Ohio was presented by Washington to the House of Burgesses of Virginia, and ever since that time the realization of this project has been the cherished idea of the State. The central position of Virginia, her unsurpassed commercial advantages, afforded by the deep indentations of her numerous bays and rivers, and the near approach toward each other, in her own territory, of the Ohio and the navigable waters of the Chesapeake, all pointed out this State as the appropriate ground for a connexion between the two. - To the apparent facility with which'this could be formed, and to the advantages anticipated from it, is to be attributed the hold which this project has always maintained upon the public mind of the State. James River and Kanawha canal.-The great work by which this connexion has been sought to be accomplished is the James River and Kanawha canal, to extend from Richmond to the navigable waters of the Great Kanawha, at the mouth of the Greenbrier river, a distance of about 310 miles. This work is now completed to Buchanan, in the valley of Virginia, a distance of 196 miles, and is in progress to Covington, a town situated at the base of the great Alleghany ridge, about thirty miles farther. It was commenced in 1834, and has cost, up to the present time, the sum of' $10,714,306. The extension of this water line to the Ohio is still considered a problem by many, though its friends cherish the original plan with unfaltering zeal. The work thus far has scarcely realized public expectation, from the difficulties encountered, which have proved far greater than were anticipated in the outset, and have materially delayed the progress of the work. The canal follows immediately on the bank of the river, which has a rapid descent, and, after entering the Alleghany ranges, assumes many of the characteristics of a mountain stream. This fact has compelled the construction of numerous and costly works, such as dams, culverts, and bridges, and subjects the canal to all the dangers of sudden and high floods, from which it has at several times suffered severe losses. But, so far as the canal has been carried, all obstacles have been surmounted. The various works upon it have now acquired a solidity that promises to resist all the trials to which they may hereafter be subjected. The crossing of the crest of the Alleghanies, the most difficult portion of the whole line, has not been commenced. The summit at the most favorable point of crossing is 1,916 feet above tide-water, or 1,352 feet above the highest point upon the Erie canal, which is at the lake at Buffalo. Elaborate surveys and calculations have been, made for the purpose of determining whether a sufficient quantity of water can be obtained for a supply at the summit, and the result seems to favor an affirmative opinion. Could this canal be carried into the Ohio valley, with a sufficient 324 S. Doc. 112. supply of water, there can be, no doubt it would become a route of an immense commerce. It would strike the Ohio at a very favorable point for through business. It would have this great advantage over the more northern works of a similar kind, that it would be navigable during the winter as well as the summer. The route, after crossing the Alleghbany mountains, is vastly rich in coal and iron, as well as in a very productive soil. Nothing seems to be wanting to the triumphant success of the work but a continuous water line to the Ohio. Until this is accomplished, the canal must depend entirely upon its local business for support. Its eventual success as a paying enterprise was predicated upon such accomplishment. Though of great benefit to the contiguous country and to the city of Richmond, it does not promise in its present condition to be profitable to the stockholders. Railroads in Virginia. Central railroad.-The object which led to the conception of the James river and Kanawha canal is now the ruling motive in the construction of the two leading railroad projects of this State, viz: the Virginia central and the Virginia and Tennessee railroads. While the canal is still the favorite project with an influential portion of her citizens, it cannot be denied that, sympathizing with the popular feeling in favor of railroads, which have in many cases superseded canals as means of transportation, and which are adapted to more varied uses and better reflect the character and spirit of the times, a large majority of the people of the State deem it more advisable to open the proposed western connexions by means of railroads than by a farther extension of the canal. The line of the Central road, after making a somewhat extended detour to the north upon leaving Richmond, takes a generally western course, passing through the towns of Gordonsville and Charlottesville, and enters the valley of Virginia near Staunton. At Gordonsville it connects with the Orange and Alexandria railroad, thus giving the former an outlet to the Potomac. This road is now nearly completed to Staunton, with the exception of the Blue Ridge tunnel, which is a formidable work about one mile in length, and is in process of construction by funds furnished by the State. From Staunton the line has been placed under contract to Buffalo Gap, a distance of thirty-five miles. For the whole line up to this point, ample means are provided. The whole length of the road, from Richmond to the navigable waters of the Kanawha, will be about two hundred and eighlty-six miles. The ineans for its construction have thus far been furnished by stock subscriptions on the part of the State and individuals, in the proportion of three-fifths by the former to two-fifths by the latter. No doubt is entertained of its extension over the mountains, at a comparatively early period. The State is committed to the work, and has too much involved, both in the amount already expended and in the results at stake, to allow it to pause at this: late hour. The opinion is now confiaently expressed by well-informed persons that sonme definite plan will S. Doc. 112. 325 be adopted for the immediate construction of the remaining link of this great line. By extending this line to Guyandotte a junction will be formed with the roads now in progress in Kentucky, and aiming at that point. for an eastern outlet. It is also proposed to carry a branch down the Kanawha to its mouth, nearly opposite to Gallipolis, to connect with a road proposed from that point to intersect with the Hillsboro and Cincinnati and the Cincinnati and 3Marietta railroads. -Virginia and TeRnessee railroad.-The leading object in the construction of' the above road is to form a part of a great route connecting the North and the South, by a road running diagonally through the United States. This line, commencino in the eastern part of the State of Maine, follows the general inclination of the coast, and passes through our most important eastern cities,, as far south as Washington. After reaching this point, it still pursues the same general direction, and passing through Charlottesville and Lynchburg, in centralVirginia, and soon after leaving the latter place, enters the lofty ranges of the Alleghany mountains, which it traverses for hundreds of miles, till they subside into the plains circling the Gulf of Mexico. The northern portion of this great line is in operation from Waterville, Maine, to Charlottesville, Virginia, a distance of nearly 800 miles. P arts of the southern division are completed, and the wxhole, with the exception of the short link from Charlottesville to Lyvnchburg, is in active progress. Of.the central links, the Virginia and Tennessee is the longest, and in this point of viewv the most important. It extends from Lynchburg to the State line of Tennessee, a distance of 205 miles. About 60 miles of this road are completed, and the whole line is under contract for completion during the year 1S54. The means for its construction are furnished jointly by. the State and individual subscriptions, in the proportion of three parts by the former to two by the latter. When completed, this road will form a conspicuous link in one of the most magnificent lines of railroad in the world, both as regards its length and importance. The prospects of the local business of the above road are favorable. It traverses a fertile portion of Virginia, abounding, moreover, in most of the valuable minerals, such as iron, coal, lead, salt, etc. At present, there is no more secluded portion of the eastern or middle States than the country to be traversed by the above road; all its great resources remain undeveloped, firom the cost of transportation to a market. When this road shall be opened, no -section will display more progress, nor furnish, according to its population, a larger traffic. The friends of this project propose also to make a portion of its line the trunk of a new route, from the navigable waters of the Ohio to those of the Chesapeake. At a distance of about 75 miles from Lynchburg, the Virginia and Tennessee road strikes the great Kanawha near Christiansburg. From this point to the navigable waters of the river the distance is only 86 miles. As the Virginia and Tennessee road is to be connected by railroad with both Richmond and Petersburg, the short link described will alone be wanting to constitute a new outlet for western produce to tide-water. That this link must be supplied at no distant day, can hardly admit of a doubt. Should the State extend aid to it, as well as to the. Central line, both may be opened simultaneously. 326 S. Doc. 112. There are numerous other important lines of railroad in Virginia, among which may be named the line running through the State from north to south, made up of the -Richmond, Fredericksburg and Potomac, Richmond and Petersburg, and Petersburg and Weldon roads; the South,Side, the Richmond and Danville, the Seaboard and Roanoake, the Orange.and Alexandria, and the Manasses Gap railroads. The' first-named line forms the great route of travel through the State from north to south. Its revenues are chiefly derived from passenger traffic; its direction not being favorable to a large freight business. The whole line is well managed and productive, and is daily improving in value, from the extension of both extremes of the great system. of which this is the connecting link. The South Side and the Richmnondcand Danville roads are works of importance, from the extent of their lines, the connexions they form, and their:prospective business. Starting from two, the most considerable, towns in eastern Virginia, situated at the head of navigation on two important rivers, they cross each other diagonally about midway between their respective termini, thus giving a choice of markets to the country traversed by either. The former constitutes the extension eastward of the Virginia and Tennessee line, and opens an outlet for that work to Richmond and Petersburg. The latter will also secure to the same cities the trade of important portions of southern Virginia and North Carolina, and will undoubtedly be extended eventually into the latter State, and form a junction with the Nlorth Carolina railroad, at or near Greensboro, fobrming, in connexion with the North Carolina and Charlotte and South Carolina railroads a new and independent interior route between Richmond and Petersburg and the southern States. The Seaboard and Roanoke railroad is also a line of much consequence, and may eventually become a work of great importance, depending, however, upon the future progress of Norfolk, its eastern terminus. The excellence of the harbor of Norfolk has led to great expectations in reference to the future growth of that city. Its position has been compared with that of New York, and it bears a relation to the Chesapeake bay, and the rivers entering it, similar to that of the former to the Hudson river and Lonrig Island Sound. No portion of the countrypossesses greater commercial capabilities than eastern Virginia, and: it would seem that the numerous rivers by which it is watered would develop a trade sufficient to build up a large commercial town. Such has not been the result, however inexplicable the cause. The great seats of commerce lie farther north, and the seaports of Virginia, instead of being depots from which are distributed to the consumers the products of the State, are merely points en route to the great northern markets. Her people being devoted chiefly to agriculture, no large towns have grown up within her territory. Should, in time, a greater diversity of pursuits secure the consumption, by her own people, of the surplus products of her soil, Norfblk could not fail to become an important commercial town. The Seaboard and Roanoke road would be her great arm of' inland communication, combining, as it does, with the roads penetrating the interior of the State, S. Doc. 112. 327 and of North Carolina;. As it is, it is a road of much consequence, and essential to the symmetry of the railroad system of the State, and will always transact a large business, even under a continuance of the present condition of things in the State. The other leading roads in Virginia are the Orange and Ale.andria and the Mrnasses Gap railroads. The former extends from Alexandria to Gordonsville, on the Central road, a distance of about 90 miles. It is an important line, in that it connects the central portions of the State with the Potomac and the cities of Alexandria and Washington. It will form a portion of the line already described, traversing central and western Virginia and eastern Tennessee. To complete such a connexion, only a short link, extending from the central road near'Charlottesville, is necessary. There cannot be a doubt that the legislature of Virginia will allow the construction of this link, and aid it with the liberality extended toward similar works. The Manasses Galp road branches off from the Orange and Alexandria road about 25 miles'after leaving Alexandria, and is to be extended into the valley of Virginia through the gap in the Blue ridge above named. A portion of the line is already in operation. It is intended to carry this road up the valley to Staunton; there to form a junction with the Central line. The Winchester and Potomac road, at present a short though productive local work, will also probably be extended so as to connect with the above road —thus forming a line throughi the whole extent of the valley of Virginia, and connecting with the Baltimore and Ohio road at Harper's Ferry, and with the Potomac at Alexandria. NORTH CAROLINA. Population in 1830, 737,987; in 1840, 753,419; in 1850, 868,903. Area in square miles, 45,000; inhabitants to square mile, 15.62. Railroads in Nortth Carolina. The State of North Carolina has, on the whole, accomplished less than any eastern State in railroad enterprises, when we take into consideration the extent of her territory, and the great necessity for such works to the proper development of her resources. Her inaction has been owing in part to the want within her own territory of a large commercial town, which in other States not only becomes the centre of a well-digested system of railroads, but, by concentrating the capital, renders it available to the-construction of such works. Of the roads in operation the most important is the Wilmington and Weldon road, extending from Wilmington to Weldon, and traversing nearly the whole breadth of the State from north to south. This is a work of the greatest convenience and utility to the travelling public, and must, from its direction and connexion, always occupy an important position in our railroad system. \ It is a road of comparatively low cost, upon a very favorable route, and is beginning to enjoy a lucrative traffic. It has been an unproductive work from the faulty character of its construction-it being one of the pioneer works of the South, and 328 S. Doc. 112. originally laid with a flat bar; but this superstructure has given place to a heavy rail, and the road is now in a condition to compare favorably with our best works. The only other road in operation in the State is the Raleigh and Gaston, which connects the above places by a line of 87 miles. It is strictly a local work, and, from the faulty character of its construction, has been unsuccessful. It bids fair, however, to become a mich more important road from its prospective connexion with the 3North Carolina Central road, now in progress. When the last-named road shall be opened, and the Raleigh and Gaston shall have received an improved superstructure, it cannot fail, it is believed, to become a productive work, and one that will sustain an important relation to the travel and business of the country. Through the Centra1, it will be brought into communication with the Charlotte and South Carolina road, and form, for both, their trunk lines north. The only considerable work in progress, lying wholly within the State, is the North Carolina Central railroad. It commences on the Neuse river, near Goldsboro', taking a northwesterly direction, running through the towns of Raleigh, Hillsboro', Greensboro', and Lexington, to Charlotte. For the greater part of its line it traverses a fertile territory, and will secure railroad accommodations to a large and rich section of the State. It will prove of great utility, and is much wanted to develop the resources of the State, and demonstrate its capacity to supply railroads with a profitable traffic. Its entire length is 223 miles. At Charlotte it will unite with the Charlotte and South Carolina railroad, which will insure to it the character and advantages of a through-route. The estimated cost of the road is about $3,000,000; of which sum the State furnishes $2,000,000. The whole line is under contract, to be completed at the earliest practicable mo- went. SOUTH CAROLNA. Population in 1830, 581,185; in 1840, 594,398; in 18500, 668,607. Area in square miles, 24,500; inhabitants to square mile, 27.28. South Carolina Railroads. This State furnishes a good illustration of the correctness of the previous remarks, in reference to the influence of a commercial capital in promoting and giving character to works of internal improvement for the country dependent upon it. Large cities collect together the surplus 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 construction 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 been commenced in 1830. Its main trunk extends fromn Charleston to Hamburg, on the Savannah river, opposite Augusta, Georgia. It has two branches; one extending to Columbia, the political capital of the State, and the other to Camden. The entire length of the road S. Doc. 112. 329 and its branches is 242 miles. Its cost has been a little less than $7,000,000. This road not only bears an important relation to all the interests of the State, but has given birth to other extensive lines of road, and forms very important connexions with them. At Augusta a junction is formed with the Georgia railroad, by means of which a communication is opened with the railroads of that State, which are soon to be extended to all the neighboring States. Already have the Gedrgia lines reached the Tennessee river; and by the first of May next, they will be carried forward to Nashville, the capital of the State of Tennessee, whence railroads are in progress toward: Louisville and Cincinnati. From Atlanta, the western terminus of the. Georgia railroad, a line of railroad is nearly completed to Montgomery, Alabama, which will soon be pushed forward to the Gulf of Mexico on the one hand, and to the Mississippi on the other. By means of the Tennessee and Kentucky roads alluded to, Charleston is now about to realize the celebrated project of the Charleston and Cincinnati railroad. The history of this scheme is well known. It originated in the bold idea of making that city the commercial emporium of the great interior-basin of the country, particularly the lower portion of it. To effect this object, a continuous line of railroad, under one organization, was proposed, in as direct a line as possible, to the city of Cincinnati. This project attracted, for a time, much interest in the States of South Carolina, Tennessee, Kentucky, and southern Ohio. It was believed to be entirely, practicable, and large sums were expended in reconnaissances and' surveys of the routes. We now see the accomplishment of the scheme, upon the original plan, to have been, at the period when it was commenced, impracticable. As far as the means and the engineering skill of the country were concerned, the project was premature. Its magnitude was beyond the ability of all the interests that could be brought to bear upon it. The termini being given, the route assumed was the shortest possible line between them. The route selected, therefore, could not command the means of the country, applicable to a road between the cities named; and, as' might have been expected, the original project fell through. The different sections, however, upon the most practicable line, as far as means were concerned, commenced the construction of detached links, having in view local objects alone. These are now so far advanced that the formation of the whole line may be regarded as secured. By the more circuitous route by way of Nashville and Louisville, -the means for a railroad from Charleston to Cincinnati are now provided, and the whole route is either in operation or in progress. From Charleston' to Nashville, a distance of about 600 miles, the line will be completed by the first day of May next. Upon the line from Nashville to Louisville, a distance of 180 miles, working surveys are now in progress, preparatory to placing this entire link under contract.: Louisville and Cincinnati are soon to be united by'means of the Louisville and Lexington and the Covington and Lexington railroads. The former is in operation; the latter will be completed next year; and the city of Charleston, without any expenditure other than that requisite for the construction of roads within her territory-excepting a small 330 S. Doc. 112. loan to the Nashville and Chattanooga road-sees the great project, for which she so zealously labored, on the eve of accomplishment. A more direct, and apparently appropriate line, than that above described, is one traversing the entire length of the State of South Carolina,, in a northwesterly direction, crossing the northeastern corner of Georgia and the western portion of North Carolina, running down the Little and up the Great Tennessee rivers, to Knoxville; thence by the Cumberland Gap, or some practicable pass in its vicinity, through Danville and. Lexington, Kentucky, to Cincinnati. The only portions of this line for which the means are certainly provided, are those extending from Charleston to Anderson, in South Carolina, a distance of 243 miles, and from Cincinnati to Danville, a distance of 12S miles, making in all 371 miles, and leaving about 350 miles to be provided for. That this direct line will be accomplished, cannot be doubted. A considerable portion of the country traversed can provide sufficient means for its construction, and the necessary balance will be supplied by connecting lines and by private interests. For that portion of the link, unprovided for, between Anderson and Knoxville, it is believed that' the legislature of the State of South Carolina will extend liberal aid. The South Carolina and the Greenville and Columbia roads, forming the lower portions of this great chain, are also expected to render efficient support. That portion of it through the State of Tennessee will undoubtedly receive the benefit of the recent internal improvement act of that State, which appropriates $8,000 per mile to certain leading lines-a sum sufficient, with what private means can be obtained, to secure its construction. Tile link from Danville, Kentucky, to the boundary line of Tennessee, traverses a region of vast mineral resources. It is believed the amount lacking to complete this link, beyond the means of the people upon it, will eventually be furnished by parties interested in the whole as a throug-h route. Active measures are in progress upon the entire route to secure the necessary surveys, to provide the means of construction, and to awaken the minds of the people to the importance of the work. The other important projects in South Carolina are the Greenville and Columbia, the Charlotte and South Carolina, the Wilmington and Manchester, and the Northeastern road, extending from Charleston to a junction 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 from Columbia, the terminus of the Columbia branch of the South Carolina railroad, to Greenville, 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 character; though, as before stated, it is intended to make it a portion of a through-line to the Mississippi Valley. The road traverses one of the best portions of the State. It has been built at a low cost, owing to the favorable nature of the country traversed, and the enterprise promises to be highly remunerative. A considerable portion of this line is in operation, and the whole will be completed at an early day. S. Doe. 112. 331 There is in progress from this road a branch of some magnitude extending to Laurens, and a portion of it is in operation. The Charlotte and South Carolina railroad has been briefly alluded to. Its line extends from Charlotte, the most important town in western North Carolina, to Columbia, the capital of South Carolina, and is about one hundred and ten miles-long. It is an important link between the other roads of the States, and, with them, between those of the northern, southern, and southwestern States. Its local business will be lucrative, as it traverses a rich country without suitable avenues to market. Like most of the southern roads, it has been constructed at a low cost. It is nearly completed, and will be shortly opened. Connected with this road at Chester is a branch road, called the. King's Mountain railroad, in operation and extending to Yorkville, a distance of about twenty-five miles. Wilmington and Manchester railroad.-The chief object of this line is to supply the link for the connexion of the roads of the States of South Carolina and Georgia. with those of the north. It is this object which gives it general importance, though its principal revenues will undoubtedly be- derived from local traffic, which the country traversed will probably supply. The road is about one hundred and sixty-two miles long. Its construction is essential to the convenience of the travelling public, and will add largely to the traffic of all the connecting lines, A glance at the accompanying map will well illustrate its relations to other roads. Although a first-class road, it is constructed at the minimum 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 practicable despatch. The only project of any considerable public importance, not already noticed, is the Northeastern road, extending from Charleston to the Wilmington and Manchester road, at a point between Marion and Darlington. The object of this road is to secure to Charleston a more direct outlet, and to place her in the line of travel between the North and the South. Without such a- work, the tendency of' the Wilmington and Manchester road would be to divert the through travel from that city, and would consequently threaten her with the loss of a portion of her business, and public consideration. To fortify her position, this city also proposes to construct a railroad direct to Savannah. By these works she will place herself on tile convenient line of travel between the extremes of the country. The length of this first-named- line will be about one hundred miles. Its cost will be between $1,500,000 and $2,000,000. The worlk is light, the only difficult point being the crossing of the Santee river. The route is now under survey, andwill be commenced as soon as practicable. The road may be regarded as a Charleston project, and that city will contribute largely to its construction. GEORGIA. Population in 1830, 516,823; in 1840, 691,392; in 1850, 905,999. Area in square miles, 55,000; inhabitants to square mile, 15.62. The State of Georgia has distinguished herself for the extent, excel 332 S. Doec. 112. lence, and successful management; of her railroads. In these respects she ranks first among the southern States. Her success is mainly owing to the fact, that her great lines of railroad were completed within a comparatively brief period after they were undertaken. From the sparse population in the South, and the absence of large towns in the interior, the completion of a road is necessary to success. Until the connexions proposed are formed, the work is generally unprofitable. Successive links, as they are opened, do not yield a large revenue, as is the case with many northern lines, which find between two neighboring villages a remunerating traffic. To this fact is, in some degree, to be attributed the failure in the South of many of the projects of 1836 and 1S37. Portions only of the lines of railroad commenced at that period, were completed. The commercial revulsions which followed checked their further prosecution. The several links brought into use were not of sufficient length or importance to develop and command a remunerative business; and, in some intances, projects were abandoned even after a portion of their lines had been opened for business. The reverses which have been alluded to, were chiefly confined to the projects of the newly-settled southern and western States. These States were then a wilderness as compared with their present condition. At that period success was impossible, not only from the lack of capital adequate to the enterprises, but of those qualities necessary to superintend and carry out these enterprises, and which can only result fiom experience. The effect of the reverses sustained, was to discourage for a time all attempts to construct railroads. But the long period which has since elapsed has brought with it greater means; a wider experience; the successful examples of other States; more distinct and better-defined objects; and a more intimate acquaintance, and hearty co-operation among people interested in such works. The operation of time has settled our commercial depots, and established the convenient channels of commerce and travel. At an earlier period these were assumed in the projects undertaken, and the results frequently proved these assumptions to be wide of the truth. New lights have arisen as guides to renewed efforts. The southern people are again inspired with confidence and hope; and the movement now going on throughout the southern States, founded upon a proper knowledge of their wants and abilities, and guided by wider experience and more competent hands, is destined to achieve the most satisfactory results. The success of the Georgia roads, as already stated, was owing to the-fact that, after a severe struggle, her leading lines were completed Without great delay. As soon as they were brought into use they at once commenced a lucrative business, yielding a handsome return upon the cost, and have proved of inestimable benefit to the people of' the State. Their roads have not only enabled theIn to turn their resources to the best account, but have done much to develop that spirit of' enterprise and activity for which the people of Georgia are particularly distinguished. 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 S. Doc. 112. 333 river, a distance of 434 miles, and is made up of the Georgia Central, Macon and 1Western, and Western and Atlantic roads. The latter, by 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 of 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 Western and Atlantic link may be said to be common to both lines. The first-described line, however, has important branches, which connect it with a much larger portion of the State than the latter. At Macon it receives the Southwestern railroad, an important line, already constructed to Oglethorpe, which will be continued to Fort Gaines, on the Chattahoochee. A branch of this line is in progress to Columbus, an important town on that river, and the principal depot of trade for western Georgia and eastern Alabama. Upon the completion of these roads the Central line will extend to the northern and western boundaries of the State, and will receive an important accession to its already flourishing traffic. The three great roads of the State, which have been in operation for a comparatively long period-the Central, the Georgia, and the Macon and Western —have, for many years past, been uniformly successful, and take high rank among our best-managed and best-paying roads, averaging, for 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 for such enterprises, and the prudent and skilful manner in which they have been constructed and managed. All these have proved profitable works, chiefly from their local traffic. The rapid extension of connecting-links, which must use the above as their trunk lines to market, must, in the ordinary course of business, add very largely to their present considerable revenues. Among the most important roads in progress in the State, may be named the Waynesboro, the Southwestern, the lM/uscogee, and the Atlanta and La Grange. The object of the Waynesboro road is to effect a communication, by railroad, between Savannah and Augusta, the latter the terminus of the South Carolina and Georgia railroads, and situated at the head of navigation on.the Savannah river. A portion of this line is already in operation, and the whole is nearly completed. It is an important connecting-link between other roads, and will greatly add to the facilities of business and travel in the southeastern portion of the State. The Southwestern road will provide an outlet for the rich 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 ;334 S. Doc. 112. western portion of the State. The Southwestern is already in possession of a large revenue from local traffic alone. This will be materially increased by the farther extension of its own line, and of connectingroads. The Muscogee road extends from the city of Columbus, eastward, to its junction with the Southwestern, a distance of 71 miles, striking the latter about Fort Valley, 28 miles from Macon. It traverses a rich planting country, and is an important work, both as a through and local road. At Columbus it will ultimately form a connexion with the roads now in progress and operation in Alabama. Its through traffic, derived from the business centring at Columbus alone, will constitute a valuable source of revenue. It is nearly completed, and its opening is regarded as an event of considerable importance to other roads in the State. The Atlanta and La Grange bears pretty much the same relation to the Georgia as does the Muscogee to the Central line. It extends firom Atlanta, the terminus of the Georgia and Western and Atlantic roads, to West Point, the eastern terminus of the Montgomery 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 extend 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 beautiful and highly cultivated portion of the State, and cannot fail to have, with all the roads of the State, a lucrative local traffic. The only important road in Georgia already in operation, and not particularly noticed, is the Western and Atlantic, extending from Atlanta to the Tennessee river. To the State of Georgia must be awarded the honor of first surmounting the great Alleghany or Appalachian range, and of carrying a continuous line of railroad from the seacoast into the Mississippi valley. From the difficulties in the way of such an achievement, it must always be regarded as a crowning work. Wherever accomplished, the most important results are certain to follow. The construction of the Western and Atlantic road was the signal for a new movement throughout all the southern~ and southwestern States. By opening an outlet to the seaboard for a vast section of country, it at once gave birth to numerous important projects, which are now making rapid progress, and which when completed will open to the whole southern country the advantages of railroad transportation. Among the more important of these may be named the Memphis and Charleston, the East Tennessee and Georgia, and the Nashville and Chattanooga roads, already referred to. The former will open a direct line of railroad from Memphis, an important town on the Tennessee river, to the southern Atlantic ports of Charleston and Savannah, and will become the trunk for a. great number of important radial branches. The Nashville and Chattanooga, traversing the State of Tennessee in a northwesterly direction, has given a new impulse to the numerous railroads which are springing into life, both in Tennessee and Kentucky. These railroads 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 S. Doc. 112. 335 the southern cities of Charleston and Savannah. Through the East Tennessee and Georgia. road a connexion will be formed with the line traversing the United States from north to south. The influence of such a connexion upon the growth and prosperity of these cities, as wtell as of the country brought into communication with them, can hardly be estimated. A railroad is also proposed from St. Simon's sound, on the Atlantic-said to be a good harbor-to Pensacola, in Florida. One object in the construction of this road is to build up the town of Brunswick upon that sound. As this road would connect two good harbors, one upon the Atlantic coast and the other upon the gulf, it will prove an important work. It would also open an extensive territory at present but slightly developed, for the vwant 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 supposed benefit it would confer upon the city of Savannah, which is expected to aid largely in its construction. FLORIDA. Population in 1830, 34,730; in 1840, 54,477; in 1850, 87,401. Area in square miles, 59,268; inhabitants to square mile, 1.47. In another part of this report full notice is given to this State, embracing the 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 superfluous to repeat that notice here. Reference is made, therefore, to the communications of' citizens of this State, contained in the Appendix at the end of this report, to the documents accompanying the same, and to comments of the undersigned, prefixed thereto, fbr full information on these and other subjects respecting this State. A paper respecting the "Gulf of Mexico" and the "' Straits of Florida," prepared from notes furnished by a distinguished and intelligent engineer officer of the United States, is likewise inserted in the Appendix, and contains important matter relating to this State. ALABAMA, MISSISSIPPI, AND LOUISIANA. The roads of these States belong to a general class, from the similarity of their direction and objects, and from the intimate relations existing between many of their important lines. As already stated, the great lakes are the radial points of the internal improvement system of this country. In conformity with this fact we- find, that on reaching the Gulf of Mexico the general direction of the great lines extending into the interior gradually changes, in 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. In examining the character and prospective business of roads running at right-angles to the parallels of latitude, compared with those following the same parallels, some marked points of difference are found. In 336 S. Doc. 112. 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 longitude, an entirely different rule prevails. Such routes traverse regions abounding in a diversity of productions, all of which are regarded as essential to the wants of every individual in the community. Such lines may be said to coincide with the natitral routes of commerce, over which a large traffic *must always pass, although the territory traversed may be entirely devoted to agriculture. The grains, provisions, and animals of the north are wanted by the southern States engaged in the culture of cotton, rice, sugar and tobacco; and these last-named products are received by the people of the north in exchange for what they have to sell. In this country, therefore, the routes running east and west may be termed the artiicial, those running north and south the natural routes of commerce. It is this fact that gives particular importance to the great line of commnunication 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 commerce, and furnishes a channel of distribution over the whole country, for the vast variety of products of the regions traversed, and at the same time constitutes an outlet for such surplus as may not be required for domestic consumption. Such are the extent and range of human wants, that they require the whole aggregate production of every variety of soil and climate for their supply. Owing to the variety of climate, this country is capable of producing nearly every article used in ordinary consumption, and an abundance of all that are of primary importance. Upon the completion of a railroad from the Gulf of Mexico to Lake Michigan, a person living midway between the two will be enabled to have his table daily supplied with the luxuries of both extremes-the delicious fruits of the tropics, and the more tempered but equally valuable products of northern latitudes. The differences of climate will then, practically, cease to exist. The speed of the railway train will scatter over the whole country, freshly plucked, the fruits of every latitude, and one climate will practically exist for all, in the possession of an abundance of the products of each. Extended lines of railroads are equally important in another point of view. It always happens that while in the aggregate there is an abundance of production for the wants of all, there will be failures of 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 fbund impossible so to distribute the surplus produced as to secure abundance at points where production has failed. The limit to economical transportation over the ordinary roads is measured by a few miles. The greatest extremes of want and abundance, therefore, may exist in adjoining States. All these evils are remediable by railroads, so that they will not only secure to us a practical uniformity of climate, but of seasons also, giving to us the greatest variety, and at the same time the greatest certainty, of uniform supply. -S. Doc. 112. 337 ALABAMA. Population in 1830, 309-527; in 1840, 690,756; in 1850, 771,671. 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, extending 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 201 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 direction 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 construction, 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 unquestioned. The importance of this work, both to the city of Mobile and the whole southern country, can hardly be over-estimated. By means of it the produce of the South may, with the greatest expedition, be brought alongside of ships drawing 20- feet water. The route traverseE is nearly equidistant from the navigable waters of the Tombigbee river on the one hand, and the Mississippi on the other. It traverses a region deficient in any suitable means of transportation —one of the richest portions of the United States. Flanking, as it will, a very large portion of the best cotton lands in the country, it must secure to Mobile a large supply of this article, ordina.rily sent to New Orleans. From the ease and cheapness with which the planter will be enabled to forward his staple to market, the road will stimulate the production of cotton to an extraordinary extent. It will also develop numerous 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 carried 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. 23 838 S.: Doc. 112. It is proposed to extend this road from Jacksonville to Dalton, Georgia, to connect with the great line already described, traversing the entire country, and passing through northern Georgia, eastern Tennessee, and central and western Virginia, and to which the above road will form the southern trunk, and connect this great line with the Gulf of Mexico. The Alabama and Tennessee railroad will also form a link in another important chain of roads, extending from the gulf to the great lakes. From Gunter's Landing, its northern terminus, it will be carried forward to the Nashville and Chattanooga road at WVinchester, by the Winchester and Alabama road, now in progress. From Winchester to Nashville the Nashlville and Chattanooga road is now in operation' From Winchester 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 Danville and Lexington, Kentucky. From Winchester to McMinnville a road is in progress, as is one firom Cincinnati to Danville, on the northern portion of the line. The link unprovided for is about 250 miles long. The Tennessee portion of this is embraced in the internal improve — ment act of that State, and vigorous measures are in progress to secure the means requisite to the work, both in Tennessee and Kentucky.: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 Mississippi, and extending to Selma, is the appropriate extension, east, of the Mississippi Southeant railroad, designed to traverse the State of Mississippi centrally from west to east. This line has been placed under contract from the State line' to Selma. It is proposed to extend it still farther eastward, so as to form a connexion at Montgomery with the Montgomery and WTest 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 a.nd Savannah to the Mississippi river at Vicksburg, and traversing, for a greater portion of the distance, a region of extraordinary productiveness. Its importance as a through-line of travel will be readily appreciated from an examination of the accompanying map. The whole of this great line, with the exception of the link from Selma to Montgomery, which will, for the present, be supplied by the Alabama river, is in progress. Another line of very considerable, magnitude is the proposed road from Girard, a town upon the Chattahoochee river, opposite Columbus, to Mobile, under the title of the Girard railroad. A portion of the eastern division of this road is under contract. Its whole length is about 2.10 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 construction there can b0e'no doubt, though the means applicable to the work may not secure this result immediatelvy. The line occupies a very important throughroute, and the project will be likely to receive the attention of other parties interested in its extension, so soon ansthey shall be released from their present duties, by the completion of the works upon which they are now occupied. S. Doc. 112. 339 The Menmphis and Charleston railroad, the line of which traverses the great Tennessee valley in Alabama from east to west, has already been briefly noticed. It commences at Memphis, the most important town upon the Mississippi between New Orleans and' St. Louis, and passing through portions of Tennessee, Mississippi, and Alabama, forms a junction with the Nashville and Chattanooga road in the northeastern 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 are already provided, the work will be urged forward toward completion with all practicable despatch. The above line includes two of the old railroad projects of 1837; the Lagrange, and the Tuscumbia and Decatur. The former of these was abandoned after its line was nearly graded; the latter was completed with a flat rail, and has for late years been worked by horses as the motive-power. The original object of the last named road was to serve as a portage around the "Muscle Shoals," which in low water are a complete obstruction to the navigation of the Tennessee river. Both of the above roads have been merged in the Memphis and Charleston 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 Mississippi 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 valley; and will save the long circuit at present made by way of the Tennessee, Ohio, and Mississippi rivers. For the eastern part of this great valley, it will afford a convenient outlet to the Atlantic ports. It will, when completed, form a part of the shortest practicable line of railroad' between the Mississippi and the Atlantic-a fact in itself sufficient to establish its claims to public consideration. For the greater part of its length it traverses the " Tennessee valley," one of the most,fertile districts in the United States. This road will add largely to the commercial importance of Charleston and Savannah, by securing to 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 Montgomery and West Point railroad. This being one of the early projects of the South, was unfortunate in its original mode of construction, and has consequently been unproductive till within a few years. Under its present efficient management the road has been completely renovated; and now properly takes rank among the leading southern projects. It traverses a fertile and productive region, and has a large local business. It occupies an important position to the great throughline of travel between the North and the South. Travellers firom Mobile 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 340 S. Doc. 112. 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 progress of southern railroads. It may be here stated, that it is proposed to connect the last portion of this road with Columbus, so as to form a junction with the Muscogee railroad. Such an improvement wvould constitute the Montgomery and West Point road the trunk of two great eastern lines. It is also proposed to extend a line of railroad from lMontgomery to Mobile. Although there can be no doubt of the ultimate realization of this last project, it is not yet sufficiently matured to demand further notice. MISSISSIPPI. Population in 1830, 136,621; in 1840, 375,651; in 1850, 600,555. Area in square miles, 47,156; inhabitants to square mile, 12.86. The only important work in operation in Mississippi is the Southern railroad, extending from Vicksburg to Brandon, a distance of about sixty miles. This, like the Montgomery and TWest Point railroad, was one of the early projects of the South, and has experienced a similar history, By the original plarn it was proposed to make this part of a line extending through the States of Mississippi and Alabama to Georgia, and, in connexion with the roads of that State, to the Atlantic. As was the case with so many southern roa.ds, the scheme proved a failure. It is, however, reviving under circumstances that promise full success. As already seen, a greater part of the Alabama portion is either completed or in progress; and operations are about to be commenced upon the unfinished Mississippi section. When completed, this line will prove a work of great public utility. There is none in the country for 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. Of the proposed lines in this State, the most important is thq New Orleans, Jackson, and Northern, by means of which the city of Nevw Orleans 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 length of the road will be about five hundred miles. It is regarded with especial favor by the people of New Orleans, and is one of the great works by which that city proposes to restore to herselfa 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 greatness of the objects sought to be accomplished. After a long period of supineness, the city of New Orleans is at last fully awakened; and as an evidence of the interest already excited, and an earnest of future efforts, she has subscribed $2,000,000 to the stock of the above S. Doc. 112. 341 road, and is adopting the most vigorous and effective measures to secure its early construction. With the assistance offered by New Orleans, the people on the line of the road can readily furnish the balance necessary for the work. It traverses a region of great wealth and productiveness, the inhabitants of which are alive to the importance of the work, and stand ready to contribute freely whatever may be required of them. When the great interest that the city of New Orleans has at stake in the success of' the above work, and the local means that can be brought to bear Upon it, are considered, its early construction cannot be doubted. The route is remarkably favorable, and the road can be built, for a greater part of the distance, at the minimum cost of southern roads. The line of this road has not been definitely located, but will probably pursue a pretty direct course by way of Jackson and Aberdeen, Mississippi, and Florence, Alabama. The next great line in the State is the Mississilxpi Central, extending from Canton in a northerly direction, and passing through Holly Springs to the State line of Tennessee. Thence it is proposed to extend it to Jackson, in the latter State, there to form a junction with the Mobile and Ohio road, and the proposed line from Louisville, Kentucky, to Memphis. At Canton it will unite with a road now in progress to Jackson, and, in connexion with this short link, will constitute the legitimate extension, northward, of the New Orleans and Jackson line. Although the work of construction has not yet commenced, ample means have already been provided by the counties, and the wealthy planters upon its line. The object of the road is to open an outlet for the rich cotton lands traversed by it, which are now deprived of' all suitable means of sending their products to a market. Whenever railroads are constructed in-the south, they diminish so largely the cost of transportation, and consequently increase the profits of the planter, that a necessity is imposed upon other districts to engage in their construction, as the means of competing successfully with those in possession of such works. The above road, with its connecting links, will constitute an important line of tlroug], travel between New Orleans and the northern States. Another road of considerable importance is proposed through the northern part of the State, commencing at Memphis, Tennessee, and passing through Hollv Springs and the northern tier of counties to the Tennessee river. One of its leading objects is the accommodation of a very rich and productive planting district. The line of the Memphis and Charleston. road will also traverse a small portion of the northeastern corner of the State. LOUISIANA. Population in 1830, 215,739; in 1840, 3.52,4;11 in 1850, 517,739;. Area in square miles, 46,431; inhabitants to square mile, 11.15. The State of Louisiana, having in the Mississippi river a convenient channel not only for the trade and travel of its own people, but for opening to them the interior commerce of the country, has neither attemn pd nor accomplished much in works of artificial improvement. 342 S. Doe. 112. Before railroads xwere brought into use, the river afforded the bestknown mode of transportation, both for persons and property, and long habit had produced a conviction that it could not be superseded by any other channels or routes of commerce. No representations could awaken the people of New Orleans to a sense of the importance of following the example of other cities, and of strengthening their natural position, by artificial works, till a' diminished trade-the result of the works of rival communities-rendered the necessity of undertaking similar improvements too apparent to be longer delayed. Although the projects of the northern and eastern States, by which they sought to reach the trade of the Mississippi basin, had been only partially accomplished, yet the influence which they exerted, even in their infancy, in diverting the commerce of that great valley from its natural and accustomed channels, has been so marked an-d decided, that, for a few years past, the trade between New Orleans and the distant portions of the great valley has diminished-at least has not increased-notwithstanding the rapid increase of the West in population and production. Such a ifat was too startling not to arouse the whole community to a sense of the necessity of taking the proper steps to avert a calamity threatening the loss of their trade and commnercial importance; and the people of New Orleans are now taking the most efficient measures to repair the consequences of their neglect, and are busily engaged in the prosecution of two great works, by means of which they propose to reestablish and retain-the hold they once had upon the trade of the Mississippi valley. The leading project now engaging the attention of the people of Louisiana, and particularly those of New Orleans, is the New Orleans and ATashville railroad, by constructing which they propose to connect themselves 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 far firom 500 nmiles. It will traverse, as is well known, a very fertile and productive regioni, and at its northern terminus, will be brought into communication by railroad with every portion of the country. It is believed that this road will exert a strong counteracting influence to the efforts now made to draw off the trade of the Mississippi vralley toward other cities. The whole line is now under survey, and will be placed under contract as soon as practicable, vwhen the work of construction will be urged forward with the greatest possible despatch. The other leading project dividing the attention of the State with that described, is the New Orleans and Opelousas railroad. The object of this road is to accommodate the trade and travel of the country traversed, and eventually to form the trunk of two other great lines; one extending, into Texas, with the expectation that it will eventually' be carried across the continent to the Pacific; and the other in a northerly direction, through Arkansas, to St. Louis. These extensions, however, form no part of the present project, which is limited to the territory of the State. The route of this road traverses the great suga.r-producing district of Louisiana, from which transportation to a-market, on account of the impossibility of constructing good earth-roads, involves a heavy expense and great delay. For the immense products of this portion of S. Doc. 112. 343 the State, the road will constitute a suitable outlet in the convenient direction of trade. The work of construction will be commenced immediately, as ample means are prepared for this purpose. The above are the two leading works of the State, and alone require particular description. Mlost of the projects that will be constructed within the State, for some years to come, will probably be based upon the above lines. The influence which railroads are calculated to exert upon the commerce, and in this manner upon the public sentiment of a community, has been remarkably illustrated in the present condition of the trade or New Orleans; and in the extraordinary revolution which a conviction of the necessity ofthese works, as a means of maintaining their prosperity and commerce, has effected in the political organization of that city and the State. So long as commerce was confined entirely to natural channels, New Orleans occupied a position possessing greater advan*tages than any other city on this continent. She held the key to the commrerce of its largest and most productive basin, watered by rivers -which afford 50,000 miles of inland navigation. This basin is now the principal producing region of those articles which form the basis of,our foreign and domestic commerce. The ability, therefore, to monopolize this trade, will, be the test of commercial supremacy among numerous competitors. Before the construction of artificial channels, New Orleans enjoyed a natural monopoly of the trade of the Mississippi valley. But it has already been demonstrated that in the United States, natural channels of commerce are in-.sufficiently matched against those of an artjifcial character. The progress of the latter has already made serious inroads upon a trade, to which the merchants of New Orleans formerly supposed they had a prescriptive right. There can be no doubt that this trade is to be turned toward the eastern cities, unless it can be restored to its old routes by the construction of channels better suited to its wants than the Mississippi river and its tributaries. As already stated, the people neither of New Orleans, nor of the State, could be induced to act, till the danlger to be averted became imminent. But as, in the southern States, works of the magnitude proposed cannot be executed by private enterprise, it was found, so far as Louisiana was concerned, that neither the credit of the State, nor that of the city of New Orleans, could be made available to the works proposed; that of the State from a constitutional inhibition, and that of the city because it had alreayd been dishonored. Under these circumstances, is was felt that the -first step to be taken was to remove the disability on the part of the State, and to restore the credit of the city, to a point at which it could be made available for the carrying out of plans designed to promote its growth and prosperity. Both objects have already been accomplished. The constitution of the State has been remodelled, so as to permit extension of aid to railroad projects. A much greater change has been effected, as fiar as New Orleans itself is concerned. Up to a recent period that city was divided into three mltnicipalities, each having a distinct political organization. Each of these municipalities had contracted large debts, the payment of which had been dishonored. Their credits, of course, could not be made available for any works of improvement. It was 344 S. Doc. 112. seen that the proper and only course for the accomplishment of the results aimed at, was to consolidate the different organizations into one body, and pay off old liabilities by new loans resting upon the credit of the whole city. All this has been effected. The result has been magical. The credit of the city has been completely restored. The new loan, to pay off outstanding liabilities, commanded a handsome premium, and the city is now in a position to extend efficient aid to her proposed works. As the loss of her business and her credit could be directly traced to the indifference with which she regarded all works of internal improvement, she proposes to restore both by calling to her assistance all the agencies supplied by modern science in aid of human effobrts, and in the creation of wealth. In addition to the recent loan of $2,000,000 referred to, the city has voted $2,000,000 in aid "of the New Orleans and Nashville, and $1,500,000 to the' Ncw Orleans and Opelousas roads. These sums will probably be increased, should it be found necessary to the accomplishment of their objects. Both works are to be pushed forward with all the despatch called -for by the exigencies demanding their construction. There are two or three short roads in operation in this State, of a local character, and other iSnes are projected; but they are not suffix ciently matured to call fbr particular notice in this report. TEXAS. Population in 1iS50, 212,592. Area in square miles, 237,321; inhab ita8nts to square mile, 0.89. The State of Texas has been too recently settled to allow time for the construction of extensive lines of railroad. It must, however, soon become an active theatre fbr the progress of these works, which are not only very much needed, but for which the topographical features of the State are favorable. The surface of the greater part of it consists of level, open prairies, which can be prepared for the superstructure of railloads at a slight expense. The soil is of great fertility, capable of producing large quantities of sugar and cotton, which must ultimately be forwarded over railroads to market, from the absence of navigable rivers. The most prominent projects, at the present time, occupying the attention of the people of this State, are the proposed road from Galveston to the Red river, and the extension westward of the New Orleans and Opelousas railroad. The line of the former of these extends from Galveston in a generally northern direction, between the Brazos and Trinity rivers, to the Red river, which forms the northern boundary of the State. It will be about four hundred miles long. Through its whole length it traverses a fertile region, well adapted to the culture of cotton. This portion of Texas is entirely wanting in any natural outlet for its products. It already contains a large and thriving population, capable of supplying a lucrative traffic to a road. Towards this project the State has made a grant of lands equal to 5,000 acres per mile of road, and will, if necessary, extend farther aid. These lands are a gratuity to the company constructing the road. Measures are now in progress which S. Doc. 112. 345 will probably result in placing- the whole of this important work under contract. When completed it will prove of great benefit to the people upon its route, and to northern Texas; will add a large area to the available cotton-producing district of the South, and will greatly increase the commercial importance of Galveston, the principal seaport of the State,. The other work referred to traverses the State firom east to west, connecting at its eastern terminus with the New Orilcans avd Op)elousas road. The above is proposed, not only as an outlet for the trade and commerce of the central portion of the State, but as part of a great line of railroad connecting the Gulf of Mexico with the Pacific. It is claimed that through Texas is to be found the appropriate line for such a Wsork. Should such prove to be the fact, the proposed line will coincide with' the route of the national road, as far as the territory of Texas is concerned. Apart, however, friom all considerations of its becoming a portion of the Pacific project, the necessity for a railroad traversing the State from east to west is so urgent, that its speedy construction may be considered certain. No State in the Union is making more rapid progress than Texas, and the lapse of time will surely bring with it all the improvements we find in older States. The value of such works is fully appreciated, and there is every disposition to encourage their construction by liberal grants of land, of which the State holds vast bodies. The only remaining work in progress in the State is the Bufftlo Balyou, Brazos, alnd Colorado road, extending from Harrisburg, on Buffa:lo bayou, to the Brazos river, a distance of thirty-two miles. The ob!jcct of this road is to divert the trade of that river to Galveston bay. This trade has already become important, and the above work will open for it an outlet in a convenient direction to the principal seaport of the State. There are numerous other projects engaging the attention of the people in various portions of the State; but there are none, except those described, of which the direction and objects are sufficiently defined, to fall within the scope of' this notice. When the great area of Texas, the favorable character of its territory for the construction of railroads, its resources, and the dense population it will soon contain, are taken into consideration, therecan be no doubt that it will, ere long, become an active theatre of railroad enterprise and success. In addition to those named, the following projects are attracting more or less attention throughout the State, viz: 1. The Texas Western railroad, to run firom Corpus Christi to such points on the Rio Grande as may be deemed expedient, in the direction of El Paso. 2. The Goliad and Aransas Bay railroad. 3. The Lavaca railroad, to run up Guadalupe valley. 4. The San Antonio and Mlexican Gulf railroad, to run from some point on the coast between Galveston and Corpus Christi to San Antonio. 5. The Brazos and Colorado railroad, from Austin to Galveston bay. 6. The Henderson and Burkville road, from Burkville to Henderson. 7. The Vicksburg and Austin City road. S. The Vicksburg and Eil Paso road, in about 220 latitude. 346 S. Doc. 112. ARKANSAS. Population in 1830, (Territory,) 30,388; in 1840, 97,574; in 1850, 209,639. Area in square miles, 52,198; inhabitants to square mile, 4.01. This State has heretofore been regarded as too remote, and too thinly settled, to become the theatre of railroad enterprises. A number of important projects, however, are now attracting great attention and interest among her people. The leading of these are the proposed road from Little Rock to the Mississippi river, opposite Memphis, with a branch to Helena; a road from Little Rock to Shreveport, on Red river; and the line running from St. Louis to New Orleans. The projects are rapidly assuming a definite shape. The want of a dense population, and consequently of means for the execution of enterprises of magnitude, may, for the present, delay the construction of roads in this State; but, as in other western States, they will follow close upon the wants and the ability of the people of Arkansas to construct them. TENNESSEE. Population in 1830, 681,904; in 1840, 829,210; in 1850, 1,002,625. Area in square miles, 4.5,600; inhabitants to square mile, 21.98. The remarks by which the notice of the Kentucky improvements is prefaced, are appropriate to those of Tennessee. The early projects of this State were equally unfortunate; they shared a similar fate, and produced the same results, so far as the public mind was concerned. It required the same efforts to restore to the people of the State confidence in their ability to execute these works, and arouse the public mind to a sense of their value. This object has been fully accomplished. An elaborate system has been devised, adapted to the wants of every portion of its territory, and toward the construction of it the State guaranties a credit to the amount of $8,000 per mile, for the purchase of iron' and equipment, upon the condition that the companies prepare the road-beds, and defray all other charges of construction. The State retains a lien upon the whole property, as security for the amount advanced. The companies embraced in the internal improvement act are the following: The Chattanooga and Charleston, the Nashville and Northwestern, the Louisville and Nashville, the Southwestern, the McMinnville and Manchester, the Memphis and Charleston, the Nashville and Southern, the Mobile and Ohio, the Nashville and Memphis, the Nashville and Cincinnati, the East Tennessee and Virginia, the Memphis, Clarksville, and Louisville, and the Winchester and Alabama railroads- making, in the aggregate, about 1,000 miles of line. This act is believed to be judicious on the part of the State, as it will secure the construction of most of the projects coming within its provisions, without the risk of loss. By the use of the credit of the State., railroad companies will be enabled to save a large sum in discounts and commissions, which other roads are compelled to pay, upon the sale of their own securities. The most prominent road in the State, at the present time, is the Nashville and Chattanooga: railroad, connecting the above places by a S-. -Doc. 112." 347 line of 151 miles. Chattanooga is already connected by railroad with the cities of Charleston and Savannah. About 100 miles of the above road are completed, and it is expected that by the first of January next the Tennessee river will be reached, and that the whole line will be completed in a few months after that event. The above road is the appropriate extension of the Georgia aAd, South Carolina lines into the Mississippi valley, to which it opens an outlet on the southern Atlantic coast. For the want of' other lines of communication, the Mississippi river and its branches have been the outlet of' the trade of Tennessee. The completion of the roads now in progress will liberate this trade from the long circuit it has been compelled to take, by way of the Cumberland and Tennessee rivers, to market, and bring it into direct communication with its best customers, the cotton-producing portions of' the southern States. The road is important, not only for the reasons stated, but as a connecting link between two great systems of railroad occupying the northern and southern States. At Chattanooga and Winchester this road will connect with the railroads of' Charleston, Georgia, and Alabama. Its northern teririnus, Nashville, is the radiating point of a number of important roads, all of which will soon be in prog'ress, extending towards Cincinnati, Louisville, Evansville, and the Mississippi river. This road has communicated a new impulse; and, in fiact, it may be said to have given birth to most of the important projects in progress in the central portion of the State. It constitutes the channel of communication with other roads, and supplies them with necessary outlets and connexions; without which there would be no sufficient inducement to warrant their construction. It has been prosecuted with vigor and energy, and its affhirs have been managed with an ability that has contributed not a little to raise the confidence of the southern people in their capacity to undertake and prosecute successfully railroad enterprises. Railroads in East Tennessee.-The eastern portion of the State of Tennessee has no geographical connexion with the rest of the State, and its railroad projects make up no part of the general system. The most important of these projects are the East Tennessee and Georgia, and East Tennessee and Virginia roads. Together they traverse the entire State from north'to south, by a line of about 240 miles, of which 15 miles lie within the State of Georgia. East- Tennessee and Georgia railroad.-This road commences at Dalton, and is completed to Loudon, on the Tennessee river, a distance of 80 miles. It is in progress to Knoxville, its northern terminus, a farther distance of 30 miles,' making the whole length, of its line 110 miles. This was one of' the early projects of the South, under the title of the Hiwasee railroad, which broke down after the expenditure upon it of a large sum. A few years since it was recommenced under irew auspices, and has been carried forward successfully to its present termination. East Tennessee-and Virginia railroad.-The line of this project commences at Knoxville, where it will form a junction with the road above described, and, extend in a northeasterly course to the Virginia State line,'a distance of 130 miles. Here it will meet the Vir 348 S. Doc. 112. ginia and Tennessee railroad. The entire line of the former is under contract, to be ready for the iron as soon as the connecting roads shall be opened. The line of the East Tennessee and Virginia road could not be brought into profitable use, and would, in fact, hardly be accessible witholt the opening of the connecting roads above referred to. In addition to the general provisions of the State, in aid of railroads, the sum of $300,000 was granted to this road for the purpose of building several expensive bridges. It is believed that the work will be completed within three years from the present date. The above roads traverse a very fertile, but comparatively secluded portion of the country. In addition to its agricultural resources, it is rich in the most valuable minerals.' Its great distance from market has proved a serious obstacle to its prosperity; but, with the avenues which the above roads will supply, it must soon become one of the flourishing portions of the country and the seat of a large manufacturing, as well as an agricultural interest. The above roads derive their chief public consideration from their connexion with the great national line, which has been already described, and of which they form an important link. This great line will form the shortest and most direct route between Mobile and New Orleans, and the North; and must consequently become one of the most important routes of' travel in the whole country. The lower part of this line will undoubtedly be connected with Chattanooga by a short branch, giving connexion' with the roads intersecting at that poi nt. The Tennessee and Alabama road is a work of much consequence, as it will be connected with -the Nashville and Chattanooga road at Winchester, with the Memphis and Charleston at Huntsville, and with the Alabama and Tennessee at Gunter's Landing. From Winchester to Huntsville the distance is about 46 miles. For this distance the whole 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 way of Sparta, for the purpose of forming a junction with the southern extension of the Lexington and Danville railroad by way of Burkesville, 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 between the northern and southern States. Another proposed line, radiating from Nashville, is the Nashville and Northwestern railroad, extending from'that city to the Mississippi river, near the northwestern angle of the State. This project also is entitled to State aid, and is regarded as essential to the system which.Tennessee 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, for the present, delay'the commencement of the work. The internal improvement act of the State contemplates the construction of three roads extending. from Nashville in southern and southwestern directions-the Nashville and Southern, the Nashville and S. Doc. 112. 349 Southwestern, and the Nashville and Memphis roads. Of these the first-named has made the most progress, its route being under survey preparatory to placing it under contract. It is intended to make this road a portion of the New Orleans and Nashville line. Its line traverses one of the best portions of the State, able to supply abundant means for the work, and its construction may be regarded as beyond any reasonable doubt. The Nashville and Southwestern road will probably extend from Nashville to the bend of the Tennessee river. For a portion of the distance, this and the Nashville and Southern may be united in one trunk line. At the Tennessee river the above road will form a junction with the Mobile and Ohio road, and, through this, with the Memphis and Charleston road. By means of these connexions continuous lines of railroad will be formed, uniting Nashville with Memphis, New Orleans, and Mobile. The Nashville and Memphis road will take a more westerly direction than either of the two last named. Its object, in addition to the accommodation of the local traffic upon its route, is to open the shortest practicable communication between the capital of the State and its principa.l commercial town. The construction of this road is believed to be demanded on the considerations above stated. Its proposed line traverses a very excellent section, capable of affirding 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 which must be forwarded a large amount of its surplus products designed 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 Tennessee 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 connexion with the latter, a very direct line of road will be formed between 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. 250 S. Doc. 112. KENTUCKY. Population inl 1830, 687,917; in 1840, 779,82S; in 1850, 982,4'05. Area in square miles, 37,380; inhabitants to square mile, 26.93. This Staie commenced, some years since, a system of improvement oulnded principally upon the plan of rendering navigable her principal rivers-thle Green, Licking, and Kentucky. Although large sums were expended upon these works, they have, with the exception of the improvements on the Green river, proved of little value. They are almost entirely unremunerative, as'far as-their tolls are concerned; although the Green river improvements have been of great advantage to the country traversed by it, in the outlet they have opened to a market. As a system they have proved a failure, and all idea of the prosecution of works of -a similar kind has long since been abandoned. Railroads of Kentucky. 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 Frankfbrt 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 they have been recently completed. The projects shared the fate of all the pioneer western roads, having been abandoned, and their completion postponed for many years after they were commenced. The length of these roads is 93 miles, and the cost about $2,500,000. The disastrous results which attended the enterprises referred to exerted a most injurious effect upon the public mind of the State. Discouraged by the failures which had been sustained, the people became almost indifferent to the subject of internal improvements, except so far as the construction of Mlacadamized 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 construction, it was with the utmost difficulty that the people of Kentuckv could be convinced of the importance of these works, or induced to take any steps toward their construction. The losses suffered on account of the Louisville and Frankfort, and Frankfort and Lexington, railroads, were fresh in mind; and the people distrusted the success of the new projects from experience of the old. The example of the neighboring States, whose success in their recent efforts demonstrated the capacity of the West not only to build railroads, but to supply a lucrative traffic to them, and, the rapid progress of those regions of country enjoying the advantages of these works, gradually inspired confidence, and aroused the people to action; and the State of Kentucky is now one theatre of the most active efforts to secure the construction of railroads. Every part of the State is fully alive to the subject, and its surface will soon be as thickly checked with lines as are the States of Ohio and Indiana. The leading lines in the State, now in progress, are1. The Louisville and Nashville railroad.-The line of this road will be about 180 miles long. Its route has been determined, and will pass S. Doc. 112. 251 through a very fertile portion of the State, capable of supplying an immense traffic to a raihoad, and entirely wanting in suitalle outlets to, markets, excepting that portion of the route near Bowling Green. The connexions it will form will be of sufficient' importance *to give the work a national character, as it will probably be the most conspicuous connecting link between the roads of the two extremes of the confederacy. The road is to be placed immediately under contract; and as ample means are already provided for this purpose, its construction, at the earliest practicable period, may be set down as certain. A very important branch from the above road-exceeding in length even the main trunk-is the proposed'Memphis, Clarksville, and Louisville road, which has already been described under the head of " Tennessee." This road mill probably leave the Nashville and Louisville road at Bowling Green. It will be seen that the two would form a very direct line between Louisville and Memphis. The Memphis extension is regarded with great favor by the people of Louisville, and by the friends of the Louisville and Nashville projects. As a large portion of 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 Louisyille, there can be no doubt of its speedy construction. Another line of road proposed, for the purpose of connecting Cincinnati with Nashville, and attracting much attention in central and southern Kentucky, is composed of the Covington and Lexington line, through the towns.of Bowling Green, Kenlucky, and Gallatin, Tennessee. A reference to the annexed map will at once show the important 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 railroads 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 Savannah and' Charleston. Roads are also in progress to Mobile and New Orleans, to various points on the Mississippi, and to other portions of the State. The city of Louisville will be no less favorably situated, wkTith 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 with the roads of Ohio, Indiana, and Illinois, and with the leading cities Qf all these States. On the east, the line of railroad to Lexington will connect with all the railroads radiating from that point, some of which will open outlets to the eastern States, arnd 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 by this road runs through one of the most fertile and densely settled portions of the State. The Covington and Lexington, and Danville and Nashville.-The two first links, having an aggregate length of 136 miles, ale already in progress. Active measures are in progress to secure'the necessary means for the last. This route will pass through Glasgow, an import 35' S. Doe. 112. ant town in southern Kentucky. The upper portion of this litle may be made the trunk of two important branches, one extending nearly direct in a southerly course through the State of Tennessee, (taking the towns-of Sparta and Winchester in its route,) to Huntsville, Alabama, where it will form 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 po? tion of this line fiom Winchester, south, is already in progress. Th, Tennessee division is embraced in the general facility bill. At Winchester, this line will have a southeasterly outlet, by means of the Nashville and Chattanooga railroad. The other branch referred to is the proposed road to be constructed through southeastern Kentucky and eastern Tennessee, to Knoxville, there to connect with the lines of railroad centring at that point. The importance of this route, for a railroad, has always been recognised, and that section now under discussion formed a part of the old Cincinna.ti and Charleston project, which attracted so much attention through the southern and western States many years since, and which has been referred to in another part of -this report. Measures are in progress to secure the means for this line. The great obstacle in the way of its immediate construction; is the scanty population and want of means on the line of the route. The importance of this link, however, to the connexion lines, now on the eve of completion, must secure 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 progress, which' pursues, for some fifty miles, the same general direction wtnl-the connecting Kentucky line, till it f rms a junction with the Hillsboro and Cincinnati, and Cincinnati and Marietta roads, the former of which is to constitute the extension, wes erly, of the Baltimore and Ohio, and the latter of' 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 the Ohio, at this point. These combinations will secure to the Maysville and Lexington road an important 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 Lexington railroad will probably be opened for business during the year 1853. Lexington and Big Sandy railroad. This proposed road is attracting 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 S. eDoe. 1 112. 353 sarv for its construction,'with good promise of'success. As a local work, it will prove to be. of great benefit to the country traversed, deprived as it is of suitable and convenient avenues to market. Htetderson and Nashville vailroad. —This line is the legitimate extension, 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 thant any description. The southern shore of Lake Michigan will attract to itself all the lines of railroad running fiom the Gulf of Mexico in a northerly direction. Between this lake and the cities of New Orleans and Mobile, the great route of travel will probably always be by way of Nashville. This route will, apparently, be the shortest, and most convenient and agreeable to the traveller, whether fir business or pleasure. It coincides wvith the great route through the Wabash valley, and has the advantage of taking in its course the leading 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 exceeded 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 for the extent and value of its productions. A road is also in progress from Louisville to Shelbyville, which may eventually be extended to Frankfort. A road is also proposed from Harrodsburg to Frankfort. 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 detour by way of Lexington. The only project remaining to be noted is the Louisville and Cincinnati road, which is noxv beginning to attract much attention, not only in the State, but in the above cities. The necessity of the road is daily' becoming more and more apparent. Cincinnati and Louisville are soon to become central points in widely extended and distinct systems of roads, extending to the great lakes on the one hand, and to the Gulf of Mexico on the' other. The public convenience and the wants of commerce require that this connecting link should be supplied. The travel between the above cities is already great, and is carried almost entirely upon steamboats. The time noW occupied by a trip is about twelve hours. The distance by river is 150 miles. By the proposed road it would be reduced to ninety-five miles, and the' time to four hours. Active measures are now in progress to provide the necessary means for this work, and to place it under contract. OHIO. Population in 1S30, 937,903; in 1840, 1,519,467; in 1.50, 1,980,408. Area in square miles, 39,964; inhabitants to square mile, 49.55. In considering the works of improvement projected in the interior, for the purpose of opening outlets for products, a marked difference is found between them and works constructed by our Atlantic cities for the purpose of securing to themselves the interior trade of the country. Although these last were designed to reach and accommodate 24 354 S. Doc. 112. this trade, they took their character and direction rather from the supposed advantage they were to secure to the cities which mainly furnished the means for their construction, than from that to the countrytraversed. As far as practicable, they aimed at a monopoly of all the trade:within their reach; but, with roads projected in the interior for the purpose of opening outlets to a market, a different principle prevails. The ruling motive in such case is, so to shape the project as to secure the cheapest access to the best market, or to a choice of markets, and to escape the monopoly which the markets themselves seek to impose. The leading improvements prcjjected in the interior, therefore, often have a more national character, and are-constructed with more reference 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 forwarding 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 of pursuits in his own neighborhood, and he was too remote to avail himnself of those of the older States. The cost of transportation placed it beyond his means to purchase from abroad, and his surplus was, therefore, comparatively worthless after the supply of' his own immediate 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 therefore advanced very slowly, until the construction of the Erie canal, by which a market was thrown open, and its vast productive capacity rendered 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 firom 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 improvement in the West almost exclusively embraced the construction of canals. The early projects of the States of Ohio, Indiana, and Illinois, were, with a very few exceptions, of this character, though their further progress has 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 only one to execute, what she originally proposed. -After a severe strugg le, her great system of canals was corn S. Doe. 112. 355 pleted, and the result has been to place her immeasurably in advance of all her sister States in wealth, in population, and in general prosperity. The rapidity of her progress has been the marvel of the country. In a very few years she rose fiom obscurity to the first rank among her sister States in population, in wealth, in credit, and in consideration both at home and abroad. Canals of Ohio. Ohio canal.-This work was commenced in 18265, and was completed in 1832. It extends from Portsmouth, on- the Ohio river, to Cleveland, on Lake Erie, a distance of 307 miles. It ascends the va-lley of the Scioto nearly to Columbus, when it takes an eastern direction, striking into the valley of the Muskingum, passing through the towns of Hebron, Newark, Coshocton, New Philadelphia, and Massillon, in this valley. Crossing the summit at Akron, it falls into the valley of the Cuyahoga river, which it pursues to Cleveland. The highest point in the canal at Akron is 499 feet above the Ohio river at Portsmouth, 405 above Lake Erie, and 973 above the Atlantic ocean. The canalis 4 feet deep, 40 wide, has 147 locks, and an aggregate lockage of 1,220 feet. This canal has several branches or navigable feeders, of which the following are the principal: The Coluimbus branch.-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 county, a distance of 9 miles. The Athens extension or Hocking canal is a prolongation of the Lancaster branch. It has a southeasterly course through the counties ofFairfield, Hocking and Athens, to the town of Athens, a distance of about 56 miles. The Zanesville branch, extending from the main canal to the town of Zanesville, on the Muskingum river, a distance of 14 miles, connects it with the Muskingum improvement, by means of which another channel is opened to the Ohio river at Marietta. The Walhonding branch extends from the main canal, near Coshocton, upon the Walhonding 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 terminus of the canal, although it is carried to Manhattan, four'miles below it. This canal was commenced in 1S25, and completed in 1832. It has a width of 40 and a depth of 4 feet; its summit-level is 510 feet above Cincinnati and 411 feet above Lake Erie, and the number of its locks is 102. This canal, from Lake Erie to the Indiana State line, forms the lower trunk of the Wabash and Erie canal, extending to Evansville, on the Ohio river. There are also connected with this canal, in Ohio, branch lines measuring 45 miles in length. 356 S. Doc. 11'2. The following table shows the length and cost of the Ohio canals constructed by the State: Length. Crst. The Ohio canal and branches.-. 340 $4,695,203 The Walhonding canal..25 607,26& The Miami canal and branches 315 7,454,726 The Hocking Valley canal.-.........e 56 975,480 The Muskingum impA)veme:'...-.-1.... 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 Beavercanal.-This work commences at Bolivar, on the Ohio canal, and extends to the Ohio river, at the mouth of' the Beaver river, a distance of about 76 miles. The cost of this work was about $2,000,000. A portion of it is in the State of Pennsylvania. The MIahoning fannal.-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 the Beaver canal; in Pennsylvania, a short distance from the State line. The length of this canal is about 77 miles, and its cost something like $2,000,000. It was, before thle 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 altundance and of the best quality in the Mahoning valley. In the vast number of i-ailroad projects which have sprung up in Ohlio 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 pmosperity, as they, supplied the demand of its people for a chea.p and comparatively expeditious route to market, and enabled them to turn to immediate account their large resources. It is probable that they may still continue to be the carriers of the more bulky and less valuable kinds of property, and in this manner prove of utility, though of smaller comparative importance. Although railroads may take from the canals a large portion of their traffic, the former will probably develop a still larger trade in articles of merchandise, for which the canals are the appropriate channels; so that the interests of the two systems of improvement, instead of clashing, will be found to be in strict harmony. The canals, unfortunately, are not first-class works, so far as their construction and capacity are concerned, and during periods of great drought, occasionally fall short of water. Railroads of Ohio. The railroads of Ohio may be said to belong to two distinct and weli defined periods in the history of the internal improvementsof the State. The first class includes those commenced during the great speculative S. Doc. 1 12. 357 movement of 1836 and 1837, which were, for a considerable lapse of time, the only projects of the kind attempted in the State. These Were1. The Little 3Miami railroad, commenced in 1837 and completed in 1846, was originally laid -out with a flat rail, which has since been replaced by the heavy H or T rail. It extends from Cincinnati to Springfield, a distance of 84 miles, and has cost, up to the present time, about $2,500,000. 2. The Mad River and Lake Erie, commenced in 1836 and completed in the latter part of 1846, extends from Sandusky, on Lake Erie, to Springfield, a distance of 134 miles, where it forms a junction with the Little Miami road, constituting a continuous line of railroad fiom Lake Erie to the Ohio, which was the first to connect these watcr-courses. A portion of this road was opened in 1838. It was originally laid with a flat rail, which has since been replaced by one better adapted to a heavy traffic. 3. The MiZansfeld and Sandusky railroad was commenced in 1836, and a portion of it opened in 1838. It was completed to Mansfield in 1847. Like all the early Ohio railroads, it was first laid with the flat bar, which has since given place to the heavy rail. 4. The Lake Erie and Kualanizazoo extends from Toledo, on Lake Erie, to Adrian, where it forms a junction with the Michigan Southern railroad, to which it forms an outlet to the roads of Ohio. The length of this road is about 33 miles. It was commenced in 1836, and completed in 1845. Its superstructure was, in the outset, a flat rail, which has recently, since the completion of the Michigan Southern road, given place to a heavy bar. These are the only roads commenced, under the stimulus of the great movement already referred to, the original plans for which.were finally accomplished. All other projects fell to the ground in the commrercial revulsions which followed. These failures, and the long delay in completing the roads already described, were in part owing to the financial embarrassments which succeeded, but yet more to the limited amount of capital, and to the want of engineering skill and experience brought to bear upon them. Nothwithstanding all the embarrassments and losses to which they were subjected, it is believed that they are all now yielding a profitable return. upon their entire cost. It may not here be out of place to remark, that the numerous failures in the first efforts of the new States to- construct works of internal improvement were not the result of accident, but a matter of necessity. The schemes were all premature; neither the means, nor the engineering atd practical talent, essential to success, existed. The country had not been settled a length of time sufficient to designate the sites that were to become the great depots of trade, or the convenient routes fbr travel and business. At this distance of time, it is easy to see that the failure of' many of the works undertaken in the West and South, tnot only by the States'but by individuals, was unavoidable; and that with the lights we now possess, their construction would have been postponed until a condition should have arisen more favorable to success. These failures were no just cause of reproach to the States 358 S. Doc. 112. in which they occurred, except so far as the debts created have been repudiated, or no provisions have been made for the liabilities as they fell due. These reverses cut short the progress of railroads and canals, with a few exceptions, for a number of years. The people were disheartened, and in many cases disgusted, with their ill success, and became comparatively indifferent to the subject of internal improvements. Years elapsed before the western States recovered from the disastrous effects of the previous reverses, in which nearly every individual in the community'had been involved. Indeed, it required years to replace the various losses sustained. When this was accomplished, and the.lapse of sixteen years had brought a larger population, increased production, and ampler means, the necessity of avenues, suitable to the increasing wants of the country, came to be more and more strongly felt. To meet this demand, the works now in progress were commenced. These movements constitute the new era in the history of our internal improvements. Both the old and the new system had its peculiar characteristics. The first proposed in the newlysettled States either anticipated the wants of the country, or was in advance of the conditions, necessary to success. It was borrowede rom the old, and applied to the new States, where an entirely different state of things existed; and was in fact an attempt to apply a principle deduced from known data to circumstances wholly uncertain. The works more recently commenced rest on a very diffirent foundation. They were constructed, and are adapted, to supply wants which actually exist. An unsound policy has given place to one perfectly healthy and legitimate, following requirements, and controlled by wants, the extent and nature of which are well understood and defined. The railroads in progress and operation in Ohio at the present time make an aggregate length of line of about 3,000 miles; the face of the country favoring their construction in every part of it. These projects are pretty uniformly distributed over the State. There are no lines of pre-eminent importance, because travel and commerce are not, as in some other States, forced into particular channels by the natural configuration of the country. So homogeneous are the physical characteristics of the different portions of the western States, that a detailed description 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 construction of numerous and important lines, and frequently a throughroute is made up by a combination of what were in the outset entirely distinct and separate projects. In noticing the roads of Ohio, therefore, an effort will be made rather to give a clear idea of the whole system, than to burden the report with similar details of different projects. In addition to the roads of exclusively local character, there are numerous great lines traversing the entire State from north to south and from east to west. These great lines or routes are composed as follows S. Doc. 112. 359 Through-lines runninog from north to south. 1. Composed of the Cincinnati, Hamilton and Dayton, and Mlad River and Lake Erie railroads. 2. Composed of the Little Miami, Columbus and Xenia, and Ce*el.ad and Columbus railroads. 3. Composed of the Mansfield and Sandusky, Columbus and Lake Erie, and Scioto and Hocking Valley railroads. 4. Cleveland and TWfellsville railroad. 5. A fifth line will soon be added to the above, formed by the Cincinnati, Hamilton and Dayton, and the Dayton and Michigan roads, now in progress from Dayton to Toledo.'6. An additional line will probably-be formed without much delay; the lower portion of it composed of the Cincinnati, Hamilton and Dayton, or the Little Miami, the central portion of the. Springfield, Mount VTernon 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 frol Cleveland to Zanesville, and thence 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 southi lines. Efforts are also making to construct a road from Dayton to Cincinnati, between the Little liami and the Cincinnati, Hamilton and Dayton. Should they prove successful, a portion of another through-line will be formed. Through-lines running from east to west. 1. Composed of the Cleveland, Painesville and Ashtabula, and the Junction railroads. This line will follow the lake shore for its whole distance. From Cleveland it will be carried westward by another line composed of a portion of the Cleveland and Columbus, and Toledo, Nor-valk and Cleveland. The whole of this last named line will be in operation during the present year. 2. Composed of the - Ohio and Pennsylvania, and the Bellefontaine and Izdiana roads. Both of these are well advanced towards completion, and it is intended to have them in operation by the first of January next. 3. Composed of the Ohio and Pennsylvania, and the Ohio and Indiana, extending from the western terminus of the former to Fort Wayne, Indiana. 4. Composed of the Steubenville, Indiana and Colunmbus, and the Columbus, Piqua, and Indiana roads. These will form a continuous line of railroad through Ohio, and also from Philadelphia and Baltimore, to, the Mississippi river, having a, uniform gauge throughout. From Columbus an additional line will be formed by means of the Columbus and Xenia, the Dayton and London, and the Dayton and [Westerm roads. 360 S. Doc. 112. 5. Composed of the Ohio Central and Colnmbzs, and Piqua and Jb;diana roads. An additional line from Columbus, by the line running through Dayton, is described above. 6. Composed of the Ohio Central, and the Cincinnati,. Wiliingtot and Zanesville roads. 7. Cincinnati and Mlarrietta- railroad. It is also contemplated to extend this road to Wheeling, thus forming a continuous line from Cincinnati to Wheeling under one charter. 8. Hillsboro and Cincinnati railroad, extending from the Ohio river, opposite Parkersburg, is proposed as the direct continuation of the Baltimore and Ohio railroad to Cincinnati. From the latter place all the roads terminating there will be caIried to the Indiana State line, by the Ohio and Mississippi railroad. The great lines which have been thus briefly described embrace the most important projects in the State. All of' them present the same general characteristics. The results achieved by the lines in operation: may be safely predicated of those in progress; and these so well illustra.te 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 maps taken ihl connexion with the history of the roads in operation, will convey a sufficiently correct idea of the various projects that compose the system. above described. There are many roads in progress not particularly connected with the above lines, the objects of which require a brief notice, viz Ohio and 3Mississipyi railroad; -the leading object of which is the connexion of Cincinnati and St. Louis, the two great cities of the Mis$issippi Valley, by the 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 thle communication between these cities is carried on by means of the Ohio and /lississippi rivers, and it is well known that the navigation of these is always seriously obstructed and often totally suspended at certain seasons'of the year. At best, the route is tedious and expensive, and uncomfortable at all times, and often very unhealthy. The distance by'water is more than twice as great as by land. A direct line of railroad between these great cities is one ranking first in importance among our leading works. It is easy to see that the principal routes of travel must be those connecting great cities by the shortest lines, since the travel, whether of business or of pleasure, necessarily tends from one to another of these. Familiar illustrations of the fact will readily occur to every reader. In going westward, Cincinnati is a necessary point in the route of every traveller. That city, also, is consequently a converging point of the great lines of road leading westward from the eastern 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 iniles. For the greater part of this. distance the route is very favorable to S. Doc. 1P12. 361 cheap construction. Through its whole length it traverses a fertile and productive region, without any outlet except that formed by the Wabash river, which the above road crosses at Vincnnes. In addition toits through-travel, this road will be the channel of a vast local traffic; and these, when combined, cannot fail to yield a, lucrative income. The whole road is under contract for completion within two years from the first of January, 1853; and the work of construction is in rapid progress. The project has received the hearty co-operation and support of the cities of Cincinnati and St. Louis, the former having subscribed $600,000, and the latter $50.0,000,.to the -work, in their corporate capacities, in addition to ]arge private subscriptions. By the people of Baltimore, the above work is regarded with hardly less favor than by Cincinnati and St. Louis. By the former, it is re-. garded as the direct extension westward of their great line, which is to be carried forward to Cincinnati by the Hillsboro and Marietta roads. It wvill be seen that these three roads make up one grand and symmetrical line, of about nine hundred miles, extending from tide-water to the Mississippi river. The tIamilton and Eaton road, extending from Hamilton to Richmond, Indiana, though a valuable local work, derives its chief importance 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 Richmond. This road has just been opened for travel. The connecting lines above named are in progressthe former for its entire length, and the latter as far as the Wabash river, at 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 occupies at present a conspicuous position, from the fact that it is the first Ohio road to form a connexion with those of' Indiana. It is already in operation to Greenville, from which point the work is in rapid progress; so that the simultaneous completion of this and the Indianapolis and Bellefontaine road, as far as Union, may be expected by the first of December next, giving an outlet by railroad, from Jeffersonville, (opposite Louisville, Kentucky,) Terre Haute, Lafavette, Madison, and numerous other important points in Indiana, to the railroads of Ohio, and, consequently, to those of the eastern States. The Irons railroad is a short road, connecting the numerous iron manufacturing establishments of southern Ohio with the river. This road will probably be extended northward, to form a connexion with the Scioto and Hocking Valley railroad. By the Cleveland and Mahoning road, it is proposed to open a new channel of communication between Cleveland and Pittsburg, through the valleys of the Mahoning and Beaver rivers. One of the principal objects in its construction is to open a new outlet for the coal-fields of the Mahoning valley, from which Cleveland is now chiefly supplied with coal. Measures are in progress to place this work immediately under contract. A line of road of considerable importance is also proposed, commencing near Mansfield, and extending in a generally northeasterly 362 S. Doc. 112. direction, through Warren to the Ohio State line, to be continued through Pennsylvania to the Erie road at or near Olean, constituting a new line of communication between the railroads of Ohio and those of the East. INDIANA. Population in 1830, 343,031.; in 1840, 685,866; in 1850, 988,416. Area in square miles, 33,809; inhabitants to square mile, 29923. The State of Indiana, in emulation of the example of her sister States, commenced, in 1836, the construction of an elaborate system of internal improvement, of which only a comparatively small portion has been accomplished. It consisted partly of canals, and partly of railroads. The canals proposed were the Wabash and Erie, the Central, the White Water, the Terre Haute and Eel River, and a canal from Fort Wayne to Michigan City. The railroads proposed to be constructed by the State, were the Madison and Indianapolis, and the' Lafiavette and Michigan. The CWabash 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 hundred and sixtyseven miles from Toledo, on Lake Erie. When completed, it will form one of the longest lines of canal in the world. From Toledo to Fort Wayne it has a depth of four feet, and a width of sixty. Below this point, it is only three feet deep and forty-five wide. Its locks admit boats of a capacity of about sixty tons. It is to be opened for traffic through its whole length in the ensuing spring. This work was completed by the State as far as Lafayette, a distance of two hundred and thirty miles from Toledo, and two hundred and forty-nine from the Ohio. When the State became, from the embarrassment of its affairs, unequal to its farther construction, a conditional 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 for her products, and gave her the use of means, which up to its opening lay dormant, from the difficulty and cost of reaching a market. The rapid increase in the exports of Indian corn will illustrate the value of improvements which facilitate transportation. The exports of this article from the Wabash valley, from insignificance, rose to millions of bushels in a very few years after the opening of the canal; and Toledo, its terminus on Lake Erie, is now the chief port of export for this article. S. Doc. 112 363' Railroads in Indiana, 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 required 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, better defined objects, and a traffic necessary for the support of extensive lines of improvement. The system proposed by the State was, in fact, in advance of the conditions required to sustain it. It anticipated a state of things which did not exist. In commencing the new movement, which has resulted so successfully, her people havefollowed and not anticipated their wants. They have taken up only such enterprises as were sanctioned by the clearest evidence of their necessity, and which could command sufficient support to insure success. The result has been uniformly favorable; and the State of Indiana, which but two or three years since had hardly a mile of railroad within her limits, now takes rank with our leading railroad States, and is soon to be third or fourth in the extent of her works. Her credit and means have advanced with equal 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 arrangement 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 State. Their focus is in the great lines of railroad running from the eastern States to the Mississippi river, and from the Ohio to the great lakes. It is impossible to conceive a system better -devised for the promotion of the interests of the people of the State, or of the railroad companies. All of these. great lines, while they have their appropriate and ample belts of fertile, productive and well-settled territory for local traffic, occupy important routes for through-business and travel. The Jeffersonville opens a communication between the central portions of the State with Louisville, the second city of the Ohio valley; the I'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, westward, of' the leading lines running through central Ohio; the Indianapolis and Bellefontaine opens the outlet to the great lakes 364 S. Doc. 112. and the lines of road traversing northern Ohio; the Peru connects the capital and central portions of the State with the Wabash canal, which is now the great commercial avenue for the State; the Lafayette connects the most important town in the northwestern part of the State with the central portions, and will soon constitute a link of the great line extending to Chicago; the Terre Haute is the connecting line 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 the west of the Jeffersonville 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 complemrents of each, other. The Central and the Terre Haute roads constitute, in a business and commercial point of view, one line; so with the'LawTrenceburg and Lafayette, and the Jeffersonville and Peru. In this manner, a system of railroads will be found adapted to promote the highestgood 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 svstem embracing the whole country. The system we have described occupies an area in the central portions of the State about one hundred and fifty miles square. In length of line and relative importance there is great uniformity in the various roads that compose it. They all occupy favorable routes; are all calculated to benefit each other; and will be rivals for the same trade in a, slight degree only. The northern and southern portions of the State will also be well supplied with railroad'accommodations. In the southern portion, the most important road in progress is the Ohio and Mississippi, which traverses it ftom east to wvest. This work has already been sufficiently noticed under "the railroads of Ohio." The southwestern corner of'the State is traversed by the Evansville and Illinois road, which is already completed to Princeton, and is in progress to Terre Haute. When this last point is reached, a connexion will be formed with the Central system, which will be brought into communication. with Evansville, the most important and flourishing town upon the lower Ohio, and also with a railroad n6w in progress leading from Henderson, upon the opposite bank of the river, in Kentucky, to Nashville, 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 accommodations 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 central and northern poltions of Indiana and the city of Chicago. The line of this road extends firom 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 S. Doc. 11'2. 365 of the Crawfordsville and Wabash road, which has been merged in the former. Three distinct portions of it are in operation, viz: fiom New Albany to Orleans; from Crawfordsville to Lafiyette; and from "Michigan City to Chicago. The unfinished portion is well advanced, and much of it will be finished before 1853, when the whole will be completed. An important work in the northern part of the State is the Indiana Northern road, and which will be noticed with the Michigan Southern road, of' which it forms a part. These two roads constitute a leading line, as they unite the most southerly portions of Lakes Erie and Michigan, two important points in the geography and commerce of the country. The great lakes occupy a basin extending 500 miles from north to south, and oppose an insuperable barrier to the direct extension westward of the lines from the northern States. All these are deflected southwardly, to avoid Lake Michigan. Such is the fact with a large number of roads in reference to Lake Erie; consequently, a line connecting the southern shores of these lakes cannot fail to be a work of the first importance,'not only to the travel and commerce of the country, but to its business and revdlues. The great favor with which this project 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. Among the proposed roads, probably the most important is the Wabash Valley line, which is to extend from Toledo, Ohio, to the boundary line of Illinois. A glance at the accompanying map will convey a better idea of the value of such a work, and the intimate relation it will bear to the commerce and travel of the country, than any attempted description. It will be seen that Toledo is the most salient point on Lake Erie, for all the country lying to 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 St. Louis would coincide fbr a long distance with the course of' the Wabash river. The valley of this river is celebrated for its fertility, and is filled with large and flourishingo towns, which owe their existence and traffic to the canal, and are the dep6ts of trade for the surrounding country. In this manner an ample business has been already developed for 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 importance of:su-ch an avenue must be apparent upon the slightest examination of the probable routes of travel-and trade in the West. The great tide of emigration which is flowing thither from the middle States and Ohio is directed upon Chicago, which is the great point of its distribution over the unoccupied lands of the new States. This city must also become an important business and commercial point fbr all the western States. The above line is also regarded as the appropriate extension to Chioago 366 S. Doc. 112. of the great Philadelphia and Baltimore lines, which will be extended to the eastern terminus of the former, in central Ohio. An important road is in progress, commencing at Richmond, the western terminus of the Dayton and Western, and Hamilton and Eaton roads, and extending to the Wabash river, at Logansport, which it is intended ultimately to carry forward to Chicago. As a through-route, its object is to connect Cincinnati and Chicago. Locally, it may be regarded as a Cincinnati road, penetrating a very rich and productive section of the State. It is under contract from Richmond to the Wabash, by way of Newcastle. It will be seen that, for the country traversed, 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 extent, the traffic of the territory lying to the north of its line. The route proposed by this road, it is believed, will constitute the shortest route between Cincinnati and Chicago. It is also proposed to construct a branch from the Jeffersonville road, commencing at or near Columbus, and extending as far north as Union, the eastern terminus of the Indianapolis and Bellefontaine 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 portion of their trade and travel, which otherwise would be drawn to Cincinnati. The branch to Fort Wayne would probably run through Muncie, on the Bellefbntaine 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 in the State. There are several others of minor consequence, among which may be named the Shelbyville, Knightstown, and Rushville branches. There are others proposed, but not sufficiently advanced to call fbr particular notice. MICHIGAN. Population in 1830, (Territory,) 31,639; in 1840, 212,267; in 1850, 397,654. Area in square miles, 56,243; inhabitants to square mile, 7.07. The State of Michigan, so early as 1836, while in her very infancy, matured and commenced an elaborate system of internal improvements, by means of railroads and canals. Of the latter none have been constructed: in fact, they were hardly commenced. Of the great lines of railroads, two, the most important, have been completed, with some deviation from the original plans. 1. The Michigan Central railroad commences at Detroit, and runs generally in a western direction, to Lake Michigan. It is then deflected 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 of S. Doc. 112. 367 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 Michigan, 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 construction 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 construction of, the great Western railroad of Canada, which will bie 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 formerly a State work, and as such, was opened to Adrian, 36 miles from Monroe, its eastern terminus. On the failure of the State, its farther progress was abandoned; but after a lapse of some years it was sold to a private company, by whom it has, in connexion with the Indiana Northern road, been recently extended to Chicago. The distance between the termini is 243 miles. It was originally intended to carry this road through the southern tier of counties to New Buffalo; but this plan was abandoned by the present company, and, after running 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, and will be shortly connected with the railroads of Ohio; and it may be confidently expected, that by the first of January next a continuous line of railroad will exist from New York to Chicago, a distance of nearly 1,000 miles. The Michigan Southern and Indiana Northern may both be regarded as belonging to one interest, and as forming in fact one line. Though recently opened for business, its prospects are very favorable. In the hands of its present managers, it has been prosecuted with energy and success; and, as- the general direction of its line coincides with the southern shores of' Lakes Erie and Michigan,: it is difficult. to find a more important line of road. Its success since its opIening fully justifies the sagacity and foresight of the parties by whom its extension was planned and executed. The local trade both of the Central and Southern roads is supplied by an ample belt of fertile, well-settled and highly productive country, which alone would yield sufficient support, entirely independent of through-traffic.: Both are intended to form important parts of independent 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 project, and will prove of great convenience to the mining districts on the 368 S. Doc. 112. southern shores of the latter, which for a considerable portion of the year are inaccessible. This work is indispensable to the proper development 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 immediately commenced, an amount of business sufficient to furnish a considerable traffic being already developed on its northern terminus. A road is also proposed, and will undoubtedly in a fewyears be constructed, extending fiom Detroit to Toledo, with a view to enable the great Western railroad of Canada to form a connexion with the lines of the United States. ILLIN0IS. Population in 1830, 157,445; in 1840, 476,1S3; in 1850, 851,470. Area in square miles, 55,405; inhabitants to square mile, 15.36. There is a remarkable similarity between the histories of the States of Indiana and Illinois, so far as their respective systems of internal improvements are concerned. Both systems were commenced about the same period; both States became involved in similar financial elmbarrassments; and both'abandoned the prosecution of' their respective works-most of which have been either discontinued entirely, or have passed into private hands. While this parallel exists between the two, Illinois labored under the disadvantage of being a much newer State, possessing smaller means, and consequently requiring a longer time to recover from her embarrassments. As in her first efforts she imitated -the examples of Ohio and Indiana, so she is again following closely in their footsteps, in the new career upon which she has just entered. The lllinois and Michigan canal. This canal is almost the only improvernent which Illinois has to show for the vast debt she has incurred fbr her public works. It has passed into the hands of her bond-holders, and has been completed by them in a manner very similar to its kindred work, the Wabash and Erie canal. It-extends from Chicago to Peru, at the head of navigation on the Illinois river. It was commenced in 1836, and completed in 1848. It is 60 feet wide, and 6 feet deep. The locks have a capacity for boats of 150 tons. Its length is 100 miles, and its summit-level is 8 feet only above Lake Michigan. The original plan was to feed it directly fiom the lake; but as this involved a very large expenditure, it was abandoned. The canal was opened in the fall of 1848, since which time it has done. a successful business. Like the Wabash canal, its direction coincides with the usual route ofr' commerce and travel. It is hardly possible to conceive a more favorable route fbr 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 immense 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 commerce; 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 betweer these two divisions of the country. All that was S. Doe. 1 12 369 Wanitlug to secure a large portion of the products of the Northwest to the lake and Erie canal routes was an outlet for them. This the Illinois 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 Mississippi river, to the new one by the lakes. The influence of this work is.aleady seen in the impulse it has given to the growth and trade of Chicago; in the change it has effected in the direction of the products of Illinois, and other western Sta~tes, to market, and of merchandise imported into the same sections of' country. Wer'e 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 engross 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 Athe lakes and the northern route. The railroads now in progress in Illinois will soon come to its aid, and supply the want of an uninterrupted, navigation in the western rivers.'Railroads int Illinois. The system of improvements first proposed by the State in eighlteen hundred and thirty-six contemplated a very large number of railroads, traversing every portion of the State. The more important of these were the Illinois Central, the Edwardsville and Shawneetown, the Quincy and Danville, the Alton and Terre Haute, the Mount Carmel and Alton, and the Peoria and Warsaw roa.(s.'After the expenditure of large sums upon these lines they were all ultimately abandoned, and the improvements made have mostly fallen into the hands of private cornpallies. No portion of any of the lines commenced has been opened, with the exception of' the link in the Quincy and,Danville railroad, extending fiom Springfield to the Illinois river. With a few exceptions, the work done upon the various proposed lines'is of little value to the companies which have resumed their construction. The recent railroad movement in Illinois dates olJly two or three years prior to the present time. It has the same general character as those already noted in Ohio and Indiana. The construction of.;roads in this Statejbllows instead of anticipating the wants of the community, and proceeds in a legitimate and business-like manner, which promises the most satisfactory results. The State of Illinois is one of the largest States of the confederation in area, and probably is unsurpassed by any in the extent of her resources. Over her whole surface she has a soil of inexhaustible; fer-tility, a large portion of which covers vast beds of coal, in connexion with an abundant supply of iron ore. The richness of' her lead mines is well known. Her commercial advantages are equal to those- of any western State. Upon her western bound ary is the Mississippi river; upon her southern, and a large portion of her eastern border, are the'Ohio and Wabash. The northern part of the State is washed by Lake Michigan, which is accessible by ships of three hundred tons burden:from the ocean. Her central portions are penetrated by the Illinois river, one of the most favorable in the West for the pur'poses. of 25 370 S. Doc. 112. navigation. All these rwater-courses affbrd convenient outlets for the p-roducts of her soil, and contribute incalculably to her prosperity. The city of Chicago has now become, and must always remain, the emporium of the State. It is the great pivot upon which the railroad system of the State turns. Most of the lines in progress are constructed with express reference to this point. All running in a northerly and southerly direction look to that city as the northern terminus. The same may be said of those traversing the northern portion of the State in an easterly and westerly direction. The principal exceptions to this rule are the Ohio and Mississippi railroad, running from Cincinnati to St. Louis, the Terre Haute and Alton railroad, and the proposed roads fiom Peoria and Springfield to Lafayette, in Indiana. There will undoubtedvly be other roads constructed in different portions of the State, having no direct reflrence to Chicago; but such only are referred to as are already ill progress. The great line, traversing the State from north to south, will be the Illinois Central railroad. This road was commenced by the State in 1S37, but was soon abandoned, with all other projects of a similar character. It commences at Cairo, at the junction of the Ohio and Mississippi rivers; and, after running in nearly a direct northerly coursefor about 120 miles,. divides into two branches, one branch running to the extreme northwest corner of the State, by way of Peru, on the Illinois river; and the other in a very dire'ct course to Chicago. Its whole length wtill be 700 miles-a gre-ater extent of line than any other chartered line in the United States. The construction of this road is.secured by recent munificent grants of lands by the general government, which amount to 2.500,000 acres, most of which lie upon the immediate line of the road. The road will be completed in about four years from the present time; and, when constructed, will constitute a grand central avenue through the State, from north to south, which must in the end become the trunk of many connecting and depe-:dent roads. The progress made by the Central road, and the certainty of its early completion,'has given a great impulse to the public sentiment of the State in favor of similar projects. Numerous lines are in progress or projected in every portion of it. The line itself will supply a vast amount of railroad accommodation to the people of' Illinois. As a State work it is a magnificent project. It is equally conspicuous as a part of a great national line. In connexion with the Mobile and Ohio railroad it forms a direct and. unifbrm line of railroad, extending north and south for a distance of more than 900 miles, traversing, in this distance, great varieties of climate and production. By taking the above route a traveller may pass from latitude 290~ to420 north in -a little more than 24 hours. A road possessing such ad-,vantages cannot fail to coimmand an immense traffic and travel, in addition to its local resources. With the exception of the Central railroad, most of the great routes of travel and commerce through the State must run from east to west. The more important of these are the. fbllowing: Galena and C'hicago.-This is the longest line of railroad in operati'on in the State. It is now completed to Rockford, a distance of 95 miles. At Freeport, 124l miles from Chicago, it will forln a junction S. Doc, 112. 371 - with the Illinois: Central road, by which it will- be carried forward to Galena, 180 miles friom its eastern terminus. This road has been one of the lmost successful and productive works of the kind in the United States. It was not embraced in the original system mnarked out by the State; and affords a striking illustration of the wisdom of adapting railroad projects to the known wants of business, rather than of attempting to anticipate such wants by the construction of a system founded on doubtful contingencies. The easterly portion of the above line forms the trunk of two other roads, one of which, the St. Charles branch, extends from its junction with the Galena and Chicago road, in a very direct course, to the Mississippi river, at Albany; and the other, the Aurora branch, which is under contract, to Galesburg, (the northerly point on the Peoria and Oquawka railroad,) a distance of about 125 miles. This road will be carried still further, in a southwesterly direction to Quincy, by means of the Central Military Tract and the Northern Cross roads, also in progress of construction. The distance from Quincy to Galesburg, by the above road, is about 120 miles, making the entire distance between Chicago and Quincy about 280 miles. It is understood that the Michigan Central railroad will extend efficient aid to the last named line. The Galena and Chicago railroad has exerted a very decided influence in promoting the growth of' the city of Chicago, which advanced in population from 4,470 to 40,000 from 1S40 to 1.S52. Rock Island and Chicago railroad.-This road follows the valley of the Illinois and its branches, from Chicago to Peru, a distance of 100 miles; from which place it takes a more westerly direction, to Rock island, a distance of eighty miles, making the whole length of line 180 miles. The first division. to Peru will be completed by the first of January next, and the whole in season fbr the winter business of 1853. It is, in many respects, an important line. It will connect Chicago with the head of navigation on the Illinois river, between which points an imnmense travel and trade must always exist. It has the great advantage of striking the Mississippi river upon the same parallel of latitude with the southern shores of Lakes Erie and Michigan, and atthe best point for bridging that river below St. Anthony's Falls. Rock island is very nearly in the same parallel with Council Bluffs, the, proposed point for carrying a railroad across the Missouri, running westward toward the Rocky mountains. [he grade and curves of this road are favorable, a.nd it will undoubtedly become one of the most important avenues of trade and travel extending westward from Chicago. The means for its construction are furnished chiefly by eastern capitalists, who took up the project on account of' the strength of its position. Peoria and Oquaawka, railroad.- The next line of railroad traversing the State, from east to west, is the Peoria and Oquawka, commencing at the Mississippi river opposite Burlington, the largest and most commercial town in Iowa, and running to Peoria, on the Illinois river. The distance between the two points is about 80 miles. From Peoria it is proposed to extend this road easterly, striking the Wabash valley at Lafayette, or at Logansport, or at both these places. The first ~division only of this great line, extending front the Mississippi to tle 372 S. Doe. 1 12. Illinois, is in progress. But when the importance of the proposed extension is considered, and the relation it will sustain to the railroads of the States lying eastward, no doubt call be entertained of its commencement and construction at no distant day. Northern Cross railroad.-This name is usually applied to the line of -road commencing at Quincy, on the Mississippi river, extending to the Indiana State line near Danville, Illinois, and running through Naples, Springfield, and Decatur. This is one of the projects embraced in the State system of improvements; and upon it a much larger anmount of work was done than upon any other line. The work executed by the State has since passed into the' hands of private companies, by one of which the portion of the line extending from Springfield, the capital:of the State, to the Illinois river, and commonly known as the Springfield and Meredosia railroad, has been completed. The portion of the above line from Quincy to the Illinois is also in progress, by another company. From Springfield eastward, the work of construction is also about to be resumed. From Decatur, two branches will probably be constructed, one extending to Terre Haute, and the other in a more northerly direction towards Lafayette. It may be stated, that the W'esterly division of this road, extending from Quincy to Clayton, will form the base of the line of railroads now in progress to Chicago, under the title of the Central Military Tract and Aurora Branch railroads, already referred to. Alton and Sacngammon railroad.-This important line of railroad extends fiom Alton to Spring-field, the capital of the State, a distance of 72 miles. It has been recently opened for business. It forms an appropriate outlet from the central portions of the State to the Mississippi river. Its local conseqluence is greatly increased by the prospect of its becoming a link in the line of railroad from Chicago to Alton and.St. Louis. By reference to the annexed map, it will be seen that Springfield lies very nearly -on a direct line between the above cities. The division of this line fiom Springfield to Bloomington is already under contract, from whence it will be carried direct to Chicago, or unite with the Rock Island road at Morris. This connexion would form a very direct and convenient route between the termini named. The cities of Chicago and St. Louis will probably always remain (with the exception of Cincinnati) the great cities of the West; and the line that will connect them possesses, to a certain extent, a national importance. The fact that it connects Lake Michigan with the Mississippi on a great and convenient route of' travel between them, cannot ihil to give it rank among our leading works. In the central portion of Illinois are several lines having a general eastern and western direction. Among the more important of' these may be named the Western and Atlantic, the Terre Haute and Alton, and a road firom Terre Haute to Springfield, the capital of the State. The Atlantic and Mississippi road is now the only link wanting in a great chain of railroads extending. friom St. Louis to the Atlantic. Its line is identical with the convenient route between that and all the leading eastern cities. It may be regarded as the 1Mississippi trunk of all the roads in central Ohio and Indiana running east and wvest. The importance of this road to, the general system of the country is well S. Doc. 112. 373 shown by the accompanying map. The city of St. Louis is one of the great depots of trade in the interior, between which and the Atlantic cities there exists a vast commerce and travel. As a through-route, there is none in the country offering better prospects of a lucrative traffic. It is regarded with great favor by the public, and there can be no doubt that its stock will- be eagerly sought by eastern capitalists. The whole line will be placed immediately under contract for completion, within the shortest practicable period. The country traversed by the road is a very fertile portion of the State, and will supply the usual amount of local traffic for a western road. Terre Haute and Alton railroad. —This project has the same general direction and object with the one last described. One of the leading objects in its construction is to promote the increase of the city of Alton,. its Mississippi terminus. It traverses a fertile and well cultivated portion of the State, and is sufficiently remioved from the Mississippi and Atlantic to command a large local trade. The whole line of this road is under contract for completion within three years from this time, and several portions of it are in progress. The proposed road from Terre Haute to Springfield, it will be seen, is an'important link to connect the roads of Indinana with the Central Illinois and with the Northern Cross roads. Measures are in progress to place this road under contract, which promise its speedy completion. A railroad is also proposed from Mount Carmel, on the Illinois'river, to Alton. This is one of the projects which were included in the State system of 1837. A portion of the eastern eild of this line was graded by the State. These improvements have gone into the hands of at private company, by which the road will be completed from Mount Carmel to Alton, a distance of' about twenty miles. This road will probably be extended to Princetown, Indiana, in order to form a connexion with the Evansville and Illinois road. The Ohio and Mississippi road, one of the most important projects in the State, has already been noticed under the head of Ohio. MISSOURI. Population in 18S30, 140,455; in 1840, 383,702; in 1850, 382,043. Area in square miles, 67,380; inhabitants to square mile, 10.12. No effort was made in this State tc6vard the construction either of railroads or of canals till within a recent period. This was partly owing to the fact of its being a frontier State, in which the necessity of railroads is less felt, than in those so situated as to become thoroughfares'for their neighbors; and partly to the' sparseness of the populalation in nearly every portion of the State. At the session of the legislature of 1851, the State agreed to lend its credit to two great lines of railroad: the Pacific road, commencing at St. Louis, and running to the west line of the State, on the south side of the Missouri river; and the Hannibal ancd St. Joseph's road, extending from the' Mississippi to the' Missouri, on the north side of the latter, and connecting the places named. The amnount of aid voted was $2,000,000 to the for 374- S. Doe. 112. mer, and $1,500,000 to the latter; the loans not to become available until each company should have obtained $1,000,000 of private stock, and then only so fast as equal portions of stock subscriptions should be paid up and expended. When- either company shall have expended $50,000, they are entitled to call upon the State for its bonds to an equal amount, as security for which, the latter holds a lien upon the road and all the property of' the companies. The State aid will probably be increased to meet one-half the cost of both roads. Although local considerations are the primary motive in the construction of' the above roads, thle projectors look to their ultimate extension to the Pacific ocean. Although their eastern termini are somewhat widely. separated, they approach each other as they proceed west-wiard, and 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 convenience of the emigrant and pioneer, by materially reducing the long and tedious journey on foot from the Mississippi to the western 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, flom one ocean to the other. Every mile we advance westward, is so much gained toward the accomplishment of a work destined to be the crowning achievement of modern energy and science. Private enterprise will soon have accomplished so much, as to leave the portion that must devolve upon the general government a comparatively easy task. It private complanies 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 minieral districts of the southwestern portions of the State, which are extremely rich in iron, lead, and copper. These great resources still rema.in undeveloped, from the want of a suitable outlet, which the above road will create; and measures are now in progress for its construction. It is also proposed to make this branch a portion of a great line from St. Louis to New Orleans, upon the west side of the Mississippi. This latter project is attracting much attention, and though the means do not now exist for its construction, the eventual realization of this project can hardly be doubted. WISCONSIN. Population in 1840, (Territory,) 30,945; in 1850, 305,191. Area in square miles, 53,924; inhabitants to square mile, 5.6,5. The State of Wisconsin, though in 1840 it numbered only 30,000 inhabitants, is already in possession of a first-class line, a considerable portion of' which is in operation-the Milwaukie and Mississippi railroad. This line of road commences at Mllwaukie, the leading town in the State, and extends in a westerly direction, running through the capital to the Mississippi, at Prairie du Chien, a distance of about 200 S.:Doc. 112. 375 miles. It is already in operation to Whitewater, a distance of 50 miles, and will be completed to Rock river during the coming autumn. -It was commenced in 1850, -and owes its birth and prosecution to the enterprise and capital of the city of Milwaukie. It is the most northerly railroad yet projectedl, running fromn Lake Michigan wtestward,'with-t~he advantage of offering the cheapest outlet for all ththe country lying north and west of its terminus on the Mississippi river. It traverses amost beautiful region of country, and bids fair to become a successful and lucrative road, as it occupies a favorable route, and will be constructed at low cost. It' is distinguished by being constructed at a much earlier period in the history of a State than- any similar work; and it is certainly a xwonderfld illustration of the raSpid growth'of the Western country, that in the short space of ten years a wilderness has been reclaimed and brought into high cultivation, and been filled with a thriving and prosperous people, in possession of all those contrivances in aid of labor and in promotion of social and material advantages, the results of modern science and skill, and of which manyv richer and older communities have,not as yet availed themselves. As the tide of emioration moves westward, it carries with it all the distinguishing characteristics of the eastern States; so that a person mav 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 Lace and Rock River Valley railroad, extending fi'om 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 Fondcdu L ac, 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 extension would even now be of great utility in giving access to the vast extent of fertile country lying west of the great lake, which is becoming an attractive field for emigrants; and should Congress favor this proposed line by a grant, its immediate construction would be the result -Such a road will ultimately be found indispensable to the settlement of a large portion of' the Minnesota Territory, and will' probably receive encouragement frorn the general government, for the purpose of promoting this object and opening to a market an important and valuable 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, fiomn which it will derive lucrative employment, is in the distribution over the State of the lumber which grows upon the rivers flowing into Lake Winnebago. Works are now in progress, which will soon allow vessels navigating LakeErie to reach Lake Winnebago, adding much to the business and prosperity of the above road. Works are also in progress for uniting the Wisconsin and Fox rivers by a canal, which shall admit steamboats of the capacity of those navigating the rivers. By reference to the maps it will be seen that these rivers approach each other very nearly, the" distance between them being less than two miles, and the separation consisting only of a 376 S. Doc.- 112. strip of low land, submerged at- high water, and allowing the passage of small boats from one to the other. This canal is nearly completed, and when opened vill allow the passage of steamboats from the lakes to the Mississippi river. A railroad is also proposed from Dubuque, on the Mississippi river; to Iake Michigan, passing through the southern tier of counties in the State. Such a road would make the town of Janesville a point' fioom which it would be carried forward, by roads in progress, to the towns of' Chicago and Milwaukie. 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 companies have been organized fbr'their construction. It will be recollectled that some tell years since, the State had only about 50,000 people. It has now probably about 300,000, most of whomn are settled in the neighborhood of navigable rivers; and on this account the necessity of railroads has not been so much felt as it wvould otherwise have been. As Iowa is one of the most fertile States of the West, ranking among the first in extent and natural resources; and as the surface of its soil is well adapted to the cheap and expeditious construction of railroads, and the State is filling up with great rapidity, with an enterprising-and vigorous people, we cannot expect that she will long be behind her sister States in the constructioni of works so important to the prosperity and progress of any people. The most important of the proposed roads in Iowa, are the lines leading from Rock Island to Council Bluffs; from Dubuque to Keokuk; and from Burlington to the Missouri river. The first of' these extends west upon the parallel, of the southern shore of Lake Michigan. Rock island is believed to be the best point for the passage of the Mississippi river, and Council Bluffs for that of the Missouri. These facts show the prospective 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 obstruction to navigation. The;project fiom Burlington to the Missouri has the same general object as the Rock Island and Council Bluffs road. No one of the above projected improvements has been commenced, though measures for the purpose are in progress. RAILROADS IN THE BRITISH PROVINCES. As the provincial railroads are to be intimately connected with those of the United States, a brief notice of the former will be appropriate to this report. A,.fewv railroads only have been constructed in the British provinces, for:the reason that these works were not particularly required to- aid in:the movement, of property; the numerous rivers, lakes, and bays supplying cheap and convenient media for this purpose., The principal S Doe. 11 2. 377 settlements of New Brunswick and Nova Scotia are upon the immediate borders of navigable tide-water. The narrow belt of arable land to which the population of Canada is confined is traversed for its entire length by the lakes and the St. Lawrence river. The various watercourses described will continue to be the principal channels and routes of commerce, even after the construction of' railroads parallel with them. The roads in progress and contemplated in the provinces, therefore, are, with one or two exceptions, being constructed chiefly with a view 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 respects, is the St. Lawrence and Atlantic, extending from Montreal to the boundary line of the United States, a distance of about 130 miles, when it connects with the Atlantic and St. Lawrence railroad, extending to Portland. - This work was briefly described in the notice of the roads in the State of Maine. The original object in its construction, as far as the Canadas were concerned, was to open a winter outlet for the trade of' Montreal, and in this manner to add to the business of the.Canadian canals, by which unbroken navigation from the upper lakes is secured to the city. These works have, to a certain-extent, failed to realize their highest usefulness, -or to justify public expectation, for want of' an avenue to the Atlantic coast; other than through the Gulf of'St. Lawrence.,The navigation of the St. Lawrence being closed for a considerable portion of the year, the late receipts of produce have to be held till spring, before theyv can be sent to a market. The losses arising from this delay, embracing the charges for warehousing, interest, insurance, &c., and the decline in the price of the staple, which is often ruinous to the holder, have tended to turn this trade into other channels, to restrict the business of this route, and to increase that of its great rival, the Erie canal. To remedy this evil, by securing an uninterrupted communication at all times -with navigable tide-water, is one great object of this proposed road. There can be no doubt that this, or a work similar in character and objects, is necessary to secure all the results anticipated fiom the canals. The St. Lawrence and Atlantic road is in operation to Sherbrooke, a distanc of 91 miles from Montreal, and is in a state of such forwardness that no doubt is entertained of its completion by July next. The Quebec and Richmond railroad is a work designed to place the city of Quebec in the same relation that Miontreal sustains to the St. Lawrence and Atlantic railroad; and at the same time with the latter, to unite these cities by a continuous railroad line. From the isolated position of Quebec in the winter season, this road will prove a great benefit to her commerce, as well as a great convenience to the travelling and business community. Its entire line is under contract, to be completed early in 1854. Another proposed work attracting great interest in Canada, is the line extending fi-om Montreal to Hamilton, following the immediate bank of' the St. Lawrence, and ofLake Ontario. This road would run parallel with the great route of commerce in the Canadas, is required by the wants of travel, and in the winter season would be the clhannel 378 S. Doc. 112. of a large trade. It must at all seasons of the year command a lucrative traffic from the numerous cities and villages through which it would pass. This work has now come to be considered indispensable to'the interests of Canada, and is to receive such aid from the government 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 fiom Niagara Falls, by wav of Hamilton, to Windsor, opposite Detroit, a distance of two hundred and twenty-eight miles. It traverses a country, the fertility and productiveness of which is not exceeded by any portion of Canada or the United States. Its chief'public attractions, however, are the relations it bears to railroaads in the United States. It will be seen by the accompanying map, that for the railroads of New England and central New York, it cuts off the long circuit by way of the southern shore of Lake Erie, between the East and the West. On this account, the road has received important aid from parties in the United States, interested in having it opened. Ample means are provided for this work, and it is expected that it will be completed by the first of Januatry, 1S54. The Buffalo and Brantford railroad was projected for the purpose of securing to Buffdlo 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 a-nd western States. Bufalo is the largest town within reach of, and affords, probably, the best market for, the Canadian peninsula, with which it will be conveniently connected by the above road. This city, too, is a necessary point in the route of nearly every person visiting any portion of the country bordering Lake Erie, and it is highly important that egress should be had from it in every direction. The road is in progress, and will be completed simultaneously with the great Western. The chartered line of this road extends to Goderich, on Lake Huron, to which it will probably be extended soon after reaching Brantford. The Toronto and Lake Huron road connects Lake Ontario with Lake,Huron by the shortest practicable line between the two, and will fbrm *for persons going to Lake Superior or Lake Michigan, by way of Mackinaw, a much shorter line than by way of Detroit. In this respect it bids fair to occupy anl important relation to a leading route of travel and commerce. It traverses, too, a very fertile district, alone capable of supplying a lucrative traffic. A portion of this line is opened for business, and the unfinished part will be soon completed. A road is also under contract from Toronto to Guelph; but as this is a Work of local importance, a particular description of it is not required. The roads connecting Montreal with those of New York and Vermont are sufficiently noticed with the works of those States. LOWER PROVINCES. European and North American railroad.-Under this title is embraced the proposed road extending friom Bangor, Maine, and Halifax, Nova S. Doc. 112. 379 Scotia, a distance of about five hundred miles. The principal object to be effected by its construction is to constitute it a part of the great line of travel between America and Europe. The distance from New York to Halifax is equal to one-third of the entire distance from the former to Liverpool; and as the proposed road pursues the same general direction with the route of the steamers, some of which touch regularly at Halifax, it is believed that this portion of the route to Europe would be made by railway., It was upon this assumption that the above project was proposed. As far as the provinces are concerned, it has met with great favor, as it is believed it will develop the abundant resources known to exist within them, and secure those social advantages which are intimately connected with the progress of comparatively isolated districts, in population, commerce, and wealth. The New Brunswick 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 traverses a region much more fertile and productive than any considerable 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 attention throughout the provinces, as well as in England, but this project may now be regarded as abandoned. A portion of' the northern end of this line may be constructed down the St. Lawrence for a distance of about one hundred miles below Quebec.'It is also proposed to extend a brianch 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 local, a particular description is not required. ECONOMICAL VIEW OF TIlE 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 understanding of the social and industrial character of our people, the geographical and topographical features of the country, the uniformity in the pursuits of the great mass of our people, and the great distance tha~t separates the consuming f'rom the producing regions. Assuming the occupied area of that portion of our territory east of the, Rocky mountains to be 1,100,000 square miles, at least 1,050,000 are devoted to agriculture, while not more than 50,000 are occupied by the manufacturing and commercial classes. These compose a narrow belt of territory lying upon the seacoast, extending from Baltimore to the eastern part of Maine, and are more widely separated fiom the great producing regions than any other settled portion of the country. The great peculiarity that distinguishes our own from older countries is, that we have no interior markets. The greater part of our territory has not been long enough settled for the development of a variety of industrial pursuits, which constitute them. So entirely are our people 380 S. Doc. 112. devotedto agriculture, and so uniformly distributed are they over the whole country, that some of our larigest States, Tennessee and Indiana for instance, had no, towns in 1850 containing a population of over 10,000. This homogeneousness in the pursuits of the great mass of our people, and the wide space thaat separates the producing and consuming classes, as they are popularly termed, necessarily implies the exportation? of the surplus products of' each. The western farmer has no home demand for the wheat he raises, as the surplus of all his neighbors is the same in kind. The aggregate surplus of the district in which he resides has to be exported to find a consumer; and the producer for a similar reason is obliged to import all the various articles that enter into consumption which his own industry does not immediately supply; and farther, as the markets for our agricultural products lie either upon the extreme verge of the country, or in Europe, the greater part of our domestic commerce involves a through movement of nearly all the articles of which it is composed. In older countries this. necessity of distant movement, as will be the case in this, in time, is obviated by the existence of a great variety of occupations in the same district, which supply directly to each class nearly all the leading articles that enter into consumption. It is Fwell known that upon the 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 is not far fi-om 15 cents per ton per mile, which may be considered as a sufficiently correct estimate for the whole country. Estimating at the same time the value of wheat at $1 50 per bushel, and corn at 75 cents, and that 33 bushels of each are equal to a ton, the value of the -former would be equal to its cost of transportation for 330 miles, and the latter, 165 miles. At these respective distances from 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 the rate of 1.5 cent per ton per mile, or for one-tenth the cost upon the ordinary road. These works therefore extend the economic limit of the cost of transportation of the above articles to 3,300 and 1,650 miles respectively. At the limit of the economical movement of these articles upon the common highway, by the use of railroads, wheat would be worth $44 50, and corn' $22 27 per ton, which sums respectively would represent the actual increase of value created by the interposition of such a work. S. Doc.' 112. 381 The following table will show the amount saved per ton, by transportation by railroad over the ordinary highways of the country: Statement showing the value of a ton of wheat, and one of corn, at given Yoints from market, as affected by cost of tra7nsportation by railroad, and over the ordinary road. Transportation by rail- Transportation by ordiroad. nary highway. Wheat. Corn. Wheat. Corn. Value at market_.-... $49 50 $24 75 849 50 $24 75 10 miles firom market 49 35 24 60 4S 00 23 25 20.do...... do. - - 49 20 24 4 46 50 21 75 30..do. — do. —.. 49 05 24 30 45 00 20 25 40..do. do.........48 90 24 15 43 50 18 75 50. do. do 48 75 24 00 42 00 17 25 60.do. — do-..... 4S 60 23 85 40 50 15 75 70,. do —. do. - 4 45 23 70 39 00 14 25 80.do.-....do.-... 48 30 23 55 37 50 12 75 90..do.-..do -.. 48 15 23 40 36 00 11 25 100..do..- _ do 48 00 23 25 34 50 9 75 110. do..... do- - 47 S5 23 10 33 00 8 25 120. do.-.do- - 47 70 22 95 31 50 6 75 130. do.....-.do- 47 5-5 22 80 30 00 5 25 140..do......do - - 47 40 22 65 2S 50 3 75 150..do -.....do.47 25 22 50 27 -00 2 25 160..do -- - do..... 47 10 22 35 25 50 75 170.d.o -. —- do- -......... 46 95 22 20 24 00 00 180! do. do.... 46 80 22 05 22 50.190..do -..do- 46 65 21 90 21 0 -00..200. do.. do - - 46 50 2 775 19 50........ 210..do -..do.... - 46 35 21 60 18 00...220..do-.do.......... 46 20 21 45 16 50 -. 230..do.-..do - 46 05 21 30 15 00 - - 240.do.-.do -.-.. 45 90 21 15 13 50.. 250. do-.....do. —------- 45 75.21 00 12 00. 260.do ----— do - 45 60 20 85 10 50 - - 270..do.-. do- 45 45 20 70 9 00.. 280..do. —.-..do - 40 30 20 55 7 0. 290..do - -lo. do 45 15 20 40, 6 00 300.. o o —-— do - 45 00. 20 25 4 50 310. do....do -.. 44 85 20 10 3 o00o 320. do......do.. 44 70 19 95 1 50 330. do-. do- 44 55 -19 80.00.-. 382 S. Doc. 112. The value of lands is affected by railroads in the same ratio as their products. For instance, lands lying upon a navigable water-course, or in the immediate vicinity of a market, may be worth, for the culture of wheat, $100.. Let the average crop be estimated at 22 bushels to the acle, valued at $33, and the cost of cultivation at $15, this would leave $18 per acre as the net pro-fit. This quantity of wheat (two-thirds of a ton) coulc be transported 330 miles at a cost of 10 cents per mile, or $3 30, which would leave $14 70 as the net profit of land at that distance fromn a. market, when connected with it by a railroad. The value of the land, therefore, admitting the quality to be the same in both cases, would bear the same ratio to the assumed value of $100, as the value of its products, 814 70, does to $18, or $S2 per acre; which is an actual creation of value to that amount, assuming the correctness of the premises. The same calculation may, of course, be applied with equal fbrce to any other kind and species of property. The illustration given establishes a principle entirely correct in itself, but of course liable to be modified to meet the -facts of each case. Vast bodies of the finest land in the United States, and lying within 200 miles of' navigable water-courses, are unsaleable, and nearly, if not quite, valueless for the culture of wheat or corn for exportation, from the cost of transportation, which in many instances tIar exceeds the estimcate in the above table. Under such circumstances products are often fed out to live stock, and converted into higher values which' will bear transportation, when the. former will not. In this manner, lands are turned into account, where their immediate products would otherwise be valueless. But in such cases, the profit per acre is often very small; as, in the districts best adapted to the culture of corn, it is considered more profitable to sell it for 25 cents per bushel than to feed it out to animals. It wvill be seer} that at this price,.thrice its value is eaten up by the cost of transportation of 16-5 miles. In this manner, railroads in this country actually add to the immediate means of our people, by the saving effected in the expenses of transportation, to a much greater extent than cost. We are, therefbre, in no dainger firom embarrassment on account of the construction of lines called 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 are required to enable a railroad to repay its cost of construction in the manner stated. Railroads in the United States exert a much greater influence upon the value of property, than in other countries. Trake England for examnple. There a railroad may be built without necessarily increasing the value of property or the profits of a particular interest. Every farmer in England lives in sight of a market. Large cities are to be found in every part of the island, which consume the products of the different portions of it almost on the spot where they are raised. Railroads are 1not needed to transport these products hundreds and thousands of miles:to market; consequently they may be of no advantage to the farmer living upon their lines. So with many branches of manufactures.;These establishmnents may be situated immediately upon tide-water, and as the fabrics are mostly exported, they would not be thrown upon railroads in any event. Such works may exist in that S. Doe. 112, 383 country without exerting any perceptile influence in adding to to the value of the property of a community. The cases of the two countries would be parallel, were the farmer in the neighborhood of Liverpool compelled to send everything he could raise to London for a market, or were their manufacturing establishments so far firom the consumers of their goods, that their value would be sunk before these could be reached. We have in this country what is equivalent to manufactuiing establishments in Great Britain, in good order and well stocked ibr business, a firtile soil, that will produce bountifully for years without rotationi or dressinyg. All that the farmer has to do is to cast his seed on the soil a'nd to reap an abundant crop. The only thing wanting to our highest prosperity is markets, or their equivalents, railroads, which give access to theem. The actual increase in the value of' lands, clue to the construction of railroads, is controlled by so many circumstances, that an accurate estimate can only be approximated, and must in' most cases f-1ll far short of the fact. Not only are cultivated lands, and city and village lots, lying immediately upon the route affected, but the real estate in cities, hundreds and thousands of miles distant. The railroads of Ohio exert as much influence in advancing the prices of real property in the city of New York, as do the roads lying within that State. This fact will show how very imperfect every estima.te must be. But takfing only the farming lands of'he particular district traversed by a raih'oad, where the influence of such a work can be more directly seen, there is no doubt that in such case the increased value is many times greater than the cost of' the road. It is estimated by the intelligent president of the Nashville and Chattanooga railroad, that the increased value of a belt of land ten miles wide, lying upon each side of its line, is equal to at least $7 50 per acre, or $96,000 for every mile of road, which will cost only about $210,000 per mile. That work has already created a value in its influence upon real property alone, equal to about five times its cost. What is true of the Nashville and Chattanooga road, is equally so, probably, of tihe average of roads throughout the country. It is believed that the construction of the three thousand miles of railroad'of Ohio will add to the value of the landed property in the State at least five times the cost of the roads, assuminog this to be $60,00,000. In addition to the very rapid advance in the price of farming lands, the roads of Ohio are stirnlhating the growth of her cities with extraordinary rapidity, so that there is much greater probability that the above estima.te will be exceeded, than not reached, by the actual fact.'We are not left to estimate in this matter. In the case of the State of Massa-'chusetts, whatis conjecture in regard to-tlie new States, has with her become a matter of history. The valuation of that State went up, from 1840 to 1850, from $290,000,000 to $5S0,000,000-an immense increase, and by f:ar the greater part of' it due to the numerous railroads shle has constructed. This increase is in a much greater ratio to the cost of her roads, than has been estimated of those of Ohio. We have considered the effect of railroads in increasing the value of property in reference only to lands devoted to agriculture; but such results do not by any means give the most forcible illustration of their. use. An acre of farming land can at most be made to yield only a small annual incomne. An acre of coal or iron lands, on the other hand, 384 S. Doe. 112. may produce a thousand-fold more in value than the former. These deposites may be entirely valueless without a railroad. With one, every ton of ore they contain is worth one, two, three, or fou r dollars, as the case may be. Take for example the coal-fields of Pennsylvania. The value of the coal sent yearly from them, in all the agencies it is called upon to perform, is beyond all calculation. Upon this article are based our manufacturing establishments, and our government and merchant steamships, representing values in their various relations and ramifications, equal to thousands of millions of dollars.'Without coal it is impossible to conceive the spectacle that we should have presented as a people, so entirely different would it have been fiom our present condition. Neither our commercial nor our manufacturing, nor, consequently, our agricultural interests, could ha.ve borne any relation whatever to their present enormous magnitude. Yet all this result has been achieved by a few railroads and canals in Pennsyjvania, which have not cost over $50,000,000. With these works, coal can be brought into the New York market for about $3 60 per ton; without them, it could not have been made available either for ordinary fuel or as a motive power. So small, comparatively, are the agencies by, which such imnmense results have been effected, that the former are cornpletely lost sight of in the magnitude of the latter. What is true of the Pennsylvania coal-fields, is equally true of all others to a greater or less extent. The coal-fields of Alabama, may be made to bear the same relation to the Gulf of Mexico and to the manufactures of' the southern States, as have those of' Pennsylvania to the North. The Gulf'of Mexico is to become the seat of a greater commerce thin the world ever yet saw upon any sea; and this commerce, and all the vast interest:s with which it will be connected, will to a very great extent owe its development and magnitude to the coal-fields that slope toward the gulf. INCOME OF OUR RAlLROADS. Having shown the influence of our railroads in creating values, which greatly exceed their aggregate cost, the next point to be considered is the income of' these works. As both the income of our roads and the inlfluence which they exert, in increasing values, must bear a close relation to each other, the facts that have already been established in reference to the latter necessarily involve the idea of a large business upon our roads. The- value of lands depends upon their -capacity to yield a very large surplus for tran sportation. There is no other country in the world where an equal amount of lalbor produces an equal bulk of freight for railroad transportation. One reason is, that the great mass of our products is of a, coarse, bulky character, of very low comparative value, and consisting chiefly of the products of the soil and forest. We manufacture very few high-priced goods, labor being more profitably employed upon what are at present more appropriate objects of industry. The great bulk of the articles carried upon railroads is grains, cotton, sugar, coal, iron, live stock, and articles of a similar character. The difference between the value S. Doe. 112 5 of a pound of raw and manufactured cotton is measured:requently by dollars, yet both may pay the same amount of freight. -Wheat, corn, cattle, and lumber, all pay a very large sum for transportation in proportion to their values. Again, for the want of domrrestic rmarkets, the transportation of many of our important products involves a through transportation. Take, for 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 State. The entire staple goes abroad; but as the aggregate industry of the people is confined to the production of one staple, it follows that all: articles entering i::mo consumption must be imported; so that, over the channels through which the cotton of this State is sent to market, an equal value or tonnagae must be imported, as the case may be. This necessity, both of an inward and outward movement, eual to the whole bulk of.he surplus agricultural product, is peculiar to tihe United States, and is one of the reasons of the large receipts of our roadsa. While this iF the case, it is equally true that newly settled sections of country will; often supply a larger amount of traffic than an older one. There can be ao doubt that an equal amaournt of labor- would produce four times as much corn and wheat in Illinois as in Massachusetts;. consequently, a man living in the former would contribute fbur times as much busiUness to a railroad as one in the latter. In clearing the soil, it often happens that the transportation of lumber supplies a larger traffic for two or three years than agricultural products for an equal length of time. It is, therefore, a great mistake to suppose that, because a country is aew, it cannot yield a large traffic to a railroad. In the southern and western States only one year is frequently mlquired to prepare the soil fior crmps, which may be renewed, the same in kind, for a long series of years. The amount raised, and consequently the surplus, is much larger in the more recent than in the longer settled portions of the country. In the more recent, too-the number of inhabitants being the same in both cases-the amount sent to distant markets is greater from the fact that there is no diversity of pursuLts, which in older communities supply from a limited circle nearly all the prime necessaries of life that enter into consumption,. In newly settled districts, all these are often imported froin distant markets at a very heavy cost of transporta'tion. The geleral vierws above stated, in reference to the earnings of the railroads. in the United States, are fully borne out by the result. Investments in these works have probably yielded a better return, independently of the irncidental advantages connected with them, than-the ordinary rates of interest prevailing throughout the country.. Such is the case with the roads of' Massachusetts, the State in which these works have been carried to the greatest extent, and have cost the most per mile, and amongst which are embraced a number of expensive and unproductive lines. The following statement, compiled fi'om'official returns, shows the cost, expenses, and- income of all the railroads of this State for four years previous to January 1, 1862: 26 386 S.: Doc. 11. Years. Cost. Expensesd Income 1848..-............... $46,777,009 $3,284,933 $6,-067,164 1850 --... —. 51,8856,556 3,410,324' 6,300,662 1851.... —-— 6.- 56,106,083 4,002,847 7,287,342 Total -...... 154,768,648 10,698,104 19,655,168 The above table includes several expensive works opened tooc recently for the development of a large business, and of course presents a much more unfavorable view of the productiveness of these works than would be shown by an average for a longer period. The most productive railroads in Massachusetts are those connectingthe manufacturing and commercial towns, while the most unproductive are those depending upon thle agricultural interests for support. The agriculture of this State supplies nothing for export; on the contrary? there is hardly a town that does not depend upon other and distant portions of the country for many of the more important articles of food. The small surplus raised is wanted fbr consumption in the immediate neighborhood of production. Where there are no manufacturing establishments upon a route, the movement of property upon New England roads is limited, and hence the comparative unproductiveness of what may be termed agricultural lines. In the eastern States other sources of business make up fior the lack of agricultural products for transportation, and the aggregate investment is productive. In. the southern and -western States the soil supplies a very large surplus for exportation, affording: often, per mile, a greater bulk for transportation than is supplied to eastern roads, either from agriculture, manufacture, or commerce. The cost of the former, however, will not, on the average, equal one-half that of the latter; and as the rates of charges are pretty uniform upon all, and if anything higher upon the southern and western than upon the eastern roads, the revenues of the former must of course be very much greater than the latter. Such is, the fact. The greater income of the one results, both from a larger traffic, which the western country in particular is adapted to supply, and from the higher rates of charges in proportion to the cost of the respective lines of the two different sections of the country. Numerous illustrations of' this fact might be readily given. The earnings of the Cleveland and Columbus road'have been greater than those of the Hudson river since the opening of their respective lines, though the former is only 135 miles long and cost $3,000,000, while the latter is 1.44 miles and cost $10,000,000.'Railroads in the newly settled portions of the country, as a general rule, command a much larger traffic, and of course yield a better return upon their cost, than those of the,older States. Assuming the revenues per mile of the roads of the two divisions of the country to be equal, their net income will be in the ratio of their cost, which may be stated at two to one in favor of western and southern roads. SO Doc. 112. 387 MODE OF CONSTRUCTION. By far the greater number of our roads in progress are in the interior of the country-in our agricultural districts, that do'not possess an amount of accumqtlated capital equal totheir cost. A business adequate to the support of a railroad may exist without the means to construct one. T'he construction of a railroad, too, creates opportunities for investment which promise a much greater return than the stock in such a work. While, therefore, our people are disposed to make every reasonable sacrifice to secure a railroad, they prefer, and in fact they find it more for their interest, to borrow a portion of the amount required, than to invest the whole means directly in the project. They can better afford to secure the co-operation of foreign capital, by offering high premiums for its use, than to embarrass themselves by making a permanent investment of too large a proportion of their own immediate means. These facts sufficiently explain the reasons why the borrowing of a considerable portion of' the cost of our roads has become so universal a rule..It is only by the co-operation of capitalists residing at a distance, and having no interest in the collateral advantages due to railroads, that the great majority of our works could have been constructed. In the outset, money was furnished slowly and cautiously, and then only upon the most unquestioned security. As the result began to demonstrate the safety and productiveness of these investments, capital was more freely afforded, and became less exacting in its conditions. The result has been, that a confidence in the safety of our railroads, as investments of capital, has become general, not only in this country, but in Europe; and companies whose means and prospective advantages entitle them to credit, find no difficulty in borrowing a reasonable sum upon the security of their roads, with which to complete them. The amount usually borrowed for our roads in progress averages from $5,000 to $10,000 per mile. The general custom requires that a sum equal to the one sought to be borrowed shall be first paid in, or secured for construction. A road that will cost $20,000 per mile is considered as sufficient security for a loan'of $10,000 per mile; and as the cost of' new works will nat much exceed the fobrmer sum, the latter is not, as a general rule, considered so large as to create. distrust as to the safety of the -investment, on account of the magnitude of the loan. This rule, which establishes the proportions to be supplied by those engaged in the construction, and capitalists, is well calculated to promote the best advantage of both parties. The fact that the people on the line of a contemplated road are willing to furnish one-half of the means requisite for Iconstruction, and to pledge this for an equal sum to complete the road, is sufficient evidence that in the opinion of such people, the construction of such work is justified by a prospective business. The interest they have in it alsois a sufficient guarantee that its affairs will be carefully and prudently managed. The large amount paid in and at stake divests the project of all speculative features. Where the advantages and success are merely contingent, prudent persons do not usually hazard large sums. The lender has, therefore, all the guarantees of- safety, both from the character of the project and its prospective income and proper management. 388 S. Doc. 112. It is on.this account that the credits furnished by municipal bo'dies for the construction of railroads should'be resorted to only in extreme cases. Individuals making up the aggregate community may be induced to vote the credits of the latter in aid of a project, when they by no means could be induced to venture their own capital in its suecess. In this manner projects may be set afoot the consummation of which are not justified by these commercial and pecuniary considerations, which are the only safe guides of action in such cases. Railroads are purely commercial enterprises, and their construction should be made to depend upon the same rules of conduct that control-the building of ships, or the erection of manufacturing establishments. The safety of the securities offered to the public will be readily seen from a comparison of the earnings of our railroads with the sum necessary to meet the interest on the loans. Allowing the sum borrowed to equal $10,000 per mile, it would require from $600 to $700, according to the rates, annually, to meet the accruing interest. But the net earnings of' our new projects more than treble this amount, leaving for dividends on stock a sum equal to double that paid on loans.; That such will be the result, as far as our new and less expensive works are concerned, for some years to corme? till a greatei abundance of money shall have lowered the rates of interest, and the competition of new works shall have reduced the rates charged for persons and property, there cannot be a doubt. Below is given a table of the gross and net earnings of several of our new roads, and of the same class as those that are now coming into market for money: Total earnings, as Net earlings. Permile. per last report. *Cleveland and Columbus -. —-- $341,680 96 $239,969 28 $:1,710 Little Miami.... 487,815 S9 297,457 57 3,541 Columbus and Xenia. -- 211,631 37 150,055 58 2,778 Michigan Central............ 1,100:,043 00 461,364 80 2,116 Madison and Indianapolis. 386,078 80 185,080 60 2,37'8' For six months only. Cost of Railroads in the United States. With the exception -of those in the States of Massachusetts and New York, it, is difficult to get at the exact cost of our roads. The companies within the States named are required by law to return to, their legislatures the cost of their respective lines. To ascertain the cost of other roads, resort must be had to the published statements of their affairs. These statements, though generally to be relied upon, are uniform neither in their character nor in the time at which they make their appearance; and some of our largest companies make no exhibit of their affitirs save to their own stockholders. S. Doc. 112. 389 It may be here stated- that it is in the power of the general government to supply the lack of information which at present exists in reference to our railroads, by requiring all companies with whom, contracts are made for transportation of the mails to return to the Post Office Department full and accurate statements of their cost, income, debts, expenses, &c., &c. Such returns, made in a proper manner, would be exceedingly advantageous in many points of view. They would show annually the extent to which these works are carried, their cost, income, expenditures, mode of conducting the various works, &c., &c. The returns of their business operations would afford a great amount of useful information, in -reference to the internal commerce of the country, which could be obtained from no other sources. The great lack of correct statistical knowledge upon this subject is felt and acknowledged by all; and there seems to be no other mode of obtaining this correctly than by the one pointed out. The returns, too, by collecting all the existing information upon the subject of railroad management, could not fail to exert the most beneficial influence, by making public whatever is valuable in the experience of each company. The cost of our roads depends very much upon the character of the country through 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 surface of the country is unfavorable. It. becomes better adapted to these works on going south, though the roads of all the eastern States, as far south as Maryland, cost much higher, per mile, than those of the southern or western States. The difference in the cost between the roads of the two sections of the country is confined principally to the items of grading, bridging, and lands. In the States of Indiana and Illinois, the cost of these items, upon long and important lines, will not often exceed $5,000 per mile; while in the eastern States the average for the same is fbur or five times greater. The Mississippi valley consists of an immense plain, presenting but a few obstacles to -the easy construction of a railroad. The same may be said of the greater portion of the southern Atlantic and Gulf States. Throughout the country, except in the eastern States, the lands required for right of way, depots, and stations, are either given gratuitously, or are had at very low cost; the owners being sufficiently remunerated in the incidental advantages resulting from these works. The average cost of the roads of the States of Maine, New Hamp-.shire, Vermont, Massachusetts, Connecticut, Rhode Island, New York, New Jersey, Pennsylvaria, and Maryland is not far from $40,000 per mile. The cost of those of the States not enumerated is not far from $20,000 per mile. The average for the whole country will not exceed $30,000 per mile, including full equipment, and everything necessary for their efficient operation. This would give for one road, completed and in progress, the following as the total cost: Roads completed, 12,821t miles, at $30,000 per mile.. $384,630,000 Roads in progress, 12,628k miles, at $20,000 per mile. 252,560,000 Total........,_,,' 637;,190,000 3.90 S.'Doc. 112., It is believed that an extent of line equal to the whole number of miles now in operation will be completed within three years from the present time, at which period the cost of our roads will equal the above sum. The probable extent to which the construction of' railroadswill be ultimately increased in this country, is an interesting subject of speculation. At the present time they are very unequally distributed. In Mva-ssachusetts, for instance, we find one mile of railroad to evaery' six square miles of territory. The same ratio applied to the area in which these works are in progress, would give 18S3,000 miles of railroads against 26,000 miles,. which is not far from the extent of line in operation and progress at the present time. It would give to the State of Ohio nearly 7,000 miles, where there are not one-half of this number either in operation, in progress, or contemplated. It would give to Illinois 11,000 miles, and nearly the same amount to Virginia. Both of these States have not more than 4,000 miles in operation and progress. There can be no reason why the State of Ohio should not, in time, and in fact as soon as they can be reasonably constructed, have the same number of miles of railroad, in proportion to its area, as Massachusetts; nor why the western States of Michigan, Indiana, Illinois, Wisconsin, Iowa, and Missouri should not have the same number of miles of railroad, their areas compared, as Ohio. They are equally well adapted to these works, and the same necessity exists for their construction in the former as in the latter. The only element wanting to secure a similar result is time, which will supply population, and develop their resources to an equal extent. There is no reason-why railroads should not keep pace with the progress of the States in population and wealth, nor why, when they have reached the present position of Ohio, they should not boast an equal number of miles of railroad. The area of the Sta.tes above named is equal to 400,000 square miles. To supply these with railroads, to the same extent that we now find in Ohio, including those in progress, would require 26,000 miles of road. The same ratio that we find in Massachusetts would require more than 66,000 miles. Now, no one acquainted with the resources' and wants of the southwestern States, and the character of their people, can doubt that, in time, an equal area will call for an equal extent of' lines, and that the construction of these roads will proceed with equal pace with their population. The probable rapid expansion of these works is well shown by a comparison of Georgia with other southern States. In the former there are' about one thousand miles of road in operation, all of which are lucratively employed. Now, the States of North Carolina, Alabama, Mississippi, Louisiana, Tennessee, and Kentucky will all compare favorably with Georgia in population, in wealth, in extent, and in natural resources. Railroads are just as much needed by the former as by the latter. They would cost no more per mile. They would pay equally well, and would accomplish as much in improving the condition of their people. But the aggregate length of line of all these States is not equal to the extent of railroad which we find in Georgia.. Here, then, is a field S. -Doc. 112,'where at least five thousand-miles of railroad are shown to be needed, for no one can doubt that railroads in the States named will be equally as useful and productive as those of Georgia. "But even Georgia is very poorly supplied with railroad facilities. Not one-half of her territory, and hardly one-half of her population, are within reach of them. A very large proportion of her products are wagoned, or sent down her rivers at great expense, to inconvenient markets. Her area is at least eight times greater than that of Massachusetts. The latter State has one mile' of railroad to every -six square miles of territory. The same ratio would give to Georgia 9,600 miles of railroad, equalling two-thirds the whole extent of lines in the United States, and to the States named, including Georgia, (embracing an area -of 390,000 square miles,) more than 65,000 miles of railroad. There can be no doubt that, in the States named, ten thousand miles of railroad are needed to meet the immediate commercial wants of the people, and that this extent of road would find lucrative employment. Tabular statement showing the number of miles of railroad in progress and in operation in the United States. Roads Miles in Miles in operation. progress. Arndroscoggin and Kennebec * 55 Atlantic and St. Lawrence.- — D 121 30 Buckfield branch-...... —-------------. - 13Bangor and Piseataquis - —.. 12 Kennebec and Portland --- - -- -60 - Bath branch-. A. 9 - Portland, Saco, and Portsmouth 51. - -a Calais and Baring. - - >.. -.. 6,. - X. 6 Machias port.-.................. 8. York and Cumberland. -10 43 Androscoggin.. -. -........ — 20. Penobscot and Kennebec...... 60 Total.* -. 365 128 392 S. Doc. 112. NEW- HAMPSHIRE. Roads. Miles in Miles'm operation. progress. Boston, Concord, and Montreal. o... 71 22 Cocheco. -... 2. s - Concord... —-. —--- - -.O 35 -- Concord and Claremont O - e.. 25. - - Contocook Valley.- - - -. -, 14 - Great Falls and Conway. - -- 13- - Manchester and awrence............ 26 New Hampshire- Central - - -.-.. 26 --- Northern - - 82....... Portsmoluth and Concord - - -- - - -- 47 Sullivan G- O _ —. O9-o 2I5; o o e5, Wilton.. - - -. - - - -. -. - - 15. Cheshire.. 54 Ashuelot. - O - - - - -. 23 ----- -- Eastern. 6 - - - -. - -?.6 White Mountain........-.o.......-.. oo. 20 TEotal,,,~ - - -,,,,,,,. - - - -- ----....- 500 4, Roads. Miles in MIe.s in oporatio~n. progress. Connecticut and Passumpsic'River 61 - -- - Rutland -and Burlingtonn.19-..-. Vermont Central..,..... 164. —. —. Rutland and Washington-. - - 12 Vermont Valley_. - - - oo 24 - - -. Bennington branch. OO.....- - - - 6 Western Vermont ---------- -- ---.. 53 Total. - - -. e o - o 439. o S. Doc. 112. 393 MASSACHUSETTS. Roads. Miles in Miles in operation. progress. Berkshire.,, 21 Boston and Lowell -...............-.. 23S Boston and Maine- 83. -83 - Boston and Providence............... -.... 53 Stoughton branch.-..., 4 Boston and Worcester............... 69.-, —-- Cape Cod branch-,28 Dorchester and Milton -....... 3 Eastern.........-8.,.,,-............ 5e Essex (Salem to Lawrence)- -.*..- *. 21 Fall River, -42. Fitchburg.....- --- 67 Fitchburg and Worcester....... 18... — IS Lowell and Lawrence....- -............ 13........ Nashua and Lowell-.-............, 15 - -. - New Bedford and Taunton..... - -....... 33 - Newburyport............ 15...-. Norfolk County.......................... 26... Old Colony (Boston to Plymouth)..45.... Petersboro' and Shirley 23.. -...... Pittsfield and N. Adams. —-------------- - 20 0 - Providence and Worcester..- - 44..... South Shore -- —.. —----.-. —-. — 11 Stony Brook..-............ 13. Western (Boston to Albany)...... 117 Worcester and Nashua_ - 46.Vermont and Massachusetts.-. —.. 77 YHousatonic branch.................... 11 -- South Reading branch -......... -.... 9.... Salem and Lowell 17..... Grand Junction.-.-.-.-.- - 7 - Harvard branch. 1 Lexington and West Cambridge.. 7 - Connecticut River —..52. Troy and Greenfield. -........... 42 South Reading branch. -. 9 —Charles River branch..-... 12 Stockbridge and Pittsfield.... 22 -- Palmer and Amherst.-.......... - -... 25 Total... 1128 79 394 S. Doc. 112, RHIODE ISLAND. Roads. Miles in Miles inoperation. progress. Stonington..-... 50 Providence, Hartford, and Fishkill-[ [-[.-.... 32 Total. —----------------—. 56 —----- 0 32 CONNEECTICUT. Roads. Miles in Miles in operation. progress. Hartford and New Haven. - 62 Hartford, Providence, and Fishkill - -. 50 96 Housatonic.-.............. 98.-. ---- Middletown branch..10. Naungatuck.. 62 New Haven Canal-. - -.- 45 - New London, Willimantic, and Palmer.... 66 New London and New Haven................. 50. New York- and New Haven. 76.Norwich and Worcester...-.. —-. 66. Collinsville branch — 1 1 — - 1 1 Air-line... - ---......._..._._._._._.102 Danbury and Norwalk.............. 24.. Middletown branch..... 10 Total -..-........... -. 630 198 NEW YORK. Roads. Miles in Miles in operation. progress. Albany and Schenectady. ]17. - Albany and West Stockbridge.- - - 38-t -- Attica and Buffalo.. —-........... Buffalo and Niagara Falls. -- 22.... Cayuga and Susquehanna........... 33........ S. Doc. 112. 395 NEW YORK-Continued. Roads. Miles in Miles in operation. progress. Hudson and Berkshire...-..... 31 Hudson River.- -144........ Lewiston...... 3 -. -... - Long Island -.-,..............- -...... 98...... New York and Erie..... -.-. 464.. New York and Harlem,.. -. 130... Northern............ 118... Oswego and Syracuse ---- 35........ Rensselaer and Saratoga. -. 32. Rochester and Syracuse.104. Saratoga and Washington. 39 -.... Saratoga and Schenectady. - -- 22........ Schenectady and Troy -. 20-*......- Skaneateles and Jordan - — 5.. ---- Syracuse and Utica. --- - 53 -. Corning. -1.4.-,. — 1 Buffalo and' Rochester 76... Troy and Greenbush -- 6...... —- - Utica and Schenectady -— 78........ Watertown and Rome.. -.. 97 -. Albany and Northern. — -.-O.-.... 33 Albany and Susquehanna - -..........., 143 Buffalo and State Line. - 69....... Buffalo and New York.......... 90.... Buffklo, Corning, and New York.-.......... 45 - 87 Canandaigua and Elmira.... -... 67 Plattsburg and Montreal. 25........ Rochester and Niagara Falls..- -..-.. 76 - - Rutland and Washington...... 64 - - Sackett's Harbor and Ellisburg....-.......- 17 Troy and Boston -......... 32 8 Canandaigua and Niagara Falls....................97 Syracuse and Binghamton................. 76 Sodus Bay and Southern................. 35 Potsdam, Watertown, and Southern..............75 Lake Ontario and Auburn-.-..... 75 Genesee Valley....-. 100 Buffalo and Olean-......................... 75 Lebanon Springs..-.. -53 Total -............... -.. -. 2,148 - 874 396 S. Doc. 112. NEW JERSEY. Roads. Miles in Miles in operation. progress. Belvidere and Delaware.. -............ 15 40 Burlington and Mount Holly - 6.....Camden and Amboy - -. - 64.-..Morris and Essex.. 35 45 New Jersey.31...... New Jersey Central —...-. 64 Trenton branch..- 6........ Union -....... 33. Total..-.. 254 85 PENNSYLVANIA. Roads. Miles in Miles in operation. progress. Alleghany Portage —.. -......... 36... Beaver Meadow-.3- 36.-.-. Carbondale and Honesdale - -. - 24.. Columbia and Philadelphia. 82 ----- Westchester branch -- -- 9 Corning and Blossburg. 25' Cumberland Valley -.. - - - - 2. Hazleton and Lehigh.. 10.... -. Little Schuylkill. -—.-.-. — -. 20.. Extension to Tamenend ------ -.............. 6 Mine Hill-........30. Mount Carbonl... 7.- - Pennsylvania -. 214 36 Philadelphia, Reading, and Pottsville... 92 Philadelphia and Norristown - -. 17-. Germantown branch.-.-.......... 6 - Philadelphia and Trenton.-.-.. 30.Philadelphia, Wilmington, and Baltimore...... 98.-.-oe Schuylkill Valley............................ 25 - - Summit Hill and Mauch Chunk.. 25 - - Whitehaven and Wilkesbarre.- -. —.20 -.... 20 W illiamsport and Elmira..................... 21 Franklin —. -22. Dauphin and Susquehanna......... 16 S. Doe. 112. 397 PENNSYLVANIA-Continued. Roads. Miles in Miles in operation. progress. Strasburg.. - -..........-.. 7.... 7 Lykens Valley..................... 16 Nesquehoning. -- -....-..-...5..... Room Run................ o...... 5 Chester Valley --- -----—.. —----. -...... 22 Lehigh, Delaware, Schuylkill, and Susquehanna....-. 40 Pine Grove - --------—. — - O-. 5... Beaver Meadow.o....................... 12.. York and Cumberland -....... —------------- 25........ Sunbury and Erie- -............... -.... -.. 240 Lackawanna and West'n-. 50........ Catawissa, Williamsport, and Erie.... O. 93 Delaware and Susquehanna --.- -—... 48 Philadelphia and Westchester-.........-.. 25 Pennsylvania Coal Company. - - - -, 47 -.:..... Hempfield.... 78 Allegheny Valley.-.........-. -. 180 Columbia branch. - - 19 -- Hanover branch.............. 13....... York and Wrightsville. 13 Lancaster and Harrisburg. — 37. o- 7 -. Susquehanna-. -- 50 Pittsburg and Steubenville - -...... 42 Franklin Canal - 26.....-.. Northeast.....O oo — o o. 18......... Total......... -....... 1,215 915 DELAWARE. Roads. Miles-in Miles in operation. progress. New Castle and Frenchtown o -. o... 16 Wilmaington branch. -..... 11 Total.. O-.. 16 11 398 S. Doc. 112. MARYLAND. Roads. Miles in Miles in operation. progress. Annapolis and Elkridge. 21 Baltimore and Ohio......................... 304 75 Washington branch-.............. -... — - -.38 8.Frederick branch....... -....... 3 Baltimore and Susquehanna 57........ Westminster branch-. -.-.-. 10....... Total................................. 433 75 VIRGINIA. Roads. Miles in Miles in operation. progress. Richmond and Danville...................... 65 75 Richmond and Petersburg.... -....- -. 22........ Clover Hill. - X....... -. -... - - - 15 South Side.. —.... o. d,.. _ - 50 60 Manasses Gap.. -........... 75 Petersburg and Roanoke.... 6... 60 Seaboard and Roanoke....... o 80 Appomattox -..~....~ 9..-..... Winchester and Potomac. 32........ 32 Virginia Central, including Blue Ridge-......... 104 75 Virginia and Tennessee. 50 155 Orange and Alexandria -..O. 40 50 Richmond, Fredericksburg, and Potomac. - 76 Greenville and Roanoke....................... 21'Northwestern............ 120 Total.... -.. ---.. -.............. 624 610 S. Doc. 112. 399 NORTH CAROLINA. Roads. Miles in Miles in operation. progress. Gaston and Raleigh -- 0..... - — 7. —. 87 - Wilmington and Weldon. -.-....162........ North Carolina Central..................... 223 Weldon-and Cleveland- 2.o........-. - 25 Total....-..... —o-eo -.... 249 248 SOUTH CAROLINA. Roads. Miiles n Miles in operation. progress. South Carolina. 2.4.................. 241.... Greenville and Columbia-..-...O 163 Charlotte and South Carolina....... 110. 1 King's Mountain...... -25 Laurens. -........... 15 16 Spartanburg and Union... -.....-....... 60 Wilmington and Manchester -... -. — 45 117 Total.. 5 99 193 GEORGIA. Roads. Miles in Miles in operation. progress. Central.........191.. Georgia.-...... 175. - Macon and Western.. 10...1.Western and Atlantic-. - - - 140. Southwestern...- 50 59 Rome branch.. -. -.............. — 20. - Muscogee............................ 51 21 Atlanta and Westpoint......-.. -52 35 AMilledgeville -.1. 17....... Eaton and Milledgeville-...... 20 Wilkes county.......... -... -....... 18 Athens branch.......... 3,9. -...e Waynesboro' - -... —-.-.-. —---- - 21 50 Savannah and Pensacola (estimated).... 300 Brunswick and Pensacola (estimated) -.. 300 Total.............- O 857 803 400 S' Doc. 112.e FLORIDA. Road. Miles in Miles in operation, progress. St. Marlk's and Tallabassee........b 23....... ALABAMA. _.. Roads. Miles in Miles in operation. progress. Montgomery and West Point. -...... 88 Mobile and Ohio.o.e.. -, -.... *... 33 30 Alabama and Tennesseee.. -.eo 40 160 Alabama Central -. 5. -........... o- -o,.0..-.... 60 Memphis and Charleston...................... 281~ Girard - - --- D.O O.-. O O. O O O O O O O O. O OO 220 Total..................,,.....,....,...* 161 7411 MISSISSIPPI. Roads. Miles in Miles in operation. progress. Raymond. -,..... St. Francis and Woodville. - -......... - 28.. Vicksburg and Brandon.................. 60 6.. Mobile and Ohio...,......- -. -......... o...:, 273 Mississippi Central -*O....... n....... 180 Canton and Jackson. -...............eoe.... 25 New Orleans, Jacksonl and Northern.... 400 Total. D - o D. o e. o e9 o o - o. 95 878 S. Doc. 112. 401 LOUISIANA. Roads. Miles in Miles in operation. progress. Carrolton- 6 Clinton and Port Hudson -..2........ 24. Lake Pontchartrain. r - - - 6 - - ~Mexican Gulf27.. 2...... *New Orleans, Jackson, and Northern. - New Orleans and Opelousas -180 Total - 63 180 " See Mississippi. TEXAS. Road. Miles in Miles.in operation. progress. Buffhlo Bay, l'razos, and Colorado........... 32 TENNEgSSEE. Roads. Miles in Miles in operation. progress. Nashville and Chattanooa. - -105 54 East Tennessee and Georgia - -80. 30 East Tennessee and Virginia.- - -.. 130 Winchester and Huntsville - - -46 Mobile and Ohio..- —..... -. —- -- ------- -.. 119k Nashville Southlern —-......-.......... -......1. 100 MlcMIinnville branch -....................- - -..- 30 Total.....................185 509 27 402 S. - Doc. 11i2 KENTUCKY. Roads. Miles in Miles in 0lration. progress, Frankfort' and Lexington.9-....... d. 29 Louisville and Frankfort a - -5. Maysville and Lexington..- - d-, 67 Covington and Lexington... _ d _... dd - - 97 Lexington and Danville -........... - 36 Louisville and Nashville- - - - - a d 80 Mobile and Ohio- -. -. -. 39 Louisville and Nashville-... -.. 95 Shelbyville branch —........ -. 18 Henderson and Nashville.. 130 Total. O.. 94 662 MISSOURI. Roads. Miles in Miles in operation. progress. Pacific... _.d - O * * _ _ _ d. - * d 315 Hannibal and St Joseph's...X....- ----..... 200 Total. d - 5 - 15 OHIO Roads. Miles in Miles in operation. progress Cleveland and Columbus........ 1135 -.-.. Columbus and Lake Erie.............. 60 Dayton and Springfield branch................ 24 Findlay branch..-........................... 16... Little Mliami........... 84 Mad river- -................. 134 Sandusky and Mansfield. - -. 56 Xenia and Columbus-.............-.......... -54 Bellefontaine and Indiana. 118 Cincinnati and Marietta......... 265 S. Doc. 112. 403 OHIO-Continued. Roads. Miles in Miles in operation. progress. Clevelatnd and Pittsburg....... 100... Cleveland N. and Toledo............... 87 Cleveland mP. and Ashtabula.-.. 72 - - Coluhmbus U. and Piqua............................. 102 Cihncinnati W. and Zanesville. 160 Ciricinnati H. ard Dayton....60......... Dayton and Western.........- 42...e... Greenville and Miami,... 20 11 Hamilton and Eaton.............. 42 Hillsboro and Cincinnati.................... 37. Iron -— r. 256 5 Junction......... i10 Ohie and Indiana......... 131 Ohio and Mississippi-.... 20 Ohio and Pennsylvania-. 134: 51 Ohi central. 9 82 Sciomo and Hocking valley... 120 Steubenville and Indiana..... O. 150 Springfield, Mount Vernon and Pittsburg..... 110 Dayton and Michigan....-... —.. —...... 140 Hudson and Akron branch. 60 Franklin and Warren branch.................. 30 Cincinnati and Dayton............... 52 Carrolton branch.................................... 20 Tuscarawas branch... 20 Total.-1.......... 1,154 1,854 -MICHIGAN. Roads. Miles in Miles in operation. progress. Central.........228........ Southern.................................. 133 Pontiac.. 25...,Tecutnseh branch. 8.. Erie and Kalamazoo......33 Total. - *. @.427.... 404 S. Doc. 112. INDIANA. Roads.' Miles in. Miles in operation. progress. N. Albany & Salem, with branch round L. Michigan 140 175 Jeffersonville................... 66.-..- Madisbn and Indianapolis-. -86.-. — - Shelbyville branch. 16... —--- Rushville branch.. 20- - Knightstown branch.............. —-- — o', 27 Lawrenceburg and Indianapolis.. 90~ Indiana Central.. 72 Newcastle and Richmond. —... —-._ - _ —_... -100 Indianapolis and Bellefontaine - 83., Peru and Indianapolis... —-..- ----------- 22~ 50 Terre Haute and Indianapolis......72 Evansville and Illinois... 26 74 Indiana Northern.. 135.. Ohio and Mississippi.. 170 Lafayette and Indianapolis... 62. Wabash Valley....... 200 Total-....................,. 755k 931ILLINOIS. Roads. Miles in Miles in operation. progress. Illinois Central,-....... ——........ 699 Galena and Chicago.., 92 35 Rock Island and Chicago.. 50 131 Central Military Tract..,.-.... 125 Peoria and Oquavka......... 85 Ohio and Mississippi-. 145 Northern Cross 54Sangamon and Morgan...., 54... Alton and Sangamon -.72... 72 Aurora branch........ 13 75 St. Charles branch, 7 ---—. 7 O'Fallon's Coal-road.. Bellville and St. Louis.........., 20 Terre Haute and Alton..a.-.-..,. 165 Mississippi and Atlantic..... — -145 St. Louis and Chicago. —.-......... 75 Alton and Mt. Carmel-............17 Total........ 296 1,771 S. Doc. 112. 405 WISCONSIN. Roads. Miles in Miles in operation. progress. Milwaukie and Mississippi 50 150 Fon du Lac and Rock Island Valley- 240 Total........ 50 390 RECAPITULATION. Miles in opera- Miles in protion. gress. Maine... —-..... —.-. —- 365 128 Nemw Hampshire ----------—.. 514 42 Vermont - - - - - - - - - 439.. Massachusetts --------—...- ---- 1,128 79 Rhode Island.......... 50 32 Connecticut..-.. —------------ ------- 630 189 New York —- -.2,1484 874 New Jersey-........ 242 85 Pennsylvania. —----- ------- — 1, 1,215 915 Delaware --... -. 16- 11 Maryland..-.-.-...... —. — 433 75 Virginia.........- -624 610 North Carolina......-...-.. -- -.. 247 248 South Carolina. ----------- 597 193 Georgia......... 857 794 Florida......... —.... 23......... Alabama --------- -. -- -— 161 641~ Mississippi............ 95 878 Louisiana.-.......... - 63 180 Texas. —. - —.............. 32 Tennessee —... —---—...- 185 4791 Kentucky..-......................... 94 663 Missouri.....-............ —. 515 Ohio —.-.... -......-... 1,154 1,854 Michigan.... 427 Indiana-....- - - - - --- 755. 933 Illinois....... —---------—. — -—. 296 1,771 Wisconsin... 50 390 Total............ 12,8083 12,612 S. Doc. 1 12. 407 P ART V. CANADA. Area. in acres Canada East, 128,659,684; Canada West, 31,745,635; total, 160,405,219 acres. Population irt 1851, 1,842,265. The province of Canada, one of the most extensive, populous, and wealthy offshoots of a colonizing nation, has been justly termed "the brightest jewel in the Crown of England." Though stretching in longiitude from the centre of the continent to the shores of Labrador, and in latitude from the waters which flow into the northern ocean to the parallel of Pennsylvania, it derives its importance not so much from great area, diversity of climate, and productions, as from geographical and commercial position. From tide-water upon the St. Lawrence to Lake Superior, this province adjoins, and even penetrates, so as to divide, one of the most commnercial as well as important agricultural portions of the United States. The shortest land-toute between the heart of New York and Michigan is through the peninsula of Canada West, which embraces one-half the coast of the most commercial body of fresh water on the globe. The " diversity of production" ascribed to Canada may at first appear incorrect, inasmuch as the name is associated with the rigors of a northern climate. This mistaken idea originated in the fact that the eastern or historical portion of Canada is foremost in the mind-a part substituted for the whole; while the western or modern section of the province is known only to actual visitors. The romantic narratives of Jacques Carter and Champlain, the early trials and struggles of the Jesuit Fathers, and of Frontenac, De Sales, and others of the old noblesse of France, with the stirring incidents of the wars of the Algonquins and Iroquois, have, to the great majority of the people of the United States, been the chief medium of information respecting this, England's most important colony. It is true that in Eastern Canada there are extremes of climate unknown in the northwestern States. But it will be found that the mean temperature varies but little in the two regions. The intense cold of the winter makes a highbway to the operations of the lumberman over and upon every lake and stream, while the earth and the germs of vegetation are jealously guarded from the injurious effects of severe frost by a thick mantle of snow. The sudden transition from winter to suminer, melting the accumulations of ice and snow in every mountain stream, converts them into navigable rivers, downward, for bearing, in the cheapest and most expeditious manner, the fruits of the lumberman's winter labor to its market on tide-water. The commencement of vegetation is delayed by the duration of the snow, but its maturity is reached about the same period as in the western country, because there 408 So Doc. 112. has been a smaller loss of caloric during the,winter, less retardation from a lingering spring, and more rapid growth from the constant action of a strong and steady summer heat. Whatever exceptions may be taken to the climate of Eastern Canada, it must be remembered that it embraces the greater portion of the whitepine-bearing zone of North America, the invaluable product of which can only be obtained by those conditions of climate, (the abundant ice and snow,) which have given it such imaginary terrors. There is scarcely one article or class of' articles from any one country in the world which affords more outward freight, or employs more sea tonnage, than the products of the forests of British North America. While these conditions of climate and production give necessarily a commercial and manufacturing character to the eastern province, the milder clinlate and more extensive plains of Western Canada afford a field for agriculture, horticulture, and pastoral pursuits unsurpassed in some respects by the most favored sections of the United States. The peninsula of Canada West, almost surrounded by many thousand square miles of unfrozen water, enjoys a climate as mild as that of Northern New York., The peach tree, unprotected, matures its fruit south and west of Ontario, while tobacco has been successfully cultivated for years on the peninsula between Lakes Erie and Huron. During the last two years, Western Canada has exported upwards of two millions of barrels of flour, and over three millions of bushels of wheat, and at the present moment the surplus stock on hand is greater than at any former period. There is probably no country where there is so much wheat grown, in proportion to the population and the area under cultivation, as in that part of Canada west of Kingston. The commercial position of Canada West as a "portage" or "stepping-stone " between the manufaicturing and commercial States on the Altantic and the agricultural and mineral ones of the northwest, is illustrated by the Welland canal, the Great Western, and the Ontario and Huron railways. Among the prominent features of Canada, her military position is worthy of notice. She is the most northern power upon this continent; and in configuration upon the globe, she presents a triangular form, the apex of which forms the extreme southing, and penetrates the United States frontier; while the base is remote, and rests upon the icy regions of the north. Flanked by the inhospitable coast of Labrador upon the east, and by the almost inaccessible territories of the Hudson's Bay Company on the west, she can only be attacked "in front;" when, retiring into more than Scythian fastnesses on the Ottawa and Saguenay, and keeping up communication with the strong fortress of Quebec, she can maintain prolonged and powerful resistance against foreign hostile invaders. Viewing Canada as a whole, it may be described as a broad belt of country lying diagonally along the frontier of the United States, from northeast to southwest, from Maine to Michigan, and between the 42d and 49th parallels of north latitude. The great river St. Lawrence presents itself conspicuously as a leading feature in its physical geography, traversing, in a northehsterly course, the grand valley which it drains in its mighty career to the ocean. S. Doc,, 112. 409 The very beautiful map of the basin of the St. Lawrence hereunto appended, and prepared-expressly for this report, by Thomas C. Keefer, esq., a civil engineer of high standing and eminent abilities, attached to the Canadian Board of Works, may be relied upon for its accuracy. Arn attentive consideration of this new and excellent map is respectfully solicited. It presents many points of interest, exhibiting, as it does, at one view, the mighty St. Lawrence, the chain of "fresh-water Mediterraneans," of which it is the outlet, and which are indeed a geographical wonder, as also their position and relation to the States of the West, and the vast and fertile valley of the Mississippi, with the various outlets to the sea, of this valuable section of North America. COMMERCE OF CANADA. Before the close of the last century the commerce of Canada had reached a respectable position. The St. Lawrence was then the only outlet of Canada, and also of that portion of the United States lying upon and between Lakes Ontario and Champlain; and the port of Quebec received indifferently American and Canadian produce for exportation to the West Indies and British North American colonies. Although Upper Canada then scarcely produced sufficient food to support her own immigration, the lower province was already a large exporter of wheat, and continued so until the rava.ges of the Hessian fly reduced her to her present position of an importer from the upper province. Mr. Keefer, in his Prize Essay upon the Canals of Canada, says: " A wise and liberal policy was adopted with regard to our exports previous to 1822. The products of either bank of the St. Lawrence were indifferently exported to the sister colonies, as if of Canadian origin; and those markets received not only our own, but a large share of Arnericau breadstuffs and provisions. Our timber was not only admitted freely into the British markets, but excessive and almost prohibitory duties were imposed upon importations of this article firom the Baltic, for the purpose of fostering Canadian trade and British shipping. The British market was closed, by prohibition, against our wheat until 1814, which was then only admitted when the price in England rose to about two dollars per bushel-a privilege in a great measure nugatory; but the West Indies and lower provinces gave'a sufficient demand so long as the free export of American produce was permitted by this route. As early as 1793, our exports of flour and wheat by the St. Lawrence were as high as 100,000 barrels, and rose in 1802 to 230,000 barrels. The Berlin and. Milan. decrees, and English orders in council thereon, of 1807; President Jefferson's embargo of 1808, with increased duties levied upon Baltic timber, gave an impulse to the trade of the St Lawrence, so that the tonnage arriving at Quebec in 1810 was more than ten times greater than in 1800. The war of 1812 and 1815 naturally checked a commerce so much dependent upon the Americans; and we therefore find but little increase of the tonnage arrived in 1820 over that of 1810. In 1822 the Canada Trade Acts of the imperial parliament, by imposing a duty upon Amer 410 S. Doc. 112. ican agricultural produce entering the British American colonies and the West Indies, destroyed one-half of the export-trade of the St. Lawrence; and the simultaneous abundance of the English harvest forbade our exports thither. "As a recompense for the damage done by the Trade Act of 1822, our flour and wheat, in 1825, were admitted into the United Kingdom at a fixed duty -of five shillings sterling per quarter. The opening of the Erie and Champlain canals at this critical juncture gave a permanent direction to those American exports which had before sought Quebec, and an amount of injury was inflicted upon the St. Lawrence, which would not have been reached liad the British action of 1825 preceded that of 1822. The accidental advantages resulting from the differences which arose between the United States and Britain, on the score of reciprocal navigation, (which differences led to the interdiction of the United States export trade to the West Indies, and reduced it from a value of $2,000,000, in 1826, to less than $2,000 in 1830,) restored for a time our ancient commerce. The trade of the St. Lawrence wals also assisted by the readmission free in 1826 (after four years exclusion) of American timber and ashes for the British market, and by the reduction of the duty upon our flour for the West India market, and therefore rapidly recovered, and in 1830 far surpassed its position of 1820. -"In 1831 there was a return to the policy which existed previous to 1822. United States products of the forests and agriculture were admitted into Canada free, and could be exported thence as Canadian produce to all countries, except the United Kingdom; and an additional advantage was conferred by the imposition of a differential duty, in our favor, upon foreign lumber entering the West Indian and South American possessions. Our exports of flour and wheat by sea in that year were about 400,000 bushels-chiefly to Britain, where a scarcity then existed, and for the first time exceeding the flour export of 1802. This amount, in consequence of a demand nearer home, and the ravages of the fly in Lower Canada, was not again exceeded until 1844. Between 1832 and 1839 a scarcity and great demand for breadstuffs arose in the United States, and the crops in England being unusually abundant between 1831 and 1836, the order of things in the St. Lawrence was reversed, so that in 1833 wheat was shipped from Britain to Quebec. A farther supply came also from Archangel. These imports in 1835 and 1836 amounted to about 800,000 bushels. A similar demand in 1829 had turned our exportation of breadstuffs inland to a very large amount; yet, notwithstanding these fluctuations of our exports, the shipping and commerce of the St. Lawrence rapidly increased in importance and value, with no continued relapse, down to the year 1842. The revulsion in 1842 was general, being one of those periodical crises which affect commerce, but was aggravated in Canada by a repetition of the measures of 1822, not confined this time to the provision-trade only, but attacking the great staple of Quebec-timber. The duties on Baltic timber, in Britain, were reduced, the free importation of American flour was stopped by the imposition of a duty thereon, and our trade with the West Indies annihilated by the. reduction of the duty upon American flour brought into those islands. By S. Doc. 112. 411 imposing a duty of two shillings sterling per barrel upon' Americaln flour imported into Canada, and reducing it in the West Indies from five to two shillings, an improvemenr equal to five shillings sterling per barrel was made in the new position of' American flour exported from the Mississippi, Baltimore, and New York. The value of our trade with the West Indies in 1.830 (during the exclusion of the Americans) amounted to $906,000; and in 1846, it was $4,000. "Our export to the lower provinces (Nova Scotia, New Brunswick, Cape Breton, &c.) was at its highest point in 1836, since which time it has fluctuated, but never reached its position of that year. It will be remembered that at that time the Americans were importing breadstuffs, and could not, therefore, compete with Quebec in the supply of these provinces. The act of 1842 was nearly as destructive to our trade with the gulf provinces as with the West Indies; but since the opening of our canals, there is a marked increase in this trade. In 1841 (before the passing of the Gladstone Act) our export trade with the lower provinces was worth $456,000 annually, which amount fell off to $204,000 in 1844. In 1845 the enlarged Welland and Beauharnois canals were opened, and since that period it has gradually recovered, so that, since the opening of the enlarged Lachine canal, it has exceeded its position of 1841, and is now increasing every year. As the interruption of our trade with the West Indies by the Canada Trade Act in 1822 was followed in 1825 by the permanent admission of our 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 important privilege of exporting American wheat, received, under a comparatively nominal duty, as Canadian, without proof of origin, in the British market. This measure was a virtual premium of about six shillings sterling per quarter upon American exports to Britain through the St. Lawrence; but, inasmuch as it was an indirect blow at the English Corn Laws, it contained-like a bombshell-the elements of its own destruction. This very partial measure rapidly swelled our exports of flour and wheat, so that in 1846 over half a million of barrels, and as many bushels, of these two staples were shipped from Canada by sea. "The injury threatened to the timber-trade of the St. Lawrehce by the Act of 1842 was averted by the subsequent railway demand in England, so that our exports of this article have been greater since that period than before. "In 1846 steps were taken in the British legislature which led to the withdrawal of that preference which the St. Lawrence had so fitfully enjoyed as the route for American- exports to England; and the new system came inmo full operation in 1849. The intermediate demand, resulting from the failure of the potato crop, has thrown much uncertainty upon the final tendency of this important change in our relations with the mother country; and, as a necessary consequence, the ancient system of'ships, colonies, and commerce' has fallen to the ground. In 1847 the control of our customs was abandoned by the imperial legislature, and the last and most important measure, which has relieved us from the baneful effects of the British navigation laws, came into operation on the 1st of January, 1850." 412 S. Doc. 112. It will thus be seen that previous to 1846 the colonial policy of the British government, although vacillating and contradictory, encouraged the sea-trade of Canada by affording a market for her productions, and discouraged exports inland to the United States. Likewise, by imperial control over the colonial tariff, the mother country established differential duties against importations illnland, thus throwing the supply of Western Canada into the ports of Montreal and Quebec and the contraband dealers on the western frontier. Nearly the whole revenue from customs being collected in Lower Canada, although an equal and even greater consumption was claimed for the upper province, a controversy respecting the division of this revenue became annually more and more severe, with the increased population and demands of Canada West, and was the subject of frequent appeal to, and of adjustment by, the mother country. The insurrection of the French population, and consequent suspension of the constitution of Lower Canada, was taken advantage of to bring about a legislative union of the two provinces, which accordingly took place in 1841, -and put an end to the dispute about the division of the revenue. Perhaps the remembrance of this altercation had some influence upon the subsequent action of the Canadian legislature upon the subject of differential duties. The imperial government formally abandoned all control over the Canadian tariff' in 1847, and, in their next session, the colonial legislature abolished the differential and prohibitory duties on imports inland; thus placing the mother country in the same relative position as foreigners. The commercial interest of the lower province yielded to this policy from sympathy with the freetrade movements in England; while it is probable that the western province supported the measure as a means of emancipation from the monopoly of their imports by Montreal and Quebec. The repeal (by the abolition of the British Corn Laws) of all privileges in favor of Canadian breadstuffs in the British markets, the hostile tariff of the United States, and the trammelled condition of the St. Lawrence navigation, (yet unfreed from the restrictions of the British Navigation Laws,) fell heavily upon the Canadians. The scanty supply of vessels in the St Lawrence, (hitherto a "close borough," for British shipping only,) and the abundant supply of outward freights afforded by the timber coves of Quebec, had so enhanced all other freight outward, that nothing but the premium offered by the British Corn Laws made the route through the St. Lawrence more favorable than by New York, even with the burden of the United States tariff. When, therefore, this premium was withdrawn, and the' English market was no longer the most profitable, the exports of Canada West (the surplus-producing section of the province) turned toward New York. The proximity of this city to the wheat-exporting districts of Canada, and the facilities of exporting and importing in bond, by New York canal and other internal artificial avenues, produced such a diversion of Canadian exports of flour and wheat that the quantity so sent to New York in 1850 exceeded, largely, that exported by sea through the St. Lawrence. The following statement will show the relative export of Canadian flour and wheat inland and by sea: S. Doc. 112. 413 Flour and wheat ectportedfrom Canada in iS50 and 1851. 1850. 1851. Exported to and through- Flour. Wheat. Flour. Wheat. Barrels. Bushels. Barrels. Bushels. Buffalo.......................... 19,244 66, 001 10, 860 101,655 Oswego......................... 260, 872 1,094,444 259,875 670,202 Ogdensburg-. ——... 32, 9999 —.. 30, 609 18,195 Lake Champlain.................. 90,988 192, 918 11,940 626 Total exported inland......... 404, 103 1, 353, 363 313,284 790, 678 Montreal and Quebec...-.. 280, 618 88, 465 371,610 161, 312 Total exported.. —--—. 684, 721 1, 441, 828 684,894. 951,990 Decrease in inland export to United States —--------... —---............... —. —-......... —-. 90,819 562,695 Increase in sea export from Canada....-.-....- -. — -. 90, 992 72,847 The following statement shows the amount of Canadian flour and wheat imported, the amount bonded for exportation, and the amount entered for consumption at each port of entry: Total imported 1851. Total bonded 1851. Total duty paid 1851. Ports. Flour. Wheat. Flour. Wheat. Flour. Wheat. Barrels. Bushels. Barrels. Bushels. Barrels. Bushels. Buffalo..-.... —-.. 10, 860 101,655 10,763 88, 316 97 13, 339 Oswego.-..-.. ——. 259, 875 670, 202 258, 657 661,409 1,218 8,793 Ogdensburg..... —-. 30,609 18, 195 30, 587 17, 773 22 422 Lake Champlain... 11,940 626 11,940.................. 626 313,284 790,678 311,947 767,498 1,337 23,180 At other ports 88 5,664 —...... -88 5, 664 313,382 796,342 311, 947 767,498 1,425 28,844' From Canada return of exports. It will be seen that there is a decrease in the importation from Canada in 1851, and an increase in her exports by sea, which do not, with respect to wheat at least, counterbalance the deficiency of inland exports. As the Canadian wheat crop of 1851 exceeded that of any fbrmer year, the presumption is that the low prices which ruled during last year retained much of the surplus in the province. 414 S. Doc. 112. The fact, however, that, of the flour exported from Canada, the number of barrels which were sent to the United States in 1850 exceeded the total exports by sea in that year, and that in 18i1 this was reversed, is very signaificart, considering that the Canadians are now trading upon equal terms with the United States in the markets of the mother,country and those of other foreign States. To elucidate this, I must refer to the INTERCOLONIAL TRADE. The export of flQour from Canada, by sea, to the British North Amer ican colonies of Nova Scotia, New Brunswick, and Newfoundland, since 1844, has been as -follows: Barrels. 1844. o e..........a........................- -.. 19,530 1845..- -..................- 26,694 i846. -b.. 35,152 1847 -. o............................ 66,195 1848 o -w |.......................... 65,834 1849 ". o. *e.- EEber —— 79,492 1t8.350'... i -— 140,872 1-51 o — r...........pl- 154,766 The amount exported to these colonies, in bond, through New York and Boston, in 1861, was — Flos~. Wheat. Bartels. Bushels. New Y ork... -.. -... 86,689 6,798 Boston ".-........ 4,6590.......... Total. O ----- e - - - 91,279 6,798 making the total export to these colonies 246,039 barrels —an increase of over twelve-fold in eight years. The substitution of Canadian for American flour in the consumption of the "lower colonies" has been brought about by the opening of the ship-canals on the St. Lawrence, aided by a reciprocity arrangement betweein these colonies and Canada; and because the exclusion of the latter fi-om the American domestic market has forced Canadian flour through the St. Lawrence, to compete in the foreign markets of the United States. The articles of wheat and flour have been taken, for the sake of convenience, to illustrate the export-trade of Canada, its direction and distribution. The remarks above, however, apply to all other provisions of which she produces a surplus. In the import-trade, sugar, one of the leading articles of consumption, may be taken to illustrate a' change as favorable to Canada as: S. Doc. 112. 415 that in the export of flour. In 1849 the value of sugars imported from the United States was double that from the lower colonies. In 1851 the value from the United States was $258,848, a.nd from the colonies $269,300. In 1849 nearly one-half of the sugar was imported, inland, from and through the United States —the proportion being 5,1.52,000 pounds, out of the total importation of 11,613,000 pounds. In 1850 the importation rose to 16,736,000 pounds, of' which the United States furnished 5,522,000 pounds, or a little more than one-third. In 1851 the, number of pounds imported was 20,175,046, of which 5,640,000 pounds were from the United States, and 5,880,000 pounds from the lower colonies. The imports of sugar into'Canada in 1851 were: From British colonies.... $269,300:' United States...... 258,848 " Other foreign countries................. 226,316 " Great Britain. 171,140 925,604 With respect to the roave of importation, the inland import in 1849, as we have seen, nearly equalled that by sea; but in 1861 the value of sugars imported by sea was $712,408, against $278,468 by inland routes. Canadian vessels load at the lake ports with brea.dstuffs and provisions, which they carry, without transhipment, to Halifax or St. John, Newfoundland, exchanging there for a return cargo of sugars, molasses, fish, and oils. This trade is of course confined to' British vessels; and as fish and other products of Nova Scotia and New Brunswick, and the flour, provisions, &c., of Canada, are exchanged dutyfree, a direct free-trade between the maritime and agricultural districts of British North America is now in full operation, fromn which Newfoundland only is excluded-the necessities of that government forbid — ding her from taking off the duty on Canada flour. Her fish and oil are therefore treated as foreign in the Canadian ports. The subjoined statement shows the progressive imports into Canada of sugars from the British North American colonies: 1849.............. ~28,716 $114,864 1850 ---------------—..... —- 51,317 205,268 1851...... 67,325 269,300 It appears from the foregoing that the commerce of Canada is at present in a state of transition. No certain predictions can now be offered to show how far her efforts at commercial independence will be successful, or what influence she may be enabled to exert over the general commerce of the western lakes and adjoining districts. A short review of her position and resources will be the best-mode of presenIting this question. THE COM3IMERCIAL PORTS OF CANADA. QuIebec. —In latitude 46~ 4S' north, longitude 71~ 12' west. Population in 1851, 42,052. 416 S. Doc. 112. Quebec is the most ancient, as well as the most important, port of Canada, and emb-races the outports of Gasps, New Carlisle, the Magdalen islands, and several in the riyer below Quebec. The province of Canada extends eastward to the straits of Belle-Isle, embracing the island of St. Paul, (between Newfoundland and Cape Breton,) the Magdalen islands, the Bird rocks, and. Anticosti. In the Magdalens a sub-collector is stationed, who reported some $226,000 worth of exports in 1S4S; but no return of imports is taken, and no duties, apparently, are levied. The other islands are occupied only for lighthouses and relief stations. The harbor of Quebec is not unlike that of New York-the island of Orleans serving as.- a barrier from a northeast sea, and, like Long Island, affording two channels of approach. A frontage of about fifteen miles on both sides of the river not only affirds the necessary Mrharves, but coves of sufficient magnitude to float some thirty to forty millions of cubic feet of timber, about eighty millions off superficial feet of deals, besides staves, lathwood, &c. A fresh] water tide, rising eighteen feet at " springs," offers no impediment to the shipment of timber, the great business of the port, the vessels so engaged being anchored in the stream, (which affords good holding-ground,) where their cargoes are floated to them at every tide. The tide extends ninety miles above Quebec, and the water does not become perfectly salt until an equal distance is reached below; thus there is a firesh-water tide of one hundred and eighty miles beyond the salt water, and sea navigation to Montreal, ninety miles farther, or two hundred and seventy miles from salt water. The river navigation may be said to terminate about one hundred and fifty miles below Quebec, (where pilots are first taken,) but the combined gulf and river navigation extends upwards of seven hundred miles before we reach the Atlantic, with which it has no less than three connexions. The most northern of these-the straits of Belle-Isle-is in navigable order about five months, and affirds a passage to Liverpool more than two hundred iniles shorter than the route by Cape Race, making the distance from Quebec more than four hundred miles shorter than from New York. By using this passage the navigable route between the foot of Lake Ontario and any port in Britain is as short as that from New York harbor to the same port. The middle channel, by which the Atlantic is reached, is about fifty miles wide, and contains St. Paul's island, which, with its, two lighthouses, affbrds an excellent point of departure..By. this channel Quebec is brought nearer to any port in Europe, Africa, or the Indian ocean, than New York. The southern passage is known by the name of the Gut of Causo, and is invaluable to the fishing, coasting, and West India trade. The gulf of and river St. Lawrence have been most elaborately surveyed by the accurate and accomplished Captain Bayfield, Royal navy, an inspection of whose charts is indispensable to a correct appreciation of the commercial qualities of this navigation. The exclusive monopoly by British ships of' this route hitherto, the budoyant character of the cargo-timber, the ignorance of the masters, and excesses of the men, have been more fiuitful causes of disaster than the natural contingencies of the route. Heretofore, in many instances, old and un S. Doe. 112. 417 serviceable vessels, commanded by men whose pay was less than that of a good mechanic, were sent out in September for a cargo of timber. A month of dissipation in Quebec sent the crew to sea diminished in numbers by desertion, with weakened physical powers, and insufficient clothing. When, therefore, the cold November blasts in the gulf were encountered, for want of ordinary exertions, strength, and intelligence, the vessel went ashore. Notwithstanding, considering that over half a million of tons of shipping annually enter the St. Lawrence, it will be found that the per-centage of losses has been no greater than that of the British and Irish channels, or the keys of Florida.* The tonnage inward and outward, by sea, from Quebec and Montreal, for 1851, with the number of disasters within the gulf and river, was as follows. INWARD. OUTWARD. TOTAL. 4.. Quebec...... 1,305 533,81 11,394 586,093 19,300 2,6991,119,914 37,065 13 Pori t.. by the charts. o 0 o z2; E- EZ -4 E-Z Quebec...-..1,305 533,821 17,765 1,394 586,093 19,300 2,699 1,119,914 37,065 11 Montreal. 231 55,660 2,181 195 37,568 1,540 426 93,228 3,721 Total —---- 1,536 5,89,481 19,946 1,589 623,661 20,840 3,125 1,213,142 40,7861 UK The disasters at Keyr Wes, for the same year, were about fifn tik or number, and on the upper St. Lawrence, between Lake Su periQr and Montreal, two hundred and sixty-three; where, says the ripcxter, "ifive steamers, three propellers, and thirty-seven sailing vessQl, we4 it out of existence entirely." Six hundred and eighty-eight sailing vessels, numbering 19 5,726 tons, and four steamers, giving 1,462 tons, form the list of wrecks of vessels belonging to the United Kingdom for 1850. Such an extent of land-locked navigation as the St. Lawrence pre-. sents between, the pilot-ground (near the Saguenay) aid the Atlantic. would be, in thick weather, or snow storms, co,'idered hazardous,, were it not for the great width of beating-ground, (nowhere less than. twenty-five miles, and averaging over fifty,) the absence of all shoals or reefs in or near the channel, and the admirable soundings displaye4 by the charts. The trend of the Atlantic coasts of Newxfo-ndland and Cape Breton, converge upon St. Paul's island, a lofty an4 picturesque rock, for which a vessel may stand hold in i a bg. Inside of St. Paul's a bank, with sixty fathoms, leads, by a direct line on its outer edge, clearing Anticosti, into' the chops of' the St. Lawrence; -northhward of this line is deep water; southward, regular soundings; so that, in thjbk or * See Part X for statements of timxiber trade, and tmfa~ge em lpyed". 28 418 S. DoC. 112. foggy weather, the lead is an unerring guide. On entering the, river the south shore gives uniform soundings all the way to the pilot-ground, the water shoaling so regularly that a vessel may -at any point deter-line her -distance fiom the shore within. a mile by the lead alonie, while at all points she may approach this shore within this distance. -The admirable position of Pointe des Monts, (with a light-house one hundred feet above the water,) projecting with a bold shore several miles from the general trend of the north shore, forms, with its anchor-age on both sides, a common point of departure for inward and outwvard-bound vessels. The recent application of steam to ocean commerce greatly enhances the value of this navigation; particularly with reference to communication with Britain, the great centre of European steam navigation and commerce. The two great drawbacks to ocean steam navigation are, the: quantity of fuel which must be carried and the resistance w-hich a heavy sea offers to progress whether the wind be fair or foul. On the St. Lawrence route these are reduced.to a minimum. The distance from the coast of Ireland to St. John, Newfoundland, or to'the straits of Belle-Isle, is under 1,700 miles; and coal is found in ~abundance, and of excellent steaming qualities, at several points in'the Gulf of St. Lawrence. The remainder of the'voyage to Quebec will:be made in comparatively smooth water, as the steamer will run under the shelter of either shore, according to the direction of the wvinld. This notice of the position of the port of Quebec with reference to -stemm navigation with Europe has been deemed essential at this time, ina3much as the government of Canada are now receiving proposals for the establishment of a line of screw-steamers to ply upon this route during the season of navigation, and to communicate with the terminus.of the railroads from Canada, at Portland, fobr the present, and Halifax as soon as the scheme of a grand intercolonial -railway fiom Quebec to Halifax shall have been carried out. It may now be proper to allude to the inducements which lead to this course —-in other words, to the SEA-TRADE OF CANADA. The great staple of Quebec is timber, and hitherto her trade has been chiefly confined to this staple, Montreal being the point where the- agricultural exports of the upper province -are exchanged fbr the supplies of foreign goods required for the same districts. The timber is -chiefly supplied by the Ottawa river; (which, with its numerous and important tributaries, drains an area of over ten thousand square miles of the-finest pine-bearing land,) and also from the north shore of Lake Ontario, which is drained -by a remarkable chain of lakes emptying -through the rivers Otonabee and Trent, into the Bay of Quinte, (thus:escaping the open water of Ontario,) from which the rafts are floated to Quebec. Thus, by the simple and, inexpensive process of rafting, timber is borne by the current, at a cost of three or four cents per cubic foot, to-Quebec, from a distance of six hundred miles-even from the laids drained by Hudson's bay and Lake Huron. The annual supply -S. Doc. 112. 419 varies with the export, but seems capable of almost illimitable extension. In 1846 the supply of square timber exceeded thirty-seven millions of cubic feet; that of sawed deals, sixty millions of feet, board measure; besides some fifty thousand tons of staves, lath-wood, &c.; the whole (at the usual rate of forty cubic feet to the ton) amountirng to one million six hundred and fifty thousand tons, and worth, at the ruling prices of that year, between five and six millions of dollars. Reducing the cubic to superficial measure, for the sake of comparison with Albany and Bangor, the supply of square timber and deals (exclusive of staves, lath-wood, &c.) brought to Quebec in that year exceeded five hundred millions of' feet. The stock wintered over exceeded twenty-one millions of cubic feet of timber, and the export twenty-four and a quarter millions, loading some thirteen or fourteen hundred vessels, of an aggregate, tonnage of over half a million. The following shows the number and tonnage of vessels inward and outward in Quebec, with the export of white-pine timber, (the leading article,) for the last eight years: EXPORT OF INWARD. OUTWARD. WHITE PINE. Year. Vessels. Tons. Vessels. Tons. Cubic feet. 1844.................... 1,232 451, 142 1, 239 453, 894; 11,950, 438 1845.................... 1, 489 576, 541 1,499 584, 540 15, 828, 880 1846....-.............. 1,480 568, 225 1, 467 572, 373 14, 392, 220 1847................... 1,210 479,124 1, 215 489, 817 9,626, 440 1848.................... 1,188 452, 436 1,194 457, 430 10,709, 680 1849.................... 1,184 465, 088 1,243 481, 27 1.1,621, 9'0 1850. -. —--------—. —- 1, 196 465, 804 1,275 494, 021 13, 040, 520 1851... 1, 305 533, 821 1,394 586, 093 15,941,600 The greatest number of ships outward in any year previous to 1851 was in 1845, when 1,499 cleared out, with a tonnage of 584,540. In: 1851 the number of vessels outward is less, but the tonnage is greater, than that of any former year. It must be remembered that, since 1845, the duty upon Baltic timber in Britain has been reduced. The value of exports from Quebec depends upon the market price of tinmber, which ranges nearly one hundred per cent. It was greatest in 1845, when the price of timber was highest, although the tonnage outward, which is the true measure of the commerce, was less than in 1851. The progress of the imports is an index of the prosperity of the port, as the articles are general merchandise, which do not fluctuate as. much in value as the exports. The following is a statement of imports for a series of years at the' port of Quebec: 1841-....... 217,917 $871,668 1842 —------------------- 216,670 866,680 1843 - - A m —HuaaobZ402,227 1,608,908 1844. 655,869 2,623,476; 420 S. Doc. 112. 1 845.............. ~.712,398 $2,8499,592 1846. 750,983 3,003,932 1847.-............... 796,917 3,187,668 1848.-......-..... 574,208 2,296,832 1849. 438,673 1,754,692 1850.............................. 686,441 2,745,764 1851 -,.. —... e833,904 3,335,616 The progress of exports inland, which for 1851 includes transit goods for United States, is shown as follows: Year. By sea. Inland. Total export. 1849 $4,833,872 $130,988 ~1,241,215 $4,964,860 1850... 5,027,180 162,912 1,297,523 5,190,092 1851.. 5,621,988 755,588 1,594,394 6,377,576 The imports of 1851 are exclusive of railway and other iron, imported in transitu, for western States, valued at $750,000. The imports at Quebec in 1.851 greatly exceed those of any former year, and the whole business of the port, import and export, for the past year, probably equalled its best ones when under the protective policy of the mother country. In order, however, to present the sea-trade of Canada, it becomes necessary to treat Quebec and Montreal as one port. The value of the exports of Quebec is generally more than double those of Montreal, while the imports of the latter are double those of' Quebec. This latter difference is sensibly lessening in favor of Quebec, as that city is now becoming the point of transhipment for goods in transit to western States, which will relatively greatly increase the value of her imports; while, as she will always be the timber-mart, no corresponding decline of her exports is to be anticipated. Ships of the largest burden are brought up to Quebec by the tide; but the approach to Montreal is limnited by the shallowness of water in Lake St. Peter, giving at low Ow:ater only thirteen feet, and is burdened with a towage against the current of the river. The work of deepening Lake St. Peter is now in progress, with fair prospects of success, and in another year or two vessels drawing fifteen feet water may come to Montreal. Vessels loading at Montreal are frequently obliged to lighter a portion of their cargo through the lake, and are, therefore, recleared at Quebec. Again, imports in the large ships which stop at Quebec are iightered up to Montreal; thus rendering it almost impossible to separate the commerce of the two ports. Again, by means of the ship-canals, the inland lake and river ports of Canada carry on a direct trade by sea; and, although the regulations require their exports to be reported at tide-water, their direct imports are not noticed at Montreal or Quebec, but are passed up under a "frontier bond," and entered at the port of destination. S. Doc. 112. 421 In the Collowing statement the imports in transit for the United States and those under frontier bond for Upper Canada ports are included: Gross trade of ports of Montreal and Quebec.-Imports and exports, 1851. Imports at Quebec,.. $4,091,204 Exports from Quebec $5,623,988 Imports at Montreal....9,177,164 Exports from Montreal 2,503,916 Imports direct per in- Exports from inland land ports, not report- ports direct, not reedelsewhere....,.. 3,144,316 ported elsewhere.... 4,51.2 Total exports by sea Total imports at and. and inland navigation 8,132,416 through Montreal and Quebec......... $16,412,684 which makes the gross value of the export and import-trade of Montreal and Quebec for 1851 amount to $24,545,100. Ship-building. There are in Quebec about twenty-five ship-building establishments, and eight or ten floating docks, capable of receiving largest-class vessels. The class of vessels built range from 500 to 1,500 tons and uptards, and there has been lately established a resident "Lloyds surveyor,"' to inspect and class the ships. The average cost is as follows: Hull and spars.-. -......$22 to $30 per ton. Complete fbr sea. 32 to 40' The number built were, in Total tons. 1848, 24 square-rigged, 18,6S7 tons,) 19,909 1849, 28 " " 23,828 " and smaller craft, 24,396 1S50, 32 " " 29,184 making, in all, 30,387 1851, 40 " " 38,909 " J l 40,567 Trade and tonnaage. The tonnage cleared outward to the lower colonies was: Year. Quebec. Montreal. Total. 1850. 10,021 8,524 18,545 G1851 -... -.... -. 12,588 9,819 22,407 4'22- S' Doe. 112. The value of exports to the colonies by sea, and via the United States, and imports therefrom, has progressed as follows: Year. Exported by sea. Exported in bond, Total value of Total value of via the U. S. exports. imports. 1849. $116,:581 $32,3,59 $148,940 $48,917 1850 --. 202,194 58,487 260,681 967,404 185~1:- i 241,791 119,353 36 1,144 124,350 The following is a summary statement of the sea and inland trade of Canada, contracted for 1851: IMPORTS. EXPORTS. Total imports. Toa exports Sea. Inland. Sea. Inland. $15,324,348 $8,681,680 $8,081,840 $3,259,888 $24,006,028. $11,341,725 Inland exports, $3,259,888; imports, $8,681,680. T6tal, $11,941,568Sea' exports, $8,081,840; imports, $15,324,348. Total, $23,406,188. The exports inland are taken from the imports at United States custom-houses. This makes the reported value of the sea nearly double thatt of the inland trade, and makes the gross- trade of Canada, or the value of her exports and imports for 1851, amount to $35,347,756, of which $24,000,000 are imports, and only $11,000,000 exports. In the exports there should be included the value of ships built for sale at Quebec, at least $1,000,000 more in 1851, and for undervaluation of exports inland a much larger sum.; so that a full estimate of the gross trade of Canada for 1851 will not fall short of a value of forty millions of dollars. The published Canadian returns for 1850 contain no statement, either of' imports in transitu for the United States, or those which pass up under frontier bond. There are, therefore, no means of comparing the above statement with former years. It has been shown heretofore that, in the staple of wheat and flour, there has been a marked gain by the sea at the expense of the inland trade; yet the importation inland has sensibly increased over that of 1850. The imports entered at inland ports, compared with those entered at Montreal and Quebec, were as follows: S. Doc. 112:. 423 Ports. 1849. 1850. 1851. Montreal and Quebec... $6,522,232 $8,931,868 $12,552,780 Inland ports...... 5,491,336 8,050,200 10,697,660 Total....- 12,013,568 16,9.82,068 23,250,440 The value of imports from the colonies and " other foreign countries" was as follows: Year. Colonies. Other foreign Total. countries. 1849- I....., $195,668 $167,296 $362,964 1850-.- 385,616 365,216 750,832 1851- 4-97,400 939,976 1,437,376 Much of the imports returned as " from other foreign countries" is made through the British North American colonies. The rapid increase of the former is, in a great measure, dlue to the trade with the latter. Sugars, &c., the growth of the Spanish West Indies, purchased in Halifax, are reported from "other foreign countries," in order to pass the lower invoice. The arrival of fbreign vessels at Quebec in 1850 and 1851, the only two years in which they have been permitted to carry to England, has been as fbllows: 1850. 1851. Norway-.... —-...45 vessels. 47 vessels., United States - -------— 24 do. 35 do. Prussia -.....19 do. 21 do. Russia.- - 3 do. 8 do. Sweden.... —.. —-- ---. 1 do. -3 do. Mecklenburg 0............ 0 do. 2 do. Hanover. --.2 do. 1 do. Portugal.......... 1 do. 0 do. Holland....... 1 do. 0 do. 96 do., 117 do., (making 37,554 tons.) (making 50,716 tons.) The abundance of freight in the shape of lumber at Quebec, guaranteeing a full cargo outward to every vessel entering the port, must produce its effict on inward fieigbhts. More than three-fourths of the inward tonnage are now empty; but in railroad iron, salt, and coal, the 424 S. Doe. 112. imports are rapidly increasing since the completion of the canals has let down lake vessels to carry these articles inland. The present regulations prevent American vessels from descending below Montreal, and are injurious to this commerce. Port of Montreal. Latitude 450 31' north, longitude 730 35' west; population in 1851, 57,715. This city, at the head of sea navigation proper, is the most populous in British North America. Although not accessible (like Quebec) to the largest class of shipping, its position for a varied and extensive commerce is more commanding, inasmuch as it is the centre of a more fertile area, more numerous approaches, and possesses within itself every requisite fbr the support of a large population. Montreal is picturesquely situated at the foot of the " Royal mountain," from which it takes its name, upon a large island, at the confluence of the Ottawa and St. Lawrence, which, both in fertility and cultivation, is justly considered the garden of Canada East. The main branch of the Ottawa, which is the timber highway to Quebec, passes north of Montreal island, and enters the St. Lawrence about eighteen miles below the city. About one-third of its waters are, however, discharged into Lake St. Louis, and joining, but not mingling, at Caughnaawaga, the two distinct bodies pass over the Sault St. Louis and the Norman rapids-the dark waters of the Ottawa washing the quays of Montreal, while the blue St. Lawrence occupies the other shore; nor do they lose their distinctive character until they are several miles below Montreal. The quays of Montreal are unsurpassed by those of any city in America: built of solid limestone, and uniting with the locks and cutstone wharves of the Lachine canal, they present, for several miles, a display of continuous masonry which has few parallels. Like the levees of the Ohio and Mississippi, no unsightly warehouses disfigure the river-side. A broad terrace, faced with gray limestone, the parapets of which are surmounted with a substantial,iron railing, divides the city from the river throughout its whole extent. This arrangement, as well as the substantial character of the quays, is a virtue of necessity, arising from remarkable local phenomena. Montreal being the terminus of many miles of broken water, embracing the rapids of the St. Lawrence, an extraordinary quartity of" anchor" and "bondage" ice is brought down on the approach of winter, which is first arrested at the delta entering Lake St. Peter, forty miles below the city. The surface here, being covered by arrested ice, is quickly solidified, against which the ceaseless flood of coming ice is checked, drawn under, and finally arrested, until the whole river, for a distance of fifty miles, or more, is filled with ice, (as logs fill the boom in a mill-pond,) but packed, and jammed, and forced under, so as to occupy a considerable portion of the water-way of the river, which thereupon commences to rise in order to increase its area of discharge. The winter level of water in Montreal harbor remains permanently at a point some ten or fifteen feet above the summer one, covering the S Doc. 112. 425 wharves, which are invisible until the departure of the ice. When the river has become sufficiently elevated to secure a passage for its waters, the floating masses on its surface are firmly bound together, presenting the rugged aspect of a quarry; and, after several convulsive throes, the surface attains a state of rest. The advent of spring again breaks the calm, when, after some magnificent displays of hydraulic pressure, the ice departs en masse, and in twenty-four hours the navigation is resumed. It is while settling to rest for the winter, and when "waking up" on the approach of spring, that the majestic phenomenon of an " ice-shove" is seen. During the elevation of the vast volume of the St. Lawrence some ten or fifteen feet and its return again to its bed, momentary arrestations of both floating and submerged ice take place, when the river above instantly rises until a "head" of water is accumulated which is fearfully irresistible. The solid crust of ice on the surface, two or three feet in thickness, is summarily and suddenly lifted and forced right and left; a field of ice, perhaps of several square miles in area, is set in motion, and, crushing against the unyielding quays, is forced upward, until it is piled "mountains high" on the terrace in front of the city. No warehouses can be erected on the water's edge without first placing an effectual barrier between them and the moving ice; and no craft of any description can be laid up for the winter in this harbor,which presents the unique spectacle of a thriving seaport, in which, for nearly five months, not a spar is to be seen. Montreal occupies the centre of an extensive plain, cut in every direction by the St. Lawrence and Ottawa, with their tributaries, fobrming several large and fertile islands contiguous to the main one occupied by the city. This plain, although nearly one thousand miles by the river from the Atlantic, is scarcely elevated one hundred feet above tide-water, and, in the words of the provincial geologist, "constitutes the valley proper of the St. Lawrence, occupying a-breadth of forty miles; the nature of the materials of which it is composed (a deep and highly levigated deposite of argillaceous, arenaceous, and calcareous matter) rendering it impossible to conceive of a region more fitted for the purposes of agriculture." The sea tonnage of the port of Montreal wasInward. Outward. Year. Number. Tons. Men. Number. Tons. Men. 18-50 211 46,156 1,944 207 45,954 1,914 1851........1 231 55,660 2,1 1 245 56,998 2,254 The aggregate tonnage at Montreal and Quebec is greater than the whole tonnage outward by sea, because vessels partly laden at Mon 426 S. Doe. 112. treal are recleared at Quebec, The above return refers only to vessels. from and: to sea:. The tonnage of the port, registered under the imperial act, comprises 175 vessels, making 20,000 tons. The progressive value of importsi and duties collected isYear. Imports. Duties. 1848-..................... $5,925,672 $561,916 1849-.-... 6,18S3S,92g 767,404 185 6 0 o... -.-. -ae 7,172,7'92 1,032,636 1851-....................- 9,179,224 1,256,760A new tariff came into operation on the 25th of April, 1849, increasing the duties an average of about thirty per cent. on former rates. The progressive exports have been — Year By sea. Inland. Total. 1848. $1,288,244 $44.496 $1,332,740 13849 1,610,944 90,016 11 700,960 1850.. 1,768,644- 89,560 1,858,204 1851. -............ 2,231,500 272,416 2,503,916 The mode of keeping the provincial returns does not do justice either to the exports or imports of Montreal. Imports landed here for Toronto, Hamilton, and other inland ports, are not entered, but pass up under " frontier bond," and are scattered over the inland ports. No aggregate accounts of these are published, and their value can only be ascertained at inland ports. The nominal value passed up under these "frontier bonds," as given at Montreal for 1851, was $1,805,140. At Quebec, the value of transit goods, both for foreign and domestic export, is not ascertained. The exports do not include produce lightered over the bar in Lake St. Peter, or the cargoes of foreign vessels which must clear outwarde from Quebec. Fifty-three thousand barrels of flour, shipped at Montreal, are therefore included in the exports from Quebec for 1851. The total value thus taken from Montreal fbr 1851 was $379,132. S. Doc. 112., 427 The following are the countries imported friom: Great Britain.. -....................... $7,358,988 United States-.. —------.-. 1,081,372 British North American colonies - 252,292Other foreign States, viz: West Indies, France, Portugal, Spain, Belgium, Holland, Sicily, Spanish West Indies, and China................ 484,512" Total-..-.......-.....-.-.............; - -.. 9,177,-164 The trade between Montreal and the lower colonies is shown by the following statement of the value of: imports and:exports, and number of barrels of flour sent in: Year. Total value of Total value of No. of bbls. of Remarks. imnports. exports. flour exported. 1849.. $129,748 $177,448 35,082 18560. 236,864 435,736 77,461 (2,621 in foreign vessels, 1851.. 258,200 480,728 90,089 and therefore cleared from Quebec. The exports for 1851, being all- cleared outward, are much greater than in any former year; but the imports of 1843 and 1844 were greater, because at that time all imports for Upper Canada were: entered inward at Montreal, but, since the opening of the St. Lawrence canals, a great portion of these pass upwards, and are credited to the different inland ports. The trade between Montreal and the United States is divided with the frontier ports of St. John and Rouse's Point, on Lake Champlain, and cannot be separated. The imports entered at Montreal and St. John from the United States were: Year. Montreal. St. John. Total currency. Total dollars. 1849-....... $532,292 $1,213,640 ~436,4S3 1 745,932 1850...... 772,104 1,477,784 562,472 2,249,888 1851..... 1-1,081,372 1,947,452 757,206 3,0288S24 4228 S. Doc. 112. The exports were: Year.' Montreal. St. John. Total currency., Total dollars. 1849.-...... $90,016 $955,028 ~261,261 1,045,044 1850 -........ -89,560 1,214,836 326,349 1,305,396 1851-.. 1 272,416 905,276 294,423 1,177,692 The change here shown' in the exports at St. John was caused chiefly by the movement of timber and lumber. Large quantities, in 1850, went to the Hudson river market through Lake Champlain; but, in 1851, the Quebec market was the most profitable, and thither all shipments tended. Inland ports. The trade of the inland ports is somewhat complicated by the manner of making the imports. These consist of four classes, viz: Imports purchased in the United States. 2. Imports imported in bond through the United States. 3. Imports by sea, via Montreal and Quebec, under frontier bond; and lastly, imports, coastwise, of purchases in Montreal and Quebec, of which no account is kept. The value of imports, as shown by the custom-house, gives an indication of the direct trade only; none of the importance of the consumption of the port. There are about sixty-eight inland ports, of which about thirty are warehousing ones. Of these the trade of the greater number is exclusively with the United States, either in domestic or bonded articles. But the more important lake ports are rapidly establishing a direct trade by sea with the gulf ports and the lower colonies, and very probably will soon engage in the fisheries, for which they can fit out and provision at the cheapest rates. As the trade between Canada and the United States is almost wholly conducted through the inland ports, a summary of that trade is here given. The imports, as shown by the custom-houses of each country, are taken as the true measure of the exports of the other. The following statement shows the imports from, and exports to, Canada for the year 1851: Imports. Amount. Exports. Amount. Duty-paying -. —--- $1,624,462 Domestic -. $5,495,873 In bond.......... 1,593,324 Foreignunderbond 3,440,363 Free -94,464 Do. not under bond Total3. 3,312,250 Total-.... 8,936,236 S. Doc. 112. 429 The active intercourse between Canada and the United States may be seen fiom the following statement of the tonnage inward and outward in 1851: Inward. Outward. Totals. American. British. American. British. Inward. Outward. Steam -..... —- -—. 1,224,523 845,589 753,318 564,089 2,070,112 1,317,407 Sail............... 139,867 202,039 153,670 206,361 341,906 360,031 Total........ - 11,364,390 1,047,628 906,988 770,450 2,412,028 1,677,438 Inward and outward. Steam, American.............................................. 1,977,841 l 3387519 Steam, British-......................................... 1,409,678 Sail, American.-... --. ----..... --—. —--- 293,537 701,93 Sail, British.................;......-................. 408,400 Total inward and outward, tons..-4...................4,089,456 The comparative values of exports and imports have been — Year. Imports from Exports to Canada. Canada. 1849... $3,582,059 $4,971,420 1850.... 4,513,796 6,594,860 1851- -..-.................. —. 3,312,250 8,936,236 The decrease in the imports from Canada has been explained by the increased quantity which has descended the St. Lawrence to Montreal. The principalarticles of import from Canada are flour, wheat, lumber, cattle and horses, oats, barley and rye, wool, butter and eggs. The principal exports to Canada are tea, tobacco, cotton and woollen manufactures, hardware, sugars, leather and its manufactures, coffee, salt, India-rubber goods, hides, machinery, fruits, and wooden-ware. Of the imports from Canada $1,593,324 worth were received in bond, so that the value of Canada produce which paid duty was only about $1,600,000, while that of domestic export to Canada, on which duties were levied, was $5,495,873. The duty levied on imports friom Canada for 1851 was $373,496, while that levied on exports to Canada (including bonded goods) amounted to $1,190,956. The relative trade with the United States and other countries, at the leading inland ports, was as follows in 1851: 430 -S. Doe. 112. From the United States., Port. Population Total value of imin 1851. ports fiom all parts. Value. Duty collected. Toronto. 30,775 $2,601,932 $1,525,620 $235,780 Hamilton --—. 14,112 2,198,300 1,049,756 165,124 St. John. —. 3,215 1,948,460 1,774,596 244,492 Kingston....... 11,585 1,026,292 915,912 62,584 Stanley.,292,636 284,872 47,232 Brockville.. 3,246 239,712 164,768 -28,036 Prescott..2,146 122,452 105,936 11,316 Oakville- -........... 212,844 42,576 5,284 Cobourg.. —- 3,S871 142,376 125,464 13,940 The progress of the inland ports is shown by the values on imports for the fbllowing years: Ports. 1848. 1849. 1850. 1851. Toronto.-...... $788SS,900 $1,315,452 $2,538,888 $2,601,932 Hamilton......... 941,380 1,123,024 1,583,132 2,198,300 St. John. 1,106,692 1,213,640 1,477,784 1,948,460 Kingston..303,788 384,044 499,040 1,025,492 Stanley -..... 151,608 156,220 208,452 292,636 Brockville. -... 106,228 160,404 231,940 239,712 Oakville-... 27,660 31,076 41,564 212,844 Cobourg -..-. 52,268 68,424 87,244 142,376 The principal inland ports upon Lake Erie are Stanley, Dover, Dunnville, Sarina, and Sandwich; on Ontario, Toronto, Hamilton, Kingston, Belleville, Cobourg, Hope, Oakville, and Whitby; on the St. Lawrence, Brockville, Prescott, and Gananoque; and in Lower Canada, St. John, Phillipsburg, and Stanstead. The population of Toronto has doubled in the last ten years, and is now 30,000. Hamilton, now containing 14,000, has been equally progressive. The imports show their commercial progress to have been equrally rapid; and there can be little doubt that in Upper Canada the export of produce, and the import and consumption of all the substantial and necessary products of civilization, are as high, per head, as in the best agricultural districts of the United States. There yet remains one route of importation to be noticed, viz: via Hudson's bay and Lake Superior. Nearly one-half of the imports at Sault Ste. Marie are by this route. It is impossible to say what may S. Doc. 112. 431 yet be done in this quarter. The distance from thle shores of Superior to those of HIudson's bay is no greater than that between the Hudson river, at Albany, and Lake Erie, at Buffalo; and the sea-route to Britain is shorter this way than by the lakes and Montreal, New York, or Boston. All the supplies and exports of the Hudson's Bay Company are carried by sea; and althoughthe season of navigation is very Imited, yet it embraces an important part of the year. The two following tables are important as showing the imports and exports inland: Dutiable imports (principal -articles) into Canada from the United States in, 1851. Articles. Value. Tea.... $893,216 Tobacco..-... 403,860 Cotton manufactures...................-......... 565,124: Woollen... do.........-....... — -.. -.. 446,260 Hardware.. do........................... 318,844 Wooden-ware.......................................53,724 Machinery...85,768 Boots and shoes. -.-.-........................... - 42,592 Leather manufactures - ---- -47,388 RHides............... --- - -......... 89,204 Leather (tanned).. — -............... —....... — 126,232 Oil (not palm) - -- -- ----- ---- 47,804 Paper..................... 32,996 Rice -...-..-.-.-..........-... O.......- 19,920 Sugar -. - 278,460 Molasses - -................. —.-.... 19,296 Salt. - -79,816 Glass... -. —. — - -- --- -.- - - -- -.- 18,828 Coal.............. 38,652 Furs -. 44,264 Silk manufactures............ -. -............. 80,768 India rubber. do.-...e. — -.-..... 53,960 Dye-stuffs....................... 12,680 Coiffe -................ X * * 9 9 9 Z 116,988 Fr-uit --.-.-.-................................... 81,144 Fish —... 7,544 Unenumerated................... 3,922,044 Total value of dutiable imports from the United:States in 1851-.-...............-.... 7,943,384 432 S. Doc. 112. Exports (principal articles) from Canada to the United States in 1851. Articles. Quantity. Value. Ashes -.........barrels. 2,551 $65,992 Lumber............. feet. 113,416 766,628 Shingles. —......... 12,374 20,732 Cattle, of all kinds and sizes —.head. 12,989 140,176 Horses- I -. -do.. 3,747 185,848 Wool. —-----..pounds. 163,644 41,896 Wheat 7-.........bushels. 708,400 491,760 Flour..........barrels. 331,978 1,181,484 Barley and rye............bushels. 146,552 75,596 Beans and peas.................... do... 85,200 41,588 Oats-.do. - 517,405 135,708 Butter........... cwt. 3,560 3S,004 Eggs...-......dozens. 474,481 38,008 Unenumerated-d 1,705,664 Total value of exports to United States. 4,929,084 The above return is from Canadian customs, and exceeds, in the gross value, the amount of imports into the United States from Canada, as shown by the United States customs. in concluding the notice of the inland trade, the following tables — showing the nature and extent of the "bonded" export and import between Canada and other countries, made inland via the United States, under the " drawback law"-are submitted: Statement showing Canadian produce, ~4c., received in bond at New York and Boston in 1851. New YoTk. Boston. Articles. Total value. Quantity. Value. Quantity. Value. Flour...barrels..... 250,352 $846,814 28,763 $96,256...... Wheat..bushels..- 712,403 481,213 15,030 8,628 Ashes barrels 2,600 62,562 151 2,521............ Ashes. barrels.....; barrels,6521. f;,651 2,815 1,082.......11 2kg& b Wine.u e..pipes 173..1..........................3 cases - - 13 casks. 6..... Peba.. barrels... 62,521 5,651 2,815 1,082..bushels.... 5,641 Unenumerated......................... 3,488............ Value.1,427,093 -...... 119,441 $1,546,534 S. Doc.. 112. 433 The following statement shows the value of goods, transported in oond to Canada from the same ports: VALUE FROM Articles, Total value. New York. Boston. Dry goods...... $66,942 $518,557 $585,499Railroad iron................. 108,534........ 108,534 Sugars......... 107,049.. 107,049 Books.... 20,306 9,076 23,381 Preserved fiuit.....-.-.... 27,776 936 28,712 Wine.. 15,S20 - - 15,820 Hardware. -............ 19,516 16,709 36,225 Jewelry-................ - 2,255 28,046 30,301 Hides..... 16,029 3,162 19,191 L eather manufactures. 13,158 560 13,718 Silks-............16,206 16,206 Cigars...-. 19,007 338 19,345 Unenumerated... 115,544 13, 388 128,932 Total................ 54,142 590,771 1,138,913 The greater value of the imports is made through Boston; but of the exports through New York. Wheat and flour fbrm the principal articles of bonded export. The following shows Canadian wheat and, flour received and exported at New York for the last three years: Received. Exported. Year. Wheat. Flour. Wheat. Flour. Quantity. Value. Quantity. Value. Quantity. Value. Quantity. Value. Bushels. Barrels. Bushels. Barrels. 1849.. 320,574 $232,250 210,452 $777,416 297,730 $216,369 206,343 $767,891 1850....... 723,553 504,715 282,2801,036,218 667,132 475,311 252,037 966,549 1851......! 712,403 481,213 250,352 846,814 513,842 349,234 175,342 602,684.Total... 1,756,530 1,218,178 743,084 2,660,448 1,478,704 1,040,914 633,722 2,337,124 29 434 S. Doc. 112. Totals in three years. Received. Exported. Articles. Quantity. Value. Quantity. Value. Wheat, bushels..-......... 1,756,530 $1,218,178 1,478,704 $1,040,914 Flour, barrels........ 743,084 2,660,448 633,722 2,337,124 Value.........-.....-.-... 3,878,626 3,378,038 The following returns, until 1849, include the export to Canada; after which a separate account with Canada was kept, and the last three years refer only to the lower colonies. It will be observed that since 1849 the " domestic" export has decreased, while the " foreign" (that is, Canada flour in bond) has increased. Thus it will be seen that in 1849 the United States furnished for the consumption of the lower colonies more than three times the quantity of flour furnished by Canada, and that in two years thereafter Canadian flour gained the ascendency; but, taking wheat and flour collectively, the supply of breadstuffs is about equally divided between the two countries: Export of flour and wheat from the United States to the British North American Colonies. Domestic Foreign, (from Canada.) Total exports. Year ending "June- 30. Flour, bbls. Wheat,bush. Flour, bbls. Wheat,bush. Flour, bbls. Wheat,bushy 1846 -...310,091 545,06S..-. -310,091 545,068 1847.. - 272,299 919,058........ -272,299 919,058 1848.. -. 274,206 309,789 7,054 2703 281,660 312,492 1849..-. 294,891 305,383 4,311 -299,202 305,383 1850-. -.. 214,934 198,319 39,723 24,932 254,657 223,251 1851..- -. 200,664 216,971'79,806 24,259 280,470 241,230 S. Doe. 112.' 435Comparative export of Canadian and American flour to the lower colonies. American. Canadian. Total. Year ending June 30. Flour. Flour by sea.* Bounded via Taken by lower United States.t colonies. Barrels. Barrels. Barrels. Barrels. 1846....... 310,091 35,152. -- 345,243 1847 272,299 66,195 - - 338,494 1848. 274,206 65,834 7,454 347,594 1849...... 29'4,891 79,492 4,311 378,694 1850.. 21.4,934 140,872 39,723 394,429 1851.-........ 200,664 154,766 79,806 435,236 * Year ending December 31. t Year ending June 30. Having noticed the sea and inland trade separately, a summary and comparative statement of the trade of Canada with all countries for the last three years is submitted. The value of exports to the United States for 1851 is here taken from Canadian returns, in order to compare with the like values of 1849 and 1850, which were taken from thesame source. NoTE. —From ninth line on page 32, read thus: The canal tolls levied by the State of New York on Canadian: produce passing through her canals toward tide-water, amounted in two years, 1850 and 1851, as near as could be ascertained, to over six hundred thousand dollars; and property passing through the same channels from tide-water, for the same period, probably paid half as much more; making about four hundred and fifty thousand dollars annually contributed; by the: Canadian trade to New York canals. Statement of the trade of Canaaa wit all the countries for the years $1849, 1850, ahd 1851. Great Britain, value. United States, value. British North American Other countries, value, Total value with all Colonies, value. countries. Year. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Exports, 1849....... $6,676,012 $5,393,696 $4,971,420 $3,429,768 $195,668 $466,328 $167,300 $20,468 $12,008,400 $9,310,260 1850...... 9,631,920 4,803,400 6,594,860 4,951,160 397,620 808,776 379,668 116,656 16,982,068 10,679,992 1851.............. 12,876,828 6,731,204 8,936,236 4,939,280 497,400 967,164 939,976 168,364 23,250,440 13,262,376 Summary. 0 Value of imports and exports. Total in three years. 1849. 1850. 1851. Great Britain................................................. $12,069,708 $14,435,320 $19,608,032 ~11,528,265 $46,113,060 United States..........................8.....8,401,188 11,546,020 13,875,536 8,455,686 33,822,744 British North American Colonie............................... 661,996 1,194,396 1,464,564 830,239 3,320,956 Other countries............................................ 187,768 486,324 1,108,340 445,608 1,782,432 Total................ | 21,320,660 | -27,662,060 36,056,472 21,259,798 85,039,192 S. Doc. 112, 437. In none of the foregoing imports is the value of railroad iron, &c., brought via Quebec, in transit for the United States, included. Neither do the exports include the value of ships built at Quebec and sold in England. The value of transit goods for the United States in 1851 was $750,000 The value of ships built for sale at Quebec, 3,900 tons, at ~9, ~351,000.............................. 1,404,000 2,154,000 with which addition the gross trade of Canada for 1851 amounts to $a8,20-0,256. THE PUBLIC WORKS OF CANADA. There is no country which possesses canals of the magnitude and importance of those in Canada. The elevation from tide-water to Lake Ontario (exceeding two hundred feet) is overcome by seven canals of various lengths, from twelve miles to one mile, (but in the aggregate only forty-one miles of canal,) having locks two hundred feet in length between the gates, and forty-five feet ill width, with an:excavated trunk, from one hundred to one hundred and forty wide:on the water-surface and a depth of ten feet water. From Lake Ontario to Lake Erie an elevation of three hundred and thirty:feet is surmounted by a canal twenty-eight miles in length, with about thirty cut-stone locks one hundred and fifty feet long. by twentysix and a half feet wide, designed for propellers and sail craft. These locks will pass a craft of about five hundred tons burden, while those on the St. Lawrence have a capacity double this amount. The total cost of this navigation may be set down at twelve millions of dollars. The St. Lawrence canal was designed for paddle-steamers, which are required as tugs, or to ascend against the current; but from the magnitude of the rapids and their regular inclination, the aid of the locks is not required in descending the river. Large steamers, drawing seven feet water, with passengers and the mails, leave the foot of Lake Ontario in the morning, and reach the wharves at Montreal by daylight, without passing through a single lock. At some of the rapids there are obstacles preventing the descent of deeply-laden craft, but the government are about to give the main channel in all the rapids a depth of ten feet water, when the whole descending trade by steam will keep the river, leaving the canals -to the ascending craft. The time required for the descent of a freight-steamer from the head of Lake Ontario to Montreal is forty-eight hours; the rates of freight have ranged from twelve and a half cents (the lowest) per barrel, for flour, to twenty-five cents, including tolls. The upward trip requires about sixty hours, and the freight per ton ranges* from $1 50 to $3 for heavy goods. The ruling freight on railroad iron last year from Montreal to Cleveland was $2 50 per gross ton, and for. the return cargo of flour thirty cents per barrel, tolls included in both cases. These rates are yet fluctuating, as the long voyage is new, and are 438 S. Doc. 11P2..so mnuch influenced by the amount of up-cargo obtained that they cannot yet be considered settled. It is believed that the freight on flour from Lake Erie to Montreal (including tolls) will be brought down to twenty cents, and on iron, up to $2. The construction of a ship-canal from the St. Lawrence to Lake Champlain, so as to bring the propellers of Chicago to Burlington and Whitehall, is now engaging the consideration of the Canadian government. This project originated with the Hon. John Young, chief icommissioner of public works in Canada; and there is little doubt, from the favor it has received from the public, that it will be speedily accomplished. The cost would only be between $1,500,000 and $2,000,000, and its construction is indispensable to protect the revenues of the St. Lawrence canals from the competition of the Ogdensburg railroad. The construction of such a work must produce a corresponding enlargement of the Northern New York canal, whereupon there will be a connexion between Lake Erie and tide-water on the Hudson, via the St. Lawrence, which may be navigated, without transshipment, downward in four, and upward in five days. The returns of trade on the Canadian canals give indication of decided and satisfactory progress in the leading articles of up and downfreight. The receipts for tolls upon the''Welland canal in 1851 are thirty-three per cent. higher than in 1850. On the St. Lawrence, although tonnage has increased, the tolls have not —the revenue being here reduced by a rebatement of toll on cargoes which have passed the Welland. The following shows the progress of leading articles of up and downfreight on the Welland-canal in 1850 and 1851: Down-trade. Articles. 1850. 1851. Wheat-. bushels. 3,232,986 4,326,336 Corn,......do... 575,920 1,553,800 Flour...barrels. 396,420 525,170 Coal.......... tons. 5,053 6,462 Hams, lard, and lard oil...pounds. 3,982,720 8,485,120 The increase is greater than shown by these figures-the column for 1850 being the whole down-tradeV while that for 1851 shows the entries at Port Colborne only-the whole down-trade not being attainable. S. Doc. 112. 439 iUp-trade. Articles. 1850. 1851. Railroad iron...pounds. 75,803,840 156,784,320 Cast and wrought-iron nails and spikes.........pounds. 16,486,400 26,093,760 General merchandise d.... do... 17,958,080 24,064,320 Sugar, molasses, and coffee. do... 7,781,760 19,350,320 Pig and scrap iron - do. 6,648,320 14,519,680 The gross tolls received from the Welland canal in 1850 were $151,703 Do -...do -. doo.- - 1851..... 200,000 ST. LAWRENCE CANALS. lThe comparative movement of leading articles on these canals for 1850 and 1851 was as follows: Down-trade. Articles. 1850. 1851. Flour..barrels. 643,352 731,412 Wheat.. -bushels. 415,510 654,731 Corn. —............... do 75,480 122,310 Up-trade. Articles 1850. 1851. Railroad iron.-.......pounds. 39,179,840 61,900,160 Pig and scrap iron..-. do.... 22,077,440 22,723,120 Wrought-iron nails and spikes. do... 20,742,400 25,527,040 Stone, glass, and earthenware.do. 4,079,040 5,723,838 Coal...- -..... tons... 1,282k 2,468 General merchandise.-.pounds. No return. 28,913,920 440 S. Doc. 112. Vessels which passed the several canals during the year 1851: British. No. Tonnage. Tolls. Welland canal... 3,357 363,221 ~E1,628 St. Lawrence canal....-. 6,656 505,197 1,447 Chambly canal.......... 1,517 81,594 193 Burlington B. canal-... 1.... 1,998 380,649 230 St. Anne's lock..... -...1,926 99,561 309 15,454 1,430,172 3,809 American. No. Tonnage. Tolls. Welland canal 2,336 409,402 ~2,436 St. Lawrence canal.......... 278 21,013 64 Chambly canal........... 210 9,147 27 Burlington B. canal-. 535 101,261. 61 St. Anne's lock6....... 61 2,846 8 3,420 553,669 2,598 Total British and foreign-18,874 vessels; 1,973,841 tons; toll, ~6,407. The total movement on the canals for 1851 and three years previous is as follows: Welland canal. 1848. 1849. 1850. 1851. Tons............... 307,611 351,596 399,600 691,627 Passengers......... 2,4S7 1,640 1,930 4,758 Tonnage of vessels.... 372,S54 468,410 588,100 772,623 S. Doc. 112-. 44.1 St. Lawrence canal. 1848. 1849. 1850. 1851. Tons....... 164,627 213,1:53 288,103 450,400 Passengers-...... 2,071 26,997 35,932 33,407 Tonnage of vessels.. 5,648 5,448 6,169 6,934 Chambly canal. 1848. 1849. 1850. 1851. Tons...... 17,835 77,216 109,040 110,726 Passengers.......... 470 8,430 278 1,860 Tonnage of vessels.... 659 1,264 2,878 1,727 The receipts of 1851 were ~76,216; expenses ~12,286. Of the gross tolls the Welland produced ~48,241, and the St. Lawrence ~21,276. But a most decided proof of the success of the Canadian canals is to be found in the frequent and important reductions which have been made in the tolls of the Erie canal since 1845, the year in which the enlarged Welland canal first came -into serious competition with the -route through Buffalo. The policy of the State of New York has been not only to obtain the largest possible revenue from her canals, but also to protect her own manufactures and products against competition from other quarters; and this she has been enabled hitherto most effectually to accomplish, by levying discriminating tolls. Thus foreign salt was excluded from the western -States by a rate of toll about twice its whole value. The toll upon this article in 1845 was three cents per 1,000 lbs. per mile, or $21 78 per ton of 2,000 lbs., (about three dollars per barrel;) while the toll upon New York State salt was only one-thirteenth part of that upon the foreign article. In 1846, (the first year after the opening of the enlarged Welland- canal,) the tolls on foreign salt were reduced one-half, and a still greater amount on New York State salt. The next year a further -reduction of thirty-three per cent. took place; and in:1850 the toll was again reduced one-half, so that it is now only one-sixth the rate charged in 1845; but it is still subject to a tax five times as great as that paid by New York State salt. In like manner railroad iron, in 1845, paid a toll of nine mills; in 1846 this was reduced to five mills; in 1850, to four mills; in 1851, to -two and a half mills; and in 1852, to one and a half mill. Almost every other article of heavy goods and merchandise for up-freight has likewise undergone frequent and heavy reductions in toll on the Erie 442 S. Doe. 112. canal, since the Welland and St. Lawrence came into competition with it. In the down-trade, flour and wheat have been reduced thirty-three per cent.; corn and oats, from four and a half mills to two mills; pork, bacon, lard, and lard oil, from four and a half mills to one and a half mill; beef, butter, cheese, tallow, beer, cider, vinegar, from four and a half to three mills. Almost every other article of down-freight has undergone like reductions. Likewise the discrimination in favor of pot and pearl ashes and window glass manufactured in New York State has been abandoned; the State retaining only a discriminating toll against salt and gypsum from other States or countries. There can be no question but that the whole western country would have been annually taxed, both upon their exports and imports, a much -larger amount than is now paid by them, in order to swell the revenue of the Erie canal, had it not been for the healthful competition of the Canadian works. As an example: the reduction in the tolls on railroad iron since 1845 amounts to $5 44 per ton of 2,000 lbs. The amount of this iron which reached Lake Erie in 1851 wasBy Erie canal to Buffalo..................... 46,876,427 By Welland canal to Lake Erie.......- - 156,784,320 203,660,747 equal to 101,830 tons of 2,000 lbs.; and the reduced toll on this one article would be $553,955 20. It has been estimated by the late Hon. Robert Rantoul, jr., M. C., that the Northwest will require 100,000 tons of railroad iron per annum for the next five years, upon which they will now pay more than half a million of dollars less, in tolls alone, than they would have paid before the enlarged Welland canal was opened. Again: over 220,000 tons of wheat and flour, and 150,000 tons of corn, from western States, were shipped eastward from Buffa.lo in 1851, the reduction on the tolls of which amounts to $512,830 from the rates of 1-845; besides some 185,000 tons of wheat and flour, and 40,000 tons of corn, which passed down through the Welland, to the most of which the reduced tolls should be applied. Thus the eastern States, in their imports of three articles from the West, as well as the western ones, in their import of one article from the East, have each obtained a reduction of transit dues amounting to over half a million of dollars, which is mainly to be ascribed to the construction of the ship-canals of Canada. Again: the tolls on the Erie canal upon tobacco are four times greater if" going from tide-water" than if "going toward" it, by which policy it is hoped to draw this article from the lower Ohio, Missouri, &c., to the eastern States and the seaboard througl- this canal. This discrimination in direction has been abandoned in respect of' other articles, and will follow with tobacco, because no similar distinctions are made on the Welland..The auditor of the canal department, in his report on the tolls, trade, and tonnage for 1850, bears the following evidence to the influence of the Welland canal: "The diversion of western trade from Buffalo to Oswego has also S. Doe. 112. 443 considerably affected the revenue. While there has been 36,475 tons less of this trade entered the canal at Buffalo in 1850 than in 1849, the western tonnage coming in at Oswego has increased by 41,664 tons." The State engineer of New York, in his report of'February, 1851, urging the necessity of the enlargement of the Erie canal, says that its full capacity will be reached in 1852, and, after remarking that the cost of transport is one and a half cent per ton per mile, says, "There are lines of communication now built, and in progress of construction, which can take freight at a cheaper rate;" and, after alluding to the Ogdensburg railroad, he says, "But there is another, and I apprehend a still cheaper route, by water to Lake Champlain, soon to come into competition at the North, which will produce as cheap or cheaper rates to -Boston than the above. The freight by that route afloat on Lake Champlain may find cheaper transport to New York than to Boston. It will not pass through the Erie canal, and will be diverted from Albany by cheaper routes." Lastly, he says, "Canada and Boston have not yet perfected all their works. All will soon have their whole machinery in motion. Their plans are not the product of blindness or folly-they are the results of good judgment and a just appreciation of the great boon sought and the best means of attainment." The effect of the Canadian navigation on the imports of western States is ascertained by the 50,000 tons of iron (American property) imported last year via Quebec. The large amount of tonnage entering Quebec in ballast in quest of timber will bring in coal, iron, slate, salt, and other heavy articles at about half the rates now charged on these articles to New York. While, therefore, ocean freights inward are so much less than at New York, the abundance of timber enhances all other freights outward to more than double that from New York. The position of the two ports is reversed: it is the outward voyage which pays at Quebec, while at New York flour has been carried out for six pence sterling per barrel to Liverpool. When the effect of the repeal of the navigation laws brings more vessels into Quebec than are required for timber, outward freights from the lakes may pour down the St. Lawrence, and the rates of freight come down to a standard which will make the whole cost of shipment from the lakes to Europe via the St. Lawrence as favorable as via New York. THE MAGIDALEN ISLANDS. This group of islands occupies a prominent position, almost in the centre of the Gulf of St. Lawrence, and directly in the track of vessels bound up the gulf for Quebec. Including the Bird and Brion islands, which evidently form part of the group, the whole length of the range is about fifty-six miles in an east-northeast direction. Amherst island, the most southern of the chain, is nearly oval, nearly six miles in length, and three and a half in extreme width. Its harbor is the best in the chain, with a narrow but straight entrance, over a soft ooze bar, for vessels drawing eleven to twelve feet water. This island is eighteen leagues northwest of Cape Breton; the same northward of Prince Edward island. It is thirty-six leagues from the 444 S. Doc. 112. nearest point of Newfoundland, seventy-five leagues from the French settlements at St. Pierre and Miquelon, and one hundred and eighty leagues eastward of Quebec. The central portions of the Magdalen islands rise into hills, varying from two hundred to five hundred and eighty feet above the sea; their tops are rounded. On the sides of these hills are found stratified deposites of sandstones and ochreous clays, with gypsum in the hollows and basins, and also occasionally in veins. The water of many springs and rivulets is so salt as to be unfit for use; and although rock salt has not yet been found, yet it is believed to exist in these islands. The gypsum forms an article of export. On one of the group it is found of exceeding fine quality, and very white, approaching to alabaster in purity. The principal dependence of the inhabitants is upon the cod fishery, although they also prosecute the herring and seal fisheries to some extent. There are at present upon these islands about two thousand inhabit. -ants, the majority of whom are French Acadians. The fisheries around the Magdalen islands are very excellent, and afford a profitable return to the industry of those who prosecute them. If arrangements were entered into by which our citizens could have the right of setting up fishing stations on these islands, and of prosecuting the various prolific fisheries in the surrounding seas, it would be of very great advantage to them, and open a wide field for their,energy and enterprise. They would also gain the early and late fisheries, from which they are now debarred, whose advantages have been already mentioned. These islands were formerly attached to the government of Newfoundland, but at present they are under the jurisdiction of the Canadian government. The whole group was granted by the British gov-:ernment to Admiral Sir Isaac Coffin, R. N., for distinguished services; by him they were bequeathed in strict entail to his nephew, Captain John Townsend Coffin, R. N., the present proprietor, and to his heirs -male forever. The value of the various products of the fisheries exported from the Magdalen islands in 1848 was $224,000; but it is believed that this did not include large quantities of such products carried off in fishing vessels not cleared at the custom-house. But even the amount mentioned is quite large as compared with the-population, and furnishes proof of the bountiful abundance of the fisheries in the vicinity of the Magdalens, which need only the persevering industry, energy, and skill of our fishermen to be rendered a mine of wealth. No. 1.-Statement exhibiting the number of American and./oreign vessels, and also their tonnage, emp loyed in the trade between the6 United States and Canada, which entered in and cleared from, the- lake ports annually, from 1S83 3 to I1851, inclusive. AMRCNVESSELS. -B~RITISH VESSELS. TOTAL TONNAGE., Entered. Cleared. Entered. Cleared. Entered. Cleared. Nme. Tons. INumber. Tons. Numbr Tons. Number. Tons. NUmb~er. Tons. Nme. Ton~s. 1833............ 1,184 176, 596 1,224 189, 571 31 60, 605 305 56, 894 1,499 237, 201 52 246, 465 1834.............[ 983[ 146, 579 1,099 ]170,138 74 147, 337 784 146, 470 l, 747 293, 916.183 316, 608 1835.............[ 2,072 [335, 229 ]2,101 [335, 254 157 271,630 1584 276,266 3, 646- 606, 859 365 611,520 1836..4........... 1,224 I'222, 762 I1,264 [226, 910 1 046 233, 560 1[ 3 250, 934'2, 2~70 456, 322 230 477,8644' 1837...... 1,1291 206, 027 [1,138 2 12, 093 118 249, 993 1176 269,.778 2, 31:5 456, 020 31 4887 ls38............. 1,01 o198s,198 I1,042 I202,728 116 253, 375 1:,127 256,544 2',17.9 451,.573 2,19 459,972' 1839.............[ 2, 695 {290, 355 2,746 [291,138 131 212, 846 130 224,990 4, 01.4 503, 201 4,.6.516,128 ] 1, 70i ]300,939 ]1,705 [ 9,911 234,2 3 6 3,4 4 3, 092 535,461 307 533 180..............1712591 131 52 132 274 1841.............. 1,91 3865 197 30061 1557 240 3, 508 588, 795 3,7 605,303 ~ 1842.............[ 1,869 [277, 702 I1,810 ]271,531 131 203, 644 130 229, 009.3,186 481,.346 30,1540 183............. 1, 052' 18 8 09 996 [179, 591 73 120, 693 771 128, 365 -1,835 308, 742,6 307,956 1 18443....... 18:349 1844.......... 2, 709 [689, 355 [ 9,664 [665, 852 193 307, 941 1902 312, 377 4, 642 997, ~96,,56 978, 20,29 1845.............] 2, 614 I646, 045 2, 635 I653, 916 169 281,101 1,629 273, 464 4, 309 927,146 424 927, 380 1846.............i 2, 812 787,804 I2, 864 {800, 757 156 299, 810 124 301,468 4, 374!, 087, 614 4 i38, 102,'2.25 1847~~~....... 9,135 ] 1,43]2,139 616, 398 154 2713,178 1550 273, 336 3, 681 891,621 368 8974 1848.............. 3, 636 777,815 ]3, 612 777, 716 264 515,100 2,579 501,724 6, 276 1,292, 915 611 1,279, 440 1849.!, 39 906, 813 {5, 300 ]890, 204 2 5,7697 275 563, 649 $, 106 1,444,510 8,07 453, 853............ 57,9'- I2, 876 889, 755 I2, 803 919, 515 328 447,372 306 4592 618. 1.3,2,8,7,9'851.......... 2. 925 I1.013.275 I2. 634 /927, 013 363 514, 383 3621 516, 883'6, 559 1, 527,-658 625 1,443, 896 446 S. Doe. 112. No. 2. —Comparative statement of the total "movement" of property on the ton Bay canals, and St. Anne's Lock, for Welland.. St. Law Description. 1848. 1849. 1850. 1851. 1848. 1849. Forest.............. tons.. 52,902 73, 556 107,335 249, 6441 68,351 70, 310 Vegetable food............do.... 136, 056 141,534 145, 769 240,111 81,3071 89,501 Farm stock.............do.... 43 25[ 363' 587 1 833 Other agricultural produce...do..... 11,24441 17,6934 13, 165 14, 672k 603 4,215 Merchandise, &c.......do.... 45,3541 42, 931 3,424~ 41,406 4,8184 17,247 Manufactures......do... 62,0112 75,856 99,090 145,756 3,600 31,047 Total...do. 307, 611, I351, 5964 399, 600 691, 657 159, 267 213, 153 Passengers......... number.. 2,487 1,640. 1,938 4, 751 21,071 26,997 Boats of all kinds.........do. do 3,280 2,278 4,761 4,916 5,648 5,448 Total tonnage of vessels......... 372,854 468, 410 587, 100 700, 168 476, 875 444, 640 S. Doc. 112,: 447 Welland, St. Lawrence, Chambly, (including St. — Lock,) and Burlingthe year 1S51 and three preceding years. rence. - Chambly. Burlington Bay. St. Anne's Lock. 1850. [ 1851. 1848.1 1849. 1 $50. 1 1851. 1850. 1851. 1850. 1851.'124,9483 232, 073 16,564 61,164 79,1193 88,9121 12, 6591 16,5901 49, 369] 93,403 80,687a 98,699k 49 7,858 21, 1464 575 24,1132 18,8191 729 1, 176 1, 261 1,390...... - 18 [ ~ 93 4783 604 1, 486~ 299 8, 51(0 9, 535 28 64 6863 584 318- 716[ 10 1,609 24,0694 29, 679 1, 305 6,764 4,510[ 2,9654 7,4311 11, 326 4, 450 5,005 48, 625 79,024 889 1, 348 3, 577 3, 167E 9,9952 10,5954 3, 785 4, 441 28, 103 450, 400 18, 835 77,216 109, 0403 110, 7263 54,996D 58, 1073 59, 8394 105,933 35,93i M 33,986 470 8,430 278, 860........... 1, 550 14,130 6, 169! 7, 626 659 1,264 2, 878 1, 342........ 2, 523.. 1, 984 460,180 545, 5981 22, 322 128, 642 143,194 90,893 473,690........ 124,302 101,938 ....:~o 3.-. —Statement showing the value of imports into Canada, at each port, in 1851, with the countries from whence and the route by which imported. Ports. Total value im- From United From Great From British From other Bonded im- Total value im- Total value imported from States. Britain. N. American countries. ports. ported inland, ported by sea, all parts. colonies. via U. States. via St. Lawrence. Value. Value. Values Value. Value. Amherstburg.....$15,384 $14,616........ $768 $852 $14,616 $768 Bath..9,384 8,504 $880.... 504 8,501 8c0 Burwell...... 55,716 55,716........ 55,716...... Belleville... 98,524 82,332 15, 968 $84 140 1,244 83,608 14, 916 *Bondhead........................ Chatham.......... 51,696 51,696.............. 376 51,696........... Chippewa......... 318,152 316,204 1,792.......1.5........6 968 318, 152... Cobourg.'.... 142,376 125,464 14,.40..:::.....::: 2,072... 15,464 16,912? Colborne.................... 7,516 7,5'6....................................... 7,516........... Credit....................... 8,556 8,556......................... 8,556....... Dalhousie......... 98,100 65,316 26,568 5,756 460 32,5784 5,316 32,784 Darlington......... 15,956 15,676 280...... 40 15,676 280 &' Dover........ 81,760 76,580 5,180........................... 5,180 80,832 -928 Dunnville.. 110,840 110,840....... 3,800 110, 840 Fort Erie.................... 36, 592 36,592........ 36,592 Goderich.................... 10,580 10,580............................................... 10,580 *GGrafton.................................~........................................ Hamilton................... 2,198,300 1;044,736 1,.124,.836 20,696 8,032 348,012 1,019,408 1,178,892' Hope...................... 79,016 60,412 16,'112 2, 492 1,996 60, 412 18. 604 Kingston............. 1,026,292 915,912 98,204 3,580 8,596 31,ZQ2 919,724 106,568 Niagara.. 39,180 30,952 6,120 508 1,600 7,164 WI 952 8,228 Oakville.................. 212,840 42, 576.... 170,264 17,968 42,576 170,264 Owen's Sound... 840 840, 8.............1... Penetanguishene.............. 252 252..252. IL. Pictou..................... 44,288 35,924 8....... 508 35,524 8,764 Queenston.................. 70,176 59,084 8,316 128 2,648 10,672 59,084 11,092 Rowa. 30,996a30,996.......45" 30,994 1,3 Rown da.............. 1,30 l~,236.............,.o.........., 2........................ 12 3 Rowan...................... 3,996 30, 996 o.......................... 456 30,996....... ~Sandwich................... 173,728 173,728........173,728.............. Sarniach................... 19,668 19,068.. 19,668.............. stanley.... 292,636 284, 872 2,512 5,252.............. 17,:288 284,872 7,764 froronto.... 2,601,928 1,525,620 1,014,836 24,900 36,572 400,000 1,200,000 1,401,9:28'Wellington........... 2,628 2, 58)........................... 48 48'2,628 Whitby.................. 31,596 29,948 1,648...............9,948....648 Brockville............ 239,712 164,768 58,904.............. 16,040 55,012 219, 780 19,932 C~Maitland................... 1,100 1,100.....1.... 0Cornwall. 23,124 11,952 11,172............................ 20,940 11968 11,156 Coteau du Lac.. 2, 564 2,564.......................................... 2, 564 Dickenson's Landing.......... 9,740 9,740............................................ 3,064 9,740 Dundee...................... 15,804 15,804........ 15, 804 Gananoque.................. 6,444 6,444..... 67444.............. Mariatown.................. 15,928 15,928.......................................... 15,928 Prescott.......IO..... 122,448 105,936 1 6, 512.............1,848 1071,780 14,668 Rivibre aux Raisins........... 288 288............ 288 St. Regis. 17,248 17,248................... 14,552 17, 248............. Clarenceville 7,004 7,004....................... 7,004 Frelighsburg................ 25,820 25,820.............................................. 25 820 Hereford.................... 3,532 3,532............................................. 3,532........ Hemmingford............ 13,6e8 13, 688............................................... 13, 688.......... Huntingdon.................. 7,364 7,364.............. 7, 364......... Lacolle...... 17,984 17,984................... 17,984 MV~ontreal.9, 177, 164 1,081,372 7,358,984 252,292 484,516 73,024 1, (181,372 8 095,792 PhjliPsburg........... 46, 408 40,400...... 6, 008 6, 008 I 46, 408 Potton...................... 11,636 11,636. 11,636....... Stanstead... 97,392 97,192 200... 200 97, 392........ St. John..................... 1,948,460 1 774, 592 136, 604 304 36,960 172,860 1,947, 452 1,008 Sutton..................... 4,676 4,676............................ 4,676 QOuebec. 3,335,616 157,108 2,850,500 163,528 164,480 9,900 113,996 3,221,620:Napanee.................... 22,120 22,120........ 22,120.............. La Beauce................... 5, 956 5, 956...................................... 5, 956.............. Elgin......1............... ], 212 1,212................212 Wallaceburg.............. 13,212 13,212.............. 13,212 Bruce Mines......... 6,360 6072 2....... Gaspe'........... 53,352 1,880 46,484 4,372 616 952 1,880 51,472 New Carlisle...#............ 53,680 340 39, 832 13, 508.53, 680 No return. The last three columns for this port are calculated from proportions at Hqmilton, the collector of Toronto not being able to distinguish the route of his ~, Imports. STATEMENT-Continued. Total value irm- From United From Great From British From other Bonded ina. Totalvalue im- Total value imPort, ported from States. Britain. N. American countries. ports. ported inland, ported by sea, all parts. colonies. via U. States. via St. Lawrence. Value. Value. Value, VTale Value. le. Sault Ste. Marie.............. $12,124 $1, 232 $10, 892................................ $1, 232 $10, 892 New Castle. 3,...,......,928 3,928.....,.... 3,928...... Stamford.................... 27,744 27,744.... 27,744......... Milford,......9**............. 1,876 1,876..................................... 1,876......... 1.9 8 Total.... e c 23,250,440 8,936,236 12,876,828 497,400 939,976 1,240,828 8,788,712 14461,72 MC TTSE.A'1 JA'y 1, _8,.52, THO3. C, KEEFERo S. Doe. 112. 451 No. 4-S —tatement showing the value of exports frqom Canada, at each port, in 1851, with the countries to which exported. EXPORTED toPorts. Total value. Great Britain. B. N. Ameri- United States Other can colonies. countries. Amherstburg........ $79,408... $79,480..... Bath...... 21,428............ 21, 428. Belleville.......... 147, 368................. 147, 368. Burwell.. 132, 30.............. 1 360 132, 360... Chatham.......... 31',196..'.]]]]].I]]]. ] ]b 31,196. Chippewa................ 7,598........................ 7,528......... Cobourg... 71,612... 71,612......... Colborne...944............. 944. Credit................. 1,852 $2 84.. 181,268..... Dalhousie.....356,72....... $11160 317,296 $27,616 Darlington.. 29960.29,960....... Dover. 151,404... 151,404. Dunnville............ 85, 164......... 76, 416 8,74-8 Fort Erie..... 31,276 31,276.......... 3~ ~ ~~ ~'.......... 31,27...... Goderich.......... 3,264 3,264.......... Grafton.............. 3,992 3,992......... Hamilton........... 365, 252.....12004 353,248.......... Hope.............. 100,408......................... 100,408........ Kingston............... 421,016........................ 421,016......... Niagara................ 2,088.. 2,088. Oakville............ 122,880................. 122, 880. Owen's Sound.......... 776.......... Penetangifishene........ 3, 736................... 3,736......... Pictou.......... 17,808..... 17,808...a...... 1 QAueenston....... 28, 444.................. 28,444.......... Rondeau... 21,268.21,268. Rowan........... 53,480.53,480.... Sandwich....... 39,836........................ 39,836.......... Sarnia................ 45,844 45,844.......... Stanley............ 271,116........... 185,408 85,304 404 Toronto......... 37, 3h8.327,368. Wellington...... 22,884............. 22,884.....a Whitby. 201, 164.201,........ 164. Brockville.........70,618........70..648...... Maitaand...3,592...... 3,592..... Bytown. I............. Cornwall.10,236......0,236 Coteau du L8,824.8,824..... Dickenson's Landing. 4,132..413.. Dundee......12,944.........12,944. Gananoque... 6,29........................ CMariatown.24,008......................... 24,........... Prescott.32,96............., 960 Rivihre max Raisins................................. Hereford.... 15,452.5,52 Hemmingford.1,180..1.......... Huntingdon 4,308..............4.......... Lacolle.2 7,50....27,500.......... Montreal................ 2,503,916 1,470,772 480,728 272,416 Philipsburg8968............ 88,968. Potton............................. Stanstead........... 40,128........ 40,128.... St John................ 905, 276........... 905,276. Sutton.......................................,,.......................... Q(uebec............. 5,623,988 4,888,084 353,056 19,452 363,396 Napance... 43,196..... 43 196. 452. S. Doc. 112. STATEMENT-Continued. EXPORTED TOPorts. Total value. Great Britain.. N. N Ameri- United States. Other can colonies. countries. Beauce.............. $S, 416....................... $6,416.......... Elgin............. 4,784.4,784.......... Wallaceburg.......... 61,564................ 61,564........ Bruce Mines........... 67,644 67, 644 Gasp... 41, 740 $28, 436 $10,596 724' $101,984 New Carlisle...... 80,100 27, 968 7, 592............ 44, 540 Sault Ste. Marie.. 10,220...10.................... e New Castle.... 12516......................... 1516.......... Stamford.................................... Milford....... 10,480...... 10,480.. Bond Head..................................... Russelltown....:......... 59.......... Total........... 13,262 376 6,435,844 1,060,544 9,039,300 826,688 The returns of exports from inland ports to other countries than the United States are very doubtful. None are reported from Toronto, the largest inland port. With respect to the route of such exports, it is presumed they were made via the St. Lawrence; in which case they should be included in those of Montreal or Quebec. But as these exports were obtained from the head office, it is to be inferred that they are direct exports from inland ports not included elsewhere. It is possible a portion of them may have been exported inland, in bond, through the United States, although all such exports are said to be reported as " to the United States." THOS. C, KEEFER. MONTREAL, May 1, 1852. S. Doe. 112. 453 No. 5.- Comparative statement of imports inland, via United States, with imports by sea, via St. Lawrence, 1851, distinguishing the principal articles. SEA. Articles. Total sea Inland im- Total imports Montreal Direct at in- inports. ports via by sea and and Quebec. land ports U. States. inland. from sea. Tea.................. $152,556 $15,528 $168,084 $893, 216 $1, 061, 300 Tobacco.............. 18,924....... 18, 924 403, 860 422, 784 Cotton manufatures.. 2, 218, 364 799,968 3,018, 332 565, 124 3,583,456 Woollen....do....... 1,719, 872 581, 944 2,301,816 439,260 2, 741, 076 Hardware........ 1, 237, 340 389, 868 1, 627, 208 318, 844 1, 946, 052 Wooden-ware.......... 11, 612........... 11,612 53, 724 65, 336 Machinery............ 6, 764 88 6, 852 85, 768 92, 620 Boots and shoes....... 6, 512 356 6, 868 42, 592 49, 460 Leather manufactures. 26, 196 26,960 53, 156 47, 388 100, 544 Hides........ 1, 164......... 1,164 89, 204.90, 368 Leather, tanned........ 46, 312 128 46, 440 126, 232 172, 672 Oils, not palm.......... 135,440 268 135, 708 47,804 183, 512 Paper............... 53,180 12,048 65,228 32,996 98, 224 Rice.............. 12, 396..... 12,396 19,600 32,316 Sugar................. 586,604 125,804 712,408 278,468 990,876 Molasses........ 60, 968........... 60,968 19,296 80,264 Salt............ 23, 792 2, 188 25,980 79, 816 105, 796 G'ass.........77,124 1, 136 78,260 18,828 97,088 Coal...... 101,176.......... 101,176 38,652 139,828 Furs................. 82,116 7,916 90, 03 44,264 134,296 Silk manufactures 401,904 5,588 407, 492 80,768 488,260 India-rubber do........ 156 233,168 233,324 53,960 287,284 Dyestuffs............. 38,916 38,916 12,680 51,596 Coffee.... 13;632.......... 13,632 116,988 130, 620 Fruit................. 53, 552 752 54, 304 81,144 135,448 Fish.................. 71,260.... 71, 260 17, 544 88, 804 Unenumerated........ 4,159, 580 940,608 5,100,188 4,780, 372 9,880,560 11,317,412 3,144,316 14,461,728 8,788,712 23,250,440 Goods in transit for U. S. 755, 588.. 755588...... 755, 88 12,073,000 3,144,316 15, 217,316 8,788,712 24,006,028 The large amount of "unenumerated" values renders this statement but approximate, because the enumeration of sea imports is much fuller than those inland, where at some ports, no enumeration of articles is made. THOMAS C. KEEFER.1 MONTREAL, May 1, 1852. 454 S. Poc. 112. No. 6.- Value of direct imnports from sea at Artieleso ~ O O'!C Tobacco............. Pq P Tea.......................... ~~~~I~~~ ~~I~~~~~'~.~ $i~j8........... Tobacco...... ] i] 2~'2 ]]].] ]]].......'4'............... Cotton manufacture.. $2,220..... 804 383,960.752. Woollen manufacture... $880 4,304...........269,788 $9,068. 2,716....... Hardware 1.172 $10,580... 1778.. 56 5500.. 44. Ir...................................... Wooden-W et"~.............................. Wooden-ware.... Mlachinery............................... Boots and shoes......... Leather manufacture.50.... 1.,:::::: ]:'] ]: "'k960..:]:.::.....:.. Hides................. Leather, tanned............................... Oils, not pahn... R i e..................................... Z................'.....:.................... Paper........................... Itice,.~* Sugar... $640..... 200 1,56053,07 2,288$10,71 508....... Molasses. Glasa...... 6...... G-lass....................................... 5............................. Coal. Furs'.3,256. Silk manufacture.............. 408................................... 164... India rubber do...................................113,168. Dyestsffs...................................... Coffee... * Coffe...................................................................... Fruit........42.......... 4....... Unenumerated....... 4 -128. 5,612 4,772 $3-2784 $280 112 150,464 1,320 95,404 3,0444 $170,664 Total value by sea.. 768 880 14,916 I629i2j 32,784 280 928 1,178,892 18604 106,568 8,228 170,264 The above statement is designed. to, show the principal a'tieles whith ate imported dCreet from sea, at inultuV M{ONTREAL, MoyI. 1118'2 S. Doc. 112. 455 inland ports, via the St. Lawrence, in 1851.................... 8,ooo............................................... $15,528................... 188;000...... 6,716.............................................. @3'89,868 o................................ * w.................................68............................................... 356 180..! 9,6 ~0 0.......~.. o.... o.....~....-...... ~................................ 5,50 88F.i..O.8 Os 10)0 @T S C EEE 1,180.. 3,480..,16'ai'P N9S 0 EEFRa No. 7. — omparative statement of imports of leading artices into Canadain 1850-'51, showing the countriesfi-om wtence impor:ed.o Total value. From Great Britain. From reom Btsh roSt oeLsr I From United States. ~Ar~~~ticl~~es91~~. __________________________ I ~~colonies. countries. 1850. 1851. 1850. 1851. 1850. 1851. 1850. 1851. 1850. 1851. Tea................................ $935,768 $1,049,428 $167,588 $(2,976 $727,360 $888,264 $8,420 $2,904 $32,400 $65,284 Tobacco............... 423, 492 425,096 584 4,034 421,800 415,800 464 2, 832 644 2,380 Cotton manufactures................. 3,627,664 3,236,224 2,773,736 2, 62,698 846,376 562,904 92 8 7,460 6924 Woollen....do............... 2,193,580 2,500,996 1, 730,348 2,050,312 452,492 430,520.........10,540 20,164 -ardware...do.................... 1, 321, 044 1,895,116 911, 676 1,454,472 393,452 430,564 40 596 15,876 9,484 Wooden.ware...................... 40,488 61, 276 3,960 6,6)0 36, 076 54, 608 28 48 424 20 Machinery...................... 76, 144 83, 012 1, 340 C, 80 74, 804 76,152...................... Boots ard shoes................. 49,256,92........ 37, 152.152. Leather manufactures............... 134,872 107,588 35,092 41,368 97,040 64,576................ 2,740 1, 644 Hides.................... 210,176 172,192 763 196, 432 150, 856.. 396 13, 744 20, 172 Leather (tanned).................... 141,124 157,736 27,736 46,243 100,984 97,836.. 1,104 12,404 12,548 Oils (not palm)................ 159,120 187,736 79,920 100,308 61,424 52,128 12,488 27,680 5,288 7,620 Paper.................... 80,404 91,656 44,060 58,988 35,344 31,932............... 1,000 736 Ric ~~ ~~~~e..,I~~~~ 31,672 28,848 Rice.............. 31,672 28,848 6,808 11,648 24,864 17,188............... 12, Sugar.......................... 693,260 925,604 188,008 171, 140 244,072 258,848 205,268 269, 300 55,912 226,316 Molasses............................ 86, 472 82, 368 684 2, 404 16, 380 19,272 48,828 38, 316 20, 580 22, 376 Salt~~............................ 91,800 109,300 21,044 27,554 68,320 79,036 1,204 320 1,232 2,420. Glass..................... 83,452 95,692 42,316 53,848 27,256 18,256 16 13,880 3,572. Coal............................. 90,728 141,928 55,332 971, 844 34,428 42,580 98,500 4 Furs. 6{.....Y./.9,1 Furs......................... ~61,652 129,116 86,208 78,71 0 25,132 41,288 312 36..9,012 Silk manufactures................. 555, 84 658, 692 94,1(4 578, 016 150, 628 72, 648 488 11, 108 7, 540 India-rubber manufactures............ 36, 716 54, 128 220 156 36, 496 53, 972........ Dyestuffs.......,. 53,520 53,844 13,388 38,780 40, 132 14,832..28 104 Coffee..........,..... 105,068 126,408 812 4,384 98,652 116,844 288 772 5,316 4,408 Fruit.................,. 108,648 147,748 18,408 39,440 82,388 53,564 1,272 2,208 6,580 12,536 Fish............................ 36,256 108,624........... 7,960 21,476 15,640 14,592 81,760 188 264 Unenumerated.................. 5,603,308 10,610,928 3,078, 548 5,217,280 2,281,052 4,838,976 95,808 63,936 147,900 490,736 16,982,068 23,250.440 9,631,920 12,876,828 6,594,860 8,936,236 390,072 497,400 365,216 939,970 NoTE. —There ig an apparent decrease in cotton and woollen manufactures, which arises from imperfect enumeration. The total imports of 185[ exceed those of 1850: and in the articles which pay specific duties, (tea, sugar, coffee, salt, &e,) and are therefore fully reported, there is a marked increase; also in " unenumerated'" there is nearly double the correspon Iing amount for 1850. Many colleetors do not enumerate' ad valore.m" goods, but return them as'" goods at 192 per cent.," &c., which embraces all manufactures. Great exertions we e msde in 1850 to enumerate the articles; but, even then, all manufactires were under the real import. This partial enumeration explains the apparent decrease. The same increase which obtains on the total import shouald be applied to all manufactures to give the true import for 1851. MONTREArt, May 1, 1852. THOS. C. KEEER. No. 8.-Comparative statement showing the total value of imports and exports at each port in Canada in the years 1850 and 1S51. 1850. 1851. Total value of Total value of Ports. exports and exports and Exports. Imports. imports. Exports. Imports. imports. Amberstburg...................................... $28, 228 $23, 572 $51,800 $79,480 $15,384 $94,864 Path... 36,112 17,260 53,372 21,428 9,384 30,812 Belleville.. 201,940 95,640 297,580 147,368 98,524 245,892 Burwell................................................... 91,816 19,904 111,720 132,360 55,716 188,076 Chatham................ 41,916 36,228 78,144 31,196 51,696 82,892 Chippewa........ 30, 456 159,900 190,356 7,528 318,152 325,68080 Co'bourg................................................ 141,851412 1236 1,8 Cobourg. 54,584 ~~~~~~~~~~~~~87,244 141,8'28 71,612 142,376 213,988 ~ Colborne.............. 2, 212 4,044 6, 256 944 7,516.....................~~~~ ~ ~~~~~ ~ ~~~~~~~~~~~~~~~~~~~~ 94 7568460 Credit............................................. 238,132 2,568. 240,700 201,852 8,556 2 0,408 Dalhousie............................. 318,112 57,580 375, 692 356,072 98,100 454,172 0 Darlington............................................... 66, 336 16, 280 82,616 29,960 15,9566 45,916 Dover................ 108,640 62,048 170,688 151,404 81,760 233,164 Dunnville........................ 15,604 59,092 74,696 85,164 110,810 196,004 Fort Erie.. 37,992 54,276 92,268 31,276 86,592 67,868 Goderich............................... 13,872 7,108 20,98( 3,264 10,580 13,844 Grafton................................................. 4,832 5,164 9,996 3,992.... 3,992 Hamilton...............~............................... 352,892 1,583,132 1,936i,024 365,252 2,i98,300 2,563,552 Htope...........I...................... I.................... 1 ~9,028 58,296 1734 10487,1 7,2 Hope..129,028 58,296 ~~~~~~~~~~~~~187,324 100,408 79,016 179,4'24 Kingston................................................. 350,248 499,044 849,292 421,016 1,026,292 1,447,308 Niagara.............. S........................ 11, 128 62,996' 74,124' 2,088 39,180 41,268 Oakville.....,.... 178,604 41,564 220,168 122,880 212,840 835720 Owen's Sound............................................ 2,264 1,112 3,376 776 840 1,616 Penetanguishene................. 484 332 816 3, 736 252 3,988 Pictou.................................... 14,008 31,660 45,660 17,808 44, 288 62,096 QOueenston.34,504 28,804 63,308 28, 444 70,176 98,620 Rondeau.. 408 3,488 3,896 21,268 12,236 33,504 Rowan *.. 36,856 18,068 54,924 53,480 30,996 84,476 Sandwich.. 35,936 55,736 91,672 39,836 173.728 213,564 Sarnia.... 8,336 21,300 29,636 45,844 19,668 65,512 Stanley... 135,396 208,456 343,852 271,116 292,636 563, 752 Toronto... 270,228 2,538,892 2,809,120 327,368 2,601,928 2,929,396 Comparative statement showing the total value of zmports and exports at each port in Canada-Continugd. C" 1850. 1851. Total value of Total value of Ports. exports and exports and Exports. Imports, imports. Exports. Imports. imports. Wellington................'53,876 $5,452 $59,328 $22,884 $2,628 $25,512 Whitby.................... 137, 612 28,984 166,596 201,164 31,596 232,760 Brockville........................................ 79,: 96 231,949 304,336 70,648 239, 712 310,360 Maitland................................................. 6,364 2,208 8,572 3, 592 1,100 4,692 Bytown........................................... 5,468 5,468 Cornwall.. 4, 272 16,276 20,548 10,236 23,124 33,360 Coteau du Lac............................................ 129,300 33'2 12,632 8,824 2,564 11,388 Dickenson's Landing....................................... 3,868 11,428 15,296 4,132 9,740 13,872 Dundee.................................................. 14,620 20,556 35,176 1, 944 15, 804 28,748 Gananoque................................................ 4,932 27,360 12,292 6,320 6, 444 12,764 O Mariatown............................................... 16,448 12,804 29,252 24, 0(18'15, 928 39,936 2 Prescott.................................... 23,400 57, 696 81,096 32, 960 122, 448 155, 408 RIivizre aux Raisins.................................................... 784 784.288 288 St. Regis..................................... 4,336 13, 552 17,888 6,292 17,248 23,540 -Clarenceville.................................. 4, 99 6,072 11,064 488 7,004 7,492' Frelighsburg................................................ 11,696 19, 952 31, 648 16, 296 25, 8i0 42, 116 Hereford........... 43,576 700 44, 276 15, 452 3, 532 18,984 Hemmingford................................. 12,144 10,048 22,192 11,180 13, 688 24,868 Huntingdon.................................. 4, 448 7,396 11,844 4,308 7,364 11,672 Lacolle.... I..................... 13,580 13,580 27,500 17,984 45,484 Montreal........................... 1,744,772 6,905,400 8,650,172 2,503,916 9,177, 164 11,631,080 Philipsburg........................ 225,096 89,280 314,376 88,968 46,408 135,376 Potton................... 15,644 15,644............... 11, 636 11,636 Stanstead............................................. 46,572 57,544 104,116 40,128 97, 392 137,520 St. John.................................................. 1,215,836 1,477,784 2,693,620 905,26 1,948,460 2,853,736 Sutton....................................' 6, 980, 90.. Sutton.. 6,980 6,980.~~~~~~~~~~~~~~~~~~~~~~~4,676 4, 676 Quebec........................... 5,.190,096 1,976,556 7,166,652 5,623,988 3,335,616 8,959,604 Napanee.................................. 43,196 22, 10 65,316 Beaucel...7, 676 4,13.....I,8.8 6,416 5,956 12,372 BEauin..............a........................................ 7, 3 1, 0 -6 6,9 61,7 Elgin.. o............. 2,240 508 2,748 4,784 1,212 5,996 Wallaceburg......1.3....1...36 13,212 374,7 13 812 3,812 ~61)564 13,212 7 476 Frsce Mines.........................40, 616 7, 684 48, 300 67, 644 6, 360 74, 004 Gasp~............. 116,828 49,912 166, 740 141,740 53,352 ]95,092 New Carlisle............,................. 80 100 53, 680 133, 780 Sault Ste. Marie............ 7, 876 28, 604 36, 480 10,220 12, 124 22, 344 New Castle... 37,404 8,040 45,444 12,516 3,92'8 16,444 Stamford.......... **...........................................................e...... 7,744 27,744 Milford.............................,......... 4,428 988 5,416 10,480 1,876 212, 356 Bondhead.................................................. 39, 884 3,348 43,232'...2.................32... Russelltown.......................... o................................. 2,472 2,472 5,992........... 51,992 11,961,708 16,9822064 28,943,772 13,662,376 23,250,440 36,912,816 The exports at inland ports comprise only the value exported inland to the United States; all exports from inland ports down the St. Lawrence, whether to Montreal and Quebec, or to sea direct, are not reported, except at the seaports of Montreal and Quebec. This regulation has, in a few instances, been infringed. In the above return the value of goods imported in transit for the United States via St. Lawrence (valued at $756,000 in 1851) is not includad, neither the value of ships built at Quebec for sale in England, valued at about $1,404,000 in 1851; which items will give en addition to the trade of Quebec of 82,2U0,000 for 1851, and of course the same addition to the whole trado of Can da for that ye.r. MO- NTREAL, MSay 1, 1852. THOMAS C. KEEFER. f 460 S. Doc. 112. No. 9.-Comparative statement of exports inland and Ity sea from CanaJa in 1851, sho ng the principal articks. Articles. By sea from From inland Total. Montreal and ports. Quebec. Ashes, pot and pearl...$......... 765,924 $65, 992 $831, 916 Ash timber..........896................... 96 14, 896 Birch.................1.......... 8, 464 18,464 Deal ends....... 18, 684.............. 18,684 Elm................................ 196,420....... ] 96,420 Oak.......189,876 14,620 204,496 Pine, white......1,518,528 160..............88, 518095,52644 Pine, red..................... 416,232 1 Staves, standard........................... 64,488 16,524 81,012 Staves, other........... 358, 844 1, 372 360, 216 Plank and boards.......... 937,480 774,116 1,711,596 Spars, masts, and handspikes... 50, 216 6, 116 56, 332 Lath and firewood........... 32,076 39, 800 71,876 Shingles.................... 260 20, 732 20,992 Cows and other cattle.............. 40 140,176 140,216 Horses.......... 200 185,848 1&6,048 Wheat............................... 144, 184 491,760 635, 44 FlO.ur............. O............. 1, 450, 148 1,181,484 2, 631, 32 Indian corn..................... 26, 056............. 26, 056 Barley and rye............................ 440 75,596 76,036 Beans and peas......... 40, 208 41,588 81,796 Oats................................. 2,272 135,708 137, 980 Butter.................................... 195, 728. 38,004 233 732 Eggs....................... 38,008 38,008 Wool.............. 41,896 41, 896 Copper, fine and pig..................................... 42, 752 42, 752 Copper ore............................... 35,000 17,620 52,620 Unenumerated............................. 1,359,372 1,808, 704 3,168, 076 7,836,036 5,339,300 13,175,336 From inland ports direct................ 265, 924............. 265, 924 From Gasp6 and New Carlisle............... 221, 116............. 221,116 8,323,076 5,339,300 13, 262,376 The returns of exports inland are very imperfect, and will not correspond with the United States imports from Canada. It will be seen at the bottom that there is a "direct export" from inland ports, which was neither to the United States nor from Montreal and Quebec. It is to be presumed that this was cargo sent to sea from inland ports and notreported at Montreal or Q1uebec, although such report is compulsory on all inland craft proceeding to sea. THOS. C. KEEFER. MONTREAL, M4ay 1, 1852. N~lo. 1O.-Statement showing the iale of imports, dutiable and free, into Canada from the United States, the amount of duties collected, the total value of exports, and the tbonnzage, steam and sail, inward and outward, at each port, in 1851. o.. TESSELS INWARD. VESSELS OUTWARD. Port. o American. British. American. British. t-, Stam Sal Steam Sail Steam. Sail. Steam. Sail. S Steam. Sai. Steam. Sail. To.s. Tons Tons Tons. Tons. Tos Tons Tons. Amherstburg.$15,384 $1,856.$15,384 36,318 237 12,631 3,280 $79,480 No record kept............. Bath........... 9,384 1,684.. 9,384.455 85 1,350 21,424 455 85 1,350 Burwell..52,384 8,016 $3,332 55,716 207 26,940.. 5,277 132,36( 50 38,883....5,229 C Belleville......... 98, 524 14, 500....... 985,524.. 10,106 3,680 8,256 147, 364.....10,365 3, 421 8,205 C ]3ondhead.. Chatham.. 43, 160 6,208 8,536 51,696 115 1,852 26,854 1, 776 31,036 11-5 2,361 26, 594 4,398 Chippewa......... 148,044 16, 008 170, 108 318, 152................... 7,528 928 751 18, 963 1,243 - Coourg......125,464 13,940.....125,464... 220 34,4300 1,959 71,612...... 739 26,700 4,753 Colbourne. 7496 892 20 7,516 414 3,989 2,202 - 460 4........ 152 100 Credit.. 8,556 1712.8,556.804..3,023 181,268.804... 3,023 Dalhousie..97,984 13,900.97,984 561 1,296 400 5,694 317,296 336 1,924 316 5, 694 DarlingBon.. 14,676 2,4(8 1,280 15,956.145 23,035 8:36 29,956.575....1,.509 Dover............ 73,320 107,56 8,440 81,760 28,831 5,730 6,987 151,404 25,639 8,831 5,730 6,669 Dunnville......... 110,840 15212...11840 198 1,170 5,235 180 76,5416 198 1, 170 3,235 180 Fort Erie............2.. 9,0256 4,3008 7,336 36,592 0.31,2761............... Goderich...........0 76.....'. 7,530 4,822 350 926 3,272 4,822.350 926 Grafton. (No return).. Credilto............... 8649-756 -165,J'24.......71 amiton. 18,049,756 165,7124/.. 1049,756- 72,824 7, 448 9,606 10,718 353,248 72454 6, 623 6,71 Hope. 71,728 10,896 7,284 79,016. 1,420 29,450 9,682 100,404...... 1,420 29,31 6 7,480 Kingston....... 743,232 62,584 172,680 915,912 370,467 13,362 85,312 39,621 421,016 400,722 22,205 1,286 27,.366 Niagara............. 38,3084 1,096 39, 180 148, 889 1,037 301,9427 1,0884 2, 088..9...,. 1......,.. Oakville.. 40, 760 5,284 1,816 42 576. 122, 8761 409 196, 438 12, 332 1 Owen's Sound........ 780 124 60 80... 7,950 607 776........,.7,950 471 Penetanguishene 252 28 252.........252 249 150 151 3,732..... 249 150 151 ~ STATEMENT —-Continued.'=~ ~ ~ VESSELS INWARD. "-' $ ~ VESSELS OUTWXnD. ~'~ ~ I,.= ~_,. American. British. American. British. ~' "~ ~5'~ Steam. Sail. Steam. Sail.! ~ *" Steam. Sail. Steam. Sail. ~ ~_____~ ___/ ~ __1 To~s. To~s. Tons. To~s. Toms. To~s. To~s. Tons. Pictou...: 488........ $42, 73'2 ~6, 036 $1,556 ~44,258 [.......... 1,648 / 1,199 [ 656 6S9 [ O. ueenston.......... 43,320 8~088 15,764 59,084 [........../......../......" 28, 440.....' t [Rondeau.............. 19,236 1,744 12,~36 [ 207 / 369-/........ ~1,268 ~....'1{4' ~;{f[ Rowan............... 30,996 30,996[ 19,647/ 3,600/ 442'7;0~' 53,472/ 19,647 "3j600'{....442' 6,831 Sandwich...,......... 148,720....6~;64''25j0()8' 173,7~81 27,701/ 3tl/21,368 15,480 39,~3',21~?,'Z01! 311121,:568 15,480 C Sarnia................ 19,668 9,788 19,068/ 19,848/ 557/ 600 4,413 45,844 ] 12,671 557/ 600 4,2t13 e Stanley...............'i4~984' fi70,092 47,23.2 ~85,076] 17,600 ] ],306] 1,300 2,600 85,3(~4 ] 9,315 1,520 I 264 1,161 Toronto.............. 525,620 233,836 1,525,6~0 [ 701 / 4,644 [14-2,992 12,992 327,368 701 4,644 }107,646 11,55'2 ~' Wellington. 2,352 380....228'{ 9.a80 /........../ 770 /..:..... 2,069 2'2,884 [ 6fi6 }....... 1,255 ~' 4,004 ] 3,4921 fi9,948[..........{ 3,750 t 89,600 12,600 201,164 3,750 89,600 12,600 Whitbr... 26,456 28,0~6 164,768/ 349,5431 fi, 4S~[ 14,205 405 70,644',~316!~8'........ 25 556........ Brockville......: 23, 212 {,....... 14'1, 45~ [ 648 I 1,100 [........../ 225 [ 74 41 3, 59'2 Maitland.............. 114 222'....... Cornwall............. 11,95~I 1,5:~() 11,95~/ Mail stealreefs.../........ 10,232..... ~..... CoteauduLae..... 9i'2'.., ~,300I 31'2 ~64I ~,5541........./ 80/,,0is'"~ii' s, ss~ ii5 ~,;04 I [..... Dickenson's Landing... 9, 740 | l'ffo recordIkept.....]........ 4,13'2.... 7,036 848 " ~..~.............: ~,,~ ~,~0 ~.t..~;;&~),,~04~........../ ~/ ~,4~0 ~;~;~[ ~,~3~ ~;~ ~l Gananoque............. 6,200, 8'76 6,444,...................]........, 6,3fi0' Mariatown............ 14, 132 2,0S8 1,796 I 15,9~8|..........1......../........ { 24,008 i....~62'[11[[[[[i 50 ~o~.............. N: iiii....... ~,~, l,,~,~ ~,~,.~,0~,.,~ ~ ~o ~o~I~p~...../........ ~.~,,~0 "~ ~"'t........................... I,........ St. Regis..... ~'1 ~,,s45/No.~...../......../........ t";~,'L~~':2::; 16,968 2, I36.......... Clarenceville.........;4,4'28 Not given. ~, 576 } 7,1i04[..........[........[........ [ 488 iiili!i!i!!........ "".... Frelighsburg........... 18,'2.68 2,408 7, 552 I 25,220 ]..........}........[........ ] 16, 296........ I-lereford..... 3,532 485 3,532 [.......... /........[........ ] 15, 44S....... I-Iemmingford........ I 13, 6~8 13~655 |...........[......../'"..... [ 11,176..... Huntindon.......... 5, 932 6.4 1, 43 7, 364 None. 4,.............. 16, 380 E, 124 1,604 17, 984 1,947 2,669. 153 27, 500 I -'-) 3, 818 5, 518 2, 690I ~: Montreal 887,956 154,296 266,436 1,154,392 898 5,462 272, 4 16. 4,9.......599:2,690 Philipsbur........... 36,644 4,000 3,756 40,400 930 16612........ 88,968 30 16560........ 910 Potton........ 7, 860 Not given 3, 776 11, 636.......... Startstead11 64 1,7 0 9 92....................................... Stanstead. ~82, 452/ 11,264 14,740/ 97, 192.40,124......I;: i;;];];;"';,;i;] St. John..'... 1,475,052 244,492 299,540 1,774,592 131,163 10,768 857 23,724 905,276 132,105 11,063 1,059 22,623 Sutton...... 3, 984 600 692 4, 676............ Quebec..140,56 18,35 26,436 167,000.......4,809 19,452148.1, 727 Napanee.......... 22,1 I4481.. 220.1, 741..... 3, 149 43,196.... 8393,.446 La Beauce............ 2, 440 384.3, 516 5,956................................. 6, 416........ Elgin.............. 1,108 18 104 1 212,.48..8....... I...............741 7..........,...9...43,.......... Wallaceburg..13, 212 2,108 1 3,212) 300 3, 185~. 10, 306 61, 564 200 3, 182. 10, 30,6 BrauceMines.6,360 80.......... 6, 360 2, 524 574 8, 100 678 67, 640 64 478...... 100 Gaspe. 1, 880 3-1 6......... 1~2840 376... 516.,880........775 724............. 214 New Carlisle.3.... 14 0 101.1...... 340.............. 337. —--............. ~i.~~~~~~~~~~~~~~~~~~~~~~~~~~..................os 1s 12 1, 51-,.........t171644 Sault Ste. Marie 1,232 164..1,235~ ~ ~ ~ 4.....1020... Stamford.............21,336 2764 6,8 27,744.............. O~~~~~~~~~~~~"........ Milford.1,584 276 92 1,876 20. 2 7 10,480.....0.. 265... 3,.313 7, 971, 380 1.,166, 144 1, 146, 388 9,117,768 1,236,523 139,867 852,448 119,139 4, 929, 084 753,310 153, 670 564, 089 206,371 The dutiable and "free" goods are separated as far as practicable, MVany'collectors' returns do not distinguish these heads. The total value of dutiable and free goods imported fromn the United States, as per, this return, is,49,117,768; whereas in the other returns-, the value of imports from the United States is set down at 8,936,236-a discrepancy arising from the double returns of collectors, which it is impossible to reconcile without too much loss of ti'e by further reference to the collectors. THOS. C. KEEFER. MIONTREAL, May 1, 1852. No. 11-Comparative statement of the quantity and value of the principal articles of Canadian produce and manufacture exported during the years 1850 and 1851, and inzdicating to what country exported. QUANTITY AND VALUE OF EXPORTS. Quantity. Value. Articles. 1850. 1851. 1850. 1851. Product of the lMine. Copper ore...........tons............ 243 1,205 1-5 $14,580 $44, 000 2 Copper......................................... 55 19 3-20 22,000 6, 752 Fine copper................................................do..................... 90.................. 36,000 Total product of the mine........................ 36, 580 86, 752 ~ Product of the Seas. Fish, dried.....;......... c............................. wt............ 48,852 75,064t 112, 636 179, 680 Fish, pickled.................. barrels.......... 5,492 ] 3, 407 27 816 52 452 Fish, fresh......................................... 4,924 13, 380 Fish oil... gallons........ 1,058 8,498 672 3,776 Total product of the seas................................... 146, 048 249,296 Product of the Forest. Ashes, pot.................... barrels............. 31,389 27,944 945, 748 689, 984 Ashes, pearl.............................................. do............. 11,178 8, 463 327, 828 175 460 Timber, ash........ tons........... 1, 713 3,018 6,852 14,04 Timber, birch..............................................do............4, 6 3 4, 143 28, 524 22,0'20 Timkler, elm........................a- do............. 38, 212 35,644 221,276 1967584 Timber, maple....................................do 140 449 632 1, 740 Timber, oak...........................do...... 30, 44c, 40, 976-' 57,400 29,840 Timber, pine, white............................. do............. 37'2, 74.2 453, 435 1 1184, 860 1,627,888 Timber, pine, red...........................5 469,956 459,00 Timber, tamarack..............................do............. 1, 007 4,3564.5, (28 5, 660 Timber, walnut..M fet 703 1, 1919 95 144 231736 Timber, basswood, butterhiut, and hichory.....................o 243 79 17089 Staves, standard.............................................M............. 721 l, 195 7-10 711 192 83(076 C.Staves, other................................do............. 4, 170 4 509' 2751260 369,376 — Battens, knees, scantling...................................pieces........................................ Treenails, &c,...............................................o 795..........4',1 4 7 2,( 5 5 2 4 4 Treenails, &c~~~~~~~~~~~~~~~~~~~~do.~~~~472, 184 72,69 35, 428 44, 240' Deals......................................................... 2, 998, 60 3,526,647 585, 340 957,476 Plank and boards.........................................M feet........... 122, 240 120, 175, 596 797, 180 836j 552 Spars, masts, and handspikes................................',e.-es.3 206 9,482 61,060 56, 404 Lath and firewood..cords. 6,067 17, 3'561 28, 184 45,364 Shingles..............................................1..... 12, 350 20, 91'21 15, 528 31, 5'20 Oawths.................n................................number. 27,095 34, 425 12, 692 32, lfi8 Other woods................................................................................................... 24, 492 45, 456 _ Furs and skins........................7, 580 11`2, 240' Total product of the forest.5,.442, 936' 6,063, 412.3gricultural Products. AnimalsHorses............................................number... 4,434 4,176 223,512 212,772 Cows...do............. 8,301 9,171 94,544 115,032 Oxen...do................................ 219.. 4,944 Hos....do........... 1,184 3, 403 2,.152 8,260 Sheep................13, 757 16,762 18, 21'2 23,696 Product of animalsBeef...................................................cwt. 6,742 4,150 1-7 26, 83u) 19,036 Bacon and hams.. o......... 920 b84 - 8,880 2,828 Butter.................................................. do.......... 11,785 28,544. 122,268 262, 400 Lard.............................. 2, 367 3, 788 13, 2:0 Cheese.................................................do............. 171 4091 1, 98i 4, 652 Pork................................................barrels.......... 3, 335 11, 1602 29, 496 71,968 Tallow............................do............. 600.9,652...... Candles..;......................................po nds................ 16]0......, 8 Candles...~~~~~~~ ~~pounds....16,0... 8,08 Tongues.........kegs.........43 108 176 40 Bones~~~~~~~~~~~~~~~~~~~~~~~~~~ii;5.... 00a...' 1};080:A. Bones...tons236.............................. 3 61 168 1,276 Hides.............................................number...... 444 2,916 268.~~~~~~~~~~~~~~~~~~~~~Z STATEMENT-Continued. Q.UANTITY AND VALUE OF EXPORTS. QOuantity. Value. Articles. 1850. 1851. 1850. 1851. Product of animalsHoofs................................................tons............ 20 7 1-10 $528 $160 Horns..... 192 604 Wool.......o.76 410 101 56, 856 80,504 Eggs..................................................... dozen...........38 34 6,56 5 9 2 9 4 Eggs ~ ~ ~ ~ ~ ~ ~ ~ ~ dozen.~~~~~~~~~387, 343 610, 56(0 25, 792 52, 944:Beeswmax............................................... pounds..........1 45,5603 632 Beeswax.pounds ~~~~~~ ~ ~~~~~~1, 455 1, 560 336 320' Honey.do............................... 345..___- 40 Total animals and their products..630, 320 887, 516 C Vegetable food — Wheat...........................................bushels....... 1, 295, 029 933, 756 1, 072, 132 687, 180 Flour......barrels........... 650, 439 668,6231 2,743, 184 2,683,300 Indian corn.................bushels..60,313 51,503 34,456.26,428 Barley and rye.......do........... 66, 514 180, 446 31, 064 86, 224 1el...........................................barrels........... 4,707 5, 511 16, 044 19, 260 Bi3scuit..... wt.. 1, 594 2, 757 4, 508 8, 588 Basadpae.....................................bses.......... Feans and pease..................................... bushels.. 258,901 172, 837 121, 656 100, 100 Oats.................................................... do..... 667, 652 497,027} 134, 640 134, 404 -Hops................................................ pounds...........43215 631 Hops.... pounds. ~~~~~~~~~~~~~~~29, 182 72, 2~3 2, 156 6, 316 Bran.wt........... Cwt..... 1,592 1,312 532 572 Onions and other vegetables............................bushels 1,354 1,.6.5 1, 352 1,.00 Potatoes......do.. 8,01 24,694 4, 552 7, 492 M alt.................................................. do.............47 5 21 3 3,6 08 8 6 Malt...... do ~~~~~~~ ~ ~~~~~~~ ~~47, 59'2 14,:333 11,66(1 8,856 Apples......................;........................barrels. 3...........7 6,65 A otalples..food................. barrels.............................................3, 536 3,.969 6,176 6, 65'2 Total vegetable food..............................................4, 184,136 3,638 Other agricultural products-.. Flaxseed...........................bushels........... 21,159 8, 021 21,876 7, 840 Other seeds............................................ do.. 12, 650 16, 9362 29,808 29, 3R4 Balsam.................................................... 2, 072 728 Tobacco.............................................pounds............................ 1, 195 68 Total other agricultural products.................................................................... 53, 756 38,028 lianufactures. Iron.......................................................................................................... II, 160 21,244 Cotton................................................................... 1708 14,196 Woollen....................................................... 804 1,536 Wooden............................................ 75..................... 5, 192 4, 756 Leather................................................................................................. 1,976 1,024. Glass.......................................... 8 4 432 Hardware.............................................................................................. 764 5, 788 Whiskey.................................................. gallons......... 662 8, 304 428 2 028 Beer, ale, and cider...Barrels, 566 Galls., 17, 932 3, 124 2, 352 Other spirits from grain................gallons.......... 294 514 36$ 508'Vinegar....... 880 5,3 184 148, MIaple suar.........................................pounds.......... 29,019 14,657 90(J0 1,0 92 Total manufactures.............................................................................. 26, 704 55,124 Other articles and unenumerated............................................................................. 159, 496 2, 115, 740 Grand total........................................................ 10,679,992 13,262,376 STATEMENT-Continued. TO WHAT COUNTRY EXPORTED. Great Britain. | North America. United States. Other foreign countries. Articles._ 185 0. 1851. 1850. 1851. 1850. 1851. 1850. 1851. Product of the XMliae. Copper ore..................14,50 $ 380................. Copper...., t.. I....................... Fine. copper........................... 36, 000. _..........Total product of the mine............ 14,580 26, 30.................. 22,000 60,372....................... Product of the Seas. Fish, dried................................. 4,640 27,488 $3,572 $16,772 8 30,830 $104,508 $135, 416 Fish, pickled.......................... 792 1,312 364 9, 88 25,932 30i,21 924 10,620 Fish, fresh............................................................... 476 4, 924 12, 900................... Fish oil................... 55 2 2, 816.......... 904 72 52 44. Total product of the seas................5, 788 31,616 3,840 27,848 30,940 43, 784 105, 476 146, 040 Product of the Forest. Ashes, pot.......................... 584,968 614,12............ 25,380 360,776 50,492.........,........... Timber 6aeh.......,,.,...,...........,...... G, ~'52 04844............ co........................ Ashes, pearl............................. 28,46, 14 0169,128.............. 81700..,328............. Timber,...... 221, 276 196,268,.....2........... **** Timber, maple..........28,61. 6 0. 2 1 4 1 *... Timber, oak.................................,468 6,36 2167........... Timber, pioakne 251,0 1, 0............. 16,36 21............ Timber, pine, wh~ite,,,.,|~1,055,096 1,525,4c0 3, 20....129........ 96, 88 Timber, pine, red...e................ 469,956 558, 096 I............ 1,404........................ Timber, tamarack 4,752 2,068 276 3, 592'.....::..:.::::.: Timber, walnut.452............ 264 97144 23, 016........................ Timber, basswood, butternut, and hickory....... 120 172....1,588 800..................... Staves, standard.............................. 68,432 6-2, 076 200 16,844 1,948 1,716 608 2, 432 Staves, other...2......... 6, 012 352,852 8,972 14,788 1,248 1,732 92, 920............ Bat'ens, knees, and scantling.................................................................... Treenails, &c...................... 64,412 2,100 36 288 28,980 41,848............ Deals...,..584, 064 955, 724.584 1,264 1, 168 12. Plank and boards............................. 916 3, 420 704 2, 264 795, 05'2 830, 372 504 488 Spars, masts, and handspikes.................. 53, 012 50, 020 108 264 7,844 6, 116........................ Lath and. firewood.. 26, 252 32, 56. 40 1, 932 13,956....................... Shingles...... 292 2, 844 15, 181 28, 676 56............. Sawlogs.......... 160 12, 692 32,'008. Other Woods1............... 1,552 3,548 -24 48 22, 912 41,460 396........... Furs and skins......................... 13,524 31,756 196 1,292 63,856 79,292.................. Total product of the forest.............. 3,885,500 4,688, 076 10, 544 88, 728 1,542,784 1,283, 380 4, 100 3,320 Agricultural Products. AnimalsHorses............................................. 200 100............ 223, 412 212, 572.. Cows.......................................... 94,544 114,99 ~...... Oxen............................... 4,941. Hogs.............................................................. 2,152 8,260........................ Sheep................... 24.................................... 18, 18 23, 696...................... Product of animalsBeef..................................... 19,528 9, 464 7, 032 8, 672 268 896........................ Bacon and hams..................... 1,004 9.0 4,890 2,808 3,048 2,616 480 Butter............................ 44, 708 145,608 29, 296 79,880 46,896 56, 208 2, 364' 7u0 Lard(. 428 1,936 1,292'2,476 2,068 6,364........ 2,500 Cheese.................................. 1,380 4,22 792 408 8 16.... Pork...4,364 6, 480 21, 452 64, 108 1,136 1,380 240............ Tallow...~:...-......*.*... 28...... 9,624............. Candles..................................896....................8............. 2,608 Tongues............................. 132 340 40 48............ 28 Bones.................................. 168 1,024.................................... 252.... Hides........................ 3, 916 268. Hoofs.......................... 464...64........ Horns......................,......................... S TATEMENT-Continued. TO WH&T COUNTRY EXPORTED. Great Britain. North America. United States. Other foreign countries. Articles. 1850. 1851. 1850. 1851. 1850. 1851. 1850, 1851. Product of animals — Wool............ $1,464 $56,856 $79, 136................... Egos,!I............................................................ 28 25,792 52,912 Beeswax....................... a..$164 120............1........... ]72 200.............. Honey............................................. 40........................... Total animals and their products......... 72, 396 170, 872 $64, 664 144, 464 490, 652 565,884 $2, 604 $6,292 Vegetable foodWheat... 66, 156 142, 532 13, 548 87, 656 992, 424 457, 088. Flour..630,956 996,848 659,860 617,084 1,451,450 1,159,140 1,60) 10,220 Flour ee~~~, ei le. 630, e e. e,5,4 1.0 o.., M. Indian corn............................. 17, 524 14, 780 6, 288 11,276 10, 644 368. Barleandrye.......................!.............1............., 352 460 29,712 85,760......... Meal'.. 80 2,368 14,800 14,884 1,148 2,004....... Bscuit80 48 4,024 8,540 400...................... Beans and pease....89, 123 37, 116 3,060 3, 220 29, 364 9, 64....... Oats.......3,304 2,852 131,332 131, 552........ Hos...,***.... -.: I:.'::.'.''.'..'.' 184 2,156 6, 139.............. Bran........ 120 20 408 548........................ Onions and other vegetables........ 100 48 300 452 952 492.................. Potatoes..... 260 102 392 4,460 6,836........... Malt...................................... 640 1,132 11,020 7, 720................... Apples........................ 3,o016 3,500 1,080 1,248 2,076 1,904.................. Total vegetable food.806................., 356 1,097, 508 708, 588 749, 428 2,667, 584 1,909,228 1, 600 10, 220 Other agricultural products-~ Flaxseed...... 3928..21,876 7,512. Other seeds...... 50 588 296 868 28, 952 27, 924............ ............... 944 440 - 1,13288.. Tobacco ~ ~ ~............................................... o......................... Total other agricultural products......... 1,504 1,356 296 880 51,956 35, 788 311 nifactures. Iron ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~136.................5,78...................... Iron..,, 8 44 164.. 10,921 21,200.. Cotton.............................................- 1, 70 14, 196............ Woollen........................349............ 12 460 1,)5 2(1............. Wooden......................................60 88 1,264 1,372 3,164 3296.............. Leather....... I....................1792 8 1,9144 776 756 23(1............ Gltass.......................................44.. 3.8 40 104........................ Hard ware...........40 764 1,680t........I.... Whisotey.............................:.......... 13 Beet, ale, antd cider..............12(..168.10......... 56 23 1,128 268 1, 1634 424............ Other spirits from........................................ 368 508............ 3........... VineHar. 17,...176 148 8.. Mapley.........Ia..........................12 112...........28 884 948 Total manufactures....... 1,564 316 5,:236 9,744 19,480 45,064 424. Other' articles and unenumerated................ 15, 700 419,704 12, 600 39,440 125,744 1, 195, 788 2, 448 660, 804 Grand total.............. 4,803,396 6,435,844 808, 776 1,060,544 4,951,156 4,939,300 116, 656 826,688 The return for 185t is not as full as for 1850.; consequently there is an apparent decrease in detail, although there is a large increase in the gross exports. The "other articles and unenumerated" comprise omissions of enumerated articles, which (if known) would show an increase in articles, corresponding, to the total increase, in almost every item of export. TIHOS. C. KEEFER. MONTREAL,.MaIy 1,182 472 S. Doc. 112. No. 12.-Statement showinng the value of thlc I, adiwg dutiabhe articics _D Ports, so, 7i cd 0~~ Amherstburg.... $,416 "-6 69 $460 69 68 {,44 J2, 63............... Bath......... 1.540 648 19.16 1, 5 7' 450]. 40, 440 1'..1 Burwell.......0 1.844 4 0 193 6436 1,084) -Ao6 2,68-4 804 1748 1 904 72 140 7388 8984' 10 110 8 484 -, 7 6?,1)8 140 264 5' 968 1.480 Bondhead.............. (Cbatham........................................................................... Chippewa........ 6]ii ii1 11 i (iii) 1i,}~ -,1'5,87iiI ii724!ii!i81 [... tohourg.. 16,8`68 4,148 6584 16P,,976 719 1,1,7 174'8 1 83) 52 1 6 olborn.... 304 140 1.116 356 1.I44 448.. 988.......... 164 180 64 Credit.,920 720 340 4 23.648 68....... 4 P)alhousie84.1)8,'360 3,4~36 15,568 406 9436. 6, 496 188 156..... 1,448 812.)arlinton... 080 1,140 840 40 3,608 88a 36 412..... 768 II Dover............ 9,6 3,47' 8384 6,608 6,816 1,45 83. 3,976 26,516 628 IDu-Inoville.......I.......:......... Fort Er ie.. 1,096 704 62,360 62,3196 4.,368 1,680 316 "57'6 "188s 60?O 6,1524 124 168':;oderih 1416 5-1 1,404 36464 344 124 208 11...2 G.rafton...............:.....amilton.. " 1"8 117.428 2L......... 4 llamfiton~~~~~~~~~~~~~~........'088... ]]4'0a'~ 8,64 Hope............. 14,164 5, 610-~...... 3,628 92,4522 1644 1 l 16-1 0'928 24.8641,Kiston......... 6..... 4,1 74 2............... r1'.. 68 88 060 4;088 0, O ikville..........,080 1 984 3'48 87 10 8 416 14,044 156 8 Owen oud.... 10......4.............. Penetanauishene.~ ~ ~~~~~~~~............... I icton. 7963 6 5~9_8 84,90 1 259,8 4 6 14 58 queenston 1,860 500 4 1116 4 096 0,708 980 1'I 4,836. 904.. 656 41 Rondeau 9100 44 1 692 16 8..... 9.. Iowan Peeandni sn.......5614I..........,iuidwch.81)6 /)~~~~~~~70 62 1)) 3594 4,69), 1 ~000 7'2 96 1,844 8-84 ISarnia.. 1618 9 9 76 636 1408 36. 1.2 140 8.8 Stanley.......... 0 55.206 W1,352 1,5, 480' 13,9890 429,004 12,2...... 3 6 68. 4,12...........'Toronto I1',4 us.)'56,470...)....o..a na......... 466......12'9 W~ellingtoni....... J-7...... 164 200' 56'141 98 1 44...... Whitby......4,056 0,008 89 208 1,616 1'20 1,0.... 976 419{ 2 8.0 6 Blrockville......41,568 9,7536 17 0 5,8,51 31,75 4,5 8'" 30 6 384 35~250 9 090 48 6980 Maitlarid.........': 0...... 48... 1..... ~i'oron~~~~~~~~~~~~~~~~o.......:...... E 414..... ~.~~~~~~~~~~~~~~~~~~~~~~ 41%.8)0 5C......8I DCornwall........ 1,!80 864 416. 1, 552 660 "r6 84.... 9 6 Coteau du Lac..432 40 500 464 336 56 iceso' Land-I g...488 344........ Aulndee...... 2 6-16 1.1)16 5,168 664' 1,218 52..3.~6)... 4'8 Gananoque,96:388'33 64 76 7081 448 3o4 24 668 8.. 4 Mariatown I 720..... 77........7.... Cerewaux 1 sins.......................... Pre ~ /,18ot............. 1,............................................. St. Ilegis.. 20 36 4'.... 8',4'4'8 "6436)... 70) 6'8. C~larenceville 136 00 16-4.... 444 8 7.134 1- 08 6.Frelighsbibo.. Hlereford..... 1136'.. 841.. 18.4 1 4'6'4.......... 84 Ilemnlingford. 0,320 816..................... 0Iuntingd'on... 4 140 548 164 80' 3")) 116 1420 1 990 44 849 Lacolle an -..4... Montreal 11 5u10, 325,380' 2270'4'51,6'4'4'7,5'6o 3o5...8. 64A814' "5068 1296~ 23,548) 596 llipsburg 1500......................... 84 P1"otion........... 1 464 66.0 608 7.2'1,5 1 00::::7. Stanstead...... 10,480 5,380 18,108 4,396 9,696 9481 1-332,060 648 880 804.468) Sat. Johin. 266588 66,788 605,184 19......... 5 763,612 11,168 sutton.440 316 47. 8.0 38 81 26 28 48 80. Quebec. 18,856 66,784 1,088 L 392 4i 3 94 32 148 1 41.6 1,864 1,060,.......... 7 6 Napanee....02, 30 8 816 3,496 0 0244 1 )00 9; 596 1 343- 1,2-84 480 604 576. LaBeace... 8 8 56. 80...........,J.areneevi......... 84 28 56 28....... Wallaeburg......1,584 668 2,060 7 1 1 14 260 BruceMines........... "100......'68 16486 6.................. Gispe.......208 4-36...........161'...... 20O... Nhw Carlisle...... 60 96............ /....................... Sault Ste. Marie....... 16 Potton~~~~~~~~~~~.................,......0.'8 New Castle............. 40 03 588 576 48 448 52...... Stansford...... 040,8/l18 4 Stn ifo d........................... 9.... Milford........ 12.. 4......... 0...... Total 8..93126 403860 565 164 4394 26 318...153 7,4'15.68!4P,5V, 1889,0041 6,0 147,804 3,996' Napa n e e ~~~~~ 1 192I1 >1 From t1)e above statement "ftree g oods"1 liave been excluded a' fai as prctticablo;. in several port~s bow evur, retiiniing only the gross values at thedfrntiusodus MONTREAL, M-ay 1, 1856. S. Doc. 112. 473 imported into Canada from the United States, at each port, in 1S51. ~~~~~~~~~~~~.-. C~~~~~~~~~~C..... 8081;20..4.. 41 p o.......... 88*'2),.........l~..~...]..... i..~. ll........ -,8 115~,92,8,1 80 2 64...... [,0! 1 84.............. 08.3 044 184 1 344'104 74532 128; I805.. 20 8 ~1 i 10,H') 4234 I 1.56 3928 1913 351956,244 5,696 9O4,836. 1,308...... 761 43,360393...................................... * 160 43160.... 812 1............... 14 2132 18.044.. I I..... 3i 1' 4''1;5''21''56'464;"-'60 3,53 2 100 2,912! 828 94060 2 82 115 08 94 3 288 49,080 I 2 64 4 24 24 168 40 444...'20'48 52'28 188,496 68 864 56 1,608...... 152......2...1. [28 100.... 5.[ 04 8;556 220 13,872 1,188 6,040 200 2,104 436 124 672 656 6 5,1 799.A 136 352 06 1,044 24 60...... 156 44 20 108 Q.....I 2071:t 14 676 3-2 4,524 272 1,836 152 896...... 80 360 292 648 70 376 16861("I 734:3.20 3620...... 3......4......0................................... o0 36 264 132.25 280 116 72 16 328 308 761 1,09 9;768 29.26rA 76 1247 8 1,612 52 ~ 84...... 16...... 76 681 12 /,396 l0o8O.57..608 13,288 9,624...... 4,668 19,836.......... ~24,352 12,988 2,584 242944 1,049, ri 300 2,40 64 3,804'784.... 956 284 860 952 172 09784 75798 8,60.........I.....................................,,9~4...... 7~,7 43,2 2....'8,460[ 2,04. 729~6781'50):: 4500 99472 0.......8 64 51;2...... 18376.38;084 256 3,844 188) 2,96 j 1 096 364....' 72. 236 17-2 40 4,192 40:760 4 38 8......3..........340....... 1 l.............5....... 22... 5.......!.91,480 1,940 1.36 232 108 168 13,13J 41,7~2...... 32 32 428 5 756 140 32:36 {388 1976 15 43.3'.0 88 32 8 24 560 140 ~24.... 120 36 144 152 1 44 4 99 61~ 1 2 I.3) 800.~~~~~~~~~~~~~~~~~~~~300096 30.996 "]t....86/"~'l' 1's~"s8'14"i.....1....5~....,/'i~...0 X,3 0708 016 24 88 14 10 8 3 26 14 84 120,:3&~ 148J20 72 640 160 800 140......2....../........... /...... 7 41 so 7,4042 190668 20,394 9 9' 7,34s..............................I...... 5,07,2 3,16(,....8.. 60.400 -701 000 4,304 64,140 1,944 17,0902.2 22142......7......1.............,'508 1 525,/6 1.6 59/ 12 736 903 40...... 36...... 40....... 20 18420.,35' 200 280 09 4,264 528 472 7966............ 84 5-2 364 69 2,6180 26.456 42,4 ~280 140 1,65/ 2 2)0 1,040 9201 1,684 984 764 752 1,281 1,084 203641 141.1111:...............,.................. 34 4.. 24.,52...................o............................ 40 11,I........... 56.................. 54 2.................. 3.2............ 6,12 i7.036!2 0 14.. 4.... 12 4,500 14,556) 28 39 32 304................ 92 32 6 3 56...... 1,936 6200 1228'(8 188........................ 3?2....... 11,564 1 4'1 371,82,4/ 71,824................... - 8...... 8........ 52~ 7600 169V68 4 52 72... 4.................. 8-13,6 8 1,012 442.9............................................... 18"16 8 180~,68 8 28 880 ~~~~~~~~~~~~~.................... 136 1321.......40....... 100 48 13o,98 16 8'................. 1 4...... 8..................~....... 8 597 4................ 24.... 8.... 3 _...... 8324888; 59S......9......3.......80 49523750454 320 9,15 18,748 14108 2696 196580 8,420 2,456 335,404 8872956 958 0 005 4...... 8 I I" 380 22114 4 4......5... 56 598...... 23,064; 36,644 41..... 76.44... 40 24.... 24...... 20 204 %152! 7,860 128 1]92..5.a 144 444 40 344 968 568 480 328 316 854 14,692 89,1452 6,564 28,192 6,180 36. 1348 25,308 30,988 30,296 3,812 25,432 15,128 2,256 483,548 1 475 050 62.4,56639..... I..............................................'.... 1 ~,85 3 9f 730 4984 8241..... 772, 156 556...... 5,480 36 7,360 1,876 20 54,868. 140;564 48:344 156 1,228 2241 1.092 44 221)124 4 8... 3,668 122',I520'.........:.......................... 32 4'28 1,716 2440 ~~~~~~~~~~~~~~~~............... 3; 28o844..850 ~~~~~~~~~~~~~~~~~~~~~~~~~1,108!.........."I 1 tI.......................... 8 0 1 0 60 385 168'' 56 28'7....'.. 2 1......2 8 13,2 96... 620............................. 3,..220 6,.60 140 ~o172...................8.................................... 0 180 60 108...4....12 34 0 8...... 4 0 4 1,088 1,232 201....... 4 3............ 24 24 32 1,104 3,99......21,336 92 8 416........................................... 28...... 1,024 1,584................................................ 19)9~20! 278,468 19,'296 79,816118,828),838,952144,2~64180,768153,960 1-2,680 116,988 841441417,544 3,913,040 7,97I1.1' no special returns of free goods were made. The enumeration is likewise very imperfect —some importaint ports THOS. C. KEFEt 471 S. Doe. 112. No. 13.-Statement showing the quanztity and value of the principal artiAshes, pot Plank and Shingles. Cows and Horses. Wool. Wheat and pearl. boards. other cattle. t; ~a Ports. a a. ) a p~ aj o a a 0 a z a d a;z1 Cd a o Aminerstbur- sO $o 2,460 45,810 Bath- 6o.............108 Ba h..... 6..................... Burwell............384 $4,180. ellevsll........... 6 1.04 14 11,404 16 43.... 12......,3 ]llodh ad............ C hateham........... 01 420..................... 5,500 i',O076 207,641 Chippewa........... 32~ 20.260 41 84 6 2 10. 4508 4,001 1,008...... Coboura.. 1........ 1,120 8,612 122 768 31 2,620 41 4,180 13,615 10,476....... Colbone.............. (sdd&t............. la 9,5241..................45,030 1)liousie.................. 601 4.808'.....4... 9,654 lington1........... 118 7,480 50..... 6,573 Dove..1.580 502 736............16 1,140 3,8 936 18,50 IuviIew.......... 19[ 4 760 366 25;872 94 1,180.....19,997 Fort Erie............ I 7.-2.100 1,000 25 600.1,300 G~odesich.,,,,, I 85 844. Gs Coo'.............;ft aIsnifosn............ 1653,8444 5,752 42.348 348 356.2,688 1,116 134,970 11..................... 6, 050 38;348 1,9802:3,312 107 2,860 8 480 12,864 KissgsItons.......... 8, 000 63,948 850 2,420 3,499 30,07. 159 3,848 3,518 Niaara.......... 2,500 Oakville............ 2,637 15,80...1,318 308? 99,303 (OwensS Sound...... 10 48.51 400 Penetan~ssishee... 314 2,196 109 132.01,31. 1ictols......s............ 357 2,376......... 107 84.......... Qseenston.1...... 13 92 28 28 1,611 18,388 98i 4 888 4381 604 1,724 Itossean.. I.....(...10 283 2,558 21 997 Rondeau..~ ~ ~ ~ ~ ~~~~~..,... orn............ 7,51 3,080.....91 220. Ssssdwichis........... 21 6301................. 217 2,480 17i3 71488 1,118 204. Sarniia.............. 763 18,128 919 -10.224 79220 800 4,552 1,118.',ean d.............'7 4.. Stassley........ 66 144 44 7045 36 9710 620 20,608 3,692 45,043 Toronto........... 980 4,530 35,300........... 764....... ( 54,200'aellington.............. Wity. 30;5 6,100 4,541j 45, A08 1 502 12,056 3 400 60 420 50 185 a drockv.le..... 22,181 29,804 336' 2' 068 1,125 244 9 Mlitlan d............................d....... Corwall................................. 289 3,42 57 3,'48 5,255 1.388 170 Cot.teau dn Lac...... 99 4,884 667 168. -Dicrekeeson'sLanding.13..56...203.1,4 Dundsee....................38 30 235 1,632 156 2,808 43 8 436 Gnanoque..........23 3 100 200 350 2,400 20 1,200.... 250 Isariatown,......... 12 280....... i6.1...... 767 4,488 116 7,464....145 Prescott..8 2,492 404 1j92 200 200 248 3,216 28 1,956 8, 1..904... iviee aux Raisins. St. Regis.............120 944 218 4,218.... 208 Clarencevile..................... Frelighsbsrg........ 43. 464...... 382 5,968 112 4,460 5,600 1 140... IHereford........600 7,500 100 4,000 100 201 o1-emini gford........... 700 5,6"P1 96................. Hfntingdon...... 130 328 365 27 157 792 51 1,240..... 420 Lacolle........... 32 52 33 468 82 4,052............... Mosstreal.2~~~~~~~~~971 1'q 292185975 Montreal.............. 6,050 342 Plhilipsbnrg..........U12,320 51,4201:, 1 65,.6.1..48...... Potton............ St. John............836 03,368 19,5021524,656 2,046 2,124.......... 9 62 57,400 68,338 9424...... Niap am.42 6 3, 1..............................................,... Satine 4............'ebec............... 1.. 040 8. 9169,3. Nspa1ee7.......... 406..... 40.......... LenBeanaettishe... 49 5,728.19. lilgiss,,.....,. 66 936 4 200. W;sll1aeburg......... 2 60 468 74761.... 3,371 Brce Mines................................ eGaspo s........ 3 8 72 106 440. New Cdarlile............ i~ ow Carn................................................. Sault Ste. Marie............. Nw ICastle............260......4 6. 12.......... Fti~lmfb lr"..4.......................,...............I ailrd.............. 8104 3 4 Ilsissel4town.... Russelltown ~ ~~~~~~~......[.......[.................................... 2,551 65,99-2 113,416.766,6281,12,r74 20,732 12,98911.40,1.7613, 747 185,8481163,644141.890708.400 NoTE -The reported exports from Canada serve to show from wheat ports the different arti cles are sent, and the reldireI etrstements on tise Ussite d States frontier, asd these-latst have beet employed in estisnating tihe trade betwe en the MONTREAL, May 1, 1852. S. Do. 112. 475 ties exported from Canadac to the United States,fSromn each 11ort, in 1851. Wheat, Flour. Barley and Beans and Oats. Butter. Eggs. l rye. pease. 1496 9,7 0 1 1,00 1[96..]...|:.0...8,fi?0 T Z 0 0 0 o B 0 e - 4.............................128, 1 2,9 ~~~~~~~~~~~~f~~~~~~~~.. 3 1529 353,94 I 8 8 28 30~j6,0 S 7, 22 1~3,552 23,84 64~.. 1843 2,2,60..,.0.................... 6034[9......1..[.-o28.........1 08} 34,-8 1300.400 2,744 2,589 9,908 4,8041 1,096 11,727 5,196 13,803 3,316 2 8.... 441 147,368 15,6992... 1,671i'. 8123 277 83 12,06, 314196.2,649 1,316.......... 206 7,528 8... 056..3177623...... 524 588... i. 12,37 71,612.1,529 776..... 168 944 27,136 51,456 144,076 1,328 53....181,268 37,240 77,880 272,580 2,668 317,205 3,804 4,166 15400.... 360 404 7,286 2,176..........188' 29,960 10,660 20,139 77,364........ 788 151,404 14,996 2,770 11,080 513 256... 18,275 76,416 15 ] 0....................... 5 3 73 758t ~,65~1 ~~~~~~~.....4........../.........:~ 1,840 5 20 15,175 8,0344 "70 36 3,500 9161 O6 800 1,000 1'4 1,82 319276 200 120 0 321 32 0 20,6 3,2564 3'99 35992 07,976,497 417' 6168,620 8,642 9,828 500 248' 1,779 1.780 "1',8 1350 1,080 15 99 353 048: 8,060 10,709 42,496 583 308 660 340 90 24 59 628 108 3,44, 100.408 2,440 4,096 13,948 6,518 3,036 4,43-8 2,176 32,072 8,496..... 3.. 3,225 612 290,02( 421,016 21000 440 8 2,088 73,052 8,506 31,896 1,495 89.6. 9'6' "1 1,270 316.. 10 3219............ 20 8 634 124 9 64 16 84 776.......... 8154 40,5 37,36 8 281 1,312 7 5,85613,735 7,376 1,569 392 296 1.. 17808 1,140............ 26 8............ 319, 28,444 92,09.2.................................,60.18......758 2,65 2............ 16,5' 53. 80. 400 1,600 566 420 451 336 435 104 61 916 10251 1,04 24,5,9045 ~"1,050 4::200,".. 88 48s 1,439 360 102 1,63~ 3,945 464 8,00 45, 8144 290672 7,525 25,704 7,809 3,384 338 144 1,318 344 178 159248 18,97- 85,314 41,700 44,560 162 040..... 86,58 397 368.208 832 10773 58003..4..3 3 i. 28 2884 31,736 29,514 109,196 2,400 1,200 780 320 8,010 2164.. 1,96 201,164 8 103 356 491 244 746 028. 428: 4,47- 9 76 13,14, 706415 100 400 1,040 480 650 700 4,000 1,31i2 37 7'9 3,590 120............. 392 208 4,79 C6 1,180. 6 10136 10900 37,..........1 3 8,04 29.i 9 112 2,4,33' 568 2 24 ~~~~~~~~~~~~~17/ 98 13178/......I...... 2 1.6 l36,2 221,373 428 488 152 15,746 4,060 4 4...... 3,508 15,,944 Is,,1881i,,................ 410 104, 504 600 1.. 390 61,320 116..............10,821l 5,420 542 2 7.621 1,960 261 3 100, 1,000'6 859 24,008 104 47~2. 253 192 15;623 4,268 274 2,988..... 14,080 39,960... ~ ~ ~ ~ 1,-6..4.../ ~8......I......4ao 124..53 16916 488 72........... 908 6,297.......:.........280 10910,: 1,953 196 199 488 II~~~~~~~~~~~~~~~~~~~~~ 39....... 160 140 175 28 113 1,308....... 2,639 16,296 0...0....2004660 241 60 600... 3,104 15,455 20500 6241 65 728... 3,252 11,180 31618,084..... 5 4 21 12 1,726 344 52 468........... 532 4,308 19,817 5 8-241 12,687 1,564 15,532 27,500 45::';~,',588::t::l:::]:::...... 8, 11,545 45,588................ 5.... 5 1, 66804 36 205,040 272,416 1~~~~~ ~ ~~~~~~~~~~~~~~~~~~~~~~19,45'4221 8 36 10,140 88,968................ I......... 2 8 97 98 567 276 8365 1,048; 3. - 2,964.8,848 40,128 704 2,812 19,08411,636.,...294;308 80,204 1,036110,28 411,755 33,592 549,439 905,275... 325l 5,300................................. 50236. 19,442........... 13,485 6,584 3,037 1,484 1,588' 444. 672 43,196 17 76....440 156 456 6,416 3,452 864 145 1,604 700 68! 11 4,784 1'936. 5:2::09:2 61,564 5 2......................6....... 674 664 noo.....................' "i....-.. 4, 11' 2 10 724 ~~~~~~~~~~~~~.... ~:...... 0"i........ 11,6...00/.:::::.:::... 415 168..428 12.516..... 3'...36..... 28..325.139.125 32 364.63 4 8,884 10.480 I.....:::.:.....-........................ 599 5,992 491760 331,9781,18,484 146,552: 75,596 85,20841,588 517,405 135,708 3,560 38,0041447,481"38,00811,715,928 5,339,300 ative export trade of different ports. The correct quantities and valu es are, however, asceertained fi'ons the custoi, - two countries. The inland imports of each country are the only true measure of tle respective exports of eachd THOS. C. KEEFERo 476' S Doc. 112. No. 14.,-Exports of the prioci2al artici s of Canadian produce and Ashes, pot Plank and Shingles. Cows. Horses. Wool. Wheat. and pearl. boards. ~ath..............5) I14.37l. 11,37 i 3,2 I...I, 92.. Ports.. 16 Beeie 3389,464 10,648 85184 90 92 1 169l8t2l........6 Ainhirstborne 1 1 1 032....................................0 01 LI 71.k Ceatham,53 1.158,063........o6 168,66 388 o....5..... 9318.042 Jlarlingto, 68.S c 13)ovrwl..6..........5.....1......11037,6....0................ 1,79 Codrih. 84.r Belevlto.... 1 /...884 92 3 5 21..... 2o 1 lton. 16 3 4 3 3 0.... 0 Ki~nlhstonr.3 1,000 6,4 060.6,0 211,8 0,000 7,6 00021,4 Nia,,ara....... 10 8 400...2008i 3 20... 7466 Oakvwlle4 1,30 4,3518 8327 808~ 145,83 Condheadis..... 1,324........50,11 Chathamie......... i 13,00................... 14,280 Calie.tou...347 2,512 601 6011..../..5301 7 Doverson....9 7,s86 5, 004 1,124 5307 t104 3284... 3,510,649 ~) ort~lvil.........."'~['"8 560 1,312 9,640 59 80 41 69-2'29 2,440 68,768/ 9,916 310........ o.....nd.....ea..............5....4.....8..............0.. oret Eie...................... 14584......... 158,063 oaliousie.......... 140 3;500 1,007 9,076 4 14,985 aRligton... 4, 936 6,776 59 68 0...... D~ovel............. 6 5-2 7,1226 51,004 IP110 1,412 40 5 9i48 61160 1,540 5479i Sandwic.le.,' 741 3,'100 205 16,716, 71 2..... 108 Faort riea.........0.................10......2 3 40....22,576,4 1,00 9,330 0,848 11,580 Toronto.20ir 240 5 300 3805 710 G odric....... 6 1,80 276.. 3,092. 261 1,3.11..7.001782 2,'. Gr inafton...........30 8"'4 3 " a' "'.'....:.... 4::: /:::::: Wlailtony 336.... 6;,948 794 332 2096 395 420.........1300 0 4 97,440 Bfroakiltonhl1 97 1 4...17264. 9823 ope............. 16 400 6,071 38,412 356 368....... 28 1,624 3654 540 47,424 Kingston.......... 36 1,000 6,149 40,600.......... 61 1,704 211 16,880 30,005 7,600 216,540 Niaara........... 10 400............ 200 200...................1.......... 7,466 Oakville n44 1d320 4,518 7,108.............. 1145,839 dOwen's Sound........... 63 3 1,135 in 1~~~~~~~~32608 0 4 0,8 1 14 DPnenetan g.uishne. 60 484 3 3 2 15 1 1 Pictou............ 347 251, 60 60............ 3 0589 63{~~~~~1 antown........... 349 3,076 104 3,784...... 351649 Rondeaus.......... 6 44 143,028........... Rowan, 25 140..........2......089,0424 660'6041 Sarnia. 50 1,600.26,6140.25 1 6 2.. Hemmng nd.... 80 6,001 7 0. 0 4 Stanley..................[.0 240 5[ 300 38 0........ HToroto d. 96 / 0276 09 261 1, 1 12.......... 72,000 17,812 129,31 Lacolle.gton 30,678 Montrel.17,86............................./ 0, hitb....... 1 36 3,032 3,537420,296 2473 6 4 lO 380 5 0...... 69 5000 clnehec ~~~~~~~~~~~~~14,276 St o hkvil....... 97 1 23172 1 4.9.... /.11768,640 377 21,454 24 36 3,5 MSaitland.. 56 1,42..... iCornwall................. 1.410 Coteau du Lac..............................................3 86 5;. 3074 Dickenson's Landi~ l..................... 10 Io o o o1 1,84...... Dune.....5..... 6 30,48 35 36 8 7 560 177 3,120 9 2 17 Gananoque................ 936 210 420................... 308 G,~~~ 425[ 1;93 Mariatown.............. 8.213 2,376 107 5140 1,2.43 iviere aux Raisins........... st. l~egis.......... I:::: I::: t'"~'"ii{'iii/'3,2 ~;i/..ii Brafece Mines. Herefi ord......... i 0 fit. Regi".........................6.......... 4 4 2 Frem-ing......... "~/' "i0i 13 58040 2:41 6,608....... 601 Tereota 15.. 68... 7 116,568.. 795,036212,1,10086 7,500 125 6,652 500 The ywmingear. 1i n ich a t f s n 16 760 iem d ab 2 e Huntingdon....... tafu...... 1a rga r t of ao41' 491r Lacolle........... 7re0 thex Montreal........... Philipsburg....... 3 559 34 4-8 1 860 55' 28'~h;6'..... ~55 Potton................... Quebe..... 1........ Stanstead 9.0 580 28................' 166 6 "+ 59 St. John.........I.259 373,89P2 31,8961i94,3~28 1,588 1,812.5 s0 1,154 70;540 94,146 3,556 38 858 GSape............................. Milford.................'...... 3 34 200''2'2! 324 20 636 144' 1477 New Castle.................. 5,7691 30348 2,142 2,384 7 96 1 40 90 1;700 B eaue e.................................................... Sutton................................ Bruce Mines...... Total.......... lj~cssj415643% 2115, 795,03612,198 15,168'6)668 77,500 4,286 215,068 286,691 56,860'1P051593 The year 1850 was the firslt in which any return of exports inland was made. It is estimated that about 20 per frequent intercourse that ffll and regular reports of all outward cargoes are scarcely to be expected. M~,ONTa EAL, w2fay 1, 1852. S. Doc. 112. 477 inannfacture to the Unite.,I States, by inland routes, in, the year 1850. Wheat. Flour. Barley and Beans and Oats. Butter. Eggs. rye. pease. 1~~~~~~~~~~ ~ ~ ~ ~ ~ ~ ~ ~ 1..~~~~~~~~~~I 2,00 $400...................... - 5, 604 3,404 1,444.5,164 10,23j1 2,8794 1,158 9' l 124t 4............ 4636 36,472 2408......4..... 00 4' ".....:8.. 4I 94 i5 4 3,604 1140 78 1 864...... 5 -0 7,608....... 09..... 5.......1 9 360 64,6 348 30,884 I~~~~~......,7 4541~,,17.................... 96 321 14..... a~~~~~;~:::::::;:b~ 1,:984.......9 104..... P168 30416 80 5,716 2336 8,344 2009......'..4 4. 0 548,80 017 636 49212'3P0~830010008..................,32 131. 69570,8280.0......4...............:.:... 13,3o6 122,141 45jI08 742'288:24 4326..........4 l26. 405 11 47,248 80,20....,...31,o01 108 / 132 100 2,88 7,704 0...... 3 1,844 15,600 141{ ~,~o5 11,6 224 160 48 8 10,712 1 360 5,336 5 122 1,496 A. 80 316 5)890 210 416 12003 3,4702 1,24-'8" 30,6,0,3 6, 0~4-4 1i1i2 1,)00.... 8,681 352.100 47.000 7,685 30740..... 114 260 141!6 1)0 1 o 800 72 1;~ 6 8.o 12/,92,8 1'4,904 522 9)2 930.3) 3,778 5,064 6,108 3,36 148 40 576 r 57 6.... i... 88,020 388 (396,596 1,70. 4,.3...... I................... 11,18 1,'3.., 3 0 3,679 14,716 1,333 80 51 3 0 1,096 88 1,056 72 17890 46 39 160...4 28 1. 20 4,732 564 2456 000 1700 54 6 6." 108 1 006...5,05...2..................... 8 3 1 10 t~~~~~~~~~~~~~~......~?548~~~~~ 3~~~~i~ )................. "408........... I,eao.....,............s.............. r.....l................,4; 8,:1 1836 3366".............248j....................... 132.8j6 30,6712....... 745 3168 7 44 20-53 381 36 5 40 14 i281664 01.1Uf) ~ ~ ~' 2.. Q:400 7336; 40,256 1.0,000 40,616...1,297 37.... 416 4,6 164 20 00 26,,880 119,948 115.3~08. 34,348 137,392 4,501. 2,1482.785 1,344 165,951 335188 104 1,044....188 3414 i15:.308i 34,348[ 137;392[ 4,501 I 4 fh271881 341,34 36.584 2,643 10,512 8.,564,48 5,816 3172............... 1 5; 51;732, 13,500.54,000.500 2.50 10,00 12,000.1248 117612 1,008 237/ 101. 116 60 436 90 942 11,244..... 90 364 73128 1,64......964 16... 6.............. 64.068 1408....86...9 ~348 3,924 64.4o 30O48 3............. ~ 600 240' 920 468 12,320 3,424..20 12300 13~?;~":0 3,rj~: S 1$,Tl~~ i 1,3:..'",;;.... 1.... 180 3I8::4 6020 240 7128 41 12 30 102 15,203 2,8 0 52. 2,6 l 14,608,302 1 4 340 28 9 3 2:2j) I 4 4!,.... 28, 2, Ia......44 0'96 1 O' 0?5 - -08 2,3i~~~~~~~~~~~~~0 16 39.2 17,9'.................... 367 112 40 4028.6...014)4 404 17 68.. 36 131 28 304 200....:''21 116 "i]500 50 300... 1,000 25.0..80 80: 9,372 43,5:........ i... 135 1484.. 30 P144 "&6s::::/'', 3 a -- 4 I.'444/ 93 i 4 33 ii j4 2ti;;s;a:'I~ j'" Z;';;,~.230................. 367 712 312 310.......484 48 iL~.....~3 ]]:::'i~l''~I'~~:::[: ":~ 11 a 304,1,6t 50 30)..................................../...,oo..ol 91 /o sooI~~~~~~~3 so[5 3oo{0..... 6. -PL.... 58P6 40......................1 4...1 48" 6i.~0:~30. 5~ 8,636...........4.......48 4190 16 72 14 4 306 30 1, 51 388 256 2,384:::.i. 36i,084 106;870 5,10, a~...... ~~ 54-0.63,610 7i8,"436::::::i ]::::2~ ~~~~~31 I-)..J6:[222'-'i'a "i&6! i"'7 / 63&'8'_ _-,TI&, 544 1 4 701 40 614,648 0,984 27,112 42,0 181,192 4, 2,1201 25,947 13,9121391,050'103,140 935 9,2041378,495104,916[ 02,000 1,227,8'4 27,]19]7 42,1011 4 284912416E-2,956 1,19/7,96::!:::~~~~~~~~~~ ~.:::.....::::::..:.:.::::.:.:.:..::::':.::::.:.......... Io I.... 208 608 1,180.8 32L 970 388 92 26 8 34 3841,544....4,42. 1,360 484 1,936.r ~ I~............................... 1,004 37,088:..... i...................... 444 444..I....... 104..1...............4,03 4,032 99,780 452,-589 1 453,376162,591.09,70856,549 7,30 4165540396,308 387,26925,788 687,948 5,009,480 cent. should be added to the above for the real over the reported exports. There are so many ferries and suclh TIIOS. C. KEEPER. T~o. 15. —Genera1 statcmcint slowbW im]d6ts into the part of Gasp?6 for thf year ending January, I152, distingu:shing the courttrstes jfom whence and the rotte by wh/ich imnorted Total q~ua'- Total value. From Great From United Fromn British From all other Towal value im- Total value imArticle,. titlies. Britain, value. Stat.a, value. North Ameri- foreign coun- ported inland, via ported bysea, can colonies, triesr value. United States. via St. Lawvalue, rence. Coffee................... cwt 10 2 21 $116..............$ 8) $32............................. Sugar..................... 103 15 6 136 13.......... M olasses..........cwt.. 926 31 15 2,01-2 1f,8s0o.................... Tea............b.......... s. 5,368 1,432 11.40 214 84... Tobacco.... ~................lbs., 4,223 76(1...,.. 432 328..... Brandy............ans 25 614 64...F.. Gin...................galls.. 203 124 124. um........a.......70.24. 24"............................ Oas..m s7 0 48............. Wine......galls 21 12 12......... Salt............. to ns., 2,265 4,208 3,540.........52 1................ ic................80............:::........::... Yinegar~~~~galls.. 153 48 4f8..... I.................I.....,o,,..120...~,'r............ 25.12.............. Outtegar.... 4 28................ga.ls............ Meats..t.. 68 0 0 20. 444 76........................... l..76 16...........6................... M eats............... fft. 6 0.......... 444 76! i i i i i!!! i! ii ii: i!!! i i Fishe................................................................. 2 4... Glass....................c..w t.. 168 O5 1652.............. 44 6.............................. Leather.................. 3 914................ 3I2............................. oil......................galls.. 23.7 152 148......................................................... Candles.................................... 325 3 92 292 16. seeds.......................al.~.. 5218.................................... 4:....................................... Seeds..................4...... 4...................... L-ather, boots and shoes.. 3,916 3,728 164 24..... Iron............ 1,812 1...0.........1 Corn-brooms.................. Coals........................................................ Coals.~~~~~~............,.tons.. 1 2J, 80 26............ 4........................................... Pit andar..............b 80 160 32 44. Pearl ash... Philosophieal instruments...pe.. 2,3 688 688............Merchandise....................... 34,768 33.772 156 836.......!. *.~53,348 46,480 1,880 4,372 612 1 51,464 J. J. KAVANAGH, Jctirg Collector. JANUARIY 2 182 x 480 S. Doe. 112. No. 16.-General statement showing imports into the port of New Carlisle, district of Gasp6, for the year enlding January 5, 1852, distinguishing the countries frone whence and the route by which, imported. Articles. Total quan- Total From From From Brittiies., value. Great Brit- United ish N. A. ain. States. colonies. Coffee, green.. cwt.. 12 2 27 $164............... Sugar, rt ior d.o.. 1 22 4 41.......... $164; other kinds........do... 172 0 5 90......... $6 0 840 Molasses............do... 434 0 17 1,016 108 904 Tea.....................lbs... 10, 841 2, 744 1,668 60 1,0tl8 Tobacco, manufactured.... do... 1, 256 2, 328 92 2, 232 S.uff....do9.2) 4.... 16'Wine..........gallons.. 35 28.......... 28 Fruit, dried 12................... 8 Spices...........32.28.4. Spices...~~~~~~....................... 32 28'......~..... Vinegar....gallons.. 589 76 76. Cocoa and chocolate.. pounds 100 4......... 4 G lass......................... 4..........I.......... 4 Glass~~~~~~1............... Leathe-r, tannne d........................... 300 156.1i) Oil, except palm. gallons 459 344 344,................ Pork,triness...........cwt.... 6 44 4..... 44 Manufact'd candles....................... ]1 ] 08... cotton... 5, 092 5, 084.. 4 leatherboots. d... 2, 04 1,93 121 hiardware.......... 1,448 1,168 276 linen..........2,341) 2,34).. wool.........5,120 5,120............. 52 4:[ l, I6 5276 D) y e's tu fs...24..... 24 Ilron, bartrodl.not.enum'd.......9.. 2 192 Io hoops.............. 28 28................... Lard..~~~~~~~~~~~..... 96 116 Lye smt........................................ 246 Pitch aid tar.barrels, 4 d 21) 32.......... R!hpe....5...........44.................... 11,i and rosin..barrel.. 1............. Tatlow.~~~~~J~........4.4 La,,!............................... 4.........1 6 Other ai ticles not enumerated.......... 1,256 1,256 33,500 25,904 340 7,25. Free goods.~~~~~~~ ~~~~~20,176 13,920.. 6,2 Q52) Total imports............. 53,680 39,828 340.13,508 Free Goads. - Aninalq, Pig ube 2............ 1 Ilks..........do.... Lradings...32 3................... MP~ch aize tar...........barrels.. 4............... Soda.................. Beef................ pounds 20 8...8.... B read..............I 1, 2 15 3,308 3,308. Chociol~te.. pounds. 15 6..6. 1 1 Flour.barrels 36.....5 1, 728 1,636...........88 Fishc o.. 4856 12,612.....12,.612 number.. llston.s.......... 28 oil, fis. gallons 360 280.... 280 Pork t. i pounds 1,401 136.....136 ASnalt....._. uels. 18,610 1,552 1,288.4. Wooda................).... 4...................... So d a ___-........... 201 176 13,920 6,252 All the goods. imported have been by sea. J. FRASER, Collec"or. S. Doe. 112. 481 No. 17.-Abstract of the trade of the port of Quebec, showing the ships and tonnage employed, and the relative value of the imports, distinguishing foreign goods from goods of British produce and manufacture, during the year ended January 5, 1S52. Value of imports. Countries from which vessels From place of entered. entr y. ~entered. entry ~. ~ British. Foreign. Total. 3;o Tons. United Kingdom................ 889 400 798 $2,342,876........... $2,342,876 British North American colonies.. 183 18,461 134,408... 134,408 Gibraltar....................... 2 581 e........ $340 France...16 4,699............ 29,360 Spain.. 18..................... 37 13)294 8,264 Portugal.............. 299......... 6,428 Sicily.......................... 1 129......5,36. 8 Amsterdam................ 1 212..... e i Antwerp..... 1 262............ 10,728 Hamburg,............ 6 1,436........ 3,00 13,8 1 303................... Norway................8 3.030 1 I Maderia....................... 1 213...... Canton.................... 315........... 39012 West Indies........ 13 3,588. 27,3161 Value of sundry goods for ware- I house............................... 35,348 United States................... 145 86,504..129,128 129,128 Total.................... 1,305 535,821 2,477,284 264,316 2,741,600 rhe value opposite foreign places, except the United States, is that which was entered for home consumption. The balance of $35,348 was placed in the warehouse, of which no separate detail was kept. CUSTOs-eHOUSE, QtIuEsc, January, 1852. O-21~~~~~~~~~~~~~1~,4 No. 1S.-Abstract of the trade of the port of Quebec, showing the ships and tonnage employed and th relative value of the exports,. distinguishingforeign goods from goods of British produce and manufacture, during the year ended December 31, 1851. Vessels. Value of exports in dollars. Countries for which the vessels cleared. - No. Tons. *British. Foreign. Total, United Kingdomn d................................ 1,212 572,760 5,130,979 7,829 5,138,813 British Northl American colonies................. 176 11748 371,.630 5,.889 77,.519 Portugal (Oporto).................................................... 2 428 4,469.......... 4,469 West Indies (Trinidad)...9........... 1 231 4,977..4,977 Colombia (Porto Cabello)..........212 9,048.................... 9,058 United States............................... 2 704 5,774 6,350 2,134 1,394 586,083 5,526,877' 20,068 5,546,955 *The word British is used in contradistinction to the word foreign, most of the articles exported being of colonial growth and produce. CUSTOM-HOUSE, QUE Ec, January, 1852o Q No; 19.-Statement showing exports from Canada to the United States, at the port of Qebec, in tte yeare'izding January 5, 1S52,. dis tinguishing the amounts carried in British and American vessels, respectively. Vessels. Vessels outward. Articles. Total quan- Total value. | tities. Value in Brit- Value in Ameri- American American British British ish vessels. can vessels. steamers. sailing. steamers. sailing..N o. Tons. N'o. To. N. Tons..No. Tons.. Boards... pieces.... 55, 198 $5, 188...................... Pine.do0 10 7................1........................... 536 Flour................................barrels... 1,325 6,361.................................... *1 148........ Boards..............................pieces.... 25,404 2,689.................................. Deals~ ~ ~ ~~~~do ~~~6,436 1, 402................1,171...I....... Planks................................(o.. 22,414 2,713................................ I T1 1,171 Tamarack sleepers....................do...... 19,758 4,882...................o.6.... 23,342 $16,982 $6,360.......... 1 148........ 1 1,727 Goods in transit to the United States. Articles. Total quantities. Total vaule. Railroad bars....................................................................... 1.50,289 $732,007 Railroad bars....... ~~~~~~~~~~~~~~~~~~~~~~~150, 289 $73'2, 007 Salt........................bushels.....** *....... 21,448 1,162 Coals..........................................................................................................................35 Coals....~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~356 Brandy................................................................................................ 0......... 4 Brandy....~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~204 Iron, bar, rod, &c............................................ 11,509 745,238 V* ia St. Lawrence. t Via inland, American vessels not being allowed to come down to Quebec. CUSTOM-ItovsE, QUEBEC, January, 1852. [Fractions omitted.] 484 S. Doe. 112. No. 20.- General statement showing the imports into the port of Quebec for the year ending January 5, 1 S52, distinguishing the countries from whence and the route by which imported. Articles. Total quanti- Total value Total value Total value ties. via the United by sea, via St. of the States, inland. Lawrence. whole. ENTERED FOR CONSUMPTION. Coffee, green................cwt. 1,207 2 26 $3,100 $8,796 $11,896 Sugar, refined.................do. 1, I274 224............ 9,548 9,584 other kinds.............do.. 25, 371 0 1.... 114, 052 114,052 molasses...............do.. 20,1102 0 10.27,064 27,064 Tea.. lbs.. 310,260 15,592 55,296 70, 888 Tobacco, unmanufactured......do.. 225, 082 4, 368 11,052 15, 420 manufactured........do.. 91,583 7,284 3,932 11,216 Cigars. do.. 1,548 1,392 588 1,980 Spirits, brandy.....galls.. 24,540........ 17,732 17, 732 Gin...................do.. 27,5911 452 9,280 9,732 Rumn......o.. 7,065............ 1,964 1,964'Whiskey................do.. 1,859........ 1,180 1,180 Cordials......................do.. 62 100 1)0I Wine.........................do.. 65,525 952 30,640 31,592 Rice................................................ 7,464 7,464 Salt.....................bushels.. 314, 322............ 18, 824 18, 824 Fruit, green...................... 3, 23.2 3,232 dried.........1.192 7,584 8,776 Spices............................................. 6,360 6,360 Confectionery and preserves.. 708 708 Maccaroni...................lbs.. 1,5 10............ 148 148 Vinegar.....b........galls.. 14, 775......... 1, 81.2 1,812 Grains, barley and lye...........................I............. 136 136 Beaus and pease..28 28 Beans nd peae...... o....O....................[............288 Meal.... 3, 792 3, 972 Flour........ bbls 371 44 532 976 Provisions, butter. cwt 2 0 19 8 8 Cheese......................do. 83 2 23....... 1,068 1,068 Meats, salt.........do 199 3 10 84 944 1, 028 Hops........................lbs.. 340....... 40 40 Ale and beer................galls.. 10, 552............ 5,504 5,504 Cocoa and chocolate........................ 732 732 Fish, salt and pickled............................ 16 29, 128 29,144 fresh............................... 2,156 2,156 Furs...................... 260 14,192 14,452 G!ass........................................... 372 24, 856 25, 228 Leather, tanned.................................. 2,068 14,488 16,556 Oil of all sorts.........galls.. 87,7401 68 49,152 49,220 Paper.... 640 7,364 8,004 Seeds..92 392 484 Manufactures, candles............................... 3, 588 3,5-8 cotton........................... 1,048 31', 804 319,852 leather.............................. 8,536 8,536 India-rubber..................... 5, 480 156 5,636 iron and hardware.. 4,960 403,741 407,704 linen......................... 75,644 75,644 silk.......101,852 101,852 wood............... 9,164 9, 164 wool..... 1, 492 339, 060 340, 57'2 Machinery................................................. 4,440 4,440 Articles not enumerated................ 14,096 346,188 360,284 Burr stones unwrought,...........1, 000........... 1,300 1,300 Chain cables..... 43, 724 43, 724 Coals......................tons. 60, 8551.......... 95, 976 95, 976 Dvestuffs.....................lbs.. 15, 148 4 6, 712.6, 716 Flax, hemp, and tow.........tons.. 291 19 2 18 3,304 19,244 22,548 Hides............................... 1,164 1,161 Jnnk and oakum.............cwt.. 35)282 5. 12,860 12,860 S. Doe. 112. 485 STATEMENT Continued. Articles. Total quanti- Total value Total value Total value ties. viathe United by sea, via St. of the States, inland. Lawrence. whole. ENTERED FOR CONSUMPTION. Lard.............. kegs.. 448 $1,812...... 1,812 Lead.............$12.. 76 1,276 Ores of ta............. 2.. Pitch and tar.. bbls.. 2,195 476 3,916 4,392 Rope........ t ons. n618 10 0 3... 97,748 97,748 Resin and rosin............. barrels 2, 391 72 3, 324 3,396 Steel............... tons.. 33 1. 0 225,012 5, 012 ~Tallow......................................... 7,668 - 15,736 23,404 All other articles liable to duties............ 5,796 5 796 Pork,............. etons.. 67 13 2 14 13.,808.. 13,808 Leather boots and shoes.... 0.........0........ 600 Free gndls. Maize........Ws. 17, 461.5, 744 5,744 Other free goods............ 792 51,200 51, 992 93, 456 2, 474,728 2,7568, 184 Value of sundry other goods entered for the warehouse.20, 536 746, 888 767., 424 113,992 3,.221, 616 3,335,608 From Great Britain..................... 712, 625 2,850, 500 From the United States.........39,277 157, 108 From British North American colonies.....40, 882 163, 5,28 From other countries... 41,2119 164, 476 833,903 3,335,612 NOTE.-Goods arriving at Q~uebec for transhipment to other ports are not comprised in this return. CUSToss-IousE, CQUEBEC, Jeanary 21, 1852. N~o. 2 1.-General statement showing imports into the _port of MVontrealfor the year ending January. 5, 1852, distinguishing the countries whence and the route by which imported.C Articles. Total quart- Total value. Great U. States. British N'. A. All other for- Total value Total value tities. ~~~Britain. colonies. eign court- imported in-' imported by' tries. land, via U. sea, via St. States. Lawrence. Value. Valute. Value. Value. Coffee, green.........................ewt... 2,497 0 27 $24,348 $1, 140 $19,512.......... $3, 688 $19, 512.$4,832 other...~..................... do.... 5 1 3 64............ 64........:: 4.7... 6 4.. Sugar, refined....................... do.... 13, 984 3 10 97,388 54,192 8, 27'2........ 34, 9'2 8, 272- 89, 116 other kinds................do... 87, 418 1 26 M0~766 69,488 28,892 i149:528 15,960 28,82 374,88s0 molasses..................... do.... 31,767 2 27 39,396 1, 520 5, 4906.13,072 19,304 51496 33,900, Tea................................pounds.. 84'2,568 206, 532 42, 332 99,276 I,{O$5m 0 1.09,'276 97, 256 Tobacco, unmanufactured............. do.... 347,075 16, 652 32 16, 616......................... 16, 616 32 manufactured............... do..., 646,124 80, 312 2, 436 77,876...................... 77, 876 2, 436 Cigars..........................do.... 5,936 6,340 216 5, 532.......... 588} 5, 532 808 Snuff................. do.... 1,170 172 14............ i464 104 64,8oirits —Brandy................... gallons.. 140, 716 3-5 93,516 10..(,05;6 1,224.......... 82,232 1, 224 92, 2F~8 Gin........................ do.... 46,602 13,324 8, 132................. 7,192...... 15,3'24 Rum....................... do.... 18,557 6,128 3, 912 740 208 1,260 740 ) 5,3184. Whiskey................... do.... 18,-058 8, 160 7, 704 456..................... 456 7, 704 Cordial~~~~~~~~~~~~691- ~ 4............ 1~.........do.... 69~ 1 142"992' 15'2 99)2 Wine, under $60 per pipeo.....do.... 104,280 36, 940 11,204 ~ 1, 160 248:24., 324 1, 160 35, 780 above $60 per pipe....do.... 44 9'20 2-5 35,400 17, 152 616........ 17, 524 616 34, 680 in cases...............do.... 4, 800{2 10, 53'2 6, 140 3, 424' 4 960 3, 421 7,10O8 Salt..... o.............bushels.. 70,19:t~ 4,960 4, 072 _.o -............. 88..........88 4, 960 Fruit, green.........................do.... 10,964' 5, 460...49 408... 109...,:0'1(5 dried.............................................. 45,688' 31,892 4,008 1i,268' 8,516 4,008 41,676 Spice.............................. 30, 620 20~ 152 9, 148 356 960 9, 148 21,472 Confectionery and preserves............................. 1~ 552 760 340 -oo.......... 444 340 1, 208 Maccaroni...........,.0.................. 56............... 3..................... 536........ 5,36 Vinegar................................................ 5,248 244.............. 5,004............ 5,248 Animals —Horses.................. number..'' 48........ 48.................... 48............ Swine.......................do.... 2........................................................ Books —Foreign reprint of British copyright works...................................... 198............! 1:8............... 108...,..? Grainsz. —Meal...................rls 26 24 4................... 4 Grains-Meal~~~barrels. 26~ 92 44 4... Flour.. do.... 10, 102 3288.32,788.32,788.......... Provisions-Beef....................cwt.. 274 1 8 1,248............ 1,248.... 1,248...... Cheese...................................... 5, 284 1, 936 3,308............ 36 3,308 1,972 Meats, salt................................ 3,860 76 3, 768............ 12 3, 768 92 fresh................................. 16............ 1 6............1............ 6........... Pork, not mess...........cwt... 2, 670 I 12 10,196........... 10,196........................ 10, 196. Bran and shorts...................bushels.. 25......... Ale and beer..........................15, 692 15,556 136........................ 136 15,556 Cider..................... 184....... 184........................ 184......... Cocoa and chocolate....................................... 188 128 60........ 60 128 Fish, salted or pickled................................... 8,600............ 72 7. 8,524............8,524 fresh..............................2,380............ 29 380.........380........ Fur...................................................... 46,004 34,044 7,216............. 473 7,216 38,784 Glass.....4..................................... 53,668 35,944 1,404........ 16,316 1,404 52, 260 Leather, tanned.... 42, 788 30,640 10, 968 368 808 10, 968 31, 820 Oil, other than palm and cocoanut......................... 109,932 72,748 23,544 8,140 5,392 23,544 86,284 Paper............................. 46, 092 45, 796 280............ 8 280 45, 808 Potatoes... 56............ 56...................... 56........... Pork) mess...cwt.., 785224 95936............95,936.95936. Seeds............... 4,336 2,896 17396............ 40' 1,396 2,940 Rice............................tierces.. 281 Do bags 4216 ~ 9,884 4,932 4,952................ 4,952' Do...............................bags.. 621 58........ 58.....,8..... Lumber or plank.....................feet 102621 588.588.588.Manufactures —Candles.................. 18,636 14, 400 4,232.. 4,232 14,400 Cotton................... 1,950,000 1,899,160 50,440............ 400 50,440 1,899,560 Leather, boots and shoes.............. 6,592 7, 912 676 676 5,912 other.... 18,860 173324 1,200. 332 1,200 17,660 India-rubber.............................. 14, 108............ 14, 108............. ~ 8 Iron and hardware. 867,956 828,404 34,360...... 5,188 34,360 833,592 Machinery.............. 37,840 2,360 35, 476............ 35,476 2,360 Linen................. 2529, 244 251,2 12 1,028....... 1,028 251,212 Silk...................................... 308,684 298,984 8,632 484.576 8,632 300,048 Wood.................................... 10,012 2,448 7,564............ 7,564 2,448 Wool.......................1.............. 1,368,944 18,124 11,840 18,124 1,380,788 Articles unenumerated.......................1234, 408 1, 162,.256 59,904 12 12,228 59, 904 1,184,500 Bro'omco'rn.3.........,..., 3 432............. 3,432...................... 3,432............ Bark.......................-................020............ 0............ 20 2... Bark~~~~~~~~~~I.....220....... 1.20 Bristles......................................... 1,236. 1080 152........................ 152 1,080 Buir stones, tin*rought. 6................... 3,100 2,008 1,088................. 1,088 2,008 it Chain cables.....7,284 7284...... 284 STATEMENT-Continued. Articles. Total quan- Total value. Great U. States. British N. A. All other for- Total value Total value tities. Britain. colonies. eign coun- imported in- imported by tries. land, via U. sea, via St. States. Lawrence. Value. Value. Value. Value. Coals.............. $3, 476 $3, 152 9320............ $4 $320 $3,156 Dyestuffs................. 34,896 32,092 2, 696. 104 2, 696 32,200 Flax, hemp, and tow..................................... 26, 624 26,108 512........................ 512 26,108 Hides.................................................... 568.... 568................... 568 Iron-Bar, rod, and sheet............ 322,696 320,804 792.......... 1,096 792 32i,9o0 re Boiler, plate, and R. R. B.... 99,824 119,284 536................. 536 99,324 Pig, scrap, and old.................................. 106,348 105, 132 956............ 256 956 105,392 Hoops.................................... 43,544 43,392 148...................... 148 43,392 Junk or oakum.... 1,244 904 336..... 336 904 ~ Lard... 11,524........ 11,524..................... 11,524.......... Grease and scraps................................... 4 4..... 4 Lead.....................3................... 3,884 3,884.........................3................ 3,884 Oil, cocoanut and palm..................................... 632 632.......... 632 Pitch and tar............................ 1,372 832 358 $148 388 980 Rope... 128 128....................................... 128 Resin and rosin............3,600 808 2, 724 60......... 2,724' 872 Steel................................................. 58,036 58,024 8........................ 8 58,024 Tallow...57, 020. 57, 020.............. 57,020. Walw..................................... 57 02............ 5,00....:.....:.........5,2....... Other articles...................................... 55,832 52, 520 3,312........ 3, 312 52, 520 Fr ee. Animals-Horses.. number. 2 156 96...... 60.......... 1,208 156 Oxen and bulls.............do.... 50 1,264 56 1,208'............5.......6....... Sheep..do..,, 11 84 84.......... 84 Barley......... bushels.. 12 8 8.......................................... Books.................................. 67,632 43,576 18,408........... 5,744 18, 408 49, 220 Busts and casts..................... 348 204 140............... 130 20. Bread............................ 28 28........ 28 oal......2 040.....0.,.....2..., 040 Cocoa and chocolate........ 736.. 736.736 Cotton-wool..1,74..2............... 4, 724............. 1, 724 Coin and bullion.............21,140 10,13 11,00011,000 Drawings.................... 5,024 3,340 1,720.................. 1, 720 3,300 Donations............................................... 14,344 14,264 80........................ s0 14,264 Farming implements...............96 40 56......................56 40 Fish, fresh............1,244.....1...',:244........... 1,244 salted..38...., 724 940.............37,784. salted............................................ 8, 7'24 9 40........... 37.78......................;.... 38,724 Fish oil..b........ar. 2ba4els.0. 1, 6248 Do~~~~~~~~~~~~~~~~~~~~~~4..... 40....a...................oe 2404.5 24,0.0................ 4 04................. 4 08 Do.....o boxces... 35 2408 Furskins................. 29,136 29,136...... 29,136'Grindstones.. number.. 4,250 1,688.............. 1,688 Hoops.................................................. 20o.......................... 200..................... 20 Meat.................................................... 64 64....4... 0. 6 Maize...bushels.. 90,355 39,968........ 39,968.................. 39,963......... Manures................................................. 24 2. Marine stores.............................. 96 96....96 Military stores................. 38, 596 37,536 1,060................. 1,060 37, 536 Military clothing. 38,416 38,416..... 38,416 I ~ ~ ~ ~ ~ e c..o.... I0...e.!,...e.....0...oeo.e.....o Philosophical instruments.................... 328 248 80........ 80 248 Plaster.91......912.....912........ Poultry................................4 4...:4 Soda-ash.14.................18................76... 8 Specimens...............16 4............ 4 Potatos...............................'.....~..................,......... 2 7...,)70........................,............,.. o.......... 2 70 Seeds~~~~~~~~~~{... 2782,0......2,0 Settlers' goods....14,104 11,476 2,608 20.......... 2,68 11,496 Trees, shrubs, &e.......................................344 1,940............. 1,940 344 Wheat..... bushels.. 215,283 179,952. 4 179,924 20....179,924 24 Wine for officers' mess....... gallons.. 2093 4,560. 1316......240........................,560 9,177,164 7 358 984 1,081,368 252,292 484,512 1,081,368 8,095,792 CUsTOM-sOUSE;, MONTREAL, February 2, 1.52.. T. BOUTHILLIER, Collector. 490 S., Doe. 112. No. 22.-An account of the staple articles, the produce of Canada, c., exported in the year ended 1851, as compared with the year ended 1850. PORT OF QUEBEC. 1851. 1850. Description of articles. Quantity. Value. Quamntity. Value. Apples..................... barrels. 716 $2404 588 $1,764 Ashes, pot.........do... 3,082 86,900 2,434 6, 720 pearl....... do... 2,330 37,372 1, (92 31,008 Ash timber...................tons.. 3,016 14,900 1,713 6,852 Barley.................. minots. 1,040 408 3, 470 1,120 Battens..pieces 4,898 1,960 5,583 2,080 Beef... ti erces. 20 5268 121 9408 do.'...me.......barrels$ 564,2 692 Birch timber....... tons 3,252 18,468 4,613 28,521 Biscuit.............cwt.. 1,302 4,376 1,035 2,944 Butter.............. pounds. 388,265 26, 596 182,023 22, 628 Deals, pine and spruce........pieces 3, 449, 611 937,480 22995,764 584, 784 Elm timber..................tons 3, 618 196, 124 387166 220,976 Flour.........................barrels.. 141,143 570,876 151,094 643,028 Handspikes.................pieces. 5, 323 900 12, 415 2, 080 Hoops.....................do......... 6,200 200 Lard.......................pounds. 45, 472 2, 256 4, 320 392 Lath-wood and firewood.......cords.. 5,507 32, 080 4, 423 26, 252 Masts.......................pieces. 671 67, 100 620 62, (100 Meal (corn and oat)...........barrels. 2,897 9,976 2,970 8,688 Oak timber....................tons.. 28,105 189,308 27, 600 251,004 Oars.....pieces.. 9,074 4,536 17,435 8,720 Oats... bushels. 5,827 2,276 11,541 2,760 Pease and beans............do 11,543 8,960 6, 543 3, 748 Pine timber, red...............tons.. 90, 488 456,232 89, 652 468, 976 white............. do.. 410, 091 1, 50)8, 528 326,033 1,055,096 Pork.........................barrels. 2,690 30, 424 2, 394 23, 788 Shingles.................. bundles. 50 250 271 348 Do..................pieces.. 44,000 25 52,00034 ~~~Spars ~~......, do 2, 232 -44, 640 3, 229 64,580 ~Staves........................ M... 236 34,076 452 58,340 do. other....................do... 3,877 348,060 3,622 263,100 Tamarack wood............. tons.. 430 2,028 915 4,676 do sleepers............pieces. 19,758 4,068 28,195 5,808 Furs and skins................... 1208............ 11,788 4, 671, 048 3,881,280 CUSTOMI-HOUSE, QUEBECc, March 13, 1852. S. Doce. 112. 49 No. 23.-An account of the staple articles, the produce of-Canada, c, exported in the year ended 5th January, 1852, as comped with the yeared ended 5th January, 1851. PORT OF MONTREAL. Description of goods. Year ended January 5, 1852. Year ended January 5, 1851....Acetate of... 38 casks. Apples......... 515 barrels fresh and 1 box dried..... 909 barrels fresh. Ashes Pot........ 21,042 barrels......... 14,844 barrels. Ashespe... 6,221 barrels......................,250 barrels. Bacon and hams...... 4 hhds. bacon; 5 hhds., 38 tierces, and 518 package. 32 casks, 17 barrels, a barrel, 3 boxes, and 450 loose hams; of these 5 hhds. and 12 loose hams foreign Balsam......... 50 kegs Canada and I box cherry. Barley.... 2 barrels............. barrels. ~~.. Beef. 298 tierces, 670 barrels, and 12 half bar- 1,853 barrels. rels; of these 28 barrels beef foreign. Beeswax...... 2 tierces and 1 cask. Biscuit...... 2,909 bags-1,468 Canada, 1,441 manu- 65 barrels and 204 bags. factured in bond. eBran.l................................. 1,000 bushels. Brandy...... 20 hogsheads (foreign.) Bread........... 491 bags. Bricks.................... 8,000. Brooms, corn...... 55 dozen, 1 package, and 1 broom. Butter....... 20,767 kegs, 4 barrels and 12 half bar- 10,015 kegs. rels. 1 64 firkins and 25. 1 tubs, 35 minots. Candles........113 boxes-lO British, 3 Canada, 100 189 boxes. manufactured in bond. Cast-iron ware...... 18 stoves and 8 pieces. Cheese........112 tierces, 77 barrels, 4 boxes, 2 pack- 133 packages. ages, 1 cask, I case, 1 cheese. Clocks.... 8. Corn, Indian::....54-658 bushels and 200 bags......41,491 bushels. Flour......:: 23.0,466 barrels-224,403 Canada, 6,063 129,740 barrels. foreign. Furniture.......It packages,. Furs and skins..... 15 packages, 16 casks, 8 cases, 1 pifn. 23 packages. 1 tierce, 1 barrel, and 1 bale. Glass.........13 boxes and 91 boxes. Grease........43 kegs. Groats........ 29 half barrels. Hoofs........7 tons, 2 cwt. and 5 pounds. Honey........3 boxes, 3 tins, and 1 case. Horns and bones..... 6,490 horns, anco 51 tons, 6 cwt. bones.. 35 tons horns and bones. Lard...... 236 barrels and 1b8 kegs; of these 200 4 barrels and 208 kegs. barrels foreign. Lumber, viz: Boards.....6,907 pieces......0,.......7,487 pieces. Deals.... 1,212 pieces.............3,146 pieces. Billets........6292 pieces. Handspikes 144..18,032. Maple.....9 logs. Oars......875 pairs........... 1,367 pairs. Sawed pine.................... 338 pieces. Walnut.... 5.000 feet. Staves, std. "and 222,739 pieces std., 8,248 barrel.... 231,861 pieces std. and bbl. barrel. Punche'on 292,183 pieces..... 375,400 pieces. Head'ing..... 2,000 pieces. Meal, Indian... 1,531 barrels...... 1,472 barrels. 492 S. Doc. 112. STATEMENT-Continued. Description of goods. Year ended January 5, 1852. Year ended January 5, 1851. Meal, oat........... 1,019 barrels and 12 half barrels....... 532 barrels. Naphtha.... 11 cases and 8 casks. Oats............................................ 1,072 minots. Oil cake... 88 tons, 8 cwt., 3 qrs................. 200 tons, 7,608 pieces, and 24 barrels. Onions...... 160 barrels and 24 bushels............ 328 barrels. Ores, copper........ 415 tons, 5 cwt. Pails.............. 25 dozen. Peas.......... 61,476 bushels, 543 barrels, and 50 half 209,874 bushels and 406 barbarrels. rels. Pipes, tobacco....... I box.. 100 boxes and 65 half boxes. Pork...... 3,732 barrels, I tierce, and 4 half bar- 445 barrels. rels; of these 1,734 foreign. Saleratut............ 116 boxes. Seed, viz: Clover........ 31 barrels. Timothy.... 26 barrels and 82 casks. Millet........ 6 barrels. Flax......... 19 barrels and 260 bushels. Soap............ 19 boxes.............I...........849 boxes. Starch..... 201 boxes and 1 case pulverized. Sugar, maple.......7 boxes. Sirup, maple....... 1 keg and 1 jar. Tongues............ 55 kegs and 4 barrels. Vinegar............. 50 barrels.......................44 casks. Wheat............134,010 bushels..................... 87,953 bushels. Whiskey........ 14 hhds. and 4 quarter-casks, (British.) 30 puncheons British returned. Wooden manufactures 71 packages. Value......... $1,834,112......... $1,453,680. S. Doc. 112. 493 In addition to the foregoing, the following goods were exported in foreign ships from this port, which vessels proceeded to Quebec to clear outward, under a license granted in virtue of an order of his excellency the Governor General, in council, of the 23d February, 1850, and whose cargoes will consequently be included in the exports from that port: Description of goods. Year ending January 5, 1852. Apples................................ 87 barrels. Beef....... 25 barrels and 5 tierces. Butter.................................... 183 kegs and 50 tubs. Candles.................................. 600 boxes. Flour.................................... 6, 367 barrels and 613 half barrels. Llams........ 6 tierces. Lard............................ 292 kegs. Lumber, viz: Boards................ 340 pieces. Planks..... 100 pieces. Staves, standard................... 1,451 piectes puncheon................. 4, 600 pieces. Oat-meal.................................. 50 barrels. Paper...................... 18 bales. Pork............75 barrels. Tobacco.............................. 25 boxes and 3,146 pounds foreign. Wheat................................ 1, 928 bushels. Yalue............ $29,804. CUSTOMa HOUSE, Jtlontreal, January 6, 1852. R. H. HAMILTON, Conilptroeller. No. 24.-Statement showing exrorts fromnz Canada to the United Sta(tes, at the port of Bruce, in the year ending January 5, 1852, distinguishing the amounts carried in British and American vessels, respectively. Vessels. Vessels outward. Articles. Total quantities. Totalvalue. Value in Brit- Value in Ameri- American American British British sailish vessels. can vessels. steamers. sailing. steamers. ing. Tons. cwt. qrs. bs o. Tons. No. Tons. No Tons. No. Tons. Fine copper.............. 90 11 1 1 $36,000............ $36,000 1 364 4 478...... 3 100 Pigd...do........................ 19 5 0 0 6, 752............ 6,752 Copper ore...................................440 10 0 0 17,20...... 17, 62 Fish.........................1,487 barrels...... 26 $1,440 4,828 Furs.....................,...... 800 )0.............. Lumber.........,. 16,000 feet........... 160 l 160 o Flour..5. barre,20, 20.............. Limestone.....,....... 17 cords............... 16...... 67,640 2,420 65,220 No. 25.-General statement s/owing imports into the port oJ Sault Ste. Mariefor the yearending.January 5, 1852, distinguishino the countries from whence and the route by which imported. Articles. Total quantities. Total value. From Great From United Remarks. Britain. States. Cwt. qrs. lbs. Value. Value. Coffee, green....................... 1 1 10 $4............ $4 Sugar, refined................................... 14 2 12 160 $ 60............ Imported via Hudson's Bay and Lake Superior. Do..bastar.................................. 1 0 23 4........ 4 Molasses....................................... 1 0 4 4............ Tea.......................................... 476 pounds....... 148 148........... Tobacco, manufactured.......................... 134...do..........12.. 12 Cigars....................................... 28... do... 36 36............ Brandy....................................... 28 gallons........ 32 32........... Whiskey................... 43..do 8........... 8 Wine.....64...do.......... 148 148............ Fruit, dry............. 28 28............ Do. green.................................... 6.................... 16 16 Spices.................................................. 12 12............ Cordials...................................... 8 gallons 8 8.... Vinegar.........................................do....... 8 8..... Horses......................1................. 28...... 28. Salt......................................... 278 bushels....... 88........... 88 Flour........................................ 11 barrels........ 40............ 40 Beer......................................... 14 gallons............................... Fish, salt...................................... 1 barrel.................... 4 Pork, mess.................................... 21 cwt. 2 qrs. 12 lbs. 920.............920 Lumber........................................ 4,900 feet......... 48............ 48 Hardware...............,....,.,.,.,................. 1,192 1, 192............ Cotton goods...................................................... 1,356 1, 356............ Woollen goods................................. 4,560 4, 560........... Iron, bar......................................................... Iron,~~~~ ~~~~~~ bar......... 16 16...... Rice...................................................... Rice..~~~~~~~~~~~I16 barrels..... Unenumerated......................................... 3,116 3, 156 36,............ 12, 124 10,892 1,232 _ NOTE.-The importations from the United States were all by open boats. Those from Great Britain, all via Hudson's Bay, Moose river, and Lake Superior, n boats and canoes. CUsToM-HOUSE, Port of Sault Ste..Marie, Canada West, January 30, 1852. No. 26.-General stateemnt showing imports into the port of~ 1-amilton for the ycar end'ing January 5, 18 32, distinguishing the countriesfrom whence and the route by which imported. Total quan- Total value. Frcm Great From United From British From all other Total vbue im- Total value imArticles. tities. Britain, value. States, value. North Ameri- foreign coun- ported in and via ported by sea can colonies, tries, value. United States. via St. Lawv:lue. rence. Coffee...w...t. 2,216 0 25 $24,348.............. $24,348........................... $24,348. Sugar, refined..f.......cwt. l1,53 l1 25) 10,856 $1,260 8,832 $764 6,552 $4,280 Sugar, raw.....e..cwt. 15,759 0 18 72,732 3,444 51,772 $20,508.. 23:956 48,772 Cigars...................lbs. 7,459 9.292.......... 9,292 184.....9,292......... Brandy.................. galls. 7,7541 5,472 336 768.............. 4,176 768 1,900 _2 Wines........... galls. 10 4014 6.252 488 4,944... 816 4,944 1,308 Tea.............. lbs 435,49 t 162,040) 7,528 154,588............... 154,508 7,528 Tobacco.l... bs. 357,522 61,988............. 61,988................ 61 988.............. Salt.................. 79,617 13,288..... 13,288............................ 13,288........... 0 Fruit.1222 8) 1154.154680: Fruit..................................... 12,!228 680; 1i 544............... 11 544 Spices.......................... 2 828 348 2,480............................. 2,480 348 Cotton manufactures......................... 523,384 383,956 171,428........................ 171,428 383,956. Fish.,............... 2,544............................ 2,544.......... a Glassware................................. 10,160 536 9,620............................f9.620 536 M Hardware and iron......................... 279,248 177,856 101,388.. 101,388 177.856 Leather...... 40,612 12,956 27,440 212 27,652 12,956 Linen.............................. 66,320 56,436 9,884....9...... 9.884 56 436 Silks....................................... 133,)04 113,168 19,836............................ 19,836 113,i68 WVoollens................................... 384,132 269,7T,8 115,988.............. 1,552 114,344 269,788 Paper.................................... 14,300 5,620 8,676............................ 8,676 5,620 Books........... 548.............. 548.....o.. Hides.............................. 10,808.............. 10,808........................... 10,808.............. Railroad iron.............................. 16,728...... 16,728............ 16,728..... Furs..................................... 7,920 3,25 -2 4.664 6.............. 4,664 3,252 Other articles............................. 295,220 87,152 207,564.................. 600 207,564 87,652 2,198,300 1,124,836 1,044,732 20,692 8,032 1,018,404 1,178,892 JANUARY 23, 1852. JOHN DAVIDSON, Collector. No. 27. —General statement showing imports into the port of Torontofor the year ending January 5, 18s52, distinguishing tile comntries from whence and the route by which imported. Total quan- Total value. From Great From United From British From all other Articles. tities. Britain, value. States, value. North Amer- foreign coun. I ican colonies, tries value. value. Coffee....................e.........cwt. 2,427 30 8.............. 2$27,228.....,.27,228.... Sugar.-.O.... @*.......do... 18,962 2 18 92,00() $3,416 64,136 $24,444...... Molasses do.....d 1,229 0 17 1,9441,944............ Tea...............pounds. 446,013 152,820....... 152,820.................. Tobacco, cigars, and snuff.................do. 311, 228 57, 120............. 56, 472.. $1, 044 Spirits and wines...........................gallons. 29, 475 21,624 2, 736 18,508.... 376 Salt.......................s......................bushels. 102,735 17,0S`8.... 17,088................ Fruits, spices, &c........................................... 25, 108.......... 25,108........ Cheese, hops, &e.................................... 4, 492.......... 4, 492................ Fish, fur, glass, &c............... ~.*DO*........ 53, 360 8, 408 44, 948................... Rice and seeds.................................. 4,764.......... 4,304 456.............. Dry goods, hardware, &c.................................................. 1,461,780 718,028 743,752............ ~ Othergoods..........,........... 552,972 250,772 269,052.... 35,144 Broom-corn............................................................. 2,640.. 2,640...... *................... Burr-stones and block marble............................................. 11, 880......1...... 11,880............................ Coal........................... 2............................... 24320320.............. 24,320........ Dyestuffs, tallow, and oil....................................... 25,244 304 24, 936........................ Hides...........24,672............................... Hides. @ * * o ~~,...................... e 4, 672..............* 24. 672..............................@.8 Othergoods................ 38,440 31,156 7,284....................... 2,601,928 1,014,836 1,525,620 24,900 36,568 C.US..o..-O...S.. PORT OF ToRo..o, J..ry 23 18.2. W. F. MENDELL Collector........ CtT~TOM- HOUS%7 PORT or ToRo;ro, JanuaBry 23,1852. -W.F. ME2NDELL, Collector. No. 2S.-General statement showing imports into the port of St. John for -the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported. Total quan- Total From From From Brit- From all Total value Total value tities. value. Great Bri- United ish N. A. other for- imported imported Articles. tain. States. colonies. eigncoun- inland via by sea vi& Remarks. tries. U. States. St. Lawrence. S~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ specifics. Coffee, green.cwt...... 2,630 2 3 $25, 4..... $25, 432.$25, 432....... Sugar, all kinds...:... do. 6, 3312 3 15 28, 192 28, 192.28, 192 Molasses....do 4, 684 0 14 6, 176...... 6, 176.6176.... Tea........................pounds.... 944,931 236, 584.236,584.236584. Tobacco, unmanufactured....do... 279, 179 15, 72. 15, 692.15,'692. Do manufactured.......do...... 380,688 47,096.. 47,096......... 47096. Do cigars..............do..... 12, 239 12,.12876.......... 12, 876. Do snuff..............do...... 994 168.......... 16.8168. Spirits and cordials.........gallons.... 2,391 1468 1,468........... 1,468.,. Whiskey....................do...... 379 4..........124 Wine......................do.....2.,1,600.. 1,600.......... 1,60. Salt.....................bushels. 14,1571 744 $708 36....36 $708 6,391 bushels exported to United States, Thirty per cent, and 3,760 bushels in warehouse. Fruit, all kinds....................................... 15,124.15,124 Spices........................4...............4, 444 4....... 4,44. Vinegar...............gallons.... 7605 764.764.. 7644......... Other articles.................................... 532.532. Twenty per cent. All articles at twenty per cent... 300 300..300.......... Twelve-and a-half per cent. Fish of all kinds... 2,552 2,252 $300.2,252 300 Exported to U. States. Fur., 25, P76 1, 344 25, 308... $224 26, 876. Leather, tanned.................. 69, 736- 428 57, 572.11, 736 69, 736 S..... Oil, except palm or cocoanut.. 13, 608.......... 13, 608.......... 13, 608.. Paper.... 11,868 552 11,168 148 11,868."'.... Rice................ 2,052 0 20 6,564 6,564.6, 564........ Manufactur ed candles............................ 2,5642, 564.... 2,564...... Do cotton.............................. 223, 140 17,7'28 205, 1I4' 224 223,140..'. Do leather.............................. 21,996 3,716 18,204 76 21,996.. Value in warehouse Do India rubber......................... 30,296.......... 30,296.......... 30,296$248. Do iron, hardware, and machinery..... S S. S............ 181, 472 12,688 166,504 2,376 181,472..' Value in warehouse Do linen.............................. 8,044 3,172 4,864 8 8,044.. $148. Do silk................................. 87, 176 49,2'28 301984. 6,960 87,176.. Do wood............................. 15,924.......... 15, 904.16 15, 924.. Do wool................... 221,760 20,036 194,936.6, 788 221,760.. Other articles.....................................212396 6,4 183,764..3,288 212,316...... Two-an d-a-half per cent. Broom-corn..348.......... 348.................... 8...... Bristles.............................. 3,052.......... 3,052...... 3,052.. Coal........................tons...... 532 10 0 0 1,348.1,348......... 1,348.......... Dyeatuffs.~~~~~~~~~~~~~~~3,812...... 3,812.....3,812...... Flax, hemp and tow.......... l, o 6. 6... F1 ~~~~~~~~~~1.9316~ i,.00........ / 6,200 I...... Hides............. 31,593 64,208.......... 64,208...... 64,208.......... Pitch and tar. barr s. 49 924......... 924..924.......... b arre.. s6.............9! 869...... Resin and rosin. do 657 860......... 8 do............. 7960..::::: 6............. 76084..........[ Tallow.................... /ons.. 275,8 126..... Tallow~~~~pounds....121,~654 7,684 ~......[7, 684.....7, 684....... Other articles.... 1 256...21,256.................... Free. Animals..2280.. 280................ 8....ooks..*............. 30, 092 240 24, 956 1, 892 30,092. Cotton-wool.pounds.... 176,603 14,256... 14, 256 ~.............256 Coin and bullion................ 245, 752............... 245, 752.......... Other free, goods.................15,004 48 14,288.304 157004 Total......... 1,948,460 136, 604 1,774,592 300 36,956 1)947,448 1,008 J. W. TAYLOR,.dcting.Collector. No. 29. —-General statement showing imports into the port of Kingston for the year ending 5th January, 1852, distinguishing the fir the ye 9- ending 5,th Ja 1852, disti.g.ishing the countries from -whence and the route by which imported. Total quan- Total value. From Great From Uni- From Brit- From all oth- Total value Total value Articles, tities. Britain. ted States. ish N. A. er foreign imported in- imported by Remarks. colonies. countries. land via U. sea via St. States. Lawrence. Value. Value V alue. Value. Sugar, Muscovado.......cwt.. 4,065 3 27 $19,172. $8,460 $2,112 $8,596 $8,460 $10,712 Spices.....................604 472...... 908 132 Dry fruit................... 3,376 2.. 2,824 448...... 928 448 Brandy............ gallons.. 7,123k 4 4,8 00 1,036 3,.760.......... 1,408 1,036 Wine~~~~~~~~~~f 80 )6.................. Wine.............. do.... 2,1791 1,700 284 1, 412.................. 1, 412 284 Cigars.................................. 2, 172... 2,72................... 504.... Manufactures, &c......................... 355,848 89,256 265,020 764............ 18,584 90,024 Specific goods.............................. 85, 548......... 85, 448............................................... Goods 30 per cent. 4,.......... 4552.... ~20Do 5.......... 51, 5178........ d........................... ( Large amounts of Do 21 do -..............320,308 3,664 316,392 248........ 3,916 iron,&c.,exportFree goods............ 176,492 3,812 172, 680................... ed to U. States. Total.............98200 915,912 3,580 8,596 31520 106,564 Total*@@ — w@@@||e@ @|...................8,200o| 9 —5,91 a,5 |s 8,596 | 3,52o o10,564| S, Doc. 112. 501 No. 30.-Abstract of merchandise receivedfrom thefrontier districts adjoining Canada, and re-warehoused in the district of New York, during the year 1851. Artic!es. Packages. Value. Ashes -......... 2, 593 barrels, 6 cases, 152 barrels..... $62, 562 00 Beef................... 100 tierces........................ 1,025 00 Barley................... 987 bushels................. 354 00 Butter........... 1, 340 kegs, 23 tubs, I barrel............... 8, 791 00 Cotton and worsted....... 3 cases.......................... 1, 105 00 Fire-engine................ In 5 cases and I bundle....................... 1, 230 00 Furs...................... 13 cases, 3 puncheons, 3 casks........... 6, 347 00 Flour..~ - 250, 352 barrels........................ 846, 814 00 Hams............ 16 casks.............................. 630 00 Leather..8 bales.............................. 519 00 Ioccasins................ 7 cases................ 757 00 Oatmeal.. 200 barrels...... 666 00 Peas,......... 2, 439 barrels, 1641 barrels, 5,641 bushels 5, 651 00 Skins, dressed.......... I case.......................... 316 00 undressed.......... 1 case.......................... 182 00 Wax........ 20 bales.......................... 1,300 00 Wine..................... 91 pipes, 121 half pipes, 4 quarters........ 7,631 CO Wheat.............. 712, 403 bushels........................... 481, 213 00 1,427,093 00 DISTRICT OF NEW YORK, Collector's Office,.March 22, 1852. No. 31.-Abstract of merchandise received'from thefrontier districts adjoining CanLada, and re-warehoused in the district of Boston and Charlestown, during the year 1851. Articles. Packages. Value. Fl!our................ 28, 763 barrels.$96.................96256 00 A shes. i................. 151 barrels................... 2, 521 00 Butter.................... 1, 069 kegs and tubs....................... 7, 466 00 Paper, writing........ 3 cases.465 00 Hams................. 30 casks.......... 890 00 Peas.................... 2, 815 bushels........................... 1082 00 Wheat................. 15, 030 bushels............................. 8,628 00 Curiosities, fossil remains, &c................ 87 packages................, 2,133 00 119,441 00 COLLECTOR'S OFFITCE District of Boston aend Charlestown, Maarch 15, 1852. 502 S. Doc. 112. No. 32 —DISTRICT OF NEW YORK., Abstract of quantity and value of merchandise transported in bond to thefrontier districts, to be exported to Canada, during the year 1851. Articles. Packages. Value. Books................... 68 cases and 2 boxes.................. $20,306 00 Brushes................... 1 case and 2 casks..................... 352 00 Beads................... 15 cases............................ 1,979 00 Brandy................... 45 hogsheads, 10 baskets, and 75 casks.... 4,829 00 Burr-stones................ 2,829 pieces......................... 3,359 00 Buttons................... I case........................ 320 JO Camphor.. 9 casks................................ 1,050 00 Cordials................ 50 boxes............................. 143 00 Cassia................. 1,130 mats, 248 cases, and 5 packages......... 2,644 00 Coffee.................... 200 bags................................ 2,344 00 Cloves1 bags.................. 177 00 Corks........... 13 bags and 20 bales997 00 Cut glass..........3 cases.............................. 47 00 Dry goods........... 259 cases, 62 bales, and I package.......... 6, 942 00 Drugs.................... 18 cases, 3 bales, 1 ceroon, aiid 4 casks.... 3,821 t0 Earthenware............ 2 cases, 50 crates, pnd 2 casks........ 1,837 00 Engravings.......... I case and I package................... 74 00 Furs.. a............ 14 cases and 2 boxes..................... 6,061 00 Fire-crackers............ 50 cases and 100 boxes................... 116 00 Fish...................... 35 cases and 25 boxes................. 828 00 Flowers, artificial.......... 3 cases and 2 packages................ 1,667 00 Ginger...O............ 6 bags....................... 10 00 Gin...................... 3 hogsheads............. 95 00 Glassware.............. 17 cases and 400 demijohns................ 834 00 Glass bottles............ 3,000 bottles.....1..................... 16 00 Hardware................. 59 cases and 151 casks................ 19, 516 00 Hemp, manufactures of...... 2 coils.............................. 84 00 Hides......... 7, 474 hides............**ts.............. 16,029 00 Hats, wool...... 6 cases............................... 607 00 Iron, bar................ 300 bars............................... 309 00 manufactures of...... 16 cases, 6 casks, 50 packages, and 30 kegs. 5; 320 00 sheet..........340 bundles.......................... 1, 265 00 Jewelry............. 5 caies.............................. 2,255 00 Leather................... 10 cases.........2....................... 2, 722 00 Leather, manufactures of... 43 cases and 3 bales..13, 158 00 Looking-glass plates....... 2 caes.............................. 238 00 Musical instruments........ 9 cases......................... 760 00 Molasses.................. 245 hogsheads........................... 2, 826 00 Metal, manufactures of...... 37 cases and I cask............... 6,614 00 Nutmegs.............. 6 kegs and 8 barrels..................... 1,487 00 Oil cloth........ 3 cases................................ 435 00 Oil....................... 29 casks and 50 baskets.................. 1,915 00 palm.................. 39 casks and 1 case.. e... 1,979 00 paintings............ 2 cases............................ 32 00 Preserved fruit......... 13, 660 boxes, 1,571 barrels, and 937 packages.. 27,776 00 fish... 77 cases and 10 barrels...................., 329 00 Plants................ 1 box, (free)............................ 33 00 Paper hangings.......... 2 cases................................ 41 00 manufactures of...... 31 cases.............................. 3, 104 00 Pimento............. 182 bags............................... 1,626 10 Perfumery................. I case......................... 168 00 Pepper.............. I 90 bags............................... 336 O0 Paints.................... 50 casks............................... 1 ]93 00 Railroad iron........... 29,008 bars................................. 108, 534 00 Rhubarb...... 5 cases................................ 154 0O Rum..22 hogsheads and 18 casks 1, 757 00 $ilks.................. 33 cases and 3 packages................. 16,206 00 Spices................ 3 cases and:96 bags.. 717 00 Cigars..... 746 packages, 53 boxes, and 220 cases....... 19,007 00 Sugars................ 2, 484 hogsheads, 68 barrels, and 8 boxes...... 107, 049 00 Soap.... 220 boxes. 390 00 S. Doc. 112. 503 ABSTRACT-Continued. Articles. Packages. Value. Straw hats................. 6 cases............................. $647 00 Sundries............... 73 cases, 1,222 hides, and 4 casks.......... 20, 059 00 Tin........... 1,108 boxes............................. 8,271 00 Toys....................7 cases and 1 cask.....................646 00 Tin plates...................... 1, 225 boxes................................ 8,197 00 Tea...................... 25 boxes and 157 chests.................. 5907 00 Tobacco..5 bales.............................. 118 00 Wine.................... 181 casks, 445 baskets, and 36 pipes.. 15, 820 00 Wood.......... 1 case................................ 19 00 Watches................... 3 cases...................... 1,439 00 548,142 00 No. 33.-PORT OF BOSTON. Abstract of quantity and value of merchandise tramsported in bond to the frontier districts, to be exported to Canada, during the year 1851. Articles. Packages. V alu Books........... 52 cases, 1 bale, 3 chests.... $9,075 Dry goods................. 1, 074 cases, 410 bales............... 518,557 Earthenware............... 9 crates................................. 412 Plated ware................ 2 cases...............................491 Tea............... 48 chests................................550 Straw hats............ 7 cases................................. 1, 224 Boots.................... 2 do................................. 560 Raisins....... 615 boxes.... 877 Hardware......... 63 cases, 5 bales, 1 crate, 40 casks........... 16, 09 Hides................... 800 cases, 15 bales....................... 3,162 Jewelry................. 25 do.............................. 28,046 Watches............... 2 do................................. 2,243 Tin plates................. 488 boxes......... 4,083 Cologne.................... 6 cases.............. 177 Gigars..................3 do 20 boxes..................... 338 Saddlery........... 2 do 3 casks.................... 824 Sheet iron....... 6 bales, 3 bundles....................... 101 Herrings................. 25 barrels............ 61 Lemons................... 50 boxes................................. 68 Glass.' ~.........2 do.........279 Saltpetre.... - 75 bags.............................497 Nutmegs........ 1 case............................. 197 Salts of ammonia........... I do................................. 43 Fish, preserved.. 10 boxes...... 11 Grapes.......;..... 40 kegs............59 Hair seating.............. 1 case........................... 285 Seal-skins............... 1 do................................ 569 Musical instruments........ 2 do............................. 247 Plants.................. I box.................................. 8 Pictures..... 2 cases................................283 Perfumery............. 3 do................ 204 Paper....... 4 do........................... 431 590,771 ~504.~ S. Doc. 112. No. 34.-Abstract of quantity and value of Canadian flour exported fo the port of Boston to all ports during the year 1851 16,68 barrels Canada flour; value.. $57.92. No.35.-Abstract of the quantity and value of Canadianflour exportedfrom theport of Boston to the British American colonies during the year 1851. 4,590 barrels Canada flour; value.................... $14961 No. 36.-Flour and wheat, the produce of Canada, exported fom e port of New York to the British colonies, 4c., in 1851; and also the value of all other anada produce exported to the colonies and to Great ritain, c Ashesexported to Great Britain, 1,543 barrels.$...40.542 Aes exported to other ports, 878 barrels...- -. 19, Butter exported to Great Britain, 251 kegs.-...1,692 Furs exported to Great Britain, 12 cases.-.- -.. 3. 690 Furs exported to other places, 2 cases, 3 casks, 3 puncheons 2975 Wax exported to other ports, 20 1bales- -1300 Beef -exported to Great Britain, 1 00 tierces -- 1,025 Flour exported to Great Britain, 88,553 barrels - 302,920 Flour exported to British provinces, 86,689 barrels.....299,414Flour exported to other- ports, 1 00 barrels -- 350 Wheat exported to Great Britain, 507,044 bushels -....344,508.Wheat exported to British provinces, 6,798 bushels.....- 4,660 No. 37.-Statement of the value and quantii'y of Canadia. flour and grain received in bond at the _port of. New York, and the value and quantity exported, during the year 1851. Flour warehoused, 250,352 barrels —-- ------— $846,814 Flour exported, 175,342 barrels ------------- -602,684 Wheat warehoused, 712,403 bushels —-481,21Wheat exported, 513,842 bushels -349,234 No. 38.-Total am'ount of wheat and flour in store, December 31, 1851. Flour in store,~ 63,569 barrels- - —............210,600,'Wheat in store, 278,516 bushels --. 180,960 NEW YORK, MacITh 10, 1852. S. Doe. 112. 505 No. 39.-A comparative statement of the gross and net revenue received fromnt customs duties in Canada,for the years 1848, 1849, and 1850. 1848. 1849. 1850. Gross receipts of duties... $1,336,116 $1,778,188 $2,463,776 Charges for collection... 130,388 127,240 * 138,248 1,205,724 1,650,948 2,324,528 * In this item is included the sum of $9,832 for return duties. No. 40.-Statement showing the relative amount of business done in American and Canadian vessels at the undermentioned American ports, at which separate statements have been obtained, in 1850. In American. In Canadian. In bond, and Totals. character of vessel not stated. Oswego-..... $597,399 $1,490,223. $2,087,622 Rochester - 26,578 69,972 $3,639 100,189 Buffalo - 93,068 222,845 130,987 446,900 Total....... 717,045 1,783,040 134,626 2,634,711 No. 41.-Statistical view of the commerce of Canada, exhibiting the value of exports and importsfrom Great Britain, her colonies, and fobreign countries, together with the tonnage of vessels arriving and departing, during the year 1850.' COMMERCE. NAVIGATION.* Vessels from sea. Value of ex- Value of im- Tonnage to and from British ports. Tonnage to and from foreign ports. ports. ports. Entered inward. Cleared outward. Entered inward. Cleared outward. Great Britain......... $6 085,116 $9,631,920 North American colonies......................... 808,776 385,616 British West Indies....................... 8,376 4,448 360,280 522,093 161,836 21,870 United States of America......................... 5,031,156 6,594,860 Other foreign countries........................... 108,280 365,212 J -_ 11,961,712 16,982,068 366,280 522,503 161,836 21,870 t1 *This table of tonnage embraces merely the vessels arriving and departing from the ports of Quebec and Moptreal; the inland ports are not included. S. Doe. 112. 507 PART VI. NEW BRUNSWICK, This province is situate between Canada and Nova Scotia, and abuts on the northeastern boundary of the United States, upon the line lately established under the Ashburton treaty. To the southward it is bounded by the Bay of Fundy, and is separated fiom Nova Scotia by a boundary line across the narrow isthmus which connects Nova Scotia with the continent of America. On the northeast New Brunswick is bounded by the Gulf of St. Lawrence and the Bay of Chaleur; it is divided from Canada by a line which follows for some distance the forty-ninth parallel of north latitude. The area of New Brunswick is estimated at nearly twenty-two millions of acres; its population, by a census taken during the year 1851, is a little over one hundred and ninety-three thousand souls. The great agricultural capabilities of New Brunswick, and its fitness for settlement and cultivation, are only now beginning to be known. The commissioners appointed by the imperial government to survey the line for a proposed railway from Halifax to Quebec, thus speak of New Brunswick in their reptort: "Of the climate, soil, and capabilities of New Brunswick, it is impossible to speak too highly. There is not a country in the wvorld so. beautifully wooded-and watered. An inspection of the map will show that there is scarcely a section of it without its streams, from the runining brook up to the navigable river. Two-thirds of its boundary are, washed by the sea; the remainder is embraced by.the large rivers, the St. John and, the Restigouche. The beauty and richness of scenery of this latter river, and its branches, are rarely surpassed by anything9 on this continent. "1The lakes of New Brunswick are numerous and most beautiful-; its surface is -undulating-hill and dale-varying up to mountain and valley. It is everywhere, except a few peaks of the highest mountains, covered with a dense forest of -the finest growth. "1The country can everywhere be penetrated by its streams. In some, parts of the interior, by a portage of three or four miles only, a canoe can float away either to the Bay of Chaleur or the Gulf of St. Lawrence, or down to St. John and the Bay of Fundy. Its agricultural capabilities and climate are described by Bouchiette, Martin, and other authors. The country is by them'-and most'deservedly so-'highly praised. "For any grea plno migration, or colonization, there is not another British colony -which presents such a favorable field for the trial as New Brunswick. "111On the surface is an abundant stock of the finest timber, which. in "the markets of England realizes large sums annually, and affords an S. Doe. 112. unlimited supply of fuel to the settler. If the forests should ever become ehausted, there are the coal-fields underneath. The rivers, lakes, and seacoast abound with fish. o the BayA of Chaleur it is so abundant that the land smells of it. It is used as a manure; and, while the olfactory senses of the traveller are offended by it on the land, he sees out at sea immense shoals darkening the lsurface of the water." This description of New Brunswick is given in an official report presented by two very intelligent officers ot the royal engineers, who were sent out from England to survey the proposed railway route, and examine the country through which it would pass. They retrned to England at the close of their labors, the results of which were laid before Parliament. The principal river of New Brunswick is the St. John, which is four lhundred and fifty miles in length from its mouth, at the harbor of St. Jon, to its sources, at the Metjarmette portage. It is navigable for vessels of one hundred tons, and steamers of a large class, for ninety miles from the sea, to Fredericton, the seat of government. Above Fredericton small steamers ply to Woodstock, sixty miles farther up the river; and occasionally they make trips to the entrance of the Tobique, a farther distance of fifty miles. The Grand Falls of the St. John are two hundred and twenty-five miles from the sea. Above these falls the river has been navigated by a steamer forty miles, to the mouth of the river Madawaska, and firom that point the river is navigable for boats and canoes almost to its sources. The Madawaska river is also navigable for small steamers tirty miles, to Lake Temisco.ata, a sheet of water twenty-seven miles long, from two to six miles wide, and of great depth throughout. From the upper part of this lake to the river St. Lawrence, at Trois Pistoles, is about eighteen miles only, and propositions have been made for establishing a communication between the St. Lawrence and the St. John, either by railway or canal, across this route. In connexion with the St. John is the Grand lake, the entrance to which is about fifty miles from. the sea. This lake is thirty miles in length and from three to nine miles in width. Around- the Grand ~lake are several workable seams of bituminous coal, from which coals are raised for home consumption. and for exportation. The harbor of St. Joh n is spacious, and has sufficient depth of water, for vessels of the largest class. The rise and fall of tide is from twenty-one to twenty-five feet, and there is a tide-fall at the head of the harbor which effectually prevents its being ever frozen. over or in the least impeded by ice during winter. Few harbors on- the northeastern coast of North America-, if' any, are so perfectly free from ice, as St. John harbor. It is in latitude 450 16' north, longitude 66-0 4 West. The- Peticodiac is a large. river flowing into the Bay of Fundy,~ near its northeastern extremity. It is navigable for vessels of' any ~size- for twenty-five miles from its mouth, and for schooners of sixty or eig hty tons for twelvemiles farther. On the lower part of this river a. very valuable- mineral. has recently been discovered, and the, seam is now -worked ito considerable extent. By some this mineral is desigrnated S. -Doe. 1112. 509 "'jet coal," and by others it is considered pure asphaltum. It is black and brilliant, highly inflammable, and yields a large quantity of gas of great illuminating powver. The seam is worked at four miles from the bank of Peticodiac river, where it is navigable for sea-going vessels of large class. On the gulf-coast of New Brunswick there are many fine ship harbors, each at the mouth of a considerable river; and fiom these harbors much fine timber is shipped annually to England. The most southern ofthese harbors is Shediac, which is capacious, and with sufficient depth of water for vessels drawing eighteen feet. Captain Bayfield, R. N., marine surveyor in the Gulf of St. Lawrence, says that Shediac harbor is the easiest of access and egress on this part of the coast, and the only harbor of New Brunswick, eastward of Miramichi, which a vessel in distress could safely run for in heavy northerly gales as a harbor of refuge. Two rivers fall into Shediac harbor, which is fast becoming a place of importance. Should the proposed railway from St. John to Halifax be constructed, it will touch the gulf at Shediac, which will thus command a large trade as one of the great turning-points of the railway. Cocagne harbor is ten miles by the coast, northwardly, from Shediac harbor. Within this harbor, which is at the mouth of a river of the same name, there is abundance of space for shipping, and good anchorage in five fathoms water. The tide flows seven miles up the Cocagne river. There is much good timber on its banks, and the port has every facility for ship-building. Buctouche harbor is at the mouth of the Great and Little Buctouche rivers, nine miles by the coast northwardly of Cocagne. Formerly there was only twelve feet of water on the bar at the entrance to this harbor, but, owing to some unexplained cause, the water has gradually deepened of late years, and now vessels drawing thirteen feet have gone over the bar. There is much valuable timber on the banks of this river, and vessels up to fifteen hundred tons burden have been built at Buctouche. Twenty miles north of Buctouche is Richibucto harbor, which is extensive, safe, and commodious. The riveris navigable for vessels of large size upwards of fifteen miles from the gulf, the channel for that distance being fiom four to six fathoms in depth. The tide flows up the river twenty-five miles. The shipments of timber and deals from this port annually are becoming very considerable. The extensive harbor of Miramichi is formed by the estuary of the beautiful river of that name, which is two hundred and twenty miles in length. At its entrance into the gulf this river is nine miles in width. There is a bar at the entrance to the Miramichi; but the river is of such great size, and pours forth such a volume of water, that the bar offers no impediments to navigation, there being sufficient depth of water on it at all times for ships of six hundred and seven hundred tons, or even more. The tide flows nearly forty miles up the Miramichi from the gulf. The river is navigable for vessels of the largest class full thirty miles of that distance, there being from five to eight fathoms water in the channel; but schooners and small craft can proceed nearly to the head MO1~ ~S. Doc. 112. of the tide. Owing to the size and depth of the Miramichi, ships can load along its banks for miles; its trade and commerce are already extensive, and will undoubtedly annually increase. At the northeastern extremity of New Brunswick, just within the entrance of the Bay of Chaleur, is the spacious harbor of Great Shippigan, which comprises three large and commodious harbors. Besides its facilities for carrying on ship-building and the timber trade, Shippigan harbor offers great advantages for prosecuting the fisheries on the largest scale. The general dryness of the air on this coast, and the absence of fog within the Gulf of St. Lawrence, are peculiarly favorable to the drying and curing of fish, in the best manner, for distant voyages. Owing to the erection of steam saw-mills at Great Shippigan, and the extensive fishery establishments set up there by Jersey merchants, there is considerable foreign trade. The dry fish are chiefly shipped in bulk to Messina and Naples, for which markets they are well suited. Lile Shippigan harbor lies between the islands of Mesco and Shippian. It is an exceedingly good harbor, bein wel sheltered, with sfe anchorage in deep water. The main entrance is from the Bay of Chaleur. It is half a mile in width, with eight fathoms at low water, which depth is maintained well into the harbor. This is not a place of any trade, but it is greatly resorted to b American fishing vessels which frequent the Gulf and the Bay of Caleuras it affords them perfect shelter in bad weather. There are great conveniences for fisin establishments in this fine harbor; and it would afford great facilities and advantages to our fishermen if they were permitted to land and cure their fish upon its shores. BatAu rst, harbor is within the Bay of Chaleur, which in itself may be considered one immense haven ninety miles in length, and varying in breadth from fifteen to thirty miles. It is remarkable that within the, whole length and breadth of the Bay of Chialeur there is neither rock, reef, nor shoal, and no impediment whatever to navigation. The entrance to Bathurst harbor is narrow; but within, it is a beautiful basin, three miles and a half in length and -two miles in breadth, well sheltered from every wind. In the principal channel there is about fourteen feet at low water. Vessels drawingy more than fourteen feet usually take in part of their cargoes outside the bar, where there is a safe roadstead, with deep water, and good holding-ground. No less than four rivers fall into Bathurst harbor, each of which furnishes much good timber. Ship-building is prosecuted in this'harbor to some extent; and there is a considerable export of timber and deals to England and Ireland. The entrance to the Riestigouche, at the head of the Bay of Chialeur, is three miles in width, with nin~e fa,-thoms water-a noble entrance to -a noble river. The main branch of the Restigouche is over tw o hundred miles in length. Its Indian name signifies "1,the river wvhich divides like the hand," in allusion to its separation above the tide into five principal streams, or branches. These drain at least four thousand square miles of fertile country, abounding in timber and other valuable natural resources, the whole of which must find their way to the sea through the port of Dalhousie, at the entrance to the Restigyouche. A S. Doe. 112. 511 crescent-shaped cove in front of the town of Dalhousie is well sheltered, and has good holding-ground for ships in nine fathoms water. There are capital wharves and excellent and safe timber ponds at Dalhousie, affording every convenience for loading ships of the largest class. From Dalhousie to Campbellton the distance by the river is about eighteen miles. The whole of this distance may be considered one harbor, there'being from four to eight fathoms throughout in the main channel, which is of good breadth. At Campbellton the river is about three-quarters of a mile in width. Above this place the tide flows six miles, but large vessels do not go farther up than Campbellton. The country watered by the Restigouche and its branches is yet almost wholly in a wilderness state, and nearly destitute of population; but its abundant and varied resources, and the size and character of this magnificent river, must hereafter render the northeastern portion of New Brunswick of great consequence. TRADE AND COMMERCE OF NEW BRUNSWICK. The present value of the trade ahid commerce of this large and highly-favored colony, as yet but very thinly peopled, will be best estimated by the following tables. The value of the imports and exports of the whole province, in 1849 and 1850, is thus stated! 1849. 1850. Countries. Imports. Exports. Imports. Exports. Great Britain. $1,507,340 $2,319,070 $1,988,195 $2,447,755 British colonies — West Indies 5,560 57,360 11,565 90,350 British North America.... 517,300 270,475 674,685 297,860 Other colonies -.6,260 25,135 8,105 United States...... 1,322,81.0 257,910.1,310,740 387,000 Foreign States..... 114,825 96,235 67,335 59,020 Total..... 3,467,835 3,007,310* 4,077,655 3,290,090 512 S. Doe. 112. The following is an account of the vessels, and their tonnage, which entered inward and cleared outward at all the ports of New Brunswick, in 1849 and 1850: 1849. Countries. Inward. Outward. Number. Tons. Number. Tons. Great Britain.......... 325 140,024 769 300,806 British Colonies........ 1,213 81,050 1,172 68,097 United States... - 1,304 182,0p07 928 84,742 Foreign States......... 51 13,106 25 3,769.... _.. -........ Total...-.. 2,893 416,187 2,891 457,414 1850. Countries. Inward. Outward. Number. Tons. Number. Tons. Great Britain....... 233 95,393 768 303,617 British Colonies....... 1,281 81,424 1,241 70,155 United States....... 1,457 242,104 937 87,925 Foreign States......... 68 17,701 25 3,286 Total... 3,039 436,622 2,971 464,983 The number of new ships built in New Brunswick during 1849 and 1850 is thus stated: * Vessels. Tons. In 1849 -.... 114 36,534 In 1860......................... 86 80,356 $." Doc. 112. The number and tonnage of vessels owned and registered in New Brunswick in the same years are as follow: On December 31, 1849. On December 31, 1850 Vessels. Tons. Vessels. Tos. At St. John.... 505 93,192 535 99,490 thi............90 7,464 92 622 At&Andrew's S 180 16,819 16,22 Tot1.. 775 117,475 07 121,996 he following tables and statements are given with the view of shiowing the trade of the port of St. John, and of'the various other seaports of New Brunswick, during the years 1S50 and 1851: No. 1. Abstract of the trade of thme port of St. John, showin0- the ships and onnage emplyed, and th relaisre lalue of the'imports, dlstiguhing-foreign) gwoods from goods of British prodace and gnanufacture, daring the year endling December 31, 1850. Vessels inwvard. Value of imports. F'rom what countries. Total. Number. Tons. British. Foreign. Great Britain an_-d Ireland 1.33 58,251 $1,546,395 $126,450 $1,672,845 United States -------- 694 145,095 1.96,405 877,350 1,0730,755 British N. A. Colonies - S —- b1 45,153 304,115 85,455 389,570 British West Indies ----- 12 1,514 10,260 ----- ---- 10,200 Foreign West Indies, —--- 19 2,998 --- ----- 65,260 655 260 Foreign Europe,-1 —---- I8 6,926 4,650 --- ----- 4,650 South Sea Fisheries-..... 1 292 ~20,485 —- - ----- 20,485 Totals-............ 1,692 260,139 2, 08 2,250 1,154,515 3,236,765 S. Doe. 112. No. 2. Abstract of the trade of the port of &t. John, showi;g the sps an n e cleared outward, and the relative value of the exports, d foreign goods freon goods of British produce and:manufacture, dung th year end December 31, 1850... Vessels outward. Value of export. To what countries. Tota Number. Tons. British. Foreign. Great Britain and Ireland. — 457 190,215 $1,547,335 $96,055 $1,643,39 British N. onies... 794 40,309 108,015 37,095 145,11 Unitedt............ S405 45,214 187,355 106,200 293,555 BritishW iest Indies... 37 5,141 54,245 a5 54,60 ForigWestdies........ 15 2,150 33,455............ 3,455 South America3............ 466 7,190 195 7,385 Australia.,_ -1 402 3,405 840 4,245 British Possessions hi Africa 2 424 3,855.. - - - 3,855 Totals............ 1f714 284,321 1,944,855 240,740 2,185,495 No. 3. Abstract of the trade of the port of St. John, showing, the ships and tonnage entered inward, and the relative value of the imports, distlin-guishirg Jb'reig gtOoods fi-om goods of British produce and man u/iicture, during. the year ending December 31, 1851. Vessels inward. Value of imports.From what~ countries. - ota Number.'Tons. British. Foreign. Great!Britain and.Ire-land -. 143 64,113 $1,855,2,70 $87,105 $1,942,375 British N.A. Colonies - 737 42,048 322,845 107,485 430,330 British West Indies-..... 8 1,750 3,705 —...... 3,705 Foreign West Indies-..... 23 3,342 —------ 105,610 105,610 Uaited States..., _ 695 166,952 303,925 1,154,280 1,458,205 Foreign Europe....... 11 4,245 - ------- 26,510 26,510 Totals.........1,527 282,450 2,485,745 1,480,990- 3,966,735 S. Doc. 112. 515 No. 4. l' ct of tO e tiade of the port of St. John, showing the ships and tonnage cleared outward, and the relative value of the exports, distinguishing foregn good s from goods of British produce and manufacture, during the year nding December31, 1851. Vessels outward. Valite of exports. To iat comtraies. Total. Nvmber. Tons. Bri sh. Foreign. G-eat Britain aind Ireland.. 440 208,889 $1,91,5,210 $17,080 $1 93229O JUnited States. —--—. — 359 - 64,344 148,270 164.,425 312,895 British N. A. Colonies.... 95 - 42,041 171,665 44,720 216,385 British West Indies o 25 3,472 21,350 265 21,615 Foreign West I dies o.'21 3S,688 53,105 1,040 64,145 nuth Al eric A..............$ 1,772 23,330 3,73-5 27,065 Austra a —*O3 2 615 325 1,410 5,735 TeX~s. " > -0 is; 1,545 324,821 2,337,455 232,675 2,570,130 Froi these returns, it is apparent that the imports of St. John decreased in the year t8651, while the exports increased considerablytbhus: I850. 151. Total:mports.......$'3,966,73;5 $3,2386,765 Decrease, $729,970 Total',exports 2,185,4994'2,570,130 Increase, 384,635 The following is an account of the timber and imber cut on Ameri(can tevritery, andt foated down the river St. John, which was exported to the United States under certificate of oriPgin, in the years 18;0 and - 51, with their estimrnated value. 4,850.: 851, rti.es. _______ _ _aty..a_.e.. tay|Qu 1 antity. V e. Value. Boards and scantling, M feet -2,658 -27,670 2,784 $35,776 Ciapborn-cds M. _. -M 2,599 40,070 3,857 95,950 Shi agles s -. do.. 4,169 10,490 6,808 17,020 Palirags do.. 40 3-55 113 615 R-I ackmatack timber..tons. 30 1 0 727 3,686 Laths........ -... 20 2 e0 215 270 Piae timber -o' to,9324 8 s 32 89 -56-5 3,955 Ship-knees pieces_ _ 53 400.. - - - -- - Spas.. -. -. do 28 5 220 935 Total vaie.o. 8,175 - 158,165 ,516 S.: Do. I 12, From the foregoing, it wvill be seen that the export to the Uniterd States of American tiinber and lumber, cut on the upper St. John, and shipped through the port of St. John, has ve-ry nearly doubled within: the last year, and is understood to be annually increasing. The following is an account of the principal articles of colonial produce, growth and manufacture, exported to, the United States from the port of St. John, N. B., during' the year ended 31st December, 186-1 -with their value: Articles. Quantity. Value. Boards and scantling.-....M feet.. 2,997 $37,285 Pickets and palings-.. M pieces. - 331 1,6 55 Laths d.-.-.....do...... 1,0-09 1,270'hlingles -. - S do --- 383 960 Cl apbo ards.M.1 o M. 50 3,750 Hackrmatack timnber and knees -.tons.. - 466 - 2, 695 Spars -— pieces.. 10 50 Staves -- - - - - -- - - -..... 643 8,035 Fire-wood. -.-.-.-. cords.... 173 S615 Lime- - - -d...... -hhds -.-. — 238 290 Gypsum.-... tons -'-, 662 2, 120 Grindstones.pieces. 65 80 Ox-hlorns -.hhds. and crates 32 330 IPoratoes.-. bushlels. - - 8,900 6,180 Coal. tons-. 195 900 Blacck lead- cwto. - 152 325 Portash........-...- - — barrels. 8 320 Shleepskins. —-- crates.. 123 5,275 Railway sleepers.-.......... -.M feet... 379 1 2,500 Pig-iron- - -. tons.. - 91 3,405 Oats.-.-. —---- ----------. bushels. 4,800 2,40.0 Smloked herrings.. - -..boxes. 1,392 1,865 lTackerel..- -........barrels... - i0 60 Sal-mon, preserved.p...,.packages. 766 16, 115 Salmon, f^esh-. o.. 4,437 4,440 Shad.barrels. 184 1,345 Alewvives and herrings - -. -- - -. do 6,892 21,665 Total value-. —.....-.. 125,080 The total value of the like description of articles exported from the port of St. John to the UnTited States in 1850, was 8157,695; showing a decrease of that class of exportations to the extent of $32,615 in the year 1851. S. Doc. 1 12. 517 The following is a statement in detail of the various articles, the Jgrowth, produce, or manufacture of the United States, imported into the port of St. John during the year 1S50, with the value of each description of' articles: Articles. ( Quantity. a;lue. Apothecary ware. 1,080 packages 15,761 Ashes.98,133 pounds. 4,986 Ale and porter. - - 3,148 gallons 628 Bricks.. 30,000 195 Books and stationery.- 1,761 packages 24,472!B'ran —. —.O.100 bags. 50 Boats -4 - —. — 142 Bread-. 1,253 cwt. -5,892 Butter and cheese. 233 cwt. 1,826 Barilla -.-.... — 66 tons. 1,827:Broom brush.. — 53,954 pounds.. 3,856 Bark.l- 30,606..do. 3,15,Soap and candles. 10,060..do --- 1,592 Cofiee and cocoa. 155,050..do. 22,636 Coal - - 2,321 tons. ---- 7,724 Indian corn. - ---- -- 57,462 bushels. —. 46,391 Canvass -------—.- 10,194 yards........ 1,063'Cork.- 25 bags... 191 Cattle - -- - 12 head 755 Clocks.....2....... 42 Cement - - 515 barrels - 481 Comb)s.... 16 packages. 1,331'Copper and yellow metal. —-- 261 cwt, 5,656 Cordage - - - 329 packages 3,742 Carriages..- -20 1,041 Confectionary.,, 11 cwt 181 Dyewood ---- - -1,24.3 cwt. - 1,803 Earthenware. 70 packages. 1,068 Furs 62.. do..... 3,115 Fruits and vegetables..4,771..do.. 9,906 Dried fruits. - 1,140 cwt -. - 9,358 Feathers - 18 cwt...-..... 90 Fireworks -—. — - 1 box. 15 Furniture. 1,214 packages 3,190 Wheat flour. -- 37,082 barrels. 80,738 Rye flour.... 14,00..do — - - -...44,240 Fire-engine. ---- - 1 2,037 Groceries, - 505 packages. 1,713 Glass ware -. —----- 1,109...do-..... 4,885 Glue-.-. 2 cases 40 Grain, wheat.........-.-. 193,723 bushels- 2051,556 -'Haberdashery...... 1,576 packages.... 24,477 518 S. Doa. 112. Im2orts into the Pdrt of St. John-Continued. Articles. Quantity. Value. Hay. 492 tons.___.. $4,857 Hair......-..... 2 bags...... 30 cHaemp -.. -..11. bales- 2,1165:Hops 43.do.. —.. 942:Hides 78..-do. — - 7 12,310 Iron, wrought and unwrought... 276 tons- 9,651 Iron castings-.. 573 packages, 752 pieces, and 453 cwt.. 7,934 Indigo. -—,_, 168 pounds. —-- 127 india rubber goods. 272 packages. 8,287 Jewelry -- 24 - do-.... 2,125 Leather -1,128.do..13,236 Lumber — 1,995 feet... 155 Lignumvitae 55 tons- 1,218 Lard 8,874 pounds 931 Live stock.-... 1 horse; 6 coops poultry. 191 Matches - - -28 cases -. —-.. 170 lMeal ----— 8,118 barrels....... 24,657 Meat, salted.... 13,551 cwt-, 86,616 Mahogany and rosewood.-. 4,912 feet, 56 pieces, 4 packages. 688 Mats --- ------- 50 packages 370 Musical instruments 25 -— do.' - - 1,212 IMachinery (planing, &c.) -— 27. -'do 2,095 Molasses - - 77,629 gallons 8,295 Moulding-sand. -.48 tons - 77 Manure -- 75 barrels....... 222 Marble. 33 tons.__ 808 Nuts —---------- 301 packages...2,508 -Minerals ------------ 1 package......10 lNa-val stores --------- 2,260 barrels ------ 4,376 Oil, fish. -6,215 gallons - - 4,588.Oil, palmhn. 78 cwt 685 Oars —...- ---- -20 pairs. -....-. 21 Plaster -- 240 barrels 310 Oakum 19 tons- 1,861 Oysters 193 barrels 360 Prints 6 packages.... 100 Rice 209,048 pounds- - - 8,042 Paint and putty ------.. 108 kegs & barrels 690 Sugar, refined -:516 cwt - 4,387 Sugar, muscovado... 3,602 cwt 20,317 Spirits.. - - - 22,376 gallons- 19,442 S. Doe. -1'2. 59 Import into the 2pot of St. John —Continued. Ar tcles. Quantity. Value. Spices... - -- 116 packages o. - $676 Sirup...-........s... -. 84 gallons 75:Stoves o.. —-- - - -25,Seeds - -.~-: - 7,952 lbs & 24 pack. 1,392 Shf3ot -- - - -o- -.... -2 cwt 12 Scythe and grain stones..... 47 packages`. 353 Starch 1 - - O -.. 19 boxes. 78'Tallow and soap-grease.... 3,072 cwt o —-- - 22,470 Tea..............-. 41,246 pounds - 9,558 Tobacco -. -. -.0... 37,484 do-... 68,35.6Timber, locust -. 7 tons 142'Timber, pitch-pine and oak 1... 1,677 ton-s 11,937 Treenails 5- 8,818 972 Turpentine. - - -. —. -'2,235 gallons - 858 V~arnish - ~ —1,6256 do. 708 Vin egarO _ 15,999 _ do.....-.-. 1 575'Wine -., 4,380 - do. 2,922 Whalebone.. —.... 3 packages. 62'Wooden-wa re-. —--- -J — 2,779 - do - 12,378 Total value. 0 - - - * - -- 1,120,582 The following is a detailed statement of the principal articles imported from the United States at the port of St. John, in the year.1851, with their value: - Articles - Quantity. Value. Apothecaries' ware -- --- - - - -.. $27,025 Ale and porter -.... 3,506 gallons 7.. 705 Ashes. - - -.... o.. 1,00:1 cwt.- o. 5,490 Books and stationery..... 35,045 Butter and cheese - -88 c-wt -. 870 Bread.-......... - -. 371 cwt - 1,840 B arilla 6. 6 tons 1,965 Broom-straw. — 159 -cwt -1,430 Candles and soap 158 cwt —... 2,050 Coffee -. — - 1 i007.cwt 13,720 Coals —.. 1,816 tons - 6,345 Cider and vinegar.-.. 123 barrels'-,. 295 Cordage.- - - -- - 219 packages.. 2,640 D, e.., 1 12, lmrorts into the yort of St. Jo/n —Continued. Articles. Quantity. Value'. Carriages 22..-........ $1,200 Dye-wood -13- 133 Cw-t- 655 Earthen and glass ware..... 9,910 Fruit and vegetables-.. 11,590 Furniture -..... —--------- 6,776 Dried fiuit -- 1,395 cwt........ 8,846 Wheat flour- 68,878 barrels 297,8209 Rye flour' - 2,028 - -do........ 6,890 Musical instruments -- - 13 530 Corn-meal ------------------ 5,549 barrels -.- -. 16,780 Wheat.... 157,900 bushels. ----- 149,325 Corn and other gain -40,246 - do.-34,385 Groceries -- -- -- 8,315 Haberdashery-_ _._ —.... 158,295 Hides -.......... —-... 2654 bales...-...4 26,435 Hops.-............. 60 dO o..... 2,060 Hemp.O.. 217.do. 8,190 Hardware - _..... 39,600 Wrought and cast-iron wares... -- 11,045 India rubber goods _...500 packages. 12,935 Leather manufactures and leather — -- -- - 4-5,600 Salted meats - 9,875 cwt. - 81,935 Molasses-.. s-. SOO- ^ 27,600 gallons -... 6,610 Marble and other stone-.. l1,740 Cabinet-wood, veneers, &c. ------------ - --- 4,010 INaval stores- 1,840 barrels 3,500 Oysters-.... 278 - -do -.... - 485 Oil-. 12,832 gallons 5,610 Plaster -.......... 406 barrels.. 465 Palm oil..24 cvwt. -... 175 Rice. -.. —-- 2,519 cwt. 9,630 Seeds.. 212 bushels. 2,905 Refined sugar 1,192 cwvt... 10,105 Brown sugar-..... 2,515 cwt.... 16,010 Spirits -............. — — ~ 72,820 gallons.. 42,025 Tallow - -. 4,182 cwt —.-. 36,020 Tea.-.-... 5,259 chests, 84 lbs each - 113,315 Treenails.l -Z 211.- 2,980 Tobacco...... 3,777 cwt..... 82,460 Wood-wares -..-... 13,035 Lignumvitae........ 21 tons 230 Wine.-... 3,159 gallons.. 2,400 Copper....... 38 cwt....... 1,295 Hay. -. 34 tons - O-.- 335 S. Doe. 112. 521 Imports inMto the port of St. John.-Continued. Articles. Quantity. Value. Paints —........... 15 cwt $480 Pitch-pine timber.......... 4,228 tons... 20,290 Live stock........... 1 bull ------ 210 Machinery........ - 1,375 Printing press.-.......... 1 - 1,125 Fire-engines. -.-....... 2. 1,590 Total value-.-............... 1,422,930 From the two preceding tables it will be seen that the value of imports fiom the United States at the port of St. John in 1850 was $1,120,582; and in 1851, was $1,422,930; showing an increase in the latter year of $302,348. An examination of these tables will also' show that the imports of coals and timber at St. John from the United States, both in 1850 and 1851, far exceeded the value of similar articles exported to the United States in those years. The quantity of coals of colonial produce exported to the United States from St. John in 1850 was only 65 tons, while in that year the quantity of coals imported from the United States at the same port was 2,321 tons. The coals exported were of the soft, bituminous description, while those imported were anthracite, the use of which in this colony for steamboats and foundries, and also for domestic use, to which they have not yet been applied, would be largely increased if they were imported free of duty. In 1851 the coals exported amounted to 195 tons, and the import from the United States to 1,816 tons. It will also be observed that New Brunswick imports from the United States large quantities of pitch-pine and other timber, which are in much request for ship building and other purposes. In 1851 no less than 4,228 tons of pitch-pine timber, valued at $20,290, was imported at St. John from the United States. The demand for pitch-pine, oak, locust, hickory, and black walnut, none of which are found in New Brunswick, would be greatly increased if they were free of duty; and various other descriptions of wood for cabinet work would also be sought after under the like circumstances. The coals and timber of NTew Brunswick and the United States, diffiring, as they do, so widely in character and uses, may be fairly exchanged with each other, each having its own peculiar advantages fbr certain purposes. The number of vessels belonging to the United States which entered at the port of St. John during the year 1851 was 92, of the burden of 37,308 tons. The largest of these vessels took cargoes of timber and deals from St. John direct to ports in the United Kingdom, earning fair freight.'The number so employed in 1851 was 41, of the burden of 522 S. Doc. 112. 29,831 tons. The remaining 51 vessels, of the burden of 7,477 tons, were employed in voyages between St. John and the United States. The number and tonnage of new ships built and fitted out at the port of:St. John in the year 18-50 and 1851 are as follows: Number. Tons. 1.850 - -... -.. 58 20,377 1851 -.. —-..7......... 74 38,960 Of the new. ships built at St. John in 1851, fourteen, measuring 10,332 tons, were fbr owners in the United Kingdom, and twenty-one others, of the burden of 11,398 tons, were sold and transferred to other ports during the year. This amounts to 21,730 tons of shipping exported from St. John during the past year, estimated at $800,000, which does not appear in the export returns. A great improvement in the model and finish of New Brunswick built ships has taken place within a few years, and their value has thereby been greatly augmentedin the English market. Larch timber, better known by its local names of hackmatac or tamarack, is now chiefly used in the construction of the New Brunswick ships; and this wood has been so greatly approved, that in 1850 the committee of'underwriters at Lloyd's decided to admit hackmatac vessels to the red star class for six years. This year the same committee has further resolved to admit these vessels to the seven-years class. The resolution runs thus: " Hackmatac, tamarack, juniper, and larch, of good quality, free from sap, and not grain-cut, will be allowed in the construction of ships in the seven-years class, for the following parts: Floors; first, second, and third fbot-hooks and top timbers; stem and stern post; transoms, knight-heads, hawse-timbers, apron, and dead-wood." The number of vessels belonging to the port of St. John on the 31st::day of December, 1850, was 535, of the burden of 99,490 tons. On -the 31st day of December, 1851, the number was 518, of the burden of 94,810 tons; the decrease is attributed to a number of old vessels being sold during 1851. The population of St. John being under 30,000 souls, the proportion of tonnage to population is unusually large. S. Doc. 112. 523 An, account of the numbers, tonnage, and men, of vessels that entered inward and cleared outward at the port of St. Andrews.and its out-bays in 1850. Entered inward. Cleared outward Place whence entered, Vessels. Port. or to which.eleared. No. Tons. Men. No. Tons. Men. ( St. Andrews - --- 8 2,374 89 16 4,966 169 UnitedKingdom. British. St. Stephens -.-. 1 327 12 16 8,219 366 United Kingdom -...... British. Cmp o B ello.... CampoBello.-... 3 736 27 1 598 20 Magaguadario --.- ---------- 16 7,076 229 Tot al - -..- 12 3,437 128 49 20,859 784 St. Andrews...3 908 33 United Kingdom...... reign St. Stephens.............. 3 1,042 33' Magaguadario........ 2 1,235 37 Total.- --...8 3,185 103 r St. Andrews -—. 1 414 19..-... St. Stephens.... 8 1,766 81 21 3,536 181 British West Indies... riti ngaguadario...- - -. 1 154B ri6 Campo Bello.... 2 242 13 1 227 11 Total.... 11 2,422 113 23 3,917 198 British West Indies... Foreign.. St. Stephens........ 2 250 12 Montevideo.....-.-.. British. —- St. Stephens...................1 167 9 Island St. Martin.... British.. Campo Bello..... 2 250 13-.... St. Andrews -- 14 572 44 14 751 54 British N. A. Colonies. British. St. Stephens —-- 38 1,544 117 30 772 81 - Magaguadario,-... 6 503 28 7 219 24A. Campo Bello —-- 15 434 53 23 644 77 Total..... 73 3,053 242 74 2,386 236 St Andrews.... 126 8,775 448 28 1,534 96 United States. British. St. Stephens.. 23 8,228 264 1 707 15:United States........ British. St....Magagadario... 103 7,664 401 108 2,657 284 Campo Bello.... 22 867 72 23 1,40 94 Total...... 274 25,534 1,185 160 6,298 489 St. Andrews....339 33,901 2,026 332 32,885 1,986 United States........ Foreign St. Stephens.... 15 2,3881 89 7 - 884,29 Magaguadario.. 6 1,708 55 5 567 21 Total... 360 37,997 2,170 344 34,296 2,036 Grand total. -732 72,693 3,851 661 71,358 3,867 S.2 Doe. 1 12. - The total amount of shipping owned at the port of Miramichi oni the 31st day of December, 1851, was 93 vessels-7,466 tons. During 1851, thd number of new vessels built on the gulf coast of New Brunswick was twenty-one, measuring 11,879 tons; of these four were over:1,000 tons each, and five were over 700 tons each. The vessels -which entered inward and cleared outward at Miramichi during the years 1850 and 1851, were as follows: 1850. Countries. Inward. Outward. Number. Tons. Number. Tons. GreatBritain-.. 42 16,438 95 349886 British Colonies 118 10,695 92 4,888 United States -. 29 7,512 3 102 Foreign States-............. 13 3,088`6 501 Total..... 2.02 37,733 196 40,377 1851. Countries. Inward. Outward. NuLmber. Tons. Numb er. Tons. Great Britain -.......... -48 19,017 104 39,146 British Colonies........ - 124 10,305 100 5,581 United States..38 9,152'6 307 Foreign States-. 9 1,512 6 220 Total. 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. Johli, were received to the extent of $47,435. S. lDoc. 112. 25 The exports to the United States in 18-51 were as follows: Articles. Quantity. Value. Alewives - -...- -—... ---- - 1,337 barrels $4,160 Salmon-. -.....-.... 458 do. 5,715 Shad.. 2 do. 10 Bass- ---- - 3 - do. 15 Herrings.. —-. —----- -. —---;- 55 do. 155 Mackerel -. - 2 do. 15 Preserved salmon ---- 73,736 pounds 13,050 Shingles.. -- 77,000 135 Total.. ------ 23,255 tn the year 1850, five American ships, of the burden of 2,273 tons, took cargoes of timber and deals from Siramichi to London; and in 1851, six American ships, of the burden of 2,954 tons, also took cargoes 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 18.51 was $128,570; of exports, $152,016. 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; outxward, 102 vessels23,666 tons. At Bathurst the value of imports in 1851 was 877,850; of exports, $115,090. Shipping, inward, S9 vessels- 14,06 tons; outward, 79. vessels-1-5,991 tons. At Richibucto the value of importsin 1851.:rwas $109,000, and the value of exports $133,155. Shipping, inwacld, 106 vessels —16,786 tons; outward, 105 vessels —1S,305 tons. Among the. vessels at Richibucto in 1851 were the following vessels not Britishll Name of vessel. Nation.'Whence. Tons. Cargo inward. WThither bound. Cargo. Urania. Norwegian...- Calais, France. 244 Ballast....... London.Deals. Cora-,,. —-- Prussian -. New York... 250.- do.. Hull.. -do. Lollando Norwegian- 361..do..-....d.. Gloucester.. do. Louise —--. —--- French........ 183...do,.... -do... do. Fortuna....... Norwegian............ 345..do............... do. do. Christiana.-..... do 35 -.,.,. Hull -,. - Timber and deals Pacific-..:,..... American..... Newv York...... 191........ IB -o 3elfast, Ireland. Deals. Florence. -do. do,,, 350....-.......... Hull. Paladin..... Prussian..-....do...._|_ 328...... Grimsby -Deals and spars. Tjofna.. Norwegian..do. 414.....do..... 4.... Deals. Minerva, -.., -Russian -- do-...... 374,-,,. - do. -...do. Mathilde Helena. - Mecklenburg- -... 279 Hull - Deals and spars. HIevelius -..i. Prussian.-.. Halifax -..... 364 British goods.. C. Cork Deals. Marthina. Norwegian.... - ew York -..... 344 Ballast -......- Fleetwood ---— do. S. Doe 112. 527 The trade of the colony of New Brunswick for the year 1851 is thus summed up: Imports at St. John.................. $3,749,586 Imports at ports on the Gulf. -—...... 877,855 Imports at St. Andrews..... —... 225,000 Totalimports in 1.851'...... 4,852,440 Totalsimports in 1850..... 4,077,665 Increase in 1851-................ 774,775 Exports-from St. John. —--—. —- - --- - $2,055,130 Exports from ports on the Gulf. -.....- 1,454,975 Exports from St. Andrews-. 270,000 Total exports in 1851. — 3,780,105 Total exports in 1850 —- 3,290,090 Increase in 1851. -......... 490,015 Ships inward and outward in New Brunswick in 1851. Great Britain. British Colonies. United States. Foreign States. Total. No. Tons. No. Tons. No. Tons. No. Tons. iNo. Tons. Jnward....t273 113,665 1,275 87,965 1,453 274,594 57 12,926 3,058 489,150 Outward... 815 347,757 1,182 73,280 950 111,772 34 5,719 2,981 538,528 Ships and vessels owned in New Brunswick 31st December, 1851. Total.; Number. Tons. NIumber. Tons. Sailing vesselsUnder 60tons.. - 438 10,857 Above 50 tons...340 105,854 7781 116,711 Steam vesselsLJnder 0 tons........... 5 136 Above 650 tons.-.......-, 13 1,441 18il 1,577 Total................... - - -: 796 118,288 5 S. Doc, 112. Number of new vessels built in New Brunswick in 1851. Number. Tons. St. John -.. 60 28,628 Mtliramichi.. —, 21 5,603 St. Andrews.. -..... 6 109 87 34,350 An average of nearly 400 tons to each vessel. The value of imports into the port of St. John and its outbays from the United States in 1851 was $1,530,900, being an increase on the preceding year of $365,000. Fully one-third of all the imports into New Brunswick are drawn from the United States, and the amount would be greatly increased under more liberal arrangements. tFisheries of New Brunswiclc in the Bay of Fundy. The following statement of the extent and value of the Newr Brunswick fiitheries in the Bay of Funldy is from an official document, compiled with great care, in 1850, by a gentleman who, in that year, was appointed to visit and inspect the various fishing stations and establisbllents in the bay: Grald z1anan.-At this island there are twenty-four fishing, vessels, with two hundred and ninety-one men; and ninety-four boats, with two hundred and eighty-two men. The precise quantities of cod, pollack, hake, haddock, and herrings are not stated, but the total catch is estimated at $37,500. Canrpo Bello.-At this island there are eleven fishing vessels, with fiftytwo men; fifty boats, with one hundred men; and twenty-one weirs, attended by one hundred men. The catch of all these in 1850 is thus stated: 5,340 quintals of pollock, 1,750 quintals of cod, 5,100 barrels of herrings., 480 barrels of mackerel, 150 barrels of pickled haddock and cod, 120 barrels of oil, and 40,000 boxes of smoked herrings. Total value, $40,940..West Isles.-At this group of islands (in the immediate vicinity of the boundary, near Eastport) there are twenty-seven.-fishing vessels, with one hundred and fifty-six men; two hundred boats, with five hundred men; and seven weirs, attended by thirty-five men. The catch of these in 1850 is thus stated: 20,800 quintals of pollock and hake, 3,750 quintals of cod, 3,500 barrels of herrings, 800 barrels of pickled cod and haddock, 450 barrels of oil, and 5,000 boxes of smoked herrings. Total value, $51,060. Harbor of St. John. lIn this harbor there are about two hundred boats and five hundred men employed in the fisheries. The catch of 1850 is thus-stated: 40,000 salmon, (exported to Boston, &c., fresh, in S. Doc. 112.,529 ice,) 14,000 barrels of alewives, and 1,200 barrels of shad. Total value, $100,000. Cumberland bay.-In the northeastern armr of the Bay of Fundy, known as Cumberland bay, there are two hundred and thirteen fishing boats, with five hundred and twenty men. The catch of 1850 is thus stated: 4,100 barrels of shad. Value, $24,000. At various smaller stations on the bay shore the fisheries for shad, salmon, herrings, cod, pollock, hake, and haddock, were, in 1850, estimated at the value of $10,000. Total value of New Brunswick fisheries within the Bay of Fundy, in 1850.. - $263,500 The firee navigation of the river St. John. The extent and navigable character of the river St. John have been already noticed. From its mouth, at the harbor of St. John, in the Bay of Fundy, to its source, at the Metjarmette portage, in the highlands which separate Maine and Canada, its length, as already stated, is four hundred and fifty miles. From the sea to the Grand Falls, the distance, as before mentioned, is about two hundred and twenty-five miles: up to that point, the river runs exclusively within British territory. About three miles above the falls, the due north line from the monument at the source of the St. Croix strikes the river St. John; from thence the boundary between Maine and New Brunswick is found in:the middle channel or deepest water of the river, up to the St. Francis, a distance of seventy-five miles. In this distance the right bank of the St. John is within the State of Maine, and the left bank in the province of New Brunswick. From the mouth of the St. Francis to a point on the southwest branch of the St. John, where the line run under the treaty of Washington intersects that branch, the distance is one hundred and twelve miles; and for that entire distance the river St. John is wholly within the State of Maine. From the point just mentioned, to the monument at the source of the river on the Metjarmette portage, the distance is about thirty-eight miles. The right bank of the river only is in Maine, the left bank being within the province of Canada. It is therefore apparent that nearly one-half of the extensive river St. John is within the United States, whose citizens thus become greatly interested in its navigation. Besides the main stream of the St. John, there are also large tributaries, some of them wholly, and others partially, within the State of Maine; and it has been estimated that there are one thousand three hundred miles of navigable water in the St. John and its tributaries, to be used in common by British subjects and American citizens. The territory watered by the St. John and its tributaries comprises nine millions of acres in New Brunswick, about two millions in Canada, and six millions in the United States. The portion within the United States is covered with timber of the most useful and valuable descriptions. 35 530 S. Doc. 112. After the settlement of the boundary, by the treaty of Washington, in 1842, it was divided in nearly equal proportions between the States of Maine'and Massachusetts, each of which has since sold a number of townships for lumbering purposes, and granted permits for the like object to a large extent. The whole of the timber and lumber cut within this district (with the exception of a small quantity which is floated down the Penobscott) finds its way to the seaport of St. John.'On being shipped from thence, it has been subject to an export duty, since the 1st May, 1844, at the following rates': on every forty cubic feet of white pine timber, twenty cents; on every forty cubic feet of spruce timber, fifteen cents; and the same on every forty cubic feet of hackmatac, hard-wood timber, masts, or spars; and the sum of twenty cents on every thousand superficial feet of saw-logs, sawed lumber, or scantling. This export duty is paid by all timber and lumber alike in New Brunswick, and in every part of the province. It was imposed in consequence of the difficulty and expense of collecting stumpage in New Brunswick; and in the local act which first passed in that colony all timber and lumber cut by American citizens, within the limits of the United States, and floated down the river St. John, was expressly excepted from its operation. But, upon the opinion of the law officers of the Crown in England, this act did not receive the royal assent, because it was held that such an exception was contrary to the letter and the spirit of the treaty of Washington, which expressly provides by its 3d article " that all the produce of the forest, in logs, lumber, timber, boards, staves, or shingles, or of agriculture not being manufactured, grown on any of those parts of the State of Maine watered by' the river St. John, or by its tributaries-of which fact reasonable evidence shall, if required, be produced-shall have free access into and through the said river, and its said tributaries having their source within the State of Maine, to and from the seaport at the mouth of the said river St. John, and to and round the falls of said river, either by boats, rafts, or other conveyance;" "Mthat when within the province of New Brunswick, thle said produce shall'be dealt with as if it were the produce of said province." The refusal of the Crown to assent to the colonial act was based upon the principle that neither the legislature of New Brunswick nor the imperial government had either the right or the power to make any distinction between the produce of the United States floated down the river St. John and the produce of New Brunswick. If it were once conceded that a distinction could be drawn, such distinction could be carried out so as to operate very disadvantageously upon American produce. The British government in such case might maintain that such timber and other articles of' the United States floated down the St. John were subject to foreign duty on importation into England, while similar:articles from New Brunswick were admitted at a nominal duty only. After this construction of the principle'of the treaty, the legislature of New Brunswick passed a second act rendering all timber and lumber exported from the province alike subject to the export duty;' and this act has been in operation since May 1, 1844. .S.Doe. 112. 531 The following is a statement of the quantities of timber and lumber being floated down the river St. John during the present season of t852: 100,000 tons white-pine timber, at $6 per ton -. - -,. $600,000 10,000 tons hackmatac timber, at $7 per ton........ 70,000 60,000,000 white-pine logs, at $6 per thousand.... 300,000 20,000,000 spruce logs, at $5 per thousand.-.... 100,000 5,000,000 pine boards, at $15 per thousand............ 750,000 15,000,000 cedar and pine shingles, at $3 per thousand.. 45,00'0 5,000,000 pieces clapboard, at $16 per thousand....... 80,000 Total.................................. 1,945,000 As prices are advancing, the value of the produce of the forest above given may be safely stated at two million of dollars. In any agreement for the free navigation of the St. John by citizens of the United States, it should be stipulated that their lumber cut within American territory, and floated down the St. John, should not be subject to export duty if shipped from thence to the United States. Such a stipulation would only be just and fair, and would relieve our citizens from the payment into the treasury of' New Brunswick of the large sums they now contribute annually toward the support of' the government of that colony. All the timber which floats down the St. John is collected in one boom. Each piece is clearly and distinctly marked, and can be immediately recognised by its owner: if not so marked, it is forfeited to the Boom Company. Crown officers are appointed to examine the whole of the timber which comes down the St. John, and that which is c'it within the limits of' the United States is readily recognised by them. There could, therefore, be no difficulty in identifying such timber and lumber when shipped, and in relieving it from export duty, if an agreement to that effect should be entered into between the respective governments. The St. John is navigable by large steamers and by sea-going vessels, of 120 tons, up to Fredericton, which is eighty miles from the Bay of Fundy. In 1848 Fredericton was created a port of entry, and in 18-51 two vessels entered there from Boston. It is stated that not less than fifty thousand passengers were transported between St. John and Fredericton by steamers in 1851. Above Fredericton the river is navigable for small steamers to Woodstock, a distance of sixty-five miles,, and from thence to Grand Falls, about seventy-five miles farther up. The river is also occasionally navigated by small steamers during the season. In 1849 the legislature of New Brunswick granted the suni of $40,000 towards improving the navigation of the St. John between Fredericton and the Grand Falls; this amount to be expended at the rate of $8,000 per annum for five years. The expenditure commenced in 1850. The navigation is already greatly improved; and, in a few years, it is believed the river below the Grand Falls will be quite freed from obstructions, and rendered navigable from thence to the sea for light-draught steamers. 532 S. DIoc. 112. In taking the census of 1851 it was found that there are in New Brunswick, upon streams flowing into the St. John, 218 saw-mills and 147 grist-mills. The tributaries of the St John afford an amount of water-power which is incalculable; a very small portion only has yet been employed. The country bordering on the St. John is well adapted for settlement and cultivation; the soil is excellent, and produces large crops.'As yet, it is very thinly populated; still it was found, by the recent census, that in the counties.bordering on the St. John the following quantities of cattle were owned, and crops raised, in 1850: Cattle, 89,657 head; sheep, 96,760; swine, 23,391; hay, 129,000 tons; oats, 846,445 bushels; potatoes, 1,060,883 bushels; wheat, (above Fredericton,) 42,500 bushels';' butter, 763,334 cwt.; and maple sugar, 124,000 pounds. The larch or hackmatac timber, which abounds in all the territory watered by the St. John and its tributaries, is highly prized for shipbuilding, and is greatly sought after by American ship-builders. Ships built of' this wood are rated as first-class for seven years, while those built of spruce and pine only stand in that rank four years. So much of this wood was carried out of New Brunswick into Maine and Massachusetts in 1850 for ship-building purposes, that the legislature of New Brunswick became alarmed, lest the ship-yards of that colony should fall short of a supply; and a special export duty was therefore imposed on knees, foot-hooks, and floor timbers, when sent out of the country. This act has been suspended in its operation during the present year; but the very fact that such a duty has once been imposed, and that it may be demanded in another season, is another and powerful reason for an amicable and equitable arrange. ment which will open- the navigation of the St. John, to citizens of the United States, and relieve them fiom the payment of all, or any export duties upon their products, whether of the forest, of mines, or of agriculture, in their transit to the sea.. As valuable interests arise, and border relations become more complicated, this question will yearly become more difficult of arrangement. The magnitude of lumbering operations upon the waters of the St. John, and the expense at which those operations are conducted by the enterprising and industrious citizens of Maine, as also the interests of' a large body of American citizens, who, in constantly increasing numbers, are forming new settlements on the affluents of the St. John and conducting agricultural operations upon a large scale, demand the fostering care and watchful protection of government. S. Doc. 112. 533 A sketch of the early history and of the present state of our knowledge of the geology, mineralogy, and topography of the British provinces of Nova Scotia and New Brunswick, containing information concerning the value of the minerals of those provinces. By CHARLES T. JACKrSON, M. D. Nova Scotia is one of the oldest of the European settlements in America. Little is known of the voyages of the. Northmen, but there is reason to believe that those hardy navigators were the first Europeans that visited these shores. They formed, however, no permanent settlements, and hence did nothing towards the civilization of the- c6untry. The French navigators, the Jesuit priests, and those adventurous merchants and farmers who accompanied them, did much towards the civilization of this continent, and the marks they made in the wilderness of the great northern and western regions of this country still are extant in every portion of the country between the mouth of the St. Lawrence river and the great lakes of America, and all along the borders of the mighty Mississippi, from the Falls of St. Anthony to the Gulf of Mexico. Without the use of arms the French people conquered the savages of this continent; the cross of the Saviour prevailed where muskets and bayonets would have been of little avail. The ardent and devoted priest, fired with an irrepressible zeal, pressed boldly into the camps of the red men of the forest and of the prairie, and overpowered the superstitious savages by a more magnificent display of the regalia of the Catholic church than had ever been seen by the children of the forest. Overcome by the pomp and show of the ministers of the cross, the savages bowed before the God of the white men as superior to their own, in no less degree than the gilded trappings of the French priests surpassed the coarse, gingling costumes of their own mystery or medicine men. It was thus that the French people first were enabled to gain foothold among the Indians of America, and to spread their language and religion among the aboriginal tribes of the North and West. Their settlements certainly left monuments which date back as far as to 1606 in Nova Scotia, for the writer of this notice found an ancient tomb-stone on Goat island, in the Anapolis basin, with the inscription "1606." It was undoubtedly a memento of the grave of one of the soldiers or sailors of De 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, was presented to the Queen of France by this intrepid and intelligent navigator on his return from the province to his native shores. This stone is said still to exist among the crown jewels of France, though the country which it represents passed long since into the-hands of the British, having been conquered principally through the aid of the then New England colonies of Great Britain —Massachusetts, New Hamp 534 S. Doc. 112.. shire, and Maine. Native copper was also discovered along the shorers of Cape D'Or, and in other places in the trap breccia of the North mountain range; and the name Cape D'Or leads us to believe that the brilliant metallic copper seen beneath the waters which bathe the foot of that promontory was mistaken, at first, fobr native gold. t - The early French settlers were very attentive in their exploration of the mineral wealth of the country, and they manifested more skill and discrimination generally in their estimate of their value, than is to be found among our own pioneers in the wild and uninhabited regions of this continent.:We shall have occasion to show, in a subsequent communication, how much the French Jesuits did towards the discovery of the hidden treasures of the shores of the great lakes of this country, and shall prove that they knew more of them in 1636 than our own people knew in 1843. It must be remembered that the Jesuit fathers were men of great learning, and possessed a knowledge of all the sciences of their day; hence it is not incredible that they should have done much towards a correct knowledge of the natural history of the various countries which they explored. It is natural, also, that they should have recorded the discoveries which they made; and transmitted an account of them to France, in order to induce more of their countrymen to flock to the shores of the New World. Did time allow us to ransack the archives of the Jesuit colleges, there is no doubt that we should be able to discover records concerning the mineral wealth of Nova Scotia and of New Brunswick, such as we found concerning the minerals of Lake Superior while preparing a report on the mines of that wonderful region for our government a few years since. It seems to be the duty of the historian of mineralogical science to search the records made by the first explorers of the country, as much as it is the duty of the historian of civil and political movements to look back to the origin of facts and data, and to the actions of his predecessors. Unfortunately, we have not the means at hand to enable us to perform this duty. Leaving the ancient history of our mineralogy to be explored at some future time, we hasten to our task of developing what is now known concerning the geology and mineralogy of these important provinces, remarking, at the outset, that it is only proposed to give a synopsis or brief outline of the facts, without going into minute details of a technical nature. Nova Scotia is a most remarkable peninsula, bearing geological evidence of its having been formerly an island of the ocean; the low strip of marshy land between the head of Cumberland bay and Bay Vert appearing to be the silt deposited at the meeting of two counter-currents-one from the present Bay of Fundy, and the other from the St. Lawrence river, and its opposing tidal wave. Exploring this neck of' land farther, we find the underlying rocks consist of the gray, red, and buff colored sandstones of the coal measures, filled with the stems of the ancient forests that formed the coal beds; and containing innumerable seams of good bituminous coal, many of which are of sufficient magnitude to prove valuable to the coal miners. Lofty cliffs abutting upon the seacoast, at the South Jog S. Doc. 112. 535 gins, present to the observer the most beautiful sectional profiles of the coal-bearing strata, with their curious and instructive fossils, both of vegetable and animal origin. Large trunks of trees, such as are at present unknown in a living state, are seen at various points standing at right-angles to the sandstone strata, indicating that they were originally perpendicular to the horizon, and have been since tilted with the ~stratified rocks from their original position, to an angle of about fifteen degrees from the vertical line. Beneath the great masses of coal formed from the stems of Sigillaria, we find a thin bed of black shale filled with shells, resembling the genus Dreissena, a fresh-water shell; but they have not been fully determined and described, having been mistaken probably for the genus Mytilus. Above this, the rocks are filled with beautiful stems of the Stigmaria, and of numerous species of C(alamites. Alternate beds of excellent bituminous coal are seen cropping out along the shore; and the British North American Mining Company has already opened, and is now working, extensive mines in one of these coal beds. This coal is peculiarly fitted for forges, and is sought with eagerness by the smiths, both of New Brunswick and of Maine. A visit to these mines will well repay the traveller who wishes to see the relics of the primeval forests which formed the coal. We have spent hours beneath the ponderous piles of rocks which form these massive cliffs, and have beheld with amazement the huge trunks of trees, mostly of the Sigillaria group, spanning the vault of rocks over our heads-one, forty feet long and from two to three feet in diameter, lying directly across the ceiling of shales which forms the roof of one of the chambers of the mine. In other places we xwalked beneath the spreading roots of these ancient trees, and measured their expansions in the shale of the roof of the- mine. Here and there the scalv stems of the Lepidodendron were seen stretching their tall forms through the rocks, or procumbently reposing, like huge serpents, partly encased in the rocks. Now and then a bunch of coal-black fern-fronds is, seen, representing the foliage of the ancient tree-fern; and broad, flag-like leaves remind us of the spreading palms of the tropical islands of the South Pacific ocean. To the geologist the South Joggins coal mines, in spite of its uncouth name, is like enchanted ground, and is to the phytologist a classic land. The enterprising miner sees there the neverfailing signs of a coal deposite; and the quarryman finds excellent materials for buildings and for grindstones. It is from rocks of this very coal formation that the grindstones which are in use over nearly all our Atlantic coast are derived; and the places known as Grindstone island, Cape Merriaguin, and the whole coast of Chigenecto bay, afford abundant strata which yield the very best material from which these useful tools of trade are formed.:So on the Peticodiac river, both quarry-stones of superior quality, and excellent grindstones, are obtained in abundance. Cape Rorier is now explored also by enterprising quarrymen, and yields valuable returns. It is not perhaps generally known that our Atlantic cities, as far south at least as Philadelphia, and perhaps also Baltimore, receive large,quantities of beautiful and compact gray, buff-colored, and blue sand 536 S. Doc. 112. stones from the Bay of Fundy. The myriads of grindstones which are brought to our market employ an immense amount of tonnage, and give employment to a great number of merchants in all our towns. Who does not know how much our success in agriculture is due to gypsum? Yet, how few stop to inquire whence it is procured. It is nearly all brought from the quarries of Nova Scotia and New Brunswick, and belongs to the coal formation of those provinces. It is used to a truly wonderful extent in the United States, and finds its way, by railroads, canals, rivers, and lakes,' into every part of our country where the hand of the farmer is employed in raising grasses, wheat, and corn. A vast amount of tonnage is sustained upon the waters by this traffic in gypsum, taken from nature's inexhaustible storehouses in the rocks of the provinces which now occupy our attention. The coals of Nova Scotia are of various kinds, and are wholly diffe.rent from those of the United States; at least they differ from all the coals which are found on the eastern side of the Appalachian chain of mountains, so that they do not enter into competition with the coals obtained from mines in the United States, which supply our coast. They are some of them suitable for the smith's use, others for steamboats, others for gas-making, &c., and will be always required, whatever may be the supply from our own mines of Pennsylvania, Maryland, and Virginia; the mine near Richmond, Virginia, furnishing the only bituminous coal that will serve in the place of the coals of Nova Scotia. Hence, we shall not fear that any evil can come to our own coal trade from the competition of the British provinces. Coals are found most abundantly in Pictou, at New Caledonia, Glasgow, on East river, and in various parts of the great coal-basin which lies on the northern coast of Nova Scotia. The island of Cape Breton also furnishes an abundance of excellent bituminous coal. In the province of New Brunswick recent explorations have brought to light a most beautiful, and before unknown, variety of highly bitulminous coal, containing sixty per cent. of gas-making bitumen and forty per cent. of coke, which yields but half a pound of'ashes per hundred weight. This coal is in the true coal formation, and is found in a highly inclined bed running nearly northeast and southwest, with the trend of the enclosing strata. This coal mine is one of the most remarkable in America; not only on account offits beautiful, clean, glossy, and highly bituminous characters, so admirably adapted for gas making, but also on account of the abundance, beauty, and perfection of its fossils, and especially of its embalmed fishes of the Paleoniscus genus-fishes of the true coal formation of America, and analogous to those of the same formation in Europe. Six or more new species of this genus Palasoniscus we have-described in a printed memoir on this coal mine. Time and labor doubtless will add many more to the list, and the Albert county coal mine will become the Mecca of pilgrims in search of fishes of olden time. This coal, as already suggested, is a new variety, particularly adapted to the uses of the gas-house. It furnishes a very rich gas, highly charged with carbon, consisting mostly of olefiant gas; and hence, is the very material that is wanted by gas maniufacturers to enrich the products of our semi-bituminous coals of Mary S. Doe. 112. 537 land and Virginia. It is not used alone in any gas-works, but is mixed with other coals in the proportions of from one-fifth to one-third, and thus gives the best product that can be obtained; and at the same time, it gives greater value to the coke of our more ash-bearing coals.. The importation of the Albert coal into the United States does not, therefore, in any way interfere with the sale of our own coals; but, on the contrary, enables us to use coals that would not otherwise find any market for gas-making. It also saves much outlay in apparatus required for making oil-gas from whale and fish oils, used to enrich the pale or bluish flame produced by gas from many of the coals employed at our gas-works. With the progress of geological research more deposites of this valuable coal will undoubtedly be discovered, and the trade with the United States will tend to draw it within our borders, by the exchange of commodities with our provincial brethren. Thus far we have called attention mostly to the rocks of the coal formation and to their contents. But Nova Scotia is a country rich in geologicalresources; all the rocks, from the crystalline granites up to the new red sandstone series, being, as it were, drawn together in this province, as are still more extended groups in the island of Great Britain. It is obvious that America has been cast on a most expanded scale, and that our rock formations are so wide and deep as to separate to great distances the various deposites; and, although Vanuxem has in a most patriotic manner declared, that "in proportion to the magnitude of the geological scale is the greatness of nations," we cannot conceal the fact that it would be much more convenient to have our coal a little nearer to our metalliferous deposites, somewhat as they exist in England, Scotland, and Wales. In Nova Scotia the coal is very near to her vast beds and veins of iron ores, and to her copper-bearing rocks. The slate hills furnish good roofing slates, and are full of ores of the metals. Her trap-rocks are of the same age, and contain the same minerals as those on the south shore of Lake Superior, at Keweenaw Point, on the Ontonagon river, and on Isle Royale, which are known to be so rich in mines of native copper and silver. Native copper and silver are found in the trap breccia, and amygdaloid of the north mountains of Nova Scotia, in numerous places from Digby Neck to Cape D'Or; and there is reason to believe, that when there shall be the same amount of scientific labor, and of mining skill and enterprise, expended in searching' these rocks in Nova Scotia, that there has been on Lake Superior, there will be exposed many deposites of value to the country, affording to our provincial brethren new means of extending their traffic with our people. There are beds of sandstone in Nova Scotia which also contain rich ores of copper; but they have been but little explored, on account of the peculiar condition of mining rights in that province, which are not open to general competition and to private enterprise. Ores of lead are also found near the Shaebinacudie river, and in other limestone rocks of that province, which belong to the upper Silurian or to the Devonian groups. Hones of superior quality are furnished from some of the slates of the coal series, where the argillaceous strata have been acted upon by the igneous trap-rocks. 538 S. Doc. 112. Sandstones suitable for the hearths of iron furnaces are abundantly obtained upon the borders of Cumberland bay, and ores of manganese are abundant as shore pebbles at Quaco and other parts of the Bay of Fundy, and veins of this ore are found in the limestone rocks of the province. Iron ores of the very best quality are abundant near the Basin of Mines, and near Anapolis, at Nictau, and Clements, on Digby Neck, and also near the cold mines of Pictou. These rich iron ores cannot find an American market so long as England furnishes iron to her provinces free of duty, and no market is offered here for Nova Scotia iron except under the same duties as are imposed on that brought from England. We have not described the beautiful agates, amethysts, chalcedonics, jaspers, cairngorms, and the entire group of zeolite minerals which abound in the amygdaloidal trap of Nova Scotia, and tempt the mineralogist to wander beneath the frowning crags which overhang his head along the Bay of Fundy, rising in mural precipices of fiom 100 to 600 feet in height, and dropping, after each winter's frost, large heaps of precious specimens ready for the collector; for such things are not looked upon by every one as matters of economic value, though they are really such when they induce travel from distant shores into Nova Scotia, and cause the expenditure of wealth among the people of the province-the inevitable result of inducing travellers to pass their time among them. They are also valuable beyond what most persons suppose, when they add to human knowledge and to the means of instruction in science, for all parts of science are in some way connected with each other, so that the advancement of' what appears to be at first a useless branch of learning may open the way to more profound knowledge of the laws of the universe, and brings about results not at first anticipated. No one knows how useful a stone, at first sight apparently useless, may become by the hand of science. What beautiful laws were opened by Sir David Brewster, and others, by the study of the polarization of light by crystals of these very minerals, so that these discoveries are now reduced to real pecuniary value in every well conducted sugar plantation of' the world. Again, the polarization of light is now turned to account not only in detecting the intimate structure of bodies, so as to learn their nature, however masked, but even the light of a wandering comet, or of the flitting aurora borealis, is caught between the polarizing crystals and made to confess whether it is intrinsic, or is- borrowed from some other source. We shall, therefore, claim some attention to the curious minerals of Nova Scotia, though their uses may not be all at once apparent. The topographical features of Nova Scotia are not less remarkable than the geology of that province. We have along the Bay of Fundy NOTE.-We refer to the memoir of Messrs. Jackson and Alger on the mineralogy and geology of Nova Scotia, published in the American Journal of Science and of the Arts, for 1828, republished in the Transactions of the American Academy of Arts and Sciences, for 1832, for full descriptions of the interesting minerals and rocks of Nova Scotia. Also, to sundry papers published in the Quarterly Journal of the Geological Society of London, by James Dawson, esq., of Pictou. Also, to Sir Charles Lyell's Travels in America, and to sundry communications published by him in the Quarterly Journal of the Geological Society of London, for remarks on the geology of parts of this interesting province. S Doc. 1120 1539 a long ridge of -mural precipices, excavated by the action of the sea, which wears away the softer amygdaloid and trap breccia lying at the line of junction of the trap rock with the new red sandstone, and forms an overhanging mass of columnar trap rocks in numerous places on that coast. This trap ridge runs ENE., and WSW., and extends one hundred and thirty miles in length from Briar's island, at the extremity of Digby Neck, to Capes Split and Blomidon. There cannot be a more picturesque coast than this. These frowning crags, with their crowded forests of fir and spruce trees, first meet the eye as we cross the Bay of Fundy. Their height serves to protect the interior from the driving fogs of the bay, which melt into thin air as they pass up the sides of these mountains and disappear. Beyond this barrier we come to the rich and beautiful valley of the Anapolis river, which takes its rise in the Garden of Acadie, Cornwallis, where the teeming soil bears abundant produce. Passing this valley as we -wend our way across the country, we come to. the South mountains, the great Silurian ridge of slate rocks, containing the rich iron ores of Nictau and Clements, so remarkable for their abundant Silurian fossils, such as the asaphus crypturus, del thysis, and other well known fossils of the Silurian rocks. Beyond this, we come to the granite rocks which were elevated subsequently to the deposition of the strata of Silurian slates, and have lifted them at a bold angle with the horizon. This is a cross section of Nova Scotia. If now we travel to the northeastward, we soon change the scene and find ourselves on the Permean sandstones near Windsor, and soon come to the gypsum rocks in the coal series of the province, where we wander over extensive hills of gypsum, and see the quarries wrought by the busy miner and quarryman. lRiding over a fine road to Halifax, we come to the flinty slates of that town, so remarkable for their hard sterility. Travelling northward to Pictou, we traverse extensive beds of Devonian limestone, anid soon come to the rich deposites of coal and of iron ore in the district of Pictou, and on the East river, in New Glasgow. This whole region is rich and beautiful, and is settled mostly by Highlanders from Scotland while, in other parts of Nova Scotia, as at Halifax and in the valley of Anapolis, we have English and Irish; and on Digby Neck, Hessians, American refugees, and French. The French population is mostly on the other side of St. Mary's bay, on Sissaloo river-an old French colony, the remains of the French neutral colony. Nova Scotia is remarkably temperate, considering its northern latitude, the almost insular position of the province, and the proximity of the gulf-stream serving to render the climate more mild than that of Canada. The tides of the Bay of Fundy have always attracted much attention, on account of the great ebb and flow, and the manner in which the tide enters the narrow bays and runs up the rivers, both in New Birunswick and Nova Scotia. It is obvious to the hydrographer, that the great tidal wave enters the Bay of Fundy at its wide tunnellike mouth, and is kept from spreading by its rocky walls, and is forced into a narrow compass as into a tunnel's neck. Hence the impetuous waters, compressed into a narrow space, rise with fearful rapidity, 540 S. Doc. 112. rushing up'in what is called a bore, sometimes four or six feet in height at the heads of bays and up the river channels. On the Peticodiac, at the bend of the river, this bore is seen to the greatest advantage. The tides rise, at the highest, to about sixty feet at the head of the bay, while the rise is not more than thirty feet at the mouth of the bay. The fishermen know how to make use of these rapid tides, and always manage to go with the current. Hence the Peticodiac is sometimes called "lazy-man's river," since rowing is quite unnecessary, the tide bearing the boat whither the boatman wishes, he only having to guide her course' Every one knows that the rivers of the Bay of Fundy are full of fine shad and salmon in their season, and the herrings- of Digby are known all the country over for their excellence. Observations on the geological resources of the province of New Brunswick. We have already given a brief sketch of the valuable mines and quarries on the New Brunswick side of the Bay of Fundy, though much wnore might have been stated had time been allowed for a minute investigation of that important district. We shall now extend our observations inland, and point out some of the more prominent features of this province, so far as our personal observations will permit. Leaving the township of Hillsboro', we travel towards St. John, and find rocks of the coal formation, gray sandstones, 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 extensive rocks we find novaculite of a green color, which appears to be an altered slate rock and a conglomerate of its broken fragments consolidated by an argillaceous cement. Reaching Sussex vale, we come to some of the richest and purest salt springs known in this country, and witness the manufacture of the finest flavored and purest table salt-an article justly prized above any kind of salt made in the country, on account of its freedom from deliquescent t salts of lime and magnesia. Now on the borders of the beautiful Kennebekaris river, we followed its meanderings through one of the most picturesque valleys of the province, and find on the steep flanks of the hills the continuous out-cropping of red sandstones of the Devonian group, which support the coal formation of the more eastern district before described. This valley is obviously one of denudation,' and the deeply scored rocks evince the passage, in olden time, of currents of water and floes of ice loaded with imbedded rocks and frozen soil. The broad and beautiful Kennebekaris bay spreads before us, and is bordered by limestone rocks of the Devonian group. We next enter the city of St. John, the great mercantile entrepot of the province, where ride large numbers of great ships, lading' and unlading, and carrying on an extensive commerce with the mother country. The city of St. John is surrounded by excellent limestones; and some of the gray sandstones are found to contain large fossil trees, indicating that they belong to the rocks not very far below the coal series; while the slates of the Great Falls, a mile or two from the populous S. Doc. 112, 541 portions of the city, contain the largest bed of plumbago known in America-a kind approaching, in some degree, to'a metamorphosed coal, but still sufficiently pure for the manufacture of lustre, and for the preparation of moulds for iron castings. Masses of igneous rocks of the trappean order are seen at Indiantown, a part of St. John city, and this igneous rock is supposed to underlie the metamorphosed limestones and Slates of the town.' It is remarkable that no remains of fossils are found in this limestone to denote its geological age. Ascending the river, we find, along its banks, the most curious display of the strata of the country. Red sandstone, slates, and limestone are the common rocks which meet the eye until we reach Fredericton, where the coal formation crosses the river to its southern bank. There is an extensive deposite of the coal-bearing rocks around Grand lake, on the northern side of the St. John, below Fredericton, and mines have been opened in many places along its borders, from which excellent coals have been obtained. They are especially prized for use in the forge, since they are of the coking variety, useful in making a hollow fire. No spot thus far examined has furnished such beautiful specimens of fossil plants of the coal formation. They are chiefly of the tribe of ferns and of Lepidodendra; and the perfection of these remains of ancient vegetation cannot but excite the admiration of geologists and botanists; for the substance of the plants is perfectly preserved, and is of a perfectly black color, while the shales in which they are found are of a light neutral tint of gray, giving great relief and distinctness to the conserved and charred foliage. Even the fructification of the ferns is perfectly distinct on their foliage, and every scale and leaf of the Lepidodendron is found entire. The beds of coal thus far opened have not been found of much thickness —most of them not being more than from a foot to eighteen inches thick-but some are of greater magnitude; and we are informed that new beds of ample dimensions for profitable working have been found within this district, and are now opened by miners. There is every reason to believe that important coal mines will be found on the borders of this lake, and the time will come when their fuel will be required in St. John and along the borders of the river. It will serve admirably for fuel in the furnaces. of steamboats which ply on the waters of this magnificent river. Still ascending the St. John by steamboats, we come to Woodstock, on the western side of the river; and here, on the borders of the Meduxnekeag river, a few miles above the town, we come to one of the most extensive deposites of red haematite iron ore-a perfectly inexhaustible bed. This, though so highly charged with manganese as to make white and brittle cast-iron, resembling antimony in its fiactured surface, furnishes the veryr toughest kind of bar-iron, having eminently the properties required for making the finest cast-steel. It has been for many years exported to England for that purpose; but owing to the late reduction of price in English iron, caused'by the glut of the European market, the furnace-fires have ceased at Woodstock for the present, but will probably, as the price is now rising again, soon go into blast .542 S. Doc. 112. for the production of pig-iron to be used in making bar-iron in the puddling furnaces of England. Ores of manganese are also found around Woodstock, though they have not yet been sent to market. Still ascending the St. John, we come to the Tobique river, which enters the St. John, on the eastern side, a little below the Aroostook. A few miles from the mouth of the Tobique we find the red sandstone rocks, like those of Nova Scotia, full of excellent gypsum. Springs of salt water are also said to have been found therein. This gypsum will prove valuable to the farmers on both sides of the St. John, and will save the expense of bringing that mineral up the river. A tribe of Indians still dwell on the borders of the Tobique, and have their principal camps at the mouth of the river. They still find occupation in the chase, and even to this time take many beaver, otter, and sable, besides hunting bears, moose, and caribou, in the forests. A few miles more of canoe voyage brings us to the upper falls of the St. John-a magnificent cataract of 70 or 80 feet perpendicular descent. This is one of the most picturesque spots on the river, and will in due time become a favorite place of resort in the summer season. Here the river is closely confined between lofty crags of slaty limestone, and makes a sudden turn in its course as it bursts through its rocky barriers. Its beauty is not destroyed by the great sa.w-mills that were built upon the edge of the falls by the late Sir John Caldwell; but the business created on the spot has brought a sufficient number of settlers to make the place more cheerful. Above the falls the river expands, and is as tranquil as a placid lake. We followed its windings in our canoe for many days, stopping at night among the hospitable and naturally polite French people who live in humble simplicity on the borders of the river, pursuing their quiet mode of life, undisturbed by the thirst fobr gain that torments dwellers in' the great mercantile cities of the coast. The people of Madawaska are descendants of the French neutrals of Acadia, and very much resemble, in their mode of life, the people of Sissaloo, on the St. Mary's river. They have few wants, and these are easily supplied by means of their own skill in the chase and in rural labor. For forty miles above the falls of the St. John, the French settlements of Madawaska are scattered along both sides of the river, the principal settlements being on the provincial side of the river. Some fifty miles farther up, the St. John divides into numerous -branches, which extend into Canada on the north and into Maine on the south. The St. Franqois is its most important Canadian branch, and the Allagosh, with its numerous lakes, and the Aroostook, extending almost to the northwest angle of Maine, where it nearly reaches the corners of New Hampslire and of Canada, are the longest tributaries of this great river. That portion of the river is but little known to this day except to the Indian hunter; and it is not, so far as we can learn, very inviting to the canoe voyageur. The whole region of country above the falls of the St. John is based upon, a blue slaty limestone, probably of the silurian group of rocks; but it is not rich in fossils or in minerals of value. The soil is excellent all over these S. Doc. 112. 543 rocks, and bears good crops of the cereal grains and large burdens of grass when cleared and cultivated. Having no personal knowledge of the eastern coast of the province, the Bay of Chaleur, of Miramichi, or of any part of the shores of the Gulf of St. Lawrence, we must leave that portion of the province, to be described by others. The province of New Brunswick is known to contain an abundance of the very best kinds of timber for ship-building, and for sawing into boards, plank, and deals. Much of her commercial intercourse with the mother country is sustained by this trade. Ships of the largest class of merchantmen are, therefore, nearly as frequent in the harbor of St. John as in the ports of the United States, for this class of vessels is adapted more particularly for the transportation of bulky timber, spars, and masts. Most of the ships which sail fiom St. John are built and owned in the province. New Brunswick, as has already been observed, contains some very remarkable deposites of coal, accompanied by a series of most perfect fossils. The most remarkable of these deposites is the Albert coalmine, in Hillsboro', near the banks of the Peticodiac river. This coalbed is included in shales, with an underlying mass of soft slate, equivalent to the under-clay of most bituminous coal-beds, and the coal is directly overlaid by strata of highly bituminous shales, filled with scales of ganoid fishes, and with the entire embalmed remains of beautiful species of the genus Palkeoniscus fishes of the ganoid order. These fossils were originally discovered by the writer of this article in the spring of 1851, and descriptions of them were read by him before the Boston Society of Natural History at their second meeting in May of that year, and that paper was subsequently incorporated into a report to the Albert Coal Company, from which report we now extract the following: "Descriptions of the fossilfishes of the Albert Coal Mine.."P1. I., Fig. 1. This fish is the first one that was discovered by me at the Albert mine. "Description: Fish, four diameters of its body long; head, obtuse or blunt, as if obliquely compressed on upper and front part; whole length, 3-13- inches; width in middle of body, 5 — inch; fins, one dorsal, opposite anal, small triangular, -3- of an inch at base, jointed, drooping, as if the fish was dead before it was enclosed in the mud, (now shale.) Anal, small, triangular, a little larger than dorsal; pectoral, small, compressed into mass of scales of body of the fish; tail, bifuircated, unequal, very long, and tapering in upper division, which extends to a fine. point. The scales run down on upper division of tail, and become gradually smaller to tip; caudal rays come exclusively from under side of upper, and from lower division of tail. Scales of body brilliant, rhomboidal, wavy, serrated on posterior margins, color light brown. This fish is embalmed and not petrified. No ridge of bone is seen to indicate the vertebral column:; hence the bones must have been cartilaginous and compressible. The gill plates are too confusedly compressed to be dissected. I cannot find in any published book any figure of. a fossil fish identical with this. It is evidently a Palaeoniscus, 544 S. Doc. 112. and is probably a young individual, as seems to be indicated by its small size and the delicacy of its scales. We will name it, provisionally, Palheoniscus Alberti, in commemoration of its being the first fossil fish discovered in Albert county, in New Brunswick. "P1. I., Fig. 2. This beautiful fish was found by Mr. Brown, the captain of the mine, subsequent to my first visit to Hillsboro'. It is one of the largest, or full grown species. It was unfortunately broken in the operation of extracting it, but it still is a very valuable specimen. This being the first fossil fish found by. the chief miner, I have named it Palaeoniscus Brownii. "Description: Fish nearly whole. It is one of the largest species yet found, and its length is three times the greatest width of its body; whole length, 5-13- inches; breadth, 1-1- inches; head broken off just in front of pectoral fin; extremity of tail broken; abdominal fin missing, it having been broken in getting out the specimen. Dorsal fin, a little behind middle of body, opposite, or rather a little in front of anal. "P1. I., Fig. 3, represents a perfect fish of the genus Palaeoniscus, which was found on the 3d of June last. In its general form and ap-' pearance it resembles the Palceoniscus Elegans of Professor Sedgewick, (Lond. Geol. Trans., 2d series, Vol. iii, P1. 9, Fig. 1,) and Agassiz, (Recherches sur les Poissons Fossiles, Vol. ii, Tab. 10, Fig. 5,) but it differs from that species in the striation of the scales, the striwe of the Hillsboro' species being parallel to the anterior and lower margins of the scales, and the shape of the scales differing essentially from Mr. Sedgewick's species. "Description: Fish, long and slender, 4~ diameters of its body long; length of head, a little less than the largest diameter of the body; the head has the shape of an equilateral spherical triangle; tip of nose, or snout, curiously tuberculated and dotted; gill plates cannot be dissected, they are so brittle and confused with the head; fins, pectoral a little behind gill plates, and extend below the fish -3- of an inch-it is a narrow pointed fin, well marked with its rays. Dorsal fin far back towards the tail, a little anterior to anal;' it is half an inch long and -aof an inch high, and is well marked with its rays. Anal fin somewhat larger than dorsal, a little posterior to it. Abdominalfin very small, situated a very little in advance of the middle of the body; tail unequally bifurcated or heterocercal; scales run down on it becoming smaller and more and more acutely rhomboidal or lozenge-shaped as they recede; caudal rays come exclusively from under side of upper division of tail. Scales obtusely rhomboidal on anterior and middle of body, and are distinctly striated parallel to anterior and lower margins, while they are smooth and very brilliant towards and upon the tail; dorsal scales large, and in form of obtuse spherical triangles, pointing backwards towards the dorsal fin. This species is not described in any book I have examined, and, believing it t9 be new, I shall take the liberty of naming it Paleoniscus cairnsii, after the highly intelligent superintendent of the Albert coal-mine, William Cairns, to whose active and unremitting labors I am indebted for so many specimens of these interesting fossils. "P1. I., Fig. 4. This large and elegant fish was mo.st unfortunately broken in splitting it out from the rock, only the posterior part of it S. Doe. 11"2. 545 ha.ving been saved in a fit condition for deilnevation. The whole length of the fish was originally fifteen inches. That portion which remains entire, is 65 inches long; it was broken off through the posterior edge of the dorsal fin. It was an old fish, as is evident from the appearance of the scales, which are thick, heavy, and have their striations in part obliterated, while the serrations are extremely sharp and deep. The scales are elongated rhomboids, and' have many strie upon their surface, which run parallel with their upper and lower margins. Caudal scales, acute lozenges. They run down on upper division, which is long, and covered with scales. Rays of tail come off' very distinctly, exclusively fiom under side of the upper division, and the tail is unequal or heterocercal. Until we obtain an entire specimen, perhaps it will be prudent to abstain from giving a specific name. (See P1. I., Fig. 5, now named P. Allisoni.) It is a species of the genus Palaoniscus. "P1. II., Fig. 1. This species so nearly resembles the Pclceoniscus decortus of Sir Philip M. de Egerton as on first view to pass for it; but on examining the lines of striae, we are forced to regard it as another species. The four great dorsal scales, anterior to the dorsal fin, exactly resemble in form those represented in Sir Philip M. de Egerton's plate. (See Quarterly Journal Geological Society of London, for 1849.) The scales of' one specimen are striated, parallel with the superior and inferior margins, and are deeply and acutely serrated on their posterior edges. The lines of striation are worn away considerably, indicating, perhaps, that it was an old fish.. It was,,when entire, about eight inches long, and it is two inches in diameter from the anterior edges of the dorsal and anal fins. The lithographic delineation gives a sufficiently full exhibitioni of the characters of this specimen, which appears to be of the same species, or very near the species, last described. "Fig. 2, 2 bis, are delineations of specimens of shale, representing a fish arid its counter print in the rock, just as it was split open.- t is a small species of Palhoniscus, compressed vertically, and is contorted as if' the fish had struggled to extricate himself when imprisoned in the mud that now forms this rock. The line of dorsal scales, in the' midd leof this fish, proves its position to be as I have stated, and this opinion is still further confirmed by the shape of the head, and by the'open gill covers. This fish must have been caught in the mud alive, since it was in an upright position. " Fig. 3. represents a beautiful and perfect fish,found at the new pit of the Albert coal mine, by Mr. Wallace, deputy collector of' Iillsboro', who kindly presented it to me. It is compressed vertically, or from the back towards the abdomen, and the head is also vertica.lly compressed between the strata. The large dorsal scales, so characteristic, are seen along the middle of the fish. There is a coprolite seen prcjecting from near the middle of the fish, and it is not certain whether it is included partially in its body, or was in'the mud before the fish was deposited or caught. The body of tle fish curves over the coprolite as if it had been a lard substance. "Description: Fish is 44 diameters of its body long; body 38I 3.6 546 S. Doc. 112. inches long; head in form of equilateral spherical triangle; gills open back of head beautifully marked by tuberculations, or strie and dots. dorsal scales oval-shaped and striated, the most pointed part of the scale being towards the tail; they run along the entire back to the tail,. excepting at the place where the dorsal fin is compressed; scales of body serrated on posterior margins, and striated parallel with their upper and lower edges, and wavy in middle. I am disposed to regard this individual as belonging to the same species as'the one before described. "Fig. 2, 2 bis.-Figure 7 represents a lower jaw of a Palmoniscus firom the-Albert mines. It is interesting as showing the mode of dentition of these ancient fishes; the teeth are here seen to be in a line fixed in regular sockets in the jaw, like those of salmon; the jaw is beautifully marked with little raised dots, visible under an ordinary lens; the teeth agree with those observed by Sir Philip M. de ERerton. (See Quarterly Jour. Geol. Soc., Lond., 1849.) "Fig. 8.-This specimen was discovered by me in the shale of the new. shaft of the Albert mines. It is peculiarly interesting on account of the entire preservation of its abdominal fin, and also on account of its association with a coprolite which seems to have belonged to this individual. "Description: Fish, entire; length, 3-V7 inches; width of the body, 7 of an inch; length of the head, equal to the greatest width of the body; fish, four diameters of its body in length; fins, one dorsal, opposite anal, situated in the posterior, third of body; anal fin little larger than dorsal; abdominal fin small, situated a little in advance of the middle of the body of the fish; pectoral fin a little larger than abdominal; scales, large and brilliant, having a light-brown color striated parallel to anterior margins transversely, and longitudinally in middle, but finer than on anterior margins; tail, more regular than the before-described species, but still unequal; has scales in upper division. This specimen also presents another curious feature; its tail having been amputated by a shift of the strata, and the fiacture being polished and recemented a, little out of place. HIead more acute than' any of the befbre-described species, and very perfectly preserved, having the fine markings of the gill covers and the striae and markings distinct, and also what appears to be the impression of the tongue of the fish. The orbitar ring is also preserved, and is a horn-like circle, or ring, filled with bituminous shale or clay. A coprolite under the abdomen of the fish is a cylindrical mass, rounded at each end, A-j of an inch long, and -13- of an inch in diameter. It is of an ash-griaay color, and includes what appear to be small black scales of fishes." Descriptions of the scales of fossil fishes from the Albert coal mine,' with -analysis of the scales. Owing to the perfect preservation of the- body of the fish, and of ganoid fislh-scales itn the rocks, it is as easy to identify them as if the fish were still living; for the substance of a ganoid fish-scale is of the nature of bone, as will be shown bythe following analysis of the scales of Pa7aoniscus,, from the Albert coal mines: 0.62 -granm-me of the scales S. Doc. 112. 547 from the middle of the body of the fish (PI. I., fig. 4,) submitted to, analysis, gave the following results: Animal matter -.. 0.0800 Carbonate of lime. 0.0980 Phosphoric acid. 0.2452 Phosphate of lime and of Lime. - 0.1234 me and of Magnesia-0.0......2...3....... magnesia, 0.4:309. Silica. 0.00462 0.61 29 By analysis of another portion of the same fish, it is proved that the fibrinous and albuminous matter composing the fish is still unchanged in composition, so far as its elements are considered. The important element proving the presence of animal matter is nitrogen, which is separated by analysis into the state of anmmonia. This, by two determinations, wvas found to be in one 15.56 per cent., and in the other 16.54 nitrogen; the mean being 16.05 per cent., which is the amount of nitrogen in fibrine and albumen. Descrizgtion of the scales of PaleZoniscifrom the shales of the Albert coal mine. Plate I. A. Portion of shale, with impressions of.Pal6eoniscus' scales of three varieties, seen enlarged ill a, b, c; a is one of the scales from the middle of the body of the fish, and shows the articulating process by which it is attached to the lower edge of the scale next above it on the fish. The striations of the scale, and the serrations of its right extremity, are distinctly shown. b represents one of the ful re or scales near the fins of the fish; a group of three of them are seen in specimen A. c is a broad scale friom the lower part of the body near the tail. B represents twofulcre or fin scales fi-om the back, at the daorsal fin. The enlarged views of them give a full explanation of their structure. They have been mistaken not unfrequently for teeth, since thre larger scales bear some resemblance to the teeth of placoid fishes, and to sauroid fishes' teeth. C represents a specimen of another species of PPaltaoniscus scale. It is, in the original specimen, the most perfect that has been seen at the mine; above it is a correctly enlarged figure of this scale. The reader is perhaps aware that geologists have adopted the division of fishes, as proposed by Agassiz, as classified by their scales, which are of fbur orders: 1. Placoid, (broad plate,) of which the sharks' scales are illustrative. 2. Ganoid,. (resplendent,) hard, bony scales; example, the American gar-pike. 3. Ctenoid, (comb-like;) example, scales of the perch. 4. Cycloid, (circular;) examples, herring, salmon, cod, pollock scales. These divisions suffice for most purposes in identifying fishes; and it fortunately happens that most of the fossil fishes-all of those of an ancient type-belong to the bony-scale group; and the character of the scale of one of these fishes remains unaltered in the rock where it ras originally imbedded at the time of its deposition. Plate I., Fig. 5, represents the head and part of the body of a very 548 S. Doc. 112. large fishl of the genus Palteoniscus. It appears to belong to the same species with fig. 4 of' same plate, and fig. l of plate II. Description: Width of body of fish, 3 inches; length, probably from 15 to 18 inches; head, strong, firm,* and more bony than usual with fishes of this group; length, from 2~ to 3 inches; width, 2 inches; gillplates distinct, but crushed together, so that they cannot be dissected, since they adhere firmly' together-; pectoral fin, short, strong, and has a rounded and heavy shoulder of great strength, covered with a long armor, striated obliquely backwards and downwards. Other fins were broken fiom the specimen before I received it and lost; but those wantin g are seen on fig. 4 of this plate, and fig. -1 of P1. If. Prints of five of the great dorsal scales distinct in the rock —scales broken off:. Scales of body perfect,' serya.ted, and distinctly striated with wavy lines horizontally, and slightly curving towards the posterior upper angle of scale. A marked swelling in the place of the stornach shows that the organ-is filled with the fbod of the fish. Color of the fish light clove brown, or a little more inclined to cinnamon brown. This fish I propose to name in honor of the enterprising projector of the mine, who presented me with the specimen: Paleoniscus Allisonzi, in honor of Edward Allison, esq., of St. John. Lisit of the Fossil Plants found in the ShaCles of the Albert Coal Miiine. The fossil fishes already described belong to the genera known to characterize the coal fbrmations of Europe; but, as might be expectedl from other analogous facts, the American species are not identical with any known in the Old World, though they closely resemble them. They are of the same genus, but of new and before undescribed 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 by other geologists, who made a cursory examination of this mine, and who knew not the facts contained in this paper. Plate III, Figs. 1 and 2, represent a specimen of Lelildodencdron, analogous to the L. Gracile of Ad. Brogniart, though not identical with that species. Fig's. 3 and 3 bis represent the fruit of the Lepidodcndron, or Lepidost'robts, found 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- Slheracdra; but it differs firom that plant in several respects, a.s will be discovered on comparing it with the plate in the work of Lindley and Hutton. Figs. 6 and 7 are broad flag-like leaves, supposed to belong to the palm tribe. Fig. 9 is the common calamite of the coal formation, and was found in the gray sand-stone below the coal bed at the Albert mine. These plants are similar to those' found in the coal mines of Nova Scotia and of other parts of New Brunswick, and are like those found in the anthracite mines at Mansfield, Massachusetts, and in the semi-bituminous coal mitres of Maryland and of Virginia. Figs. 4, 5, and 8, represent the only plant that I have not before discovered in our coal formation. This plant is evidently a succulent annual, as evinced by its con S. Doe. 112. 549 torted and drooping stem, and was probably an aqua.tic plant, such as are'fbund growing in marshy places or bogs. Its association with. fishes indicates its being an aquatic plant, or one growing on the borders of a like or river. It is not a fitcoid, as has been alleged, for it has alterla.te branches. The following is an elementary analysis of the Albert coal, made by C. T. Jackson: Carbon-.... 75.2 Hydrogen...X.............................6 Oxygen and a little nitrogen.-.-.-.-.... 17.2 Total.............100.0 The coal yields......60 per cent. of volatile matter. do....... 40 do. of coke. Total.. 1.00 And the coke leaves 0.47 per cent. of'red ashes. The coal cokes readily, and cements closely, if compressed; but it does not melt, though it softens if slowly heated to redness in close vessels. It yields 20 per cent. of soluble bituminous matters to benzole, and fiom 12 to 15 per cent. to oil of turpentine. The solubility of a portion of its bitumen led most persons, at first, to suppose that' it was a kind of bitumen;. but the discovery of organic structure in the coal itself removed this error, and chemical researches proved the coal to be a little more bituminous than the cannel coals of' commerce. There can be no doubt of the fact that this coal is in the true coal field of the provinces. The discovery of other beds of this valuable substance is highly desirable, and the field has been as yet but little explored. Agricultcural Resources of New Brunswick and of Nova Scotia. Viewing the rocks which have, by their decomposition, produced the mineral matters of the soil of the provinces of New Brunswick and of Nova Scotia, we see that every mineral ingredient requisite for the formation of good soils must be contained in them; and the drift agencies, whether of ice or water, in olden time, have-duly commingled the detritus, so as to diffuse the different mineral substances. Vegetable matters-the foliage which drops from deciduous trees; the peat mosses, which grow in humid pla.ces, and decayed trunks of treeshave added the matters which produce humus, or vegetable mould; and thus we have formed, by the hand of Nature, the soils which we cultivate. From geological considerations we should a lpriori regard the soils of New Brunswick and of Nova Scotia as capable of bearing any of our usual crops of cultivated plants, as well as the usual forest trees of northern climes. Such we know by observation to be the fact; and the only influences which prevent the soil of these provinces from bearing any and all kinds of plants are those of climate. The cold of long ;550 S. Doe. 1 1 2. winters limits the growth of crops to a few months; and only those which are hardy, and are adapted to the climate, can be raised advantageously. We have, then, to inquire what are the crops which experience has proved to. be the best for the countries in question. It is known that the northern portions of America "possess an excessive climate,"'* viz: one of' extreme heat in summer, and of great cold in winter. Such climates produce a most rapid growth of vegetation; for the heat of a summer's sun hurries forward the processes of vegetable growth, and an early autumn brings the ripening to a close. Plants, which ripen more slowly in temperate climes, have to be gradually acclimated before they can accommodate themselves to the short seasons of the north.. Hence the variety of zea maize (Indian corn) which grows in Canada differs in its habits of growth from the southern corn, and ripens, where corn of a more southern-raised seed would perish, in the milk, by frost. There are Inany of our usual plants that will bear this acclimating process above referred to; others we had not been able to subdue to our short seasons. The potato is much improved by being hastened in its growth in the way above alluded to, and tie provinces of New Brunswick and Nova Scotia produce the best potatoes klno wn in this country. The slimaller cereals-such as oats, rye, barley, and summer wheat-ripen perfectly in these provinces, and the grain is of excellent' quality and of remarkable sweetness. Turnips of' every variety grow well, and pease, beans, and other leguminous plants are known to thrive admirably. In short, we may say, from observation of the fact, that all the usual culinary vegetables, which grow in the States of Maine and New Hampshire, thrive equally in the soil and climate of the two provinces we are describing. Fruit trees, also, with the exception of the peach, (which does not bear well the intense cold of winter,) produce good fruit in these provinces. The most highly valued crop among the farmers of New Brunswick is grass, which, with the least labor, is the most profitable crop; for good hay is not only required for keeping of the stock on the farm, but is also extensively in demand among the timber-cutters of the forest, for the supply of' food to their teams of cattle. Large quantities of pressed hay, in bundles, are also exported'from the provinces to the cities of the United States. Four-fifths of the land on'every large farm may be advantageously laid down in grass and be kept for mowing land, until it is $so old as to require to be taken up by the plough; and this is done gradually, so as to keep but a limited portion of the land in tillage,'for there are few farmers in the province who can cultivate more than thirty acres of tilled land to advantage, and therefore they have to keep the rest of the farm in grass, which it is also advantageous for them to do, on other accounts, as above specified. It is well;known -that little progress has been made in agriculture in the /provinces, for the forests, full of heavy timber trees, tempt the agricultural portion of the community to engage in the heavier and more immediately iprofitable enterprises of lumber cutting and sawing. This business, although not so beneficial to the character of -the people as the more ci.vilizedl life of farming, has its advantages, not to be over*Humboldt Isotbermal Lines S. Doc. 112. 551 looked. It produces a hardy set of men, and encourages; to some extent, the establishment of manufacturing operations, by fa.miliarizing the people with the machinery of mills, and with the various mechanical operations connected with the business. Thus far the demand for food in the provinces is vastly beyond the supply raised on the soil, and no exports of grain, or indeed of any agricultural produce, save of potatoes and of hay, takes place from either of them. Oats of superior quality are raised on Prince Edward's island, and brought to Boston,, where they command a higher price than the kinds raised in the States. This is probably the only grain that we can expect to receive from the Lower provinces. Immense quantities of flour from the United States finds its way to these provinces; but there is no"r groswing up in Canada West a powerful competition with us in this trade; for the soil of that portion of Canada is of the same quality as that of the neighboring State of New York, and will produce wheat equally well and of as good quality. In the course of time the province of New Bru'nswick will become more successful Din the cultivation of her soil. The improvements of science will gradually extend themselves among the farmers there, as they have done, and are still doing, with us; but still it may be more advantageous for the people of New Brunswick to obtain their chief supply of flour and corn from the United States, provided they can furnish, in the course of trade, other products of their own soil, as they do of their waters and of' their forests. Mines of coal and of iron they have in abundance; building-stones, grindstones, roofing slates, gypsum, and salt, and manganese, they already export, and can supply in as large quantities as mnay be required; and the time will come when ores of lead and of copper will be added to the exports of the provinces of New Brunswick and of Nova Scotia, C. T. JACKSON, M D., Assayer to the State of Mais achusetts, c,, c, r. S. Dec.. 112.'553 PART VII. NOVA SCOTIA. The province of Nova Scotia now includes Cape Breton, which at one period was under a separate government. Nova Scotia proper is a long peninsula, nearly wedge-shaped, connected at its eastern and broadest extremity with the continent of North America by an isthmus only fifteen miles wide. This narrow slip of land separates the waters of the Bay of Fundy from those of the Gulf of St. Lawrence. The peninsula stretches from southwest to northeast, fronting the Atlantic ocean; its extreme length being about two hundred and eighty miles. The singular and valuable island of Cape Breton lies to the eastward of Nova Scotia, from which it is only separated by the strait of Canso.- This strait is in length about twenty miles, and in breadth about one mile. Cape Breton is more particularly described under a separate head. The most remarkable feature in the peninsula of Nova Scotia is the numerous indentations along its coasts. A vast and uninterrupted body of water, impelled by the trade-wind from the coast of Africa to the American continent, strikes the Nova Scotia shore between 44~ and 450 north latitude with great force. A barrier of fifteen miles only (the strip of land already mentioned) between the Atlantic ocean and Gulf of St. Lawrence seems to have escaped such a catastrophe, while a space of one hundred miles in length, and upwards of forty in breadth, has been swallowed up in the vortex, which rolls its tremendous tides of sixty and seventy feet in height up the Bay of Fundy. This bay bounds Nova Scotia on its northwest side, and separates it from the continent. The combined influence of the same powerful agent and of the Atlantic ocean has produced, though in a less striking manner, the same effect upon the southeastern shore. Owing to the operation of these causes, the harbors of Nova Scotia, on its Atlantic coast, for number, capacity, and safety, are perhaps unparalleled in any part of the world. It is stated that between Halifax and Cape Canso there are twelve ports capable of receiving ships-of-the-line, and fourteen others of sufficient depth for merchantmen. A broad belt of high and broken land runs: along the Atlantic shores of Nova Scotia, from Cape Canso to Cape Sable. The breadth of this belt or range varies from twenty miles, in its narrowest part, to fifty and sixty miles in other places. Its average height is about five hundred feet; it is rugged and uneven, and composed chiefly of granite and primary rocks. The peninsula of Nova Scotia is supposed to contain 9,534,196 acres; and it is estimated that nearly two-thirds of its entire surface is 554 S. Doc. 112. covered by the formation above described. The country is undulating throughout, and abounds with lakes of all shapes and sizes. The scenery is everywvhere beautifully picturesque, owing to the great variety of hill and dale, and the numerous rivers and lakes scattered everywhere. The soil of Nova Scotia varies greatly in quality; some of the uplands are sandy and poor, while the tops of the hills are frequently highly productive. On the Atlantic coast the country is so rocky as to be difficult of cultivation; but, when the stones are removed, the soil yields excellent crops. The portion of Nova Scotia best adapted to agricultural pursuits is its northeastern section; which rests upon the sandstones and other rocks of the coal formation. Its most valuable portion is upon the Bay of Fundy, where there are deep and extensive deposites of rich alluvial matter, thrown down by the action of the extraordinary tides of this extensive bay. These deposites have been reclaimed from the -sea by means of dikes; and the "diked marshes," as they are termed, are the richest and most wonderfully prolific portions of British North America. Nothing can exceed their enduring fertility and fruitfulness, to which there seems no reasonable limit. The highest land in Nova Scotia is Ardoise hill, which is only 810 feet above the level of the sea. The navigation returns of Nova Scotia present the following statement of the ships inward, and outward in 1849 and 1850, as the aggregate of all the ports in the colony. Inward in 1849. Outward in 1849. Countries. Ships. Tons. Ships. Tons. Great Britain...........-..... 176 75, 843 183 77,174 British colonies-.......... 1,770 123, 084 1, 930 148, 777 United States -....2..... 2, 806 259, 974 2, 606 247, 154 Foreign States.-.... 287 26, 685 102 9, 749 Total.................... 5,039 485, 586'4,821 482, 854 Seamen: Inward, 34,210; outward, 32,375. The following is a return of shipping for 1850: Inward. Outward. Coumrios. Ships. Tons. Ships. Tons. Great Britain... —---------. 139 65,864 164 71, 589 British colonies............. I, 963 136, 992 2, 184 167,'915 United States.............. 2, 896 281, 340 2, 595 245,726 Foreign States-. -..... 254 25,509 157 15, 907 Total....... 5,2 55 509, 705 5, 102 501,237 Seamen: Inward, 34,475; outward, 32,135. S. I)oe. 112. 555 The aggregate value of the imports and exports of Nova Scotia in the years 1849 and 1850 is thus. stated: In 1849. In 1850. Imports. Exports Imorts. Eports. Great Britain........... 1, 489,615 $260,785 $1,892,020 $262, 945 British colonies — West Indies -.... —. 68, 350 951, 375 73,115 1,179,590 North America....... 852,165 420, 140 1,192,605 634,190 Elsewhere....22, 035 24,090 214, 955 53, 595 _United States.-....... 1, 764,785. 894, 425 1, 612,575 988,065 ]Foreign States........... 727,240 253, 920 295,815 238, 045 Total................ 4, 924,190 2,804,735 5,281, 065 3, 356,430, The following return shows the quantity and value of all articles, the growth, produce, or manufacture of the United States, imported into the colony of Nova Scotia during the year 1850, as also the rate and amount of duty paid thereon: Articles. Quantity. Value. Rate of duty-ster- Total duty. ling. Apples.-..... —-.-.barrels.. 211 $632 4s. per barrel --—. $211 Butter................cwt... 26 336 8s. per cwt... —---- 5 Beef.-.....-. do.... 6 31 6s. per cwt....... —---- 8 Crackers --—.... do — 159 1, 590 3s. 4d. per cwt. -.- 132 Clocks-.. number.. 141 352 5s. each —....... 176 Clocks.-... --------— do.... 9 180' 10s. each. —------ 22 Candles -- ----- pounds.. 26,138 3, 267 ld. per pound. 544 Candles.....-....... do... 465 232 3d. per pound.... 28,Cheese ----- -------- cwt.. 107 1,253 5s. per cwt.. —--- 133 Chocolate.- —.. pounds. 241 25 ld. per pound.... 5 Flour....-.... barrels.. 62, 891 314, 455 is. per barrel..... 15, 722'Hams --------------— wt 183 1, 837 9s. per cwt.. 413 Leather (sole)......... pounds.. 54,914 8,008 Id. per pound.. 1, 143 Leathgr (upper)........do.... 3,448 1,292 2d. per pound. 143 Lard-.c.............. cwt. 380 3, 805 8s. per cwt ----—. 761 Onions....do —-.. 1,208 3, 021 2s. 6d. per cwt. -. 755 Pork ----.. —-- -. - do... 3, 330 24, 730 6s. per pound ----- 4, 996 Rum.-. —- -— gallons. 1,291 968 Is. 6d. per gallon.. 483 Sugar (crushed)..... cwt.. 44 450 l0s. per cwt. 111 Sugar (refined)....... do.... 37 470 14s. per cwt... —. 131.Tobacco. —...... pounds.. 248,540 46,601 1ld. per pound.... 7,766 Articles paying 24 per cent................. 33, 653 21 per cent -.o... 841 Articles paying 64 per cent................ 210, 847 64 per oent.. 13,177 Articles paying 10 per cent................ 13, 720 10 per cent. —1, 372'Articles paying 20 per cent.-.............. 1,621 20 per cent....... 323 Total.673, 376........... 673, 376 49, 464 556 S. Doc. 1 12. The following returns give an abstract of the trade of the province of Nova Scotia during the year 1851: No. 1.-Return showin g the ships and tonnage inward, and the value of imports into the province of Nova Scotia, during the year 1851. Vessels. From what countries. Value of imports. Number. Tons. Great Britain......................... 109 48, 988 $2, 133, 035 British North American colonies....... 1,249 82, 613 1, 022, 415 British West Indies................... -. 128 13, 565 40,590 U nited States. 1,480 209, 304 1, 390, 965 Foreign West Indies................... 179 17, 542 757, 565 Spain............................... 12 3, 497 16, 015 Colonies of France and Spain.......... 3 - 231 2, 520 Foreign Europe....................... 3 736 1,520 Portugal..-....2.... 2 191 13, 890 China.............................. 3 487 125, 000 Guernsey and Jersey................... 4 474 21,605 St. Pierre, Newfoundland............... 44 3,183 1,110 Foreign States........................ 12 1,291 1,410 -Total-.......................,, 3, 228 382,102 5, 527,640 No. 2.-Return s]howing the ships and tonnage outward, and'the value of exports'from _Nova Scotia, during the year 1851. Vessels, To what countries. Value of exports, Number. Tons, Great Britain............... 75 40,164 $142, 245 British North American colonies........ 1,258 96, 153 1, 346, 595 British West Indies_.-.......-..... 355 39, 414 911,355 Guernsey and Jersey ---....... 1.206 13, 200 United States of America.............. 1, 433 121, 212 736, 425 Foreign West Indies.....1............. 104 0, 008 304, 080 Mauritius.......................... 2 469 12,155 Spain......................... 1 189 8,265 Batavia.. —............................ 400 Pernambuco. 1.. 203. 8 930 Foreign Europe....................... 3 407 16, 460 Brazils and colonies of Spain........... 5 604 35, 845 South America- -. 1 - 83', 905 French North America................18 I8 3, 925 St. Pierre........................... 419 95 Total.......................... 3, 265 311,059 3, 542, 310 S. Doc. 112. 557 The imrports and exports of-Nova Scotia for 1849, 1850, and 1851 are shown comparatively as follows:... 1849. 1850. 1851. Imports...... 1 4, 924, 190 $5, 281, 065 $5, 527, 640 Exports....... 2, 804,735 3, 356,430 3, 542, 310 The various articles of the growth, produce, and manufacture of the United States imported into Nova Scotia in 1851 were of the estimated. value of $SS6,940, and they paid provincial duties amounting in the aggregate to $64,727. The principal articles of colonial produce, growth, and manufacture exported to the United States of America in 1851 were of the following description and value: Articles. Quantity. Value. Coals............................. 47,375 chaldrons................. $145,180 Fish-Dried cod —----------------- 5,571 quintals....-...... -....... 13, 800 Mackerel.................... 59,750 barrels.-...... 290,,225 Salmon. —-...- ------—. 4,444 barrels and 238 boxes, fresh- 46, 245 Herriings.................... 17,499 barrels -------------—. 62, 140 Alewives... 1,490 barrels..................... 3, 875 Pickled fish -... —--------—. 2,692 barrels.................... 16, 405 Oil --—.... — - ----.. 603 casks and 4,716 gallons........ 11,715 Freestone —--- --—. ------------- - 955 tons........................ 12, 840 Gypsum — -............... 40,592 tons...................... 28,145 Hiides. - - -... 2,422 --------—... —--.. ——. 6, 860 Lumber and plank. - - - 257,700 feet and 466 pieces........ 2, 815 Oats...... 13,877 bushels. - -............. 2, 650 Potatoes -----...................... 1,385 bushels --—. —---- -..-. 1,580 Skins. - -48 packages.................... 1,745 Wool..... --—.. —--- -- 51 bales.-......'2, 040 Wood and bark —--—........... —-—.......... —-- 21,584 cords....... 3......., 875 Miscellaneous ---—........................... 17, 930 Total-.....*........ *......705,045 During the year 1851, one hundred and six American vessels, of the aggregate burden of 15,901 tons, entered inward in the various ports of Nova Scotia, of which number 91 vessels, 13,032 tons, cleared again with cargoes for the United States, and the remaining 15 took ceargoes for foreign ports. The number of vessels owned and registered in the province of Nova Scotia, on the 31st December, 1S50, is thus stated: 2,791 vessels, 168,392 tons. The fisheries on the colonial coasts have been prosecuted to a greater extent by the people of Nova Scotia, except Newfoundland, than by those of any 6ther colony. The following table, compiled from official returns, is of some importance at this time to the fishing interests of the United States. *See note, end of Part IX. 558 So Doc. 112. 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 ihe season was as follows: Dry fish........196,434 quintals. Saltnon........... -1,669 barrels. Shad —.... X.....................- - 3,536 " Mackerel- -.-.. *100,047 " Herrings... - 53,200 " Alewives. 5,343 " Smoked herring................. 15,409 boxes. The total value of the above products of the fisheries is stated at $869,080; to which must be added 189,250 gallons of fish oil, valued at $71,016. The total value of the fisheries undoubtedly greatly exceeds a million of dollars. The census taken in this province during the past year (1851) gives the total population at 276,117 souls. In this total are included 1,056 Indians, and 4,908 colored persons. The number of births in 1850 was 8,120; the number of deaths 2,802; of marriages 1,710. It appears that there are in the province 1,096 schools, with an aggregate of 31,354 scholars. The religious denominations are thus classed: Church of England..36,482 Roman Catholics.... 69,634 Presbyterians-Kirk of'Scotland. 18,867 Presbytery of Nova Scotia.- - 28,767 Free Church of Scotlanld. -25,280 Baptists. -... 42,243 Methodists.-.....23,596 Congregationalists,..2,639 Universalists... 580 Lutherans. —--—. —.. 4,087 Sandinians.. 101 Quakers.... 188 Other denominations.3. 3,791 The whole number of churches in the province is 567. The number of inhabited houses is stated at, 41,453; of uninhabited houses 2,02S; of houses building 2,347; of stores, barns, and outhouses 52,758. The probable value'of real estate is stated by the census return at $32,203,692. It appears that there are in Nova Scotia no less than 40,012 acres of diked land. This is chiefly on the upper part of the Bay of Fundy, and is celebrated for its enduring fertility. It is estimated to be worth, on the average, about $60 per acre. The quantity of improved up — land is stated at 799,310 acres. S. "Doc. 11 2. 559 The quantity of live stock is thus stated: Horses-. 28,789 Neat cattle... 156,857 Milch cows.- S6,856 Sheep.......282,180 Swine.... - 51,533 The grain and other crops, in 1850, were as follows: Wheat.-..... bushels.. 297,157 Barley-..do. -... 196,097 Rye - -do. - 61,438 Oats --- - do-.- 1,384,437 Buckwheat.-............. do...- 170,301 Indian corn —---- - do.. 37,475 Hay.-. —..-..- tons... 287,837 Pease and beans-. bushels. - 21,638 Grass seed. do.... 3,6S6 Potatoes do. - do 1,986,789 Turnips. do.-. 467,127 Other roots... do.. 32,325 The products of the dairy, in 1850, are stated at 3,613,890 pounds of butter and 652,069 pounds of cheese. There are 1,153 saw-mills in the province, which employ 1,786 men. There are also 398 grist-mills, which employ 437 men. There are, besides, 10 steam-mills, or factories, 237 tanneries, 9 foundries, 81 carding and weaving establishments, 17 breweries and distilleries, and 131 other manufacturing establishments of various kinds. The whole quantity of coals raised in the province, in 1850, is stated at 114,992 chaldrons. There were 28,603 casks of lime burned and very nearly three millions of bricks manufactured. The quantity of gypsum quarried was 79,795 tons; the quantity of maple sugar made, 110,441 pounds. THE PORT OF HALIFAX. Latitude, 440 39' north; longitude, 630 36' west; magnetic variation, 15~ 3' west; rise and fall of tide, 7 to 9 feet. It is alleged that the harbor of Halifax has not, perhaps, a superior iii any part of the world. It is situate nearly midway between the eastern and western extremities of the peninsula of Nova Scotia, and, being directly open to the Atlantic, its navigation is but rarely impeded by ice. From the Atlantic the harbor extends inland for fifteen miles, terminating in a beautiful land-locked basin, where whole fleets may ride in good anchorage. The entrance to Halifax harbor is well lighted, and buoys are placed upon all the shoals. A fine, deep channel stretches up behind Halifax, called the Northwest Arm, which renders the site of' the city a peninsula. The town is built on the declivity of a hill, which rises gradually fi'om the water's edge; its length is more than two miles, and breadth nearly a mile, with wide streets crossing each other at right angles. 560 S. Doc. 112. As the port at which the Cunard mail-steamers touch, on their voyages to and from Europe, and as the proposed terminus of the great railway from Quebec to the Atlantic, in connexion with those and other steamers, Halifax bids fair to become a place of very considerable commercial importance. The nature and extent of its trade and commerce, at the present time, will be best understood by the tables which follow. The value of imports and exports at the port of' Halifax, in 1850, is thus stated: Value of irm- Value of exCountries. ports. ports. Great Britain --..... —----—..... —------------—.. —.. $1,675,150 $72,780 West Indies- -- —... ——. —. 44,785 790,150 British colonies British North America................ 935,200 124,780 Other colonies.......... —.. —-----. --------- 48,275 18,945 United States of America.- ----------- --------------—. 1,109,000 469,000 Foreign States...... — -------.. —-- --------—... 267,990 187,960 Total-......................................... 4,080,400 1,663,615 The ships inward and outward, in 1850, are thus stated: Inward. Outward. Countries. Sailing vessels. Steam vessels. Sailing vessels. Steam vessels. No. Tons. No. Tons. No,. Tons. No. Toils. Great Britain..-... 61 28,986 36 24,834 17 2,878 28 32,354 British colonies. 587 36,619 42 7,798 674 51,659 43 8,258 United States —.. ——. 259 27,518 35 32,768 169 19,273 39 36,249 Foreign States......... 174 18,081. —-.... 92 10,408...... Total.......... 1,081 111,204 113 65,400 952 84,218 110 76,861 S. Doc. 112. 561 The following is an exhibit of the various descriptions of merchandise imported into Halifax from the Uni ates in the year 1850, with the value of each description: Articles. Value. Ale and porter..... $565 Agricultural implements --- 135 Bacon and hamsr -4 —-485 Beef and pork. — - 36,170 Books and stationery -23,670 Beans and pease. 715 Brandy... 395 Brooms-...... 4,460 Bread and biscuit......25,505 Bran.........- 3.............. 270 Butter....... 1,040 Burning fluid5.,280 Corn. - - - - - -21,400 Corn meal- - - —. 93,660 Cordage - - ---- 17,085 Cotton manufactures- - - —. 54,630 Cocoa - - -—. —.......... - - - - -- 2,755 Candles - - - - - -7,640 Coffee - - - - - -6,620 Drugs and medicines.. — 10,070 Wheat flour. — - -- 224,050 Rye flour --- - - - ----- 77,440 ~Dried fruit- - - - - - - 7,370 Fresh fruit --- ------------------ - - - - 1,410 Glassware'.... 3,255 Hardware.- - -3 30,420 Hides -------- 4,315 Hemp-..................., —---- 4,915 Leather-.... 7,180 Leather manufactures- - - —. 9,990 Lard-..... 2,385 Onions - - - - - -2,490 Rice.- -..............-....-. -.................- 11,070 R~um.- - - -...........- -.....- 1,020 Sugar 5,290 Soap.....1,455 Tallow - - -....-. -....-...........- 4,780 Tar and pitch...-6,425 Tobacco - 76,785 Tea ----— 8,280 Vinegar --- --- 1,405 Wheat - - - - - - - 23,935.Miscellaneous --- --........... 106,270 Total9...............3.......... 98,985 37 The staple exports of the port of Halifax are the various products of the sea fisheries, in which a large number of the s~'habitants of Nova Scotia are regularly employed. The extent of this business at Halifax is thus stated: Return of the quantities of fish and fish oil exportedfrom Halifax in the year 1851. Dried fish. Mackerel. Herrings. Alewives. Salmon. Oil. Preserved Smok ed Pickled fish. herrings, cod. Countries. Quintals. Barrels. I Barrels. Barrels. Tierces. Barrels. Casks. Gallons. Boxes. Boxes. Barrels. Gre it Britain......... 5 14264 rr. 12 300 British North American Colonies.-9... 931 2, 204 6, 345............... 6 807-........... —... 361.. British West Indies... - 130, 174 27, 349 22,139 3,206 -1,438 2, 011 29,148 -,.237 - United States.-British vessels. —............ 250 51,203 9,090 926 340 3,472 304 6,260 126 78 United States vessls.- - 100 6, 313 975 7.......5 -— 31 50 Foreign West Indies.-British vesses... 53, 045. 8, 914 4,621- - -............... 495 40 620-. 336... —Foreign vessels.'..-. 2, 666 - -...............-................ - -.......~~-. ~~~~ — -.. —........... Mauritiusn.....-3................,026 653 389..... 2 -.. - -. —-0 - I Azoresh-Foreign vessels....... -....,-.... 53 -.................... --.........................Brazil.-Foreign vessels. 100........ 1,....-.......,............. Malaga.-Foreign vessels..-. 1, 458 | _|............. -. —'....... Total.... —. 191,802 96,650 43,559 4,22......7 340 6,412 3,493 36,028 238 3,234.78 S,. Doc. 112. 563 The following return exhibits the number of ships, and their tonnage, which entered inward at the port of Halifax during the year 1851, as also the value of imports by such vessels, distinguishing British from foreign. This return furnishes a good general idea of the import trade of Halifax, as at present existing: Vessels. Value of imports. From what countries., Total value. Number. Tons. British. Foreign. Great Britain.............. 97 53,920 $1,482, 095 $193, 255 $1, 675,350 British N. American colonies. 528 33,051 921,710 19, 165 940, 875 British West Indies..... 101 11, 366 45, 075 1,450 46,525 United States..-.......... 264 60, 284 --------—. 938, 985 938, 985 St. Pierre............ —. 4 216...... Foreign West Indies........ 152 14, 224.......... 587, 080 587, 080 Spain...... 9 2,157......... 29,555 29, 555 Portugal. —.... —-...3 337.]........ 20,600 20, 600 Azores............... 3 548... —---—..., 470'[ 2, 470 Hong Kong................ 1 186.. —-... 48,425 48,425 Mexico.. —-—................. 1 11.3..... Holland........ —-.. ------—. I 400........ 5, 550 5, 550 Total................. 1,164 176,802 2,448,880 1,846,535 4,295,415 The Coal Trade. Besides its staple export arising from the fisheries, the province of Nova Scotia also sends abroad a very considerable quantity of bituminous coal. A notice of the abundant mineral wealth of this colony is given in my former report to the Treasury Department, published by order of the Senate; but some portions of this it may be, necessary to repeat at present, in order to point out clearly the existing state of the coal trade of Nova Scotia. The coal mines at present opened and worked in this colony are four in number. They are as follows: lst. -The Albion mines, near Pictou, on the Gulf of St. Lawrence. 2d and 3d. The Sydney and Bridgeport mines, in Cape Breton. 4th. The Cumberland mines, at the head of the Bay of Fundy. The mines near Pictou are about eighty miles by water from the western extremity of the strait of Canso, which separates Cape Breton from Nova Scotia. Here there are ten strata of' coal; the main coal band is thirty-three feet in thickness, with twenty-Ibur feet of good coal. Out of this only thirteen feet is fit for exportation; the remaining part is valuable for furnaces and forges. In consequence of a general subsidence of the ground, to the extent of six feet, over all the old workings, new pits have recently been opened at the Pictou mines, which are only 1.50 feet deep; the main coal 1band being struck at a higher level than in the old pits. 564 S. Doc." 112. The average cost of mining coals here is thirty cents per chaldron, the various expenses of the mines, engines, &c., increase the cost of coals at the pit mouth to sixty-two and a half cents per toln. The cost of screening, transporting to the loading-ground by railway-a distance of nine miles-with other incidental charges, adds seventy-five cents per ton to the cost of the coals. The shipping season commences at Pictou about the first of May, and continues until the middle of November, after which the northern harbors of Nova Scotia are frozen up. At Pictou, coals are delivered by the single cargo, at three dollars and thirty cents per chaldron. Purchasers of one thousand chaldrons, or more, obtain a deduction of thirty cents per chaldron. The slack, or fine coal, is delivered on board at one dollar and a half per chaldron, with a discount of three per cent. for cash payment. The average weight of a chaldron of Pictoun coals is 3,456 pounds. The average required in the United States is 2,940 pounds the chaldron. One hundred chaldrons of coals, Pictou measure, are equal to 120 chaldrons, Boston ineasure. The usual freight fiom Pictou to Boston is $2 75 per chaldron, Boston measure. Pictou is in latitude 450 41' north; longitude 620 40' west; rise and fall of tide 4 to 6 feet. The Sydney coal field occupies the southeast portion of the island of Cape Breton, and is estimated to contain two hundred and fifty miles of workable coal. The thickness of the coal-bed worked at Sydney is six feet. It is delivered on board vessels, after being transported three miles by railway, to the loading-ground, at $3 60 per chaldron, with the same deduction to large purchasers as at Pictou. This coal, as a domestic fuel, is accounted equal to the best Newcastle; it is soft,- close-burning, and highly bituminous. The Bridgeport mines are fifteen miles from Sydney. The coalseam at these mines is nine feet thick, and contains two thin partings of shale. The coal is of excellent quality, of the same description as at Sydney, and not at all infierior. The coals firom Cape Breton overrun the Boston measure from 18 to 20 per cent. Sydney is in latitude 460 18' north; longitude 600 9' west; rise and fall of tide 6 feet. The Cumberland coal mines are on the coast of Chignecto, which forms the northeastern termination of the Bay of Fundy. These mines have been but recently opened. The seam worked is about four and a half feet in thickness. The coal is bituminous, but is alleged to contain more sulphur than any other description in Nova Scotia. The principal exportation of coals from Nova Scotia and Cape Breton is to ports in Massachusetts and Rhode Island, with a small quantity to Newv York. Many American vessels in this trade, especially since the change in the navigation laws, obtain freights for Nova Scotia, Newfoundland, the French islands of St. Peter, Prince Edward island, and the New Brunswick ports on the Gulf of St. Lawrence, and load with coals as their return cargo. The mean price of Sydney and Pictou coal for the chaldron, of 48 S. Doce. 112. 565 nushels, weighing 3,750 (nominally one ton and a quarter) is'$3 10, which is equal to $2 32 per chaldron of 36 bushels. - The freight to Boston is $2 75 per chaldron; the duty under the tariff of 1846 (thirty per cent. ad valorem) is seventy cents per chaldron, amounting in all to $5 77 per chaldon. To this must be added: insurance, two per cent.; and commission, two and a half per cent. The price paid in Boston by actual consumers for this same coal is about eight dollars per chaldron. Anthracite coal does not exist in any of the colonies, and they bid fair to become consumers of Pennsylvania anthracite, the importation of which has already commenced, to some extent, in New Brunswick for steamboats and foundries. Under liberal arrangements on both sides, the consumption of anthracite'coals would greatly increase in the colonies, and even in Nova Scotia, it being for many purposes better fitted and more economical than the bituminous coal of that colony. The following return shows- the quantities of coal, in chaldrons, shipped to the United States from the different mines in Nova Scotia, in the years 1849 and 1850: Pictou. Sydney. Joggins, Total. (Cumberland.) Years. Coarse. Slack. Coarse. Slack. Coarse. Slack. Coarse. Slack. 1849.-.-..... 48, 812 7,110 12,090 1,210 403........ 61,305 8, 320 1850. 51, 436 6,932 10,796'1,586 722..... 62,954 8, 51 The foregoing return was furnished by the Honll. S. Cunard, the general agent for all the mines of Nova Scotia. No return has been received for the year 1851; but Mr. Cunard states that the quantity fell off about twelve thousand chaldrons in that season. CAPE BRE TON. This valuable island is in shape nearly triangular, its shores indented, with many fine, deep harbors, and broken with innumerable coves and inlets. Cape Breton is almost separated into two islands by the great inlet called the Bras D'Or, which enters on its east side, facing Newfoundland, by two passages hereafter described, and afterwards spreading out into a magnificent sheet of water, ramifies in the most singular manner tllroughout the island, rendering every part of its interior easily accessible. The Bias D'Or (or'" Arm of Gold") creates two natural divisions in Cape Breton, which are in striking contrast; the northern portion being: high, bold, and steep; while that to the south is low, intersected by water, diversified with moderate elevations, arid rises gradually fromm: its interior shore until it presents abrupt cliffs toward the Atlantic ocean. The whole area of Cape Breton is estimated at 2,000,000 of acres; its population somewhat exceeds 50,000 souls. In the southern division of Cape Breton, the highest land does not exceed 800 feet; but in the northern division the highlands are higher, bolder, and more continuous, terminating at North Cape, which is 1,800 feet in height, and faces Cape Ray on the opposite coast of Newfcundland. Between these two capes, which are 48 miles apart, is the main entrance to the Gulf of and river St. Lawrence-a pass of great importance. The Bras D'Or appears to have been an eruption of the ocean, caused by some earthquake or convulsion, which admitted the water within the usual boundary of the coast. This noble sea-water lake is 50 miles in length, and its greatest breadth about 20 miles. The depth of water varies from 12 to 60 fathoms, and it is everywhere secure and navigable. Sea-fisheries of every kind are carried on within the Bras D'Or to a very considerable extent, as also a salmon fishery. Quantities of codfish and herrings are taken on this lake during winter through holes cut in the ice. The entrance to this great sea-lake is divided into two passages by Boulardrie island; the south passage is 23 miles long, and from a quarter of a mile to three miles wide; but it is not navigable for large vessels, owing to a bar at its mouth. The north passage is 25 miles long, from two to three miles wide, with a free navigation, and above 60 fathoms of water. The shores of these entrances are settled by Scotch Highlanders and emigrants from the Hebrides, who prosecute the fisheries in boats with much success. These fisheries are most extensive and valuable, not exceeded in any part of America; but, from their inland position, are at present wholly inaccessible to our citizens, who have never yet participated in them in the least degree. In several of the large bays connected with the Bras D'Or, the large timber ships from England receive their cargoes at 40 and 60 miles distance from the sea. The timber is of good size, and of excellent quality. The rich coal deposites of Cape Breton occupy not less than 120 square miles, all containing available seams for working of bituminous coal of the best quality. The extensive and varied fisheries; the rich deposites of the finest coal, with the best iron ore; the superior quality of the timber, and extraordinary facilities and conveniences for ship-building; the rare advantage of inland navigation, bordered -by good land for agricultural purposes; the existence also of abundant salt springs, lofty cliffs of the best gypsum, and the finest building stone of all kinds; with the geographical situation of the island as the key of the St. Lawrence, and the position which commands the entire commerce and fisheries of the northeastern portion of'North America-all Combine to render Cape Breton one of the most important and most desirable possessions of -British North America.,TJhe possession of Cape Breton is of the utmost consequence to Great Britain. The naval power of France, it is well known and admitted, S. Doc. 112. 567 began to decline from the time that nation was driven out of the North American fisheries by the conquest of Louisburg. It has been said by Mr. John MacGregor, M. P., late secretary to the Board, of Trade, that the possession of Cape Breton would be more valuable to our people, as a nation, than any of the British West India islands; and that it it were once obtained by them as a fishing station, and a position to command the surrounding seas and neighboring coasts, the American navy might safely cope with that of all Europe. By the treaty of Utrecht, in 1713, France ceded to England the country called "L'Acadie," now known as Nova Scotia and New Brunswick, but reserved to itself the "Isle Royale," since called Cape Breton. In order to maintain their position in America, the French took formal possession of the harbor of Louisburg soon after this treaty, and in 1720 commenced there the construction of the fortress of that name, so well known and celebrated in history. Upon this fortress the French nation expended thirty millions of livres-a very large sum in those days. It was captured in the most gallant and extraordinary manner by the forces of New England, in 1745, but was restored to France by the treaty of Aix-la-Chapelle, in 1747, in return for Madras. It was recaptured by the British and colonial forces in 1758; and after the treaty of 1763, by which the French gave up all their North Amnerican possessions to England, the British government demolished the fortifications of Louisburg, at an expense of $50,000, fearing they might fall into the hands of some hostile power. Since then the famous harbor of Louisburg has been deserted; although previously-during its occupation by the French-it exported no less than 500,000 quintals of cod annually, and six hundred vessels, of all sizes, were employed in its trade. and fisheries. Cape Breton was formally annexed to Nova Scotia, by royal declaration, in 1763; but in 1784, a separate constitution was granted to it, and it remained under the management of a lieutenant governor, council, and assembly until 1820, when it was re-annexed to Nova Scotia. Owing to the returns of trade for Cape Breton being mixed up with those for Nova Scotia, it is now difficult to obtain an accurate account of the value of its products annually. The products of the fisheries of Cape Breton, in 1847 and 1848, were as follows: 1847.-Dried cod. -...-..-.....41,364 quintals. Scalefish, dried......................14,948 " Pickled fishMackerel..................... 17,200 barrels. Herrings. —-.. -- 2,985 " Salmon -..> —---— 335 " Other pickled fish...... A12,399 " Seal-skins 12,100 in number. Oil of all kinds-. 415 tuns. The estimated value of the foregoing articles was $302,616. 568 S. Doc. 112., 1848.-Dried cod........................ 32,53 quintals. Scalefish, dried -—....... —.... 6,783 " Pickled fishMackerel...................... 14,050 barrels. Herrings 3,700 5 Salmon............ 295 " Other pickled fish -. —----------.18,862'" Seal-skins..- 2,200 in number. Oil of all kinds-....-.... 5643 tuns. The value of the above estimated at $282,772. There is reason to believe, however, that the above gives but an imperfect idea of the extent of the fisheries at Cape Breton. It has been ascertained that, from the portion of this island within the strait of Canso, the following quantities of fish were exported in the year 860: Codfish -...........X. 28,570 quintals. Herrings. - 8,750 barrels. Spring mackerel..5......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, without reference to any custom-house. It has been ascertained, however, on good authority, that the quantity of herrings and mackerel caught and cured at Cheticamp, (the western extremity of Cape Breton,) during the season of 1851, was not less than 100,000 barrels. It is alleged that the banks in the vicinity of Cape Breton are thickly covered with shell-fish, and consequently are the best feeding-grounds for cod found anywhere in those seas; hence, also, the superior quality of the cod caught and cured there. The total quantity of coals raised in Cape Breton, and sold during the year 1849, amounted to 24,960 chaldrons (Newcastle measure) of large coal and 11,787 chaldrons of fine coal; of this quantity, 12,090 chaldrons of the large coal and 1,210 chaldrons of fine coal were shipped to the UnitedStates in 1849; in 1850 the quantity shipped to the United States was 10,796 chaldrons of large coal and 1,586 chaldrons of fine coal. The entries and clearances of trading and fishing vessels at Cape Breton in 1-850 were as follows: Inward in 1850. At Arichat-Vessels. Tons. Vessels. Tons. From England....... 2 349 From British colonies. X...-. -. 52 3,196 From United States -....... 98 8,105 From Foreign States.... 5 1,663 Total - -....................... 157 12,31 S. Doe. 112. 569 At Sydney — Vessels. Tons. Vessels. Tons. From England-........... 6 1,859 From British colonies.-.. 216 21,017 From United States 104 10,956 From foreign ports.... 25 1,516 Total.-....3....3... -351 35,348 Whole number of vessels inward........... 508 47,661 Vessels outward in 1850. From ArichatVessels. Tons. To Great Britain. - To British colonies-. 48 2,961 To United States..................... 14 1,283 To foreign States ----- -- 4 633 Total.- 66 4,877 From SydneyTo Great Britain.................... -5 837 To British colonies- 217 20,615 To United States.................... 69 6,883 To foreign States.........4...... 48 3,712 Total. 339 31,591 Whole number of vessels outward................... 405 36,468 The value of imports and exports at Cape Breton, in 1850, is thus stated in the official returns made to Halifax: ImportsArichat. Sydney. From Great Britain....... $1,575 $18,335 From West Indies..1....,355 From British North America -..... 23,585 16,860 From other British colonies. 15,695 From United States. 4'3,380 13,645 From foreign States...1,355 1,690 86,945 50,530 The total value of imports into Cape Breton, in 1850, was $137,475. 570 S. Doc. 112, Exports — Arichat Sydney. To Great Britain... $0,850 To British West Indies.. -. $38,400 2,745 To British North America.................. 38,620 119,265 To other British colonies i.. 9,650 To Unitea States -...... --- - 35,335 44,470 To foreign States........ 32,475 7,200 154,480 184,530 Total value of exports in 1850 was $339,010. It is believed that the foregoing statements do not give a correct account of the whole import and export trade of Cape Breton, as much is imported and sent away through Halifax, to and from which there is at all times an extensive coasting trade. But sufficient has been stated to show that Cape Breton possesses a very considerable trade, which might be very largely increased with our country under a system of free interchanges, inasmuch as Cape Breton greatly needs, and will always continue to purchase, many products of the United States, the quantity being limited solely by the power of paying for them in the produce of her fbrests, mines, and fisheries, the exports from which could be increased very considerably. SABLE ISLAND. This low, sandy island, the scene of numerous and melancholy shipwrecks, lies diirectly in the track of vessels bound to or from Europe. It is about eighty-five miles distant from Cape Canso. Its length is about twenty-five miles, by one mile and a quarter in width, shaped like a bow, and diminishing at either end to an accumulation of loose white sand, being little more than a congeries of hard banks of the same. The sum of $4,000 annually is devoted to keeping a superintendent; from Nova Scotia, with a party of men, provided with provisions and other necessaries, for the purpose of relieving shipwrecked mariners, of whatever nation, who may be cast upon its shores. Of late years it has been found that mackerel of the finest quality can be taken in great abundance, quite close to the shores of Sable island, during the whole of every fishing season; and this fishery is every year becoming of greater importance. Several of our enterprising fishermen have found their way there of late, in schooners of about ninety tons, and have succeeded very well. By observations of Captain Bayfield, R. N., the well known marine urveyor, made in the autumn of 1851, the eastern extreme of this sland has been found to be in latitude 430 59'north, and longitude 59~ 45' 59" west. Two miles of the west end of the island have been washed away since 1828. This reduction, and consequent addition to the western bar, is reported to have been in operation since 1811, and seems likely to continue. There has been no material change in the east end of the island within the memory of any one acquainted with it. The western bar may be safely approached by the lead, from any direction, with common precaution. The length of the northeast bar, S "Doc. 112 5671 it is said by Captain Bayfield, has been greatly exaggerated; but still, it is a most formidable danger. Its real length is fourteen miles only, instead of twenty-eight, as heretofore reported. For thirteen miles from the land it has six fathoms of water, with a line of heavy breakers in bad weather; in the fourteenth mile there is ten fathoms of Vwaater, and not far firom theextrem ity of the bar 170 fathoms, so that a vessel going moderately fast might be on the bar in a few minutes after in vain trying fbr soundings. Captain Bayfield has recommended to the government of Nova Scotia to establish a light-house on the east end of this island, and measures are now in progress for its erection. Sable island lies eighty miles to the southward of Nova Scotia, and in the immediate vicinity of the gulf-stream. Throughout nearly its whole length of twenty-five miles, Sable island is covered with natural grass and wild pease, sustaining, by its spontaneous production, five hlundred head of wild horses, and many cattle. The Hon. Mr. Howe, Principal Secretary, of Nova Scotia, visited this island in 1850, and reported favorably as to the extent and value of the fishery upon its coast. The superintendent informed Mr. Howe that, a few days before his arrival, the mackerel crowded the coast in such numbers that they almost pressed each other upon the sands. Mr. Howe himself saw an unbroken school, extending from the landing place fori a mile, within good seining distance, besides other schools at various points, indicating the presence, in the surrounding seas, of incalculable wealth. It is believed that a good boat fishery for cod might be carried on here. Seals are numerous all around the island, being very little disturbed. Hitherto the government of Nova Scotia, to which this island belongs, has not permitted any fishing establishments to be set up upon it. It has been feared that discipline would not be maintained at the government establishment for the relief of shipwrecked mariners, if persons not under the control of the superintendent were allowed to land upon the island, and that the obligations of humanity might be disregarded by mere voluntary settlers, or that the temptation to plunder the unfortunate might prove too strong to be resisted by such a population when the hand of authority was withdrawn. The natives of Nantucket,* if permitted, would soon build havens and breakwaters at Sable island, and make what is now but a dreaded sand bank amid the solitudes ofthe ocean, a cultivated centre of mechanical and maritime industry; and, as population increased, employment would be found for the hardy race which this stern nursery would foster and train, to draw wealth from the deep. * A writer in that valuable work, Hunt's Merchants' Magazine, thus describes Nantucket, which, in many respects, is very similar to Sable island: " NANTUCKET-A small crescent of pebbly soil, just lifting itself above the level of the ocean, surrounded by a belt of roaring breakers, and destitute of all shelter from the stormy blasts which sweep over it, there is nothing about it' but doth suffer a sea change.' Its inhabitants know hardly anything but of the sea and sky. Rocks, mountains, trees, and rivers, and the bright verdure of the earth, are names only to them, which have no particular significance. They read of these as other people read of angels and demi-gods. There may be such things, or there may not. But, dreary and desolate as their island may seem to others, it realizes their ideal of what the world should be; and probably they dream that Paradise is just such another place-a duplicate island, where every wind that blows wafts the spray of the sea in their faces!" S. Doc. 112. 573 PART VIII. THE ISLAND COLONY OF NEWFOUNDLAND, INCLUDING LABRADOR. In order that a correct opinion may be formed as to the natural resources and capabilities of the island of Newfoundland, and the value of its fisheries, it will be necessary to give a brief notice of the geographical position and physical conformation of that island. A brief description will also be given of the Labrador coast, which now forms part of the government of this colony. Newfoundland lies on the northeast side of the entrance into the Gull of St. Lawrence. From Canada it is separated by the Gulf; its southwest point approaches Cape Breton within about 46 miles; to the north and northwest are the shores of Labrador, from which it is divided by the Strait of Belleisle; its eastern side is washed by the Atlantic ocean. Its form is somewhat triangular, but without any approach to regularity, each of its sides being broken into numerous bays, harbors, creeks, and estuaries. Its circuit is not much less than one thousand miles. Its width at the widest part between Cape Rtay and Cape Bonavista is about 300 miles; its extreme length from Cape Race to Griguet bay is about four hundred and nineteen miles, measured on a curve through the centre of the island. From the sea, Newfoundland has a wild and sterile appearance, which is anything but inviting. Its general character is that of a rugged, and, for the most part, a barren country. Hills and valleys continually succeed each other, the former never rising into mountains, and the latter rarely expanding into plains. The hills are of various characters, forming sometimes long, flat-topped ridges, and being occasionally round and isolated, with sharp peaks and craggy precipices. The valleys also'vary from gently sloping depressions to rugged and abrupt ravines. The sea-cliffs are for the most part bold and lofty, with deep water close at their foot. Great boulders, or loose rocks, scattered over the country, increase the general roughness of its appearance and character. This uneven surface is covered by three different kinds of vegetation, forming districts, to which the names of" woods," " marshes," and " barrens," are respectively assigned. The woods occupy indifferently the sides, and even the summits, of the hills, the valleys, and the lower lands. They are generally found, however, clothing the sides of hills, or the slopes of valleys, or wherever.there is any drainage for the surplus water. For the samie reason, probably, they occur in greatest abundance inthe vicinity of the seacoast, around the lakes, and near the rivers, if the soil and other circumstances be also favorable. The trees of Newfoundland consist principally ofpine, spruce, fir, larch, (or hackmatac,) and birch; in some districts the mountain ash, 674 S.S. Doc.' 11 2, the alder, the aspen, and a few others, are also found. The character of the timber varies greatly, according to the nature of the sub-soil and the situation. In some parts, where the woods have been undisturbed by the axe, trees of fair girth and height may be found. These, however, are scattered, or occur only in small groups." Most of the wood is of small and stunted growth, consisting chiefly of fir trees, from twenty to thirty feet in height, and about three or four inches in diameter. These commonly grow so close together that their twigs and branches interlace from top to bottom; and lying indiscrimi;, nately among them are innumerable old and rotten stumps and branches, or newly-fallen trees. These, with the young shoots and brush-wood, form a tangled and often impenetrable thicket. Embosomed in the woods, and covering the valleys and lower lands, are found open tracts, which are called "c marshes." These marshes are not necessarily low or even level land, but are frequently at a considerable height above the sea, and have often an undulated surface. They are open tracts, covered with moss, sometimes to the depth of several feet. This moss is green, soft, and spongy; it is bound together by straggling grass, and various marsh plants. The surface is very uneven, abounding in little hillocks and holes, the tops of the hillocks having often dry, crisp moss upon them. A boulder or small crag of rock occasionally protrudes, covered with red or white lichens, and here and there is a bank, on which the moss has become dry and yellow. The contrast of these colors with the dark velvety green of the wet moss, often gives a peculiarly rich appearance to the marshes. This thick coating of moss is precisely like a great sponge spread over the country. At the melting of the snow in the spring it becomes thoroughly saturated with water, which it long retains, and which every shower of rain continually renews. Numerous small holes and pools of water, and in- the lower parts, small sluggish brooks or gulleys, are met with in these tracts; but the extreme wetness of the marshes is due almost entirely to the spongy nature of the moss, the slope of the ground being always nearly sufficient for surface drainage; and when the moss is stripped off, dry ground or bare rock is generally found beneath. The " barrens" of Newfoundland are those districts which occupy the summits of the hills and ridges, and other elevated and exposed tracts. They are covered with a thin and scrubby vegetation, consisting of berry-bearing plants and dwarf bushes of various sorts. Bare patches of gravel and boulders, and crumbling fragments of rock, are fiequently met with upon the "II barrens," which generally are altogether destitute of vegetable soil. These different tracts are none of them of any great extent; woods, marshes, and barrens frequently alternating with each other in the course of a day's journey. In describing the general features of the country one of the most remarkable must not be omitted, namely, the immense abundance of lakes of all sizes, which are indiscriminately called "ponds." These are found everywhere,, over the whole face of the country, not only in the valleys but on the higher lands, and even in the hollows of the sum.. mits of the ridges, and the very tops of the hills. They vary in size from pools of fifty yards in diameter to lakes up S. Doc-. 1 12. 575 wards of thirty miles long, and four' or five miles across. The number of those which exceed two miles in extent must, on the whole. amount to several hundreds, while those of smaller size are absolutely countless.: Taken in connexion with this remarkable abundance of lakes, the total absence of anything which can be called a navigable river is at first sight quite anomalous. The broken and generally undulated character of the country is no doubt one cause of the absence of large rivers. *Each pond, or small set of ponds, communicates with a valley of its own, down which it sends an insignificant brook, that pursues the nearest course to the sea. The chief' cause, however, both of the vast abundance of ponds and the general scantiness of the brooks, and smallness of the extent of each system of drainage, is to be found in the great coating of moss that is spread over the country. On any great accession of moisture, either fiom rain or melted snow, the chief portion is absorbed by this large sponge; the remainder fills the numerous ponds to the brink, while only some portion of the latter runs off by the brooks. Great periodical floods, which would sweep out and deepen the river channels, are almost impossible; while the rivers have not power at any time to breach the barriers between them, and unite their waters. In dry weather, when from evaporation and drainage the ponds begin to shrink, they are supplied by the slow and gradual drainage of the marshes, where the water has been kept as in a reservoir, to be given off when required. The quantity of ground covered by fresh water in Newfoundland has been estimated, by those acquainted with the country, at one-third of the:v whole island, and this large proportion will not probably be found an exaggeration. The area of Newfoundland is estimated at 23,040,000 acres. LABRADOR. Of the coast of Labrador less is known than of the island of Newfoundland, to the government of which it was re-annexed in 1808, having for some time previously been under the jurisdiction of Canada.' It may be said to extend fiom the fiftieth to the sixty-first degree:of north latitude, and from longitude 56o west, on the Atlantic, to 78~, on Hudson's bay. It has a seacoast of about 100 miles, and is frequented, during the summer season, by more than 20,000 persons. This vast country, equal in extent to France, Spain and Germany, has a resident population of between 8,000 and 10,000 souls, including the Esquimaux and Moravians. The climate is very severe, and the summer of exceedingly short duration. It is believed that the mean temperature of the year does not excded the freezing-point. The' ice does not usually leave the boast before, June; and young ice begins- to form again on the pools and shieltered small bays in September, when frosts are very frequent at night. Situate in a severe and gloomy climate, and producing noth. ing that can support human life, this is one of the most barren and desolate countries in the world. But, as if in -compensation for; the sterility of the land, the seain its vicinity teems,with fish. There would be little inlducement'to visit the desolate coast of Labrador but 576 S, Doc. 112. for its most valuable and prolific fisheries, which excite the enterprise and reward the industry of thousands of hardy adventurers who annum ally visit its rugged shores. In general, the main land does not exceed the height of five hundred feet above the level of the sea, and is often much lower, as are all the islands, excepting Great and Little Mecatina. The main land and islands are of granitic rock, bare of trees, excepting at the heads of bays, where small spruce and birch trees are met with occasionally. When not entirely bare, the main land and islands are covered with moss or scrubby spruce bushes; and there are many ponds of dark bog-water, frequented by water-fowl and flocks of the Labrador curlew. The main land is broken into inlets and bays, and fringed with islands, rocks, and ledges, which frequently rise abruptly to within a few feet of' the surface, from depths so great as to afford no warning by the lead. In some parts, the islands and rocks are so numerous as to form a complete labyrinth, in which nothing but small egging schooners or shallops can find their way.:But although. the navigation is everywhere m or less intricate, yet there are several harbors fit for large vessels, which may be safely: entered, with proper charts and sailing directions. The Strait of Belleisle,. which separates Newfoundland from Labrador, is about fifty miles long, and twelve broad.. It is deep, but is not considered a safe passage usually, owing to the strong current which sets:through it, and the want of harbors. There are no harbors on that part of the Newfoundland coast which faces this strait; and those on the Labrador coast are not considered safe, except the havens near the northern and southern extremities of the strait. During the winter months the resident population of Labrador does not exceed eight hundred souls of European descent. Many of the. white men have intermarried with the Indians. The few widely-scattered families reside at the establishments for seal and salmon-fishing, and for fur-tiading. Seals and salmon are very plentiful; the latter are of a larger and better description than those taken on the coast of Newfoundland.. The furs of Labrador are very valuable. There are four kinds of foxes; with otters, sables, beavers, lynxes, black and white bears, wolves, deer, (caribou) ermine, hares, and severalother small animals, all bearing fur of the best description. The Canadian partridge, and.:the ptarmigan, or willow grouse, are also plentiful. A number of small schooners or shallops, of about twenty-five tons, are employed in what is termed the "egging business." The eggs that are most abundant and'most prized are those of the murr; but the eggs of puffins, gannets, gulls, eider ducks, and cormorants, are also collected. Halifax is the principal market for these eggs, but they have been also carried to Boston, and other ports. One vessel of 25 tons is said to have cleared $800 by this egging business in a favor, able season, S. Doe. 112 577 THE COD-FISHERY. In Newfoundland the term "fish" is generally understood to mean codfish, that being the great staple of the island. Every other description of fish is designated by its particular name. The cod-fishery is either prosecuted in large vessels in the open, sea, upon the Grand Bank of Newfoundland, or else in boats or shallops near the coast of the island; and these modes of fishing are respectively designated the "bank fishery,' and the "shore fishery." The Grand Bank is the most extensive sub-marine elevation yet discovered. It is about six hundred miles in length, and in some places five degrees, or two hundred miles, in breadth. The soundings on it are from twerty-five to ninety-five fathoms. The bottom is generallv covered with shell-fish. It is frequented by immense shoals of small fish, most of which serve as food for the cod. Where the bottom is principally of sand, and the depth of water about thirty fathoms, cod are found in greatest plenty; on a muddy bottom cod are not numerous. The best fishing grounds on the Grand Bank are between latitude 420 and 460 north. Those perpetual fogs which hancg over the Banks, and hover near the southern and eastern portions of the coast of Newfoundland, are supposed to be caused by the tropical waters, swept onward'by the Gulf streamr; meeting with the icy waiters carried down by the influence of the northerly and westerly winds from the Polar seas. This meeting takes place on the Grand Bank. The difference in the temperature of the opposing currents, and in their accompanying atmospheres, produces both evaporation and condensation, and hence the continual fog. The cod-fishery on the Grand Bank began a few years after the discovery of Newfoundland. In 1502, mention is made of several Portuguese vessels having commenced this great fishery. In 1517, when the first English fishing vessels appeared on the Banks, there were then on the fishing ground no less than fifty Spanish, French, and Portuguese ships, engaged in the fisheries. The great value of this fishery wa.s not fully appreciated by the English until about 1618. In twelve years after, there were no less than one hundred and fifty vessels from Devonshire alone engaged in it. At that period England began to supply the Spanish and Italian markets, and then a. rivalry in the fishery sprang up between the English and French. Its importance to England was manifested by the various acts of Parliament which were passed, and the measures adopted for its regulation and protection. Ships of war were sent to convey the British fishing vessels, and protect them while prosecuting the fishery. In 16t76, some of the large vessels engaged in the Bank fishery carried twenty guns, eighteen small boats, and from ninety to one hundred men. This arose fiom the hostile position as-sumed by France with reference to this fishery. The English fishermen had much annoyance and trouble from those of France; notwithlstanding which, the British Bank fishery continued to prosper. Owing to the confosion created by the French revolution of 1792, their bounties on the Newfoundland fisheries were discontinued, and they immediately fell off greatly. In 1777, no less than 20,000 French 38 578 S. Doe. 112. seamen were employed in the Newfoundland fisheries; but that number dwindled down to 3,397 in 1793. From 1793 to 1814, the British fishery at Newfoundland prospered greatly. The price in foreign markets was very high, and the value of fish exported from Newfbundland in 1814 was estimated at nearly fifteen millions of dollars. At that time the western and southern "shore" fishery sprung into importance, and offered stronger inducements for its pursuit by the inhabitants of Newfoundland than the Bank fishery. The latter was then chiefly carried on from St. John, and to a limited extent from Bay Bulls, Cape Broyle, Termense, Renews, and Trepassy. It was prosecuted by parties from the west of England, who were the last to abandon it. Their " bankers," as vessels which fish on the Grand Bank are termed, generally carried twelve men, whose catch for the season was about one thousand quintals of cod; yielding, also, about four tons of oil from their livers. After the peace of 1814, the British Newfoundland fisheries suddenly declined, owing to the competition which sprung up with the French fishermen, and our own citizens engaged in the business. Many of the chief merchants of Newfoundland engaged in the trade, as also numbers of the principal fishermen, were wholly ruined; and it is stated, on good authority, that bills of exchange on England, to the extent of one million of pounds sterling, were returned protested in the' years 1815, 1816, and 1817. So great was the extent of the depression in the British fisheries of Newfoundland, that it was at one time proposed to remove the settled population from the island. This, however, was not carried out, temporary measures being adopted to relieve the pressure which bore with such excessive severity upon the staple trade of the country. The bounties granted by France were higher even then than at present, and were so arranged as to exclude all fish of British catch fromt the French, Spanish, and Italian markets. The effect of this has been to break up the fishery on the Grand Bank by British vessels, altogether; and that fishery is now prosecuted solely by the vessels of France and of the United States, under the stimulus of boutties, which have never been given to this fishery by the British. TIHE SHORE FISHERY. The inhabitants of Newfoundland prosecute the shore fishery for cod in boats, shallops, and schooners, according to the ability of those who fit them out. In the small boats the fishery is pursued on the coast by the poorer portion of' the inhabitants, who generally abandon it for the large-boat fishery so soon as they acquire. sufficient means. In the small boats the people are confined to their immediate localities, whether the fishing is good or bad; with the larger boats they can avail themselves of such of the fishing grounds as offer the greatest inducements. A fair average catch for small boats is from forty to fifty quintals per man for each season; for the large boats, from eighty to one hundred buintals per man. The expense of the large boats is about fifty per S. Doc. 112. 579 cent. beyond that of the others. In the small boats there are two men only, and sometimes but one; in the large boats, four to six men. At most of the fishing stations on the coast of Newfobundland the codfishery commences early in June, and by the 10th of August may be said to be over, for, although the people continue it for two months longer, the proceeds sometimes fail to pay even the expenses. The want of other employment is the principal reason why it is not abandoned in August. On some parts of the coast, however, the cod-fishery is pursued with much success during the whole year. The small boats land their catch every night, when the fish are split and salted on shore. The large boats, when fishing near home, generally land their catch and salt it in the same way; but when at a distance from home they split and salt on board from (lay to day, until they have completed their fare. Four times the quantity of split fish, as compared with the article when caught, may be stowed in the same space. The "shore fishery" is the most productive, both of merchantable fish and oil. The cod-fishery being generally the most certain in its results, has hitherto been followed as the staple and prevailing fishery at Newfoundland; while the seal, the herring, the salmon, the mackerel, and the whale fisheries, have been prosecuted but a comparatively short time, and to a limited extent, in those localities where they were first commenced. They are considered of such minor importance (with the exception of the seal-fishery) that no permanent arrangements have yet been made for their development throughout the whole fishing season. THE HERRING FISHERY. Great shoals of herrings visit the coasts of Newfoundland in the early part of every season to deposite their spawn, when a sufficient quantity for bait only is taken by the resident fishermen. On the southern and western coasts of Newfoundland, however, herrings are caught to some extent for exportation, but not by any means in such quantities as might be expected, considering their wonderful abundance. The inhabitants do not pursue the herring fishery as a distinct branch of business: so many as are required by themselves for bait in the codfishery, and to supply the French "bankers," appear to be about the extent of the quantity taken in general. It is no uncommon thing on the south and west coasts of Newfbundland for hundreds of barrels of live herrings of good quality to be turned out of the seines in which they are taken, the people not deeming themn worthy the salt and the labor of curing. This fishery might be made almost as productive as that for cod, and perhaps more valuable, by the adoption of an improved system of curing add packing, which would render the fish fit for those markets from which it is now excluded by reason of being imperfectly cured. THE SALMON FISHERY. This is a valuable fishery in Newfoundland, but it is not prosecuted so extensively as it might be, nor are the fish so valuable, when cured, 530 S Doe. 112. as they ought to be, firom the manner in which they are split a.nd salted. This branch of business, under better management, could be rendered much more extensive and profitable. THE MACKEREL FISHERY, Although mackerel are said to abound on the southern shores of NeNwfoundland, as also north of Cape Ray, and thence up to the Strait of Belleisle, during the summer season, yet this branch of the fisheries is neglected by the residents of the island. "They have no outfit for the mackerel fishery whatever, and this excellent fish seems to possess 1perfect impunity on those coasts of Newfoundland which it frequents, going and returning as it pleases, without the least -molestation. THE %WHALE FISHERY. It is believed that the whale fishery might be much more extensively pursued from Newfoundland than at present, particularly on the western coast, and in the Gulf of St. Lawrence, where it is prosecuted to a limited extent by the hardy fishermen of GaspS, without competition. THE SEAL FISHERY. About fifty years since, the capture of seals on- the ice in early spring, which is popularly called "the seal fishery," first began at Newfoundland. It languished, however, until 1825, since which it has gone on increasing, year by year; and when successful, it is the most profitable business pursued there. The mode of prosecuting this fishery is as follows: The vessels equipped for the seal fishery are from sixty to one hundred and eighty tons each, with crews of twenty-five to forty-five men; they are always prepared for sea, with the-necessary equipment, in March every year. At that season the various sealing crews combine, and by their united efforts cut the vessels out of the ice, in which they have firmly fiozen during the winter. The vessels then proceed to the field ice, pushing their way through the openings or working to windward of it, until they meet it, covered with vast herds of' seals. The animals are surprised by the seal-hunters while sleeping on the ice, and killed either with firelocks or bludgeons, the latter being the preferable mode, as firing disturbs and frightens the herd. The skins, with the mass of filt which surrounds the bodies, are stripped off together; these are carried to the vessels and packed closely in the hold. The sealing vessels during storms of snow and sleet, which at that season they must inevitably experience, are exposed to fearful dangers. Many vessels have been crushed to pieces by the tremendous power of vast masses of ice closing in upon them, and in some instances whole crews have perished. Storms which occur during the night, and when the vessel is entangled among heavy ice, are described as truly terrible; yet the hardy Newfoundland seal-hulnter is ever anxious to court the exciting yet perilous adventure. S. Doc. 112. 581 The vessels having completed their fare, or bhaving'failed to do so before the ice becomes scattered, and all but the icebergs has been dissolved by the heat of the advancin-g summer, return to, their several ports; and it sometimes happens that vessels which are successful immediately after falling in with the ice, make two trips in that season. The fat, or seal-blubber, is separated from the skins, cut into pieces and put into firame-work vats, where it becomes oil simply by exposure to thie heat of the Sun. In three or four weeks it flows freely; the first which runs off is the virgin or pale oil, and the last the brown oil: under these respective designations they are known as the ordinary seal-oil of commerce. The seal-skins are spread out and salted in bulk; after which they are packed up in bundles of five each, for shipment to foreign markets. Besides the mode of seal-hunting on the ice above described, seals a;re also caught at Newfoundland and Labrador, on the plan first adopted-that is, by setting strong nets across such narrow channels as they are in the habit of' passing through, in which they become entangled. THE SYSTEMX OF CARRYING ON THE FISH AND OIL TRADE OF NEWFOUNDLAND. The persons connected with this business areFirst. The British merchant, or owner, residing in some cases in Great Britain, but in general on the island, who is the prime mover in all the business of the colony. Second. Th;e middle matn, or planter, as he is absurdly termed, probably from all the original English settlements in America having received the official designation of plantations. Third. The working bee, or fishermnan, the bone and sinew of the country, the main-stay of its fisheries, and chief reliance of its trade and commerce. The merchant finds the ship or vessel, provides nets, line, provisions, and every other requisite fbr prosecuting the fisheries: these he furnishes to the planter. In some instances the planter owns the vessel, and provides his own outfit. It is his duty in all cases to engage the crew and to superintend the labor of catching and curing. In the sell fishery prosecuted in vessels, one-half the profit of the voyage goes to the merchant or owner who provides and equips the vessel, the other half being divided among the crew. Besides the profits oan the extra stores or clothing furnished to the crew, the merchant or owner deducts from each of them from six to eight dollars as berthmoney. To this there are occasional exceptions in favor of experienced men, who are either charged less, or get their berths free, in consequence of being able marksmen; and then, by way of distinction, they are called "bow-gunners." A fishing-servant usually gets from seventy-five to one hundred dollars for the season, commencing with the first of MIay, and ending with the last of October. These wages are usually paid one-half in money and one-half in goods. The Labrador fishermen are in general shipped' or hired on shares 582 S. Doc. 112. or, as they call it, on "half their hand," being fully found by the planter, in every thing necessary' to prosecute the fishery during the season. This is also the case, in some instances, with the fishermen engaged for carrying on the shore fishery of Newfoundland. TIhe following return of the vessels, equipped for the seal fishery, from the port of St. John only, and the number of seals taken by them. 4during the last ten years, will give some idea of the extent and value. of this branch of business in Newfoundland: Year. No. of Aggregate ton- Men. No. of seals tavessels. nage. ken. 1842..7.... 74 6,035 2,054 232,423 1843.. 106 9,625 3,177 482,694 1844..j 121 11 088 3,775 347,904 1845 126 11,863 3,895 3092,363 1846. 141 13,165 4,470 195,626 1847 —. - - - - 95 9,353 3,215 334,430 1S48. - - 103 10,046 3,541 389,440 1849............... 58 5,847 2,170 206,338 1850..... 71 6,728 2,574 340,075 1851. —- -- -- ----- 92 9,200 3,480 382,083 The whole outfit for the seal fishery from the island of.Newfoundland in the spring of the year 1851, amounted to 323 vessels, with an aggregate of 29,545 tons, manned by 11,377 men. The average take of seals in the whole of Newfoundland during the last seven years, is estimated at 500,000 per annum. The following is a comparative statement of the quantity and value of the staple articles of produce exported from the island of Newfoundland in the years 1849 and 1850: 1849. 1850. Articles. Quantity. Value. Quantity. Value. Dried fish.'quintals 1,1'75,167 $2,825,894 1,089,182 $2,558,251 Oils -. gallons 2,282,496 1,025,961 2,636,800 1,487,654 Seal-skins-. No. 306,072 162,144 440,828 318,480 Salmon...tierces 5,911. 51,912 4,600 44,160 Herrings. barrels- 11,471 27,220 19,556 46,939 S Doc. 112. 583 The total value of the imports and exports of Newfoundland, in the years 1849, 1850, and 1851, was as follows: 1849. 1850. 1851. Imnports.-. - - ----- * — $3,700,912 $4,163,116 $4,609,291 Exports.-.............. 4,207,521 4,683,696 4,276,876 The extent of the foreign commerce of this colony is manifested bg the statements which follow, showing the numbers, tonnage, and men of the vessels which entered and cleared at Newfoundland in the years 1850 and 1851. No. i.-Vessels inward and outward in 1850. Inward. Outward. Countrieso Number. Tons. Men. Number. Tons. Men. Europe: Great Britain.-... 196 28,446 1,662 114 15,597 890 Guernsey and Jersey -1. 13,516 102 4 664 28 Gibraltar. - -...... —-- -- --------- 8 1,152 50 Ionian islands.- ------------ - 2 259 14 Spain1... ——. 104 14,701 1870 81 9,371 80, Portugal-. ---------—. 81 10,035 602 76 9,427 647 Denmark....... -12 2,002 104........... Germany -....... —-- —. —. 30 4,797 252........ Itialy..-. 14 1,795 116 67 9,641 550 France -------------- ------------ 1 89 7 Madeira- - - -. 2......... 2 221 14 America: British North American colonies............... 508 44,853 2,800 542 35,536 3,280 British West Indies...... 30 4,189 260 75 10,180 620 United States............ 130 15,622 787 41 3,770 241 Spanish West Indies.......... 66 9,022 631 15 1,91.5 111 Danish West Indies. —----- —.. —..... —- -1 118 7 St. Pierre- 32 412 95................... Brazils. —-.. —-. —. —-.. 4 838 50 58 11,055 609 Total...-...... 1,220 138,228 8,331 1,087 108,795 7,868 584 S. Doc. 112. No. 2.-Vessels inward and outward in 1851. Inward. Outward. Countries. Number. Tong. Men. Number. Tons. Men Europe: Great Britain........... 212 29,994 1,660 148 1;5,731 892. Guernsey and Jersey.... 11 1, 352 95 4 664 42 Gibraltar............................. 11 1,132 Go Ionian islands....................... Spain.................. 105 14,'932 875 50 5, 789 422 Portugal........-.... 70 8 8, 825 548 88 11,312 723 Denmark............... -6 1,541 73 1 107 7 Germany............... 41 6,822 348... Italy-................. -4 604 37 50 6, 998 477. France................. Madeira..-........6...4.......1 62 4 America: British N..American col 524 47,450 2,911 503 55, 162 3, 172 British West Indies...... 29 3,598 230 70 10, 135 603; United States -... 131 16,481 869 33 3,569 211 Spanish West Indies........ 39 4,603 201 18 20,202 130 Danish West Indies ---..........-. -...- —. - 2 388 19 St. Pierre................... 43 675. 90 51 10,256 568 Brazils..................... 7- 1,488 75 4 71 19 Total... -............1,222 137, 465 8, 012 1,034 141,578 7, 356 The following comparative statement shows the total shipping of Newfoundland inward and outward in 1849, 1850, and 1851: 1849. 1850. 1851. No. Tons. Men. No. Tons. Men. No. Tons. Men. Entered........... 1,156 132,388 8,060 1,220 138,228 8,331 1,222 137,465 8,012 Cleared........-. 1,074 126,643 7,901 1,087 108,795 7,868 1,034 141,578 7,356 The ships built in Newfoundland during the period of four years, from 1846 to' 18:50 inclusive, are as follows: Years. Vessels. Tons. In 1847-................... 17 854 In 1848-............................ 19 794 In 18493............07...3,9 0 1,055 In 1850........... 30 1, 497 S. Doe. 112. 585 The population of Newfoundland, by the last census, in 1845, was 96,295 souls. On the 1st of January, 1852, the population was estimated at 125,000, of whorm 30,000 Awere engaged directly in: the fisheries. In 1845 the number of fishing boats, &c., was as follows: Boats fiom 4 to 15 quintals.. —---------- --------- - 8,092 Boats from 15 to 30 quintals.- -- —. 1,025 Boats from 30 quintals upwards.. 972 Number of cod seines.....-..........- -.............. 879 Number of sealing nets -- -... 4,568 The value of the annual produce of the colony of' Newfoundland has thus been stated, on an average of four years, ending in 1849, by the British colonial authorities: 949,169 quintals of fish exported. $2,610,000 4,010 tierces of salnon......................... 60,500 14,475 barrels of herrings.-.-.-. 42,500 508,446 seal-shifis. —.. —.-..-. 254,000 6,200 tons of seal-oil............................. 850,000 3,990 tons of cod-oil.... —.. 525,000 Fuel and skins.-......... - 6,000 Bait annually sold to the French........ 59,750 Value of agricultural produce......... 1,011,770 Fuel.300,000 Game-venison, partridges, and wild fowl.. 40,000 Timber, boards, house-stuff; staves, hoops, &c.. 250,000 Fish, fi'esh, of all kinds, used by inhabitants.. 125,000 Fish, salted.......do - d 175,000 Oil consumed by inhabitants.. -..... 42,500 Total. G,352,020 The average value of property engaged in the fisheries, during the same period, is thus stated: 341 vessels, engaged in the seal fishery.$...... $1,023,000 80 vessels, engaged in coasting and cod-fishery — 8.. S0,000 10,089 boats, engaged in cod-fishery...-............ 756,675 Stages, fish-houses, and flakes................ 125,000 4,568 nets, of all descriptions...................... 68,500 879 cod seines.......................... 110,000 Vats fbr making seal-oil. — * 250,000 Fishing implements and casks for liver........... 150,000 Total............ 2,563,175 586 S. Do. 1 12. TRADE BETWEEN NEWVFOUNDLAND AND THE UNITED STATES. The following statement furnishes a full account of the quantity and value of the staple products of Newfoundland, exported from that colony to the United States in the years 1849, 1850, and 1851: 1849. 1850. 1851. Articles... Quantity. Value. Quantity. Value. Quantity. Value. Fish, herrings -.-. —---- barrels. 686 $1, 690 1,860 $4, 040 2, 329 $5, 510 tongues and sounds. - do.... 16 75 37 45 46 230 caplin.. —--—. —-.. do.... 29 60 19 25 18 25 sahnon......... do —. 3, 374 34,180 1,192 19, 055 4,163 41,630 dried cod......... quintals.. 21,428 56, 935 14,119 31,770 15, 431 38, 495 Hides.............. number.. 245 600 1, 431 3, 445 619 1,245 Oil, seal.....n....... to.is.......,. t n 4 535 1 15 cod.-.. do.... 22 2,220 29 4,355 19 4, 375 Skins, seal.............. number 7........... 750 560 Total............................... 95, 700... 63, 270 —..... 92,220 The whole of the foregoing articles were exported from Newfoundland to the United States in British vessels only, no other vessels whatsoever being employed in their transport. The character and extent of the imports into Newfoundland from the United States is shown thus: Return of the quantity, value, rate, and amount of duty paid on principal articles, the growth, produce, or manftlcture of the United States, imported into the colony of Newzfoundland, during the year ending 5th January, 1852. Articles. Quantity. Value. Rate of duty. Total duty. Arrowroot.$237....0 5 per cent.- $118 Apothecaries' ware...... 2,007 5 do.- 100 Bacon and hams... wt. 1SO 1,980 5 do 232 Beef; salted. barrels. 2,098 24,690 2s. per bbl.. 1,048 Beer and ale....... do.. 346 1,906 10 per cent. 190 Blacking................................. Bran.............. qrs.. 29 70 5 per cent. 3 Bread.cwt.. 5,357 2 25,923 3d. per cwt. 334 Bricks.-.-...... No._ 524,703 3,895 5 per cent.. 190 Butter.cwt.. 3,633 3 43,987 2s. per cwt - 1,816 Cabinet ware............... 715 10 per cent.. 71 S. Doe. 1 12. 587 STATEMENT Continued. Articles. Quantity. Value. Rate of duty. Total duty. Candles,tallow. pounds". 4'7,920 $5,600 71 per cent.. $420 Chocolate and cocoa.cwt.. 23 350 5s. per cwlt 28 Clocks and watches --....... 1,620 10 per cent 162 Cheese.. cwt_. 555 2 4,775 5s. per cwt. 693 Coffie-e. odo. 682 8,325 -. Coloring -- - gallons. 148 45 5 per cent. 2 Confectionery- 153 5 do 7 Corn, grain, meal, flour, viz: Indian corn-.qrs.. 284 1,650 5 do. 82 Indian meal...barrels. 6,293 24,318 6d. per bbl. 786 Flour.. - do. 87,410 475,330 ls.6d. perbbl. 32,778 O(atmeal........ do. -.97 500 61. per bbl. 12 Peas.-.... _. _qrs__ 36 405 5 per cent.. 20 Oats -. —- do.. 25 100 5 do 5 Cotton manufactures. —- - ------- 465 5 do. 23 Earthen and China ware 36 5 do. 1 Feathers......cwt._ 24 190 5 do 9 Fish, viz: oysters.bushels. 96 100. —Fluid -.. -308'5 do 15 Fruit, viz: Apples.-...barrels. 1,493 3,785 ls.6d.perbbl. 559 Raisins, currants c-cwt 399 2 4,195 5 per cent. 209 Oranges,lemons -barrels. 251 760 5 do - 38 Preserves.-.....cwt.. 1 2 50 5 do - 2 Ginger, preserved. pounds 14 10 5 do Glassware. 510 5 do 25 Grape vines..15 5 do.. 1 Hardware and cutlery.. 3,610 5 do. 180 Hats dozen. 1.57 397 5 do. 19 Hay and straw -...tons. 10 150 5 do. 7 Hops.-.......... bales. 20 610 5 do - 30 Iron manufactures. 960 5 do.. 48 Juice, lime and lemon.... 5 5 do ----- Lard -.-. c%7t.. 25 297 5 do.. 14 Lead do.. 0 3 11 16 5 do 1 Leather manufactures.... 6,291 5 do.. 314 Lime.. bushels. 515 9S 5 do. 4 Musical instruments.... —. —-- 740 5 do 37 Molasses..gallons. 28,184 7,045 ld. pergall. 881 Oakum..... cwt. 196 2 1,077 5 per cent.. 53 Onions. bushels. 30 21 Free... Perfumery. 25 5 per cent.. 1 Pickles and sauces...... 40 5 do 2 Pitch and tar. barrels. 1814 3,333 5 do. 166 5S8 S. Doe. 11'2. STATEMENT- Continued. Articles. Quantity. Value Rate of duty. Total duty. Pork, salted.... barrels. 14,480 $183,0S5 3s. per bbl.. $10,860 Potatoes' and vegetables..... —--.bushels. 745 785 Free......... Rice.-........cwt... 419 2: 1,877 5 per cent 93 Robes, buflalo. -* 60 300 5 do 15 Rosin. barrels. 1 31 5 do -- 1 Salt.. tons.. 4 55 6d.perton......... - Salaeratus. -- —. 25 5 per cent. - 1 Slops.- -.........- 845 5 do.. 42 Seeds - - ----—. —- 581 Free...... Sausages. cwt... 20 1 85 5 per cent 4 Soap.. do...d 430 2,000 5 do -- 100 Spirits, viz: rum.gallons. 6,122 3,655 9d.per gall 1,147 Stationery -525 5 per cent.. 26 Straw malnufkctures....35 5 do - 1 Stone, grave -—. No. 1 7 5 do. Tea.... pounds. 51,390 14,518 3d. per lb... 3,211 Tobacco, viz: Leaf...pounds. 3,358 780 2d. do. 139 Manufacturees... do. 329,156 54,535 2d. do 13,714 Cigars.No;._. 54,050 925 5s. per M — 3,378 Stems. -.cwt.30 75 2s. per cwt. 15 Tobacco pipes......2 5 per cent..... Tongues.barrels. 1 12 5 do Turpentine, spirits of. galls 118 41 5 do. 2 Vinegar. do.. 563 122 5 do 6 Wine, in bottles.. do 15 3s. per gall 1 Wood, viz: Staves and casks..pack. 4,472 3,950 5 per cent 197 Timber.. tons.. 15 is. 6d. per ton Board and plank. feet - 10,000 100 2s. 6d. per M. 6 Wooden ware...7,696 5, per cent. 384 Woollen manufactures.. 11,736 5 do. 586 Total....................954,266 6. 75,665 An examination of the preceding table shows that the principal articles imported into Newfoundland from the United States are precisely those which give greatest employment to our people. The value of salted beef imported in 1851 was $24,690; of bread, $25,923; of bricks, $3,895; of butter, $43,987; of cheese, $4,775; of Indian corn, $1,650; of corn meal, $24,318; of wheat flour, $475,330; of apples, $3,785; of pitchl and tar,, $3,333; of salted pork, $183,085; S. Doc. I12. 589 of rice, $1,877; of tobacco; $54,535; of staves, $3,950; of wooden wares, $7,696, and of vwoollen manufactures, $11,736. The total value of articles imported into Newfoundland in 1850, being of' the growth, produce, or manufacture of the United States, was $767,550; the value of such articles imported in 1851 was $954,266, showing an increase in the latter year of $186,716. The following abstracts of' the trade of' Newfourndland show, comparatively, the relation which the trade with the United States bore to the whole trade of' the island wvith all countries in the year 1851. The first abstract which follows, shows the number and tonnage of the vessels entered inward in the colony in 1S85, with the value of the goods imported in such vessels, distinguishing British firom foreign: Vessels. Value of imports. Countries fiom whence entered..Total. No. Tons. British. Foreign. EuropeGreat Britainl...-........ 212 29,994 $1,410,265 $132,770 $1, 543,035 Guernsey and Jersey............ 1 1, 352 57, 155 560 57, 715 Spain..- -.... 105 14, 932. - 62, 620 62, 6209 Portugal......... 70 8 825..... 90, 165 90, 165 Denmark...............-. 8 1, 541.. —........ 0, 810 80, 810 Germany...................... 41 6, 822 —..... 399, 875 399,875 Italy. 4 6041...... 1, 970 1,970 America-. British North American colonies. 524 47, 450 847, 06l0 94,640 939,700 British West Indies.. —........... 29 3, 59'8 86 100.......... 86,100 United States.................. 131 16,481. —......... 998,735 998,735 Spanish West Indie — Cuba......................... 27 3,368- -.. 139, 610 139,610 Porto Rico.................. 12 1, 235...... 53, 3t)0 53, 300 razils........................... 7 1 488..... 95 St. Peter's, (French).............. 4 675.........45 1, 450 Total.. 1, 224 138, 365 2,400,580 2, 054, 600 4, 455, 180 This table shows, that next to Great Britain and the northern colonies, the largest amount of imports into Newfoundland is fromn the United States. It exceeded the importations firom the neighboring colonies last year by $59,000, and amounted to nearly one-half of all importations fri:om every foreign country. ,90 S.'Doce. 112. The;succeeding abstract exhibits the number and tonnage of the vessels cleared outward fromr Newfoundland in 1851, with the value of the articles exported in such vessels, distinguishing British from foreign: Vessels Valute of -xport&s Cotantries for'hich cleared. _ Total. No. Tons. British. Foweign. Europe(Grea~t Britatl...in - —.'. 11 1188 15,731 $2, 040,960 $98, 655/ $2,139,615 Guernsey and Jerey.. - 4 664 22, 260 880 23, 140 Gibraltar -----—..... —-------- 11 1, 132 60, 035 —------ 60, 035 Spatia5.0...... 5, 789 273, 810 —-.. 273, 810 Portugal. —----- - -—. ---- 88 11, 312 575,360 575, 360 Denmark................- -. 1 107 11, 625 ~Sicily.....5...... 582 31, 380 31, 380 Italy -... — -.... — -..-. 50 6, 998 357,370... 357, 370 Madeira. —-. —- —. —-. 1 62 2, 490 - 2, 490 AmericaBritish North American colonies. 503 55,1621 345, 930 16,920 362, 850 British West Indies. —. —-. ——. 70 10,135 340, 095 570 340, 665 Unitd States.................. 33 3) 559 99, 720 250 99, 970 Spanish West IndiesCuba ------— 18 20202 50325 50, 325 Porto Rico. —-- --—.. —- -—. 21,920 21,920 West Indies, (Damdsh). —. ---—. 2 388 Brazils — ------ — 51 10 256 450, 560 --— 450, 560 8t. Peter's, (French) --- ---------- 4 711 230 230 Total-1., 013 142t, 176 4,) 684, 070 117, 275 4,801,345 From the preceding statement it will be seen that-the exports from Newtfoundland to the- United States have but a. small value, as compared with the articles imported -from this country. For the staple ploducts of Newfoundland exported to Spain, Portugal, Italy, and the Brazils, amounting, in the whole, to $1,657,100, that colony ieceives a considerable proportion of its payment in ready money, a large share of which finds its way to our country for beef and pork, pitch and tar, treadstuffs and tobacco. The balance of trade being so largely against Newfoundland, in its dealings wvith us, creates mluch difficulty in that colony, and forces it to deal more extensively with European countries which purchase its products, than it would do if the trade with us were more nearly upon an equality. In 1850 the number of vessels which cleared from the colony of Newfoundland was 1,102, of the burden of 129,832 tons. The total value of the various articles exported in these vessels is thus stated: British, $4,761,260; foreign, $117,590; total, $4,87S,850. The total value of exports in 1851 being $4,445,180 only, shows a decrealse tiom the preceding year of' $433,670. The va.lue of imports at Newfoundland in 1850 was $4,336,685, and in 1851 was $4,455,1S0, being an increase in the value of goods imported in the latter year of $108,6595. There was, therefore, an increased importation, with diminished exports, during the past season, in Newfoundland. S. Doe. 112;. 591 VALUE OF THE LABRADOR TRADE AND FISHERIES. The exports from Labrador are cod, herring, pickled salmon, fresh salmon, (preserved in tin cases,) seal-skins, cod and seal-oil, furs, and feathers. No accurate account of the value of the exports of Labrador can be furnished, because there are no custom-houses or public officers of any description on that wild and barren coast; but the following estimate is given as an approximation to the annual value of the exports. It has been carefully made up from the best and most perfect information that can be obtained: In American vessels -—. —------ -.- - - $480,000 In Nova Scotia vessels -48 —------. -..... 4S0,000 In Canadian -do -. —-----—. --------- 144,000 In vessels owned or chartered by English and Jersey houses having establishments on the coast-.... 480,000 In vessels owned or chartered by the people of' Newfoundland -----.. 1,200,000 Total'. *..... ~2,784,000 The number of fishermen employed on the Labrador coast every season is from ten to fifteen thousand. The salmon fisheries average, annually, about thirty thousand tierces, not more than two hundred tierces of which find their way' to Newfoundland. The salmon exported from Newfbundland are almost exclusively the catch of that island. The herring fishery a.t Labrador is carried on by fishermen from Nova Scotia, Canada, Newfoundland, and the United States, and are shipped directly from the coast to a market. Of the seal-oil, seal-slins, furs, and feathers, a very small share finds its way to Newfoundland. Merchants and traders on the coast buy them in exchange fbr their goods, being less bulky and more valuable than fish. The trading vessels do not buy many cod on the coast, preferring the other commodities named. Since the treaty of Paris, in 1814, the Labrador fishery has increased more than six-fold, in consequence of' the fishermen of' Newfoundland being forced by French competition from the fishery on the Grand Bank, and also driven fiom the fishing grounds, now occupied almost exclusively by the French, between Cape Ray and Cape St. John. The imports of Labrador have been estimated by the authorities of Newfoundland as of the value of $600,000 per annum. THE PORT OF ST. JOHN, NEWFOUNDLAND. The chief town in Newfoundland is its capital and principal seaport, St. John, in latitude 470 34' north, longitude 52~ 43' west. It is the most eastern harbor in North America, only 1,665 miles distant from Galway, on the west coast of Ireland, being the shortest * The total exports are by some persons estimated at $4,000,000. -592 S. Doc. 1 12. possible distance between the continents of Europe and America. As at lies directly in the track of the Atlantic steamers between the United States and Europe, public attention has naturally been directed towards its harbor as a position of prominent and striking importance on this side the Atlantic. It therefobre deserves something more than a passing notice. It has recently been proposed that St. John should be established as a port of call for at least one line of' Atlantic steamers, and that the intelligence brought by this line firom the Old World should be thence transmitted by telegraph to the whole of North America. The route fbr the line of the proposed telegraph from St. John to Cape Ray, the southwestern extremity of'Newfbundland, was explored during the latter part of' the season of' 1i51, in a very energetic and successful manner, by Mr. Gisborne; and it was found, that beyond the question of' expense, there were no unusual obstacles to prevent the construction, of the line. From Cape Ray to Cape North, at the northeastern extremity of Cape Breton, the distance is forty-eight miles, across the great entrance to the Gulf of St. Lawrence. It is proposed that telegraphic communication shall be maintained across this passage by a submarine cable, similar to that now successfully in operation between Enoland and France. From Cape North to the town of' Sydney, in Cape Breton, the distance is but short; and Sydney already communicates by telegraph with every place in America to which the wires are extended. Another proposition is to carry the submarine cable at once fiom Cape Ray to the east cape of Prince Edward island; then traversing a portion of that island, to pass across the straits of' Northumberland into New Brunswick, there to connect at the first convenient station with all the telegraph lines in North America. It is alleged that a fast steam r, having on board only the smnall quantity of' coals which so short a, trip would require, might cross the Atlantic fiom Galwa.y to St. John in five days; and, if so, information from all parts of Europe could be disseminated over the whole of our Union, even to the Pacific-from Moscow to San Francisco-within six days.'lThe na.roor of St. John is one ot the best in all Newfoundland, where good ha.rbors abound. It is formed between two mountains, the eastern points of which have an entrance called "the Narrows." From the circumstance of' this harbor being only accessible by one large ship at a time, and fromn the numerous batteries and fortifications erected fbr its protection, St. John is a place of very considerable strength. There are about twelve fathorns water in mid-channel of the entrance, which, although but one hundred flathoms wide, is only one hundred fathoms long; and, when the Narrows are passed, the harbor trends off to the southwest, af;icrdincg ample space for shipping, with good anchorage, in perfect shelter. Some very interesting testimony was taken before the Legislative Assemblv of Newfoundland in 1845, with reference to the advantages of St. John as a port of' call for Atlantic steamers. Among other witnesses who were examined was Captain John Cousins, an old and respectable shipmaster, who stated as follows: S. Doc. 112'. 693 "I am a master-mariner, and I have been engaged in the trade fortyfour years. I have arrived at Newfoundland from England and foreign countries during each month in the year. The coast of Newfoundland, from Conception bay to Cape Race, is a fine, bold shore; there is not a rock or shoal to take up a vessel in making the land. The harbor of St. John is safe and commodious; it is as fine a harbor as any in the colony; the water is deep enough for a line-of-battle ship. There are no perceptible tides. The light-house on Cape Spear affords a fine light, which can be seen upwards of twenty miles at sea. There is a good harbor light, also. "The northern ice along the eastern side of Newfoundland is generally to be found in greatest quantities during the months of March and April. The ice in April is softer, more honey-combed, than in March; by'April, the. great body of field-ice has generally passed to the southward, and is found as far as the bank off Cape Race. I have, as master, made several voyages to Nova Scotia, the'coast of which is a very dangerous one, firom the shoals that lie off it at a considerable distance. " Fogs prevail'along the coast of Newfoundland andNova Scotia chiefly during the months of May, June, and July; they are thickest on the Banks. Those that are acquainted with the navigation of Newfoundland boldly run through the fog for the landc and find the atmosphere clear within a inile, or a mile and a half, of this shore; and the, safety and boldness of our coast permit the running close inshore with impunity. "Between St. John and Cape Race,* a distance of about fifty miles, there are seven harbors, into which vessels of any size couldi enter easily and lie safely. A straight line from Liverpool to Halifax: would cut St. John harbor.' From St. John to Cape Clear is 1,700, miles, or thereabouts." In a representation made very recently by the people of St. John, to the imperial government, it is set forth that the geographical position, of St. John as the most eastern land on the American side of the Atlantic, situated on a promontory directly in the route between. the other, North American provinces and the tUnited Kingdom, and distant from Ireland 1,665 miles only, obviously points it out as a port of call for' Atlantic steamers.' That in a.ddil ton to its favorable position, the harbor of Sto John possesses the advantages o'f being capacious yet landlocked; of having a depth of water and absence of tides which enable the largest ships that float to enter and leave it at all hours; of being, easy of access and free from shoals or hidden'darlgers, as none exist along'the line of bold coast between Cape St. Francis and Cape Race,'A beacon has recently been erected on Cape Pace, on the southern coast' f Newfoundland, by the imperial government. The total height of the beacon is 65 feet. It. stands;on the risingground, 140 feet high, immediately behind Cape Race rock; so that the top of. the beacon is at an elevation of 205 feet above the level of the sea. It is of hexagonal shape, 22 feet in diameter at the base, and 11'feet on each face. It tapers upwards to a height- of 56 feet, where its diameter is but 2 feet 9 inches, and is then surmounted by a skeleton ball 9 feet in, diameter-making the total height 65 feet. The faces of the beacon are painted alternately white and red, and the ball at the top red. The Cape Pine light-house is also painted whito, and red, but in horizontal alternate stripes; whereas, Cape.Race beacon is painted in' vertibal alternate stripes. 39 594 S. Doc. 112. which may everywhere be approached with safety. It is, therefore, said to be manifest that the port, of St. John presents facilities and conveniences for steamers which cannot be surpassed in any port in the world.. There is said to be less fog on the coast of this part of Newfoundland than on the Atlantic coast of Nova Scotia; and oftentimes when the fog is thick on the Banks of Newfoundland, this coast is free from it. A good land fall is of great value to the navigator, and it is asserted that none better can be found for trans-Atlantic.steamers than St. John, as the royal mail steamers for Halifax usually endeavor to ~make the land about thirty miles to the southward of St. John. He-nce it is argued that their call at St. John would detract nothing from their safety, and but little from their despatch. All history and experience prove that the necessities of commerce seek out the nearest and shortest routes for travel and business. Calais and Dover have been the points of embarkation between England and the continent of Europe ever since the invasion of Britain by Cmsar, and* for the sole reason that they are the nearest, points between the island of Great Britain and the continent. Where Cesar crossed the straits of Dover, the -submarine telegraph now transmits intelligence from every portion of Europe, on its way to North America.. A glance at the map of the world showrs that in all time past, the points of islands or continents which approach the nearest have become the highways of their intercourse and commerce. Cape Surium was the point of concentration for the trade of Greece, beca.use it was the nearest point to Egypt. The Appian Way was extended from Capua to Brundusium, on the Adriatic gulf; because that was the nearest good harbor, near the narrowest part of the Adriatic sea, in the most direct line from Rome to Constantinople. In modern times, that most wonderful and costly work, the Britannia tubular bridge across the Menai strait, has been erected at vast expense, simply because it is in the most direct line fiom London to Dublin and Ireland. Under the impulse given to communication between Europe and America byr the fast ocean steamers now traversing the Atlantic with speed and certainty, and the quickening influence of the electric telegraph, spreading its network of wires over the length and breadth of the continent for the instant communication of intelligence, it is but reasonable to believe that the nearest points between the continents of Europe and America-between the west coast of Ireland and the easternmost point of New-founndland-will be established as the highway for communication between this country an;d Europe, to insure the transmission of intelligence in the shortest possible space. Nature appears to have decreed this; and it only remains for man to carry out, in the most advantageous manner, what has been thus decreed. The legislature of Newfoundland appears to be fully alive to the importance of the geographical position of the harbor of St. John, and firmly impressed with the belief that, by means of steam communication with Ireland, it must be the point from which, without dispute, the earliest and latest intelligence will be transmitted between Europe and America. Influenced by this impression, it has made liberal offers;to parties who will undertake to make St. John a port of call for S.: Doc. 112. 595 trans Atlantic steamers, and will establish a line of electric telegraph from thence to Cape Breton, within a given period. Besides other advantages, it has voted to pay a bonus of $7,500 for each one hundred miles of telegraph line, and $12,500 per annum for five years to a line of steamers, calling twice each month at the port of St. John. LIGHT-HOUSES ON THE EASTERN COAST OF NEWFOUNDLAND. These light-houses are said to -be as good as any in the world, and are thus described: At Cape Bonavista there is a powerful light, revolving every two minutes, red and white alternately; elevation, one hundred and fifty feet above the sea; seen at a distance of thirty miles. This light is in longitude 520 8' west, latitude 48~ 42' north. At Cape Spear, distant from Cape Bonavista seventy-three miles, there is a powerful revolving light, showing a brilliant flash at intervals of one minute; elevation, two hundred and seventy-five feet above the sea; seen in all directions seaward at the distance of thirty miles.: In longitude 52~ 37' 5" west; latitude 47~ 30' 20" -north. At Cape Race is fixed a beacon-tower, in longitude. 52~ 59' west, latitude 46~ 40' north; distant from Cape Spear fifty-six miles. This beacon-tower is hexagonal, painted in vertical stripes, red and white alternately. It has a skeleton ball at the top, painted red; its height is sixty-five feet, and it stands on ground one hundred and forty feet above the level of the sea. At Cape Pine, distant from Cape Race thirty-two miles, is a powerful revolving li'ght, three times a minute; its elevation above the sea is three hundred and two feet, and it can be seen from all points to seaward at the distance of thirty miles. Longitude 530 32' 12" west; latitude 46~ 37' 12" north. In addition to these lights, there is a good fixed light at the entrance of the harbor of St. John, on the southern head, in longitude 52~ 40' 50" west, and latitude 470 33' 50" north. In foggy weather a heavy eighteen-pound gun is fired by day every half hour,. thus enabling vessels to run at all times for the Narrows, the water'being deep and the shore bold. The greatest distance between any twod lights -on this coast is eighty-eight miles; and as each light can be seen thirty miles in clear weather, there would be but twenty-eight miles to run without seeing a light. The cost of the best coals for steam purposes, at the port of St. John, is as follows: Coals from Sydney, Cape Breton...-. $4. 90 per ton. Coals firom Pictou, Nova Scotia 4 60 do. Coals from Troon and Ardrossan, Scotland. 4 96 do. The duty on coals at Newfoundland is 30 cents per chaldron, equal to 25 cents per ton, which is included in the above rates. The trade and commerce of the port of St. John is very considerable, as will be seen by the various statements which follow., 596 S. Doc. 112. In the years 1850 and 1851 the number of vessels which entered inward at the port of St. John, Newfoundland, was as follows: 1850. 1851. Countries from which vessels entered. No. of Tonnage. Men. No. of Tonnage. Men. vessels. vessels. Europe: Great Britain ---- --—. -.- 131 20, 281 1,121 138 21,11 1,143 Guernsey and Jersey 3 221 14 4 385 23 Spain.................... 65 8,817 521 66 9,635 522 Portugal --------- 46 5,533 330 46 5,515 325 Denmark -......5 808 41 4 853 38 Germany ------- 2 — 5 4,108 211' 37 6,281 318 Italy.................... 12 1,539 95 3 420 27 nAmerica: British N. American colonies 380 36,552 2, 192 377 37,773 2,183 Britilh West Indies —--- 26 3, 527 218 26 3,144 199 United States - 1 105 12,978 729 99 12,552 645 Spanish West Indies.. —. —-- 64 8,796 612 38 4, 512 300 Brazils- ----- ---- 3 657 36 4 872 51'Total.-............ —-. 865 103,817 6,120 842 103, 016 5,774 The number of vessels which cleared from St. John in the same years was as follows 1850. 1851. Countries firom which vessels cleared. No. of Tonnage Men. No. of Tonnage. Men. vessels. vessels. Europe: Great Britain.. -. 78 11,173 623 82 11,148 617 Gibraltar-.... 6 8091 47 8 733 41 lonian islands 1 104 6.......................... Spain ----- ---- - 58 7,005 541 34 4,097 303 Portugal..-. —...... 31. 3,750 235 57 7, 390 451 Denmark...........................-..........-... 1 107 7 Italy.......- -.. 46 6, 366 398 31 3, 642 252 Sicily - - 2 352 13 1 147 7 Madeira. —------ --------. 2 221 14 1 62 4 France — -- — 1 89 7.......................... America: British N. American colonies 389 42,517 2,478 343 41, 898 2,335 British West Indies -- ----- 62 8, 429 514 61 8,718 514 United States. —..'.. 31 2,971' 194 27 2,865 169 Spanish West Indies-..15 1,915 111 17 2,099 120 Danish WVest Indies1........ 1 118 7 02 388 19 ~St. Pierre.....................5. Brazils -42 8,149 445 38 7,897 429 ~Total —............ 766 94,063 5,638 703 91,191 5,268 ~~__.__~~~~ _~~ -~~ ~~~~~'91',91 [5,~6 S. Doc. 112. 597 As furnishing an insight into the general character of the trade and business not only of the port of St. John, but of Newfoundland generally, the following statements of imports and exports at that port are here submitted. The first is a statement of the quantities of each description of imports at the port of St. John in 1850 andl 1851, with its increase or decrease. Weight or 1850. 1851.- Increase. Deerease. Articles. measure. Bread... cwt. -.- 58, 556 80,143 21,587 Flour.. barrels. 82, 488 106,084 23,596- - Corn-meal ----—. - -—. —-—.. do.... 9,716 3,869 5, 847 Pork-.....................d o 19, 253 13, 309... 5, 944 Beef................ do — 2,410 2,522 112......... Butter — c... 12, 056 13, 370 1, 314..... Rum -p........... uncheons 901 22-. - 269 MBolasses...................... do.. 9, 856 7 313.2,543 hBrown sugar..... - ct.. 17571 23, 035 - 5,;465.., --- Coffee. —...... —-. - ---.do.... 888 1, 926 1,038 Manufactured tobacco --—.. do- -.. 1, 890 3, 087 1,197 -...... Tea ---------—. ---... —--- pouds. 254, 404 359, 334 104,930.. Soap -------— b —. —--- -----—.- - oxes 12,163 11,707 454 Candles.. - -- 4, 598 3,159 - - 1,439 Salt --------—. —. —-—. —- 19, 948 22,570 2,622...... Coals......................... do 18, 025 16,613 1,412 Pitch and tar.-.. —-- --- — barrels.. 3, 240 3,029 -211 Potatoes...- -. do.-. 6, 726 10 856 4,130.Oats.... —------- ---—. bushels 24, 225 34,449 10, 224......... LIumber.. —----------.... 3778 4, 263 3 485 Oxen and cows...................... 2,] 718 2,562...... 156 Sheep......................... 3,541 2,836 7........ 708 -- --- — [ 598 S. Doc. 112. The- following statement exhibits the quantities of the various. descriptions of goods exported from the port of St. John in the same years, 1850: and 1851-: Articles. Weight or 1850. 1851. Increase. Decrease. measure. Dried fish: To Portugal............... quintals - 85, 243 160, 905 76562....... Spain-. —----—..-.. —----- do.... 123,040 70,113. 52, 937 Italy. — -................... do.. 114, 665 68, 533.......... 46,130 British West Indies.-....... do.... 117,750 116,731 -.. —-. i, 019 Brazil.-... do —-- 108, 684 114, 757 6, 073.. British America - d. o. do.. 25, 391 11, 389.......... 14, 002 England....... —...-. —.. do.... 6, 990 7,425 435...... Scotland........... —---. do-. 5, 025 2, 623......... 2,402 Ireland ----. do.... 7, 635 7,272..- 363 Other ports -—..... do —-... - 69, 258 69,523 265........ Seal and whale oil....... —----—.... tuns.. 4, 868 5,411 643....Cod oil - -—........... -----—.. do... 2,447 2, 273.......... 17.4 Blubber............ do.... 578 265.......... 313 Seal skins: To United Kingdom.-. number - 339j 075 381, 333 4, 258. United States and British America... —----- --.. do..... 1, 000 750.......... 250 Salmon...fl.... tierces.. 1,950 3,129 1,.179....... Herrings.. — ------ - barrels.. 8,457 14, 079 5,622... In addition to the quantity of cod mentioned above as having been exported during the year 1851, there were in store at St. John on the 20th January, 1852, no less than 181,000 quintals ready for exportation the coming spring. The value of the imports into the port of St. John from the United States during the year 1851 was as follows: In British vessels, $660,685; in American vessels, $75,650; total value of imports from the United States in 1851, $736,835. S. Doc. 112. 599 The following statement comprises an account of the various descriptions of articles imported into the port of St. John from Canada, in the years 1850 and 1851., with the quantity and value of each article:. 1850. 1851. Description of articles. Quantity. Value. Quantity. Value. Ale and porter —. —---—. ——.-barrels —.- 402 $3,025 236 $1,842 Apples barrels.... 52 110 107 255 Bacon and'hams. -- ct-.. —--. 122 I 1,735 46 530 Barley....-..........bushels... 2,606 1,360 15 22 Beef --------. —---------- -barrels -. 294 2,305/ 239 1,455 Bread ---— c —---------- -- wt. — 862 2,275 2,845 7,050 Bricks.....-.number... 8,000.45. Butter.-cr. - -- - - -. 2,479 37,160 3,117 46,600 Candles. —.. ——. —---------- pounds. - 6,485 665 3,874 606 Carriages-.. number... 2 210 --—.-....-.... Clocks. --—. —---—. 100 ---......... -------- Indian co —--— rn - -- ----— bushels --- 2,084 2,750 10,226 4,876 Flour -.... —. —- ----------- barrels.- 29,180 156,400 37,487 185,800 Furniture -------------------—.. —-—. —-- ----- 40 -- Horses ----------------------------------- ------- 50 -1- - Indian meal. —--—. —--------- barrels ---- 691,133 1,750 461 1,550 Lard -----------------------—.pounds --- 4,187 345 —. —--- - Laths --------------------- number -.- 40,800 50 20. 15 Lumber -.. — -— feet.-..224,561 2,250 273,028 2,720 Malt --------------—. —------------- ---------- 495 -... - Oatmneal ------------------------ barrels.-. - 660 3,110 359 1,710 Oats ------------------- bushels. 1,188 400 4,149 1,295 Pease ---— b —---—. —-------— barrels -.- 730 1,445 * 486 1,185 Pork- ----.....barrels - -- 120 1,450 2,035 28,250 Potatoes anid turnips —. —-. —-.- barrels. —- 147 165 1 520 600 Shingles —--------- ----- thousands. 1,245 3;115q 815 2,050 Soap -— pounds. - 67,678 1,910' I0,000 387 Timber. -—. —--------—. —-- tons ----- 162 825 265 1,385 Tobacco ---—. —------—. —--— pounds - 565 95 3,146 750 Undefined spirits --------------- gallons - -. 586 730.................. Vinegar —---... —...-. gallons ---.- 441 125.......... Wine. —.. —--------------—. —gallons ---- 60 150 20 90 Onions --—. —- ----- barrels- -............... 185 325 Staves ------- ---. -- number 173,823 5,670 369,599 8,787 Miscellaneous. --—.. —--------- ---------— 940......... 187 Total - --.. —-------.. —--..... —. 233,250-.......... 300,322 600 S. Doc. 112.; The imports into the port of St. John in 1851 from the British West Ind'ies are thus stated: Molasses, 20,063 cwt.; value, $49,950. Rum, 49,411 gallons; value, $21,595. Brown sugar, 2,188 cwt.; value, $10,780. Total value from British West Indies, $82,326. From Spain, the imports at St. John in 1851 were as follows: Corks, 11 cwt.; value, $115. Feathers, 5,936 lbs.; value, $430. Dried fruit, 36 cwt.; value, $255. Olive oil, 424 gallons; value, $210. Salt, 482,504 bushels; value, $38,655. Wide, 3,325 gallons; value, $4,700. Total value of imports from Spain in 1851, $44,365. From Portugal the imports in 1851 are thus stated: Quantity. Value. Candles- pounds. 1,640 $150 Corks -- cwt... 48 155 Corkwood..........do.... 78 130 Dried fruit -do.... 6 45'Green fruil............. boxes.. 282 535 Feathers.-. pounds.. 2,988 205 Olive oil.-.g.........gallons.. 1,005 1,010 Onions - bushels.. 828 1,035 Salt......do.... 185,854 17,065 Wine...-.-............... gallons.. 33,379 47,880 Total value of imports at St. John, in 1851, from Portugal. 68,210 From Germany, in 1851, the imports at the port of St. John were as follows: Quantity. Value. Bacon and hams., - - _...___cwt.. 372 $4,985 Salt beef-..- do... 296 1,650 Bread and biscuit.-.... —---...do.... 48.633 19S,645 Bricks..796,100 2,495 Butter...........wt.. 3,043 35,615 Cabinet wares. 2,260 Cordage -------- cwt 803 6,060 Oatmeal................... barrels. 499 2,315 Pease (round)..... do.... 337 2,875 Pease (split). ct... 250 595 Glass and glassware..4... 4,635 Leather manufactures.. 10,535 Oakum............ cwt.. 50 285 Pitch and tar.. barrels. 266 1,215 Pork -... cwt. 3,173 25,670 Wine...gallons. 32 70 Woollen manufactures... 10,295 Total value from Germany in 1851..... 310,200 S. Doc. 112. 601 The imports from Denmark in 1851 were as follows: Quantity. Value. Bread and biscuit....cwt... 9,627 $35,435 Bricks.. —..-M..- 36 190 Butter... cwt.. 297 4,455 Pork. -----------— do...- 348 2,625 Glassware -.. —--- - - ----- 115 Cotton manufactures - -1,160 Leather.... 2,025 Wooden wcares.l..........- - 690 Woollen manufactures... —- —.. --- 4,065 Total from Denmark in 1851..... 50,760 From the Spanish'West Indies the imports in the year 1851 were as follows: IFrom Cuba. Quantity. Value. CofFee -----------.. cwt-.-... 122 $625 Molasses. do.... 26,586' 66,465 Rum gallons. 586 290 Brown sugar. -....-.. cwt... 2,775 11,475 Cigars 47,750 615 Total value --- - - -. 79,470 From FPorto Rico. Quantity. Value. Coffee....cwt... 20 $200 Molasses.-..... -. do..... 5,403 13,755 Rum. g- allons.. 180 95 Brown sugar-........ cwt... 1,269 6,400 Cigars 30,250 375 Total value. 20,825 Totalvalue of imports in 1851 from Spanish West Indies 100,295 The change in the navigation laws of Great Britail came into operation on the 5th January, 1850; and our vessels immediately availed themselves of the new description of fieights which the new arrangements offered to them at Newfoundland. It will no doubt be interesting to observe the course of traffic which our vessels have adopted with respect to -this colony during the past year, when the business became better understood. The following statement, showing the number of our vessels which arrived at the port of St. John during the year 1851, with the places whence they came, and the nature of the cargoes they brought-as, also, the ports for which they sailed, and the nature of the freight they took away —rmay therefore prove both interesting and useful, not only to the department, but to commercial men generally: Vessel's name. Tonnage. Where from. Inward cargo. Sailed for- Outward cargo. El Dorado. —---—. 182 Baltimore..-... Pork; flour, and meal-........- Pernambuco. Dried fish. Poultney............... 231... do Pork, flour, meal, and bread. do.do. Exporter... 179' -..do-........ Flour, pork, beef, bread, butter, St. Jago de Cuba.-.- -. -—.. do. candles, tobacco, corn, cheese, tar, and rice. Charles William......... - 40 New York...... Flour, tea, soap, hats, clocks, dried Sydney, B..-....... In ballast, to receive coals at Sydapples, oatmeal, and cheese. ney mines. Charles Henry...-...... 144 Matanzas...... Molasses.................... Picto.............. In ballast, to load coals at Pictou mines. Avon................. 147 Boston........ Bread, flour, pork, and butter-... Sicily. Dried cod. Panama...-..-.......... 158.... do. Ballast...................... Pernambuco............... do. Phenix.-........ —---—.. 149 -—. do............. do..................... Gibraltar...............-... do. Water Witch l — -------- 167 Baltimore ----- Flour and corn meal. —--- -.-.. Pernambuco................ do. El Dorado.............. 182..do -.-. —..-. Flour and pork.. —----------—.- -—. do..................... do. T. M. Mayhew..-........ 176 Montreal. Flour tobacco, and butter...... -- Sydney, B......... Ballast, (for coals.) T. M. Mayhew.... —-..... 176 Sydney........ Coals -------------------- Pictou..... —-. —. ---- ----—. do. Andrew Ring --—........ 198 Boston......... Molasses -—.. —. —---.. ——.do - -. do. S. Doc. 112. 603 Except occasionally in the months of February and March, when in severe seasons the ice is on the coast of Newfoundland, the harbor of St. John is always easy of access. In order to show the number of vessels which have entered and cleared at St. Johri in every month of the year during the years 1848, 1849, and 1850, the following statements have been published in the colony: Inward. Outward. Months. 1848. 1849. 1850. 1848. 1849. 1850. January —--- 35 31 21 28. 31 28 February —--- - 16 14 26 12 [ 14 20 March ------------ 9 19 18 11 11 11 April, -. - 35 64 27 25 32 23 May-, —-- 102 78 118 94 71 61 June. —-. —,70 65 86 97 89 122 July w o —- 98 84 81 66 61 73 August..,, 102 115 138 70 75 71 September ---------- 116 105 115 122 138 159 October, —--- --- - 85 102 82 7S 101 95 November.- 81 88 72 69 72 64 Decemnber - -.. 28 40 44 45 44 42 Total 777 805 828 717 739 769 It is believed that the returns of the trade and commerce of this important colony are more full and correct than ever before presented to Congress. They were compiled from trade returns of the customs, which are annually made up, in a very correct and comprehensive manner-as much so as those of any commercial port' on this continent. My thanks are presented to honorable Mr. Little, member of the Provincial Assembly, for much valuable information relating to the trade, resources, and great importance of the fishing interest of this colony; to the honorable Mr. Kent, the collector of the port; and to several other gentlemen, S. Doc. 112. 605 PART IX. THE COLONY OF PRINCE EDWARD ISLANDS Charlotte Town, the capital, is in lat. 46.~ 14' north, ion. 630 8' west. The island of Prince Edward, formerly called St. John's island, is situated in a deep recess on the western side of the Gulf of St. Lawrence. It is separated from New Brunswick and Nova Scotia by the straits of Northumberland, which, at their narrowest part, are only nine miles wide. This island is somewhat crescent-shaped; its length, measured on a line through its centre, is about one hundred and thirty miles; its greatest breadth, thirty-four miles; in its narrowest part, near the centre, it is only four miles wide. The east point of Prince Edward Island is distant twenty-seven miles from Cape Breton, and one hundred and twenty-five miles from Cape Ray, the nearest point of Newfoundland. Owing to the manner in which this island is intersected by the sea, there is no part of it distant more than eight miles from tide-water. The whole surifce of the island consists of gentle undulations, never rising to hills, nor sinking to absolutely fiat country. The soil is a bright reddish loam, quite free from stone. The entire island is a bed of rich alluvium, elevated from the sea by some convulsion of nature, or else left dry by the gradual recession of the waters of the gulf. There are many beautiful bays and safe harbors; and wherever a brook is not found, good water can always be had within eighteen feet of the surface, by sinking a well. The soil is admirably adapted for agricultural purposes; it is easily. worked, and there is abundance of sea-manure everywhere at hand. There are no stones to impede the plough; in fact, stone is so scarce that such as is required for building purposes is imported- from Nova Scotia. Wheat, oats, barley, and potatoes are staple products, and are produced abundantly. The area of Prince Edward Island is estimated at 2,134 square miles, equal to 1,365,000 acres. According to a census taken in 1848, the population amounted to 62,678 souls, being in the proportion of one soul to every twenty-two acres of land, or nearly thirty souls to the square mile. The climate is neither so cold in winter nor so hot in summer as that of Lower Canada, while it is free from the fogs which at certain seasons envelope portions of the shores'of Nova Scotia and Cape Breton. Its climate is very nearly the same as that of Cape Breton, but more equable; the seasons are very nearly the same. It is exceedingly healthy in every part. This island was discovered by Sebastian Cabot, on St. John's day, (24th June,) 1497, and thence received the name of St. John. The 606 S. Doe. 112. English took very little notice of this discovery, although made under their own flag; but the Gulf' of St. Lawrence was very soon visited by the Basques, Bretons, and Normans, on account of its fisheries. So early as 1506, Jean Denys, a pilot of Honfleur, published a chart of the gulf, and of this island. It continued to be the resort of French fishermen until 1663, awhen it was leased by authority of the King of France to the Sieur Doublette, and his associates, as a fishing-station. As the French did not encourage settlements near their fishing-stations, any more than the English, very little progress was made in its colonization, unitil after the treaty of Utrecht, in 1713. Its settlement and agricultural improvement were then encouraged, in order that the island might form a granary for the supply of' the fortress of Louisbourg, upon which so much money was expended. At the taking of Louisbourg, in 1758, it was stipulated in the articles of capitulation, that the French of St. John's island should lay down their arms. The island was shortly after taken possession of by a body of British troops. It then contained ten thousand French inhabitants. After the treaty of Paris, in 1763, by which France ceded this island, with her other North American colonies, to England, the French inhabitants were driven off; as on all occasions they evinced great hostility to the English. A survey of this island was completed in 1766, when it was divided into sixty-seven townships, of about twenty thousand acres each. The whole of these townships (with the exception of two, then occupied by a fishing company) were disposed of in London, in one day, by wvay of lottery, the tickets being distributed among officers of the army and navy who had served in the preceding war, and other persons who had claims upon the government. In 1770 Prince Edw ard Island was separated from Nova Scotia, and erected into a separate colony, with a lieutenant governor, an executive and legislative council of nine members, and a house of assembly of fifteen members. It has since continued to enjoy representative institutions; the executive and legislative council has been divided into two distinct councils, and very recently the principles of responsible government have been established in this colony. The crown has very little land for sale in this colony-merely the residue of the two townships that were not disposed of by the lottery, The price at wvhich small lots are sold is about three dollars per acre. The proprietors rarely sell any of their lands; but when they do, the price is about five dollars per acre. Farm lots are usually leased at twenty cents per acre per annumn, fbr terms of sixty-one and ninetynine years-the tenant paying all charges and taxes. Some proprietors concede to their tenants the privilege of converting the leasehold into freehold, at twenty years' purchase; but a majority of the landholders do not grant this privilege. By the census return of 1848, it appears that the number of acres held in fee-simple by occupants, was 280,649; under lease, 330,293 acres; by written demise, 31,312 acres; by verbal agreement, 3S,786 S. Doc. 112. 607 acres; and by squatters, 65,434 acres. The quantity of arable land then under cultivation was 215,389 acres. The crop of 1847 was as follows: wheat, 219,787 bushels; barley, 75,521 bushels; oats, 746,383 bushels; potatoes, 731,575 bushels; turnips, 153,933 bushels; clover-seed, 14,900 pounds; and hay, 45,128 tons. The quantity of potatoes in 1847 was much smaller than in previous years, owing to the prevalence of the potato rot that season. The stock of the island in 1848 was as follows: horses, 12,845; neat cattle, 49,310; sheep, 92,S75; and hogs, 19,683.. In that year there were in the island 109 churches, 182 school houses, 13 breweries and distilleries, 116 grist mills, 27 carding mills, 139 saw mills, and 246 threshing machines. In 1849 there were 88 new vessels built in this colony, of the burden of 15,902 tons; in 1850 there were 93 new vessels built, of the burden of 14,367 tons; in 1.851 there were 89 vessels built, of the burden of 15,677 tons. A large proportion of the vessels built on this island are intended expressly for sale in Newfoundland, where they find a ready market, being well suited for sealing and the fisheries. On the 31st December, 1850, the number of vessels owned and registered in Prince Edward Island was 310, of the burden of 27,932 tons. On the 31st December, 1851, the vessels owned and registered in the island amounted to 323, of the burden of 31,410 tons. The extent of the import and export trade of this island will be best understood by the following comparative statement of the value of imports and exports in 1849 and 1850: 1849. 1850. Countries. Imports. Exports. Importse. Exports. United Kingdom. —-----—. --—. $192,030 $82, 890 $179, 898 84, 996 British North American colonies. —. 300,280 174, 940 308, 409 181, 343 British West Indies ---------—. 1, 140 2, 535 565 4,165 United States.-. —-------------- 82, 580 32, 410 41, 603 55, 385 Total. —-....... —-----—... -. 576, 040 292,775 630, 475 325, 989 The wide diffi[ronce between the value of imports and that of exports is made up by the sale of new vessels in Great Britain and Newfoundland an account of which cannot be ascertained. By a return published at Newfoundland, it appears that in the year 1851, the number of' new vessels built at Prince Edward Island, and sold in Newfoundland, was 16, of the aggregate burden of 1,921 tons; and that the sales of such vessels amounted to $55,316. The vessels inward and outward at Prince Edward Island in 1850 and 18S51 are thus stated: 608 S. Doc. 112. No. 1.- Vessels entered and cleared in 1850. Inward. Outward. Countries. No. Tons. No. Tons. Great Britain... O. 18 4, 523 64 12, 454 British colonies —--------—. 498 17,691 518 23, 605 United States. -.. - 34 2, 578 49 4, 038 Foreig States.................... 7 225 7 225 Total........................ 557 25, 017 638 40, 322 Number of seamen inward, 2,082; number outward, 2,301. No. 2.- Vessels entered and cleared in 1851. Inward. Outward. Countries... No. Tons. No. Tons. Great Britain. - - - -. --- -... 18 4,140 45 10, 951 British colonies — -. —------—.. --—. 470 18, 042 488 25, 374 United States. —------ ------------- 43 2,724 86 5, 427 Foreign States.-.... 2........ — -. 2 _ 87 2 71 Total-...... —.... —-------- 533 24,993 621 41, 823 Number of seamen inward, 2,370; number outward, 3,631. The value of the exports of this Island colony in 1851 was as fbllows: To Great Britain $68,925 " British North American colonies.-.-..-. —-172,304 "'Uited States.................................... 119,236 Total e............................ a0360,465 S. Doc. 1 12.;609 l'he followi~ng' is a statement of the quantity, rate, acd amount o/ duty paid on all articles the growth, produce, or mannujcture of the'United:States, imported into the colony of Prince Edward Island in 1851. Articles. Quantity. 1Rate of duty. Total duty. Apples and onions. - 728 barrels.. 5 per cent... $122 Stationery..... 104 packages -do... -do 81 Boots and shoes.. - 154.. do -..... 10 per cent... 206 Breadstuffs. - - - 33 do....do.... 5 per cent -. 65 Burning fluid. -. 26.. -.do. —. do. 20 Candles and soap 421 do - do 82 Corn and cornmeal. 844 bbls. & 1,006 bas - -.do. 231 Dry goods.. 128 packages......... -do - - 261 Drugs and medicines.-59 do. do...... do. 52 Flour - 655 barrels...... -$1 25 pr. bbl.:18 Hardware..... -.80 packages......... 5 per cent.. - 142 Leather. 15,112:pounds-.. 2 cts. per lb. 312 Molasses 42,423 gallons......- 3 cts. per gall. 1,325 Nails and spikes... 182 packages -..-5 per cent... 35 Oranges andlernons. 89-... do..-...do. 19 Pitch and tar. —- 257 barrels - _. 2 per dent -—... 16 Rice.- --—. 11 packages....... 5 per cent -. - 8 Spirits.. 7,800 gallons.... -62-k cts. pr. gall. 4,875 Seeds-. 202 bags friee...-.. Stoves.2. 5 per cent.... 165 Sugar - -349 cwt- $1 50 per cwt. 523 Tea..-. 42,103 pounds....... 8 cts. per lb... 3,505 Tobacco. - 11,487.. do. 6... do. 717 Varnish and turp entinle..-....... 25 packages......... 5 per cent. 11. Wooden ware 6..... 62.do -..do...l-. 212. Sundries-............. 207 Total - -..-.-. —---- -. - -------- -. 14,O02O0 The total value of the articles on which the above duty of $14,020 was paid was $77,S5S, the whole of which was imported into Prince Edward Island in British vessels, with the exception of merchandise. of the value of $3,200, in an American bottom. In 1850, the value of articles the growth, produce, and manufacture of the United States, imported into Prince Edward Island, was only' $42,113, upon which duties were paid amounting to $6,420. The wide diffirence between the value of imports from the United, States in 18.50 and. 1S51, arises fiom the fact that in 1851 the duties on imports were greatly reduced from the rates of the preceding year, and.7,hence the increased value of imports in 1851. With the high rate off 40 610 S. Doc. 112. duties in 1850, only $6,420 was received on articles of American production; while in 1850, with diminished rates, the duties on American production were increased to $14,020 in the aggregate. It is a fair inference, from this state of facts, that Prince Edward Island would take a much larger amount of American goods if the duties were still farther reduced, or if no duties whatsoever were levied on their importation. The articles exported in 1851 to the United States, of the growth or produce of the Island, were as follows: Barley, 17,929 bushels; boards and plank, 12,000 feet; iron, 60 cwt.; cattle, 9 head; firewood, 20 cords; dry fish, 650 quintals; pickled fish, 1,786 barrels; hard wood, 74 tons; horses, 3; hacmatac knees, 2,215; oats, 222,109 bushels; potatoes, 45,942, bushels; turnips, 3,090 bushels; wool, 1,700 pounds. The value of the foregoing, with the value of sundry other articles not enumerated, amounted together to $119,236. The value of similar articles exported to the United States in 1850 was only $55,886. it is obvious, therefore, that the increased import from the United States in 1851 was coupled with an increased export to the United States in that year. The following is a statement of the American vessels and their cargoes which entered and cleared at Prince Edward Island in 1851: Name of vessel. Tons. Where from. Cargo. WVhence cleared. Cargo. Denmark -.-...- 63 Gloucester Flour andmeal. Gloucester-... Oats. - Natiye American.-. 115 Newburyport -. do. —-—. Newburyport -Oats and potatoes. Iowa............... 74 United States. Gin, molasses, United States....... do. and flour. lDaniel P. King -.-... 73...... do --—. Flour, tea, &c-. —.... dd.. —. do....Bold Runner. —--.- 72 -.. do.do-............ do --------—. do.. "Solon.. —-------—. 64 -—. do............ do —. —-. do. —----—.. do. -. Cadmus... —-... —. 115.. — do —- - - do. —------—.. do —----- ---- do..'Bold Runner......... 72.. —- do-.... - -. do-. —..d do. -—.. —. do... MIiana............ 70..-... do. do-. do -........... —.... Linda........ 86..... do. Dry goods. —-- do —-----... do.. Commerce.......... 78...... do..... do.- —. do --—. do.... S. Doc. 112. 611 The following abstract gives a very satisfactory view of the trade and commerce of this colony for 1851: Exports. Amount. 89 vessels, 15,721 tons, at ~4 (island currency) per ton.................. $251, 536 Barley, 30,581 bushels.... —-............................... 18, 348 Boards and deals, 1,497,629 feet, and 6,316 pieces -.. —---- -. —.... 41, 346 Beef, 39 barrels.-.......................... 616 Butter, 150 tubs....................................................... 1,182 Cattle, 363 head.................................................. 7, 823 Carriages, 5......................................................... 188 Dry fish, 7,687~ quintals................ ——... —------—........ —-----------—.... 19,235 Pickled fish, 3,624 barrels.-.-. ------------------—. —----------—.- 19, 544 Furs, 3 cases........ —-—.............. —----------- -—............................... 280 Hides, 2 casks —----—. ---- --—. - -—... ---- - ------ 40 Horses, 97.-..-...................................... —------ - 8,124 Lathwood, 649 cords.............-..-.-......................... 871 Oil, 484 gallons -----................ - 252 Oats, 365,695 bushels.-............. —------. —------------------ 109, 708 Oatmeal, 54 tons-34 sacks, 125t barrels.......................... 1,143 Oysters, 4,377k bushels ---—. -----------------------------—.. —--- 1,243 Pork, 46 barrels. -- ------------------------- 552 Potatoes, 158,569 bushels-........47, 568 Spars, 796. -1, 230 Shingles, 220,772 M................................................ 732 Sheep, 245 head....... 717 Sundries ------------— 25,736 Turnips, 27,343 bushels ---------------------- ------ 4, 901 Timber, 1,282 pieces; 66 tons scantling; 7,580 tons of timber; 1,865 knees. 42, 060 Wheat, 1,970 bushels...-.. 2, 400 Wool, 2 bundles............................................... 14 607, 389 Imports, including ship chandlery, which is exported again in the building and rigging of ships, and not estimated in the value of the shipping..........-.. — $538, 755 Less-say, for ship chandlery —................... —--- -—.... 62, 884 475 871 S. Doc. 112. 613 PART X. INTERCOURSE BETWEEN GREAT BRITAIN AND HER NORTH AMERICAN COLONIES. The industry of the inhabitants of the British North American colonies is. principally engaged. in agriculture, the fisheries, mines, and forests; in exporting the products of which to the United Kingdom and other British possessions, and to some foreign countries, and importing from thence, in exchange, the various requisites whose growth or.manufacture is ill suited to- the climate or condition of these possessions, consists their trade, and the great extent of employment it gives to British shipping. The most important object of industry in British North America, as well as the most striking physical feature of the country, is the fqrestlofty, wide-spreading, and apparently illimitable-all unplanted by the hand, and, for a large part, yet untrodden by the foot of man; where, without having planted or sown, he may enter, and reap and'gatheri in what nature for many centuries has been bountifully preparing for his use. The importance and value of the North American timber trade to England is so fully established, as to be beyond a doubt. The maritime supremacy of England has been maintained by it, new markets have been created for her manufactures, and a home, with remunerative employment, has been found for her surplus population. To show the rise and progress of the trade between Great Britain and the North American colonies, the following statements are offered. These have been carefully compiled from Parliamentary returns, and may be relied upon. Total official value of goods exported Jrom Great Britain to the British North American colonies in the years mentioned. Colonies. 1800. 1805. 1810. 1815. Canada.-......... $2, 208,528 $2,030,313 $4,701,220 $8,821,003 Nova Scotia —.. ——... — 849, 998 591,000 1, 682, 937 2,195,592 New Brunswick............ 389, 904 121,409 464, 220 984, 676 Prince Edward Island — --...........................99, 043 62,155 Cape Breton................................ 15, 864 Newfoundland........... 1,053, 115 1,213, 565 1,813,128 2,721,993 Total................. 4-,501, 545. —3,-956,287 - -8,760,548 14,801,283 614 S. Doc. 112. As marking the progress and extent of the trade between the United Kingdom and the North American colonies, the following return is presented, showing the ships and tonnage inward and outward in Great Britain and Ireland, to and from those colonies, distinguishing British from foreign, from 1840 to 1850, both years inclusive: INWARD. OUT WARD. Years. British. Foreign. British. Foreign. Ships. Tons. Ships. Tons. Ships. Tons. Ships. Tons. 1840. —. —-.. 2,416 808,222. —-—.-... 2,099 694,094 7 2,213 1841. -. 2,461 841,348......... 1,937 652,725 1 384 1842 —... --- 1,555 541,451.-...-........ 1,333 446, 842. 1843. —----- 2,2151 771,905........ —...... 1,996 710,608 1 180 1844.......... 2,284 789,410... -.-. 2,060 722,299 2 882 1845.... —--- 3,018 1,090,224.............. 2,510 917,423 1 414 1846.......... 2,887 11,076,162...... —.. —-. 2,666 978,590 7 2, 418 1847...... 2.. 2459 953,466 9 -3,274 2,174 829,809 29 6,331 1848.......... 2,279 886, 696....-.. 1, 766 668,087......... 1849.......... This return wanting.-.-...-....... t..... -..-. /...... 1850....... 2,036 798,080 170 67,580 1, 337 480,279 43 15,930 The official value of the import and export trade between Great Britain and the North American colonies, for the years 1818, 1819, 1820, 1832, 1838, 1843, and 1848, is thus stated: 1818. 1819. 1820. 1832. 1838. 1843. 1848. Imports - - $6,610,215 $7,740,905 $6,064,225 $11,779,260 $12,114,765 $10,691,415 $11,279,135 Exports - - 8,976,320 10,005,165 8,381,580 9,544,785 11,696,035 11,287,250 11,240,150 The amount of tonnage inward and outward between Great Britain and the colonies, in 1800, 1805, and 1815, was as follows: 1800. 1805. 1815. Colonies. Inward. Outward. Inward. Outward. Inward. Outward. Canada............. 14, 293 10, 366 15, 076 14,139 31,405 27, 839 Nova Scotia....... 232 4, 149 9, 742 7, 934 21,087 29, 284 New Brunswick........ 6, 072 3, 424 3, 687 3, 679 72, 790 50, 901 Prince Edward Island.. 1..... 1,121 1,100 5, 985 3,107 Newfoundland... 5,271 19,780 12, 386 29, 669 14,181 60,795o S. Doc. 112. 615 The following statement, compiled from official returns, exhibits the total tonnage inward in Great Britain from the British North American colonies, as also the total tonnage outward to the same colonies, in 1845 and 1850, distinguishing British from foreign tonnage: 1845. 1850. Inward. Outward. Inward. Outward.,,.. mto~bD e i by m | by I_! ib.... - Tons. Tons. Tons. Tons. Tons. Tons. Tons. England.-.......- 1, 480, 807 7, 045 1, 373, 724 12, 370 1, 258, 478 72,1781, 135, 734 73, 323 Scotland. ——. —--- 268, 329.-. 226, 482 230 178,574 3,778 171,626 3,029 Ireland...... —-- 210,136 -. 149, 95...... 90, 012 6, 129 68, 626 16,082 Channel Islands.... 3, 082... 7,138 -. 3, 498.. 9, 482..'Total. ~;.. j1,962, 354 7, 045 1, 756, 43912, 600 1, 530, 562 82, 085 1, 385, 468 92, 434 It will be borne in mind that on the 5th of January, 1850, the change in the navigation laws of England came into operation; and the foregoing table, therefore, shows the extent to which foreign tonnage was-engaged during that year in the trade between Great Britain and the North American colonies. The extraordinary increase of the timber trade between Great Britain and her North American colonies is presented in the following statements, which commence with the year 1800. In that year there were imported into Great Britain, from the North American colonies, the following quantities of timber: 34,017 loads of fir timber. 843 do oak timber. 850 masts. 424 (standard hundreds) of deals. 7,214 hundreds staves. In 1819 the timber trade with North America had greatly increased, as will be perceived by the following statement of timber imported into Great Britain from the colonies in that year: 266,297 loads fir timber. 9,482 loads oak timber. 14,170 masts. 9,868 (standard hundreds) deals. 359 do do battens. 42,998 hundreds staves. The statements which follow give the quantities and value of the North American timber trade in 1840, 1845, and 1850, distinguishing he quantity entered for home consumption from the whole quantity imported. 616 S. Doe. 112. Timber imported into the United Kingdom for home consumption. 1840. 1845. 1850. Description. - S~.S. I. Sawed lumber, sup. feet.. 311,935,800... —. 331,650. —------ 74,250......... Square: timber, cubic feet. 31,950,700 8,440,200 —Timber, sawed or split, cubic feet. ---------- -- 24,944,550 17,148,250 23,386,500 18,365,750 Lumber, not sawed or split, cuhic feet. - - 39,874,500 14,101,400 31,150,000 13,696,100 Total timber imported. 1840. 1845. 1850.....5. _ r/2 Description. 4: m 1-D 4D Cq.) -4 W Sawed lumber, sup. feet.. *313,442,250. —----- "212,850. —. —--- 56,100t........ Square timber, cubic feet. *32,336,100 8,557,500. ------ -----—. —---- -- - Timber, sawed or split, cubic feet. —....... * —.... --...... - 24,691,300119,526,350 -21,833,950 17,971,450 Timber, not sawed or split, cubic feet. —.. — t -........'........... 39,315,75014,765,650 *31,015,400 12,513,150 Staves, cubic feet....- --.-...... — - -...... - 4,417,3501.. - -,129,400.......... Official value........ 6, 281, 075 $7, 936, 020 $6, 326, 340 NOTE.-Quantities marked thus * may be considered as wholly from the British North American colouies. REVIARaK.-The above tables are compiled from the Annual Trade and Navigation Accounts and the Yearly Treasury Finance Returns. To those acquainted with the timber trade, these returns will very likely explain themselves; but, in order to present in more precise form the state of the North American timber during the last three years, the following statement, compiled from the returns of the Board of Trade, is submitted: Colonial timber and deals imported into the United Kingdom, in loads of 50 cubic leet: In 1849, 1,054,246; in 1850, 1,056,9S7; in 1851, 1,119,000. in 1847 there was a large reduction in the duties on Baltic and other foreign timber; and in the North American colonies, great apprehensions were entertained that the remission of those duties would be highly injurious, if not almost fatal, to the colonial timber trade. S. Doc. 112. 617' Such, however, has not proved to be the case. It is true, as will be seeAi by the following statement, that the quantity of fbreign timber imported into Great Britain since the remission of duty, has considerably increased; but the quantity from the North American colonies has likewise increased, as shown in the preceding statement. Foreign timber and deals imported into the United Kingdom, in loads of 50 cubic feet: In 1849, 57S,468; in 1850, 609,692; in 1851, 86S,000. The effect of opening the market to foreign timber by a reduction of duties, and consequently an increased importation, has not, as was greatly feared at the outset, proved injurious to the colonies by diminishing the price of their timber. The increased consumption of timber in England has caused a demand for greater varieties of wood. The use of Baltic timber more extensively than heretofore, has caused a greater demand for colonial wood to be used in connexion with it; while the change in the navigation laws has so reduced freights, that the producer of timber and deals in the North American colonies now receives more for his articles than he ever did before the reduction of the duties. Besides timber, there are other products of the forest, such as ashes and furs, which form no inconsiderable item in the sum total of colonial produce imported into the. United Kingdom. The total value of all colonial products to the United Kingdom, ineluding those derived from mines, agriculture, and the fisheries, is fully set forth in the various tables to be found in this report under head of each colony respectively; and to these, reference is made for more particular information. England possesses no nursery for seamen at all equal to her North American colonial trade. Besides training her own hardy and burly sons to the dangers and hardships of the sea, that trade fosters and raises up, from among her active, well-built, enduring, and intelligent subjects in the northern colonies, as fine seamen as ever trod a deck, afraid of no danger, and perfectly fitted to sustain any reasonable amount of cold, hardship, and fatigue. The vigor of their frames, their sound constitutions, and the habit of facing severe cold, violent gales, and stormy seas, in a high northern latitude, aided by quick perceptions and ready intelligence, eminently qualify them to navigate her ships to any quarter of the world, either to uphold the- honor of their country in fighting herobattles upon the seas, or, better still, to extend and enlarge her commerce to every part of the habitable globe. To her colonial seamen, England may well look with honest pride. Save our own citizens, they have few equals, and none others are their superiors. Whether in war or in peace, these British North American sailors, cradled on a stormy deep, and roughly nursed amid storm and tempest, are in every way fitted to fulfil their duty, and do honor to the country which claims their allegiance. S. Doe. 112. 619 PART XI. TRADE OF THE PRINCIPAL ATLANTIC PORTS OF THE UNITED STATES WITH THE BRITISH NORTH AMERICAN COLONIES BY SEA, The direct trade by sea between the principal Atlantic seaports of the Union and the British North American colonies has, within a few years, become of such extent, value, and importance, as to demand more than ordinary attention. Probably the most remarkable and interesting feature of the age, is the rapid increase and constant activity of the world's commerce. Its great agent and promoter, navigation, to which such enormous annual contributions have latterly been made by England and the United States, is more firmly establishing it on a more extended basis, for still greater and more universal achievements. The-great addition to the navigation interest of the world furnished by the British colonies, is not generally considered; nor is its important and influential character fully understood, save by a small portion of the leading statesmen of Europe and America. The great maritime resources of' the North American colonies, and the advantages of their geographical position for an extended commerce with all mankind, will contribute more effectually to accelerate their onward progress to wealth and power, and unquestionably give them a commanding position in all future commercial developments. The extent of seacoast and abundance of excellent harbors in these colonies,' is most remarkable. Commencing at the river St. Croix, the boundary of the United States, there is much coast, and many fine ship harbors, within the Bay of Fundy and the islands it encloses. Next comes the Atlantic coast of Nova Scotia, with its numerous indentations; then the sea-shores of Cape Breton, and its beautiful and extensive interior coast surrounding that large arm of the sea. known as the Bras D'Or, or "arm of gold;" next, the eastern or Gulf coast of Nova Scotia and New Brunswick, the Bay of Chaleur, the shores of the whole colony of Prince Edward island-of the Magdalen islands and Anticosti, and all the Labrador coast from Mt. Joly to Davis's straits; in the aggregate, about 3,500 miles of coast-line, everywhere teeming with fish, in greater abundance and excellence than in any other part of' the world. To this great extent of seacoast, admirably provided with large and excellent harbors, must be added the coast of Newfoundland, more than 1,000 miles in extent, whose harbors and fisheries have been known and constantly frequented fir more than three centuries. The handsome and elaborate map of the Lower Colonies, hereunto appended, was prepared expressly for this report by Mr. Henry F. Perley, of St. John, New Brunswick, a young engineer of much promise. The original surveys, maps, and charts, frorn which it was prepared 620 S. Doc. 112. are of the most recent date, and of the highest authority; they were obtained with some trouble and at much expense, from England and from the provinces. These have been carefully collated and compiled, and the result is the present map, which is recommended as one of the best yet presented. It exhibits the peculiar configuration of the Gulf of St. Lawrence, and of the colonies which are washed by its waters, with their infinity of rivers and harbors, and endless variety of creeks, coves, inlets, estuaries, straits, bays, and arms of the sea. There cannot, perhaps, be found elsewhere the same extent of country possessing in a greater, or even an equal degree, all the requisites for constructing a mercantile marine, nor the like extent of seacoast so profusely furnished with the finest and most capacious harbors, as the colonies of New Brunswick and Nova Scotia. A glance at the map at once shows that those colonies are but a mere extension of New Encland, and: that an interchange of their respective products must not only exist, but will of necessity be mutually beneficial, if not absolutely essential to the prosperity of either country. The wise and. truthful spirit of commerce will be opposed to any policy, whether British, American, or colonial, that restricts in the slightest degree the entire freedom of commercial intercourse between countries in such immediate proximity,' and whose best interests are so closely interwoven. The island colonies of Newfoundland and Prince Edward Island, lying contiguous to New Brunswick and Nova Scotia., with similar characteristics in almost every particular, are rapidly becoming convinced of the value of their material interests in connexion with the necessity for a more liberal commercial intercourse with the United: States. Although the tables which follow show that the trade of the four lower colonies is chiefly confined to Boston and New York, yet they also prove that commercial intercourse with them is becoming, more general with all the towns and seaports of the Atlantic States, and that Baltimore and Philadelphia also participate in its benefits. To encourage the intercourse thus springing into existence and attaining great value from the natural course of trade, and the relative position of the parties with reference to certain natural products of each, would seem to be the bounden. duty of the governments of these respective countries. The first object of every commercial system should be to. create and uphold a great commercial marine. Mr. Huskisson laid it down as a principle, that "the only true and durable foundation of a large commercial marine is to be laid in the means of affording it beneficial employment. Without such employment-without, in short, extensive commerce, and great capital to sustain and invigorate that commerce, no laws merely protective will avail. Strict navigation laws have not always created a marine. Does not naval and commercial superiority. depend on the habits, pursuits, inclinations, associations, and force of character, rather than on any code of laws whatever?" In spite of the prohibitions and restrictions which yet exist, and serve to prevent the rapid increase of commercial intercourse betweeh the United States and the lower colonies, yet that intercourse has already attained great value and importance from a very small beginning S. Doc, -112. 621 The tonnage inward from the United States, in all the British North American colonies, during the years 1787, 1788, and 1789, amounted on the average of those years to 15,524 tons annually. These were all British vessels. In 1816, the tonnage inward from the United'States was as follows: British, 18,378 tons; American, 75,807 tons: total, 94,185 tons. The average of the years 1820, 1821, and 1822, was: British, 10,464 tons; American, 66,029 tons: total, 76,593 tons. In the year 1830, the tonnage inward from the United- States was: British, 20,755 tons; American, 54,633 tons: total, 75,3SS tons. The tonnage inward from:the United States in 1831 was: British, 41,367 tons; Americans 16,567 tons: total, 57,934 tons. The decrease of tonnage in this year was owing entirely to commercial restrictions, embarrassing to trade land injurious to both parties. The falling off in tonnage between 1816 and 1831 wvas no less than 36,251 tons, or more than one-third of the whole inward tonnage. The absurd and injurious restrictions having been removed, trade and navigation between the colonies and the United Sta-tes at once revived; and in 1840, the inward tonnage from the United States was as follows: British, 401,676 tons; American, 357,073 tons: total, 758,749 tons. In the short period of nine years, owing to enlarged freedom of trade, the tonnage between the United States and the colonies increased more than thirteen-fold! Following up this increase, the tonnage inward from the United States in 1850 was-: British, 972,327 tons; American, 994,805 tons: total, 1,967,066 tons. The astonishing increase in the nine years which preceded 1840, was followed in the ten years which succeeded that period by another surprising increase, amounting to more than 250 per cent.! And now commences the year 1851. The first table hereafter presented exhibits the description,. quantity, and value of the various articles of domestic production exported from twenty-three Atlantic ports of the United States to the colonies of New Brunswick, Nova Scotia, Newfoundland, and Pince Edward Island, during the year 1851. Table exhibiting the descriptio n, quantity, and value o/ the various articles oj domestic production exportedfrom twenty-three Atlantic ports b/the United States to the colonies of New Brunswick, Nova Scotia, Newfoundland, and Prince Edward Island, durinig the year 1851........ -,4.. -1151 ~ ~:q Total. R~~~, —4~ ~ ~ ~~~~~~~~P P4 o4 ~ Passamaquoddy..-.... $19,230 $7,998 $546 $9,644 $4,722.96 $520 $2,243 $95,421 $47,437 $1,760 $6,762 $6,169 $227,121 $429,669 Portland and Falmouth 14,216 478 --- 1,548 42 24 436 7,238 393 - - - 574 -------- 8,024 32,973 Penobscot............ 225 78.......... — ---- 120 - - - - - - - -............. 492. M achias ------ ------ ------ -.. —-- —. —. --—.- --—.- -------. -. —- ---- -- -. —-- -—.-.- --—.. -- ---- --—.- -------. -. —- —. —- -. —.- ---—. Portsmouth.......... 1,857 127 ------—..- - ---- 94 1 3.....................36..... — - 204 2,331 Newport.................................................................................................................................. Providence ----------- 3044. —-- I..................-......................I.............................................. 30 334' Fall River.-.................................................................................................... Fairfield...................................................................................-................. —MiddletownNew London- -- - - -................................................................ Marblehead -- -........................... Salem and Beverly.... 10,815 127 ------—.....- - - 1,636 3 77 69 19 - ---—. 1,322 14,068 Gloucester....... - —................................................................................................................. BostonandCharlestown 210,037 62,772 19,716 41,321 41 387 10,994 37,867 93,835 45,561 7,127 -------- 7,881 297,685 876,183 New York........... 320,336 163,052 25,495 34,471 79,016 - 12,331 166,059 4,379 24,058 285 9,387....... 115,218 954,087 Philadelphia......... 33,692 699 22. —---- 48,802 649 681 72 457..60................ 40,216 125,350 Baltimore........... 115,245 19,871 1,681 4,213 9,424 306 4,054........ 79. —-—. 90 go. —-- - 17,567 172,530 Wilmington —----- ---- - -1,118 1,118 Elizabeth City ------—. —---—.. ——................- - - - - --------------------—.................... —.... —.....-.... — - - - - - -- - 13,100 13,100 Savannah ------------- -................................. -------- - ----—. —------ 12,271 12,271 Total value - 725,957 255,202 47,460 89,649 186,749 800 24,859 210,857 201,399 117,583 9,232 16,813 14,050 733,896 2,634,506o S. Doc. 112. 623 Here is an export trade of domestic products firom some only of our Atlaltic seaports to the lower colonies during the past year, amounting to more than two and a half millions of dollars. Yet this is not the whole of the exports from the ports indicated to those colonies, as will be seen by the table which follows, exhibiting the description, quantities, and value of the various articles of foreign production exported from the same twenty-three ports to the four lower colonies in 1851. Table exhibiting the description, quantities, and value oJ the various articles of foreign production exported from the ports mentioned to the four lower colonies in 1S51. n -4 Districts. Passammaquoddy-$6..................... 106 $1,961.$546........ 9 - - $67...... $19, 724 $28, 893 Portland and Falmouth -------------- 152 24 $64 1, 347 30- - - - 1,617 Penobscot -.............................................Portsmouth............... 11 1-20 $1,6891...820 Newport..................- -- P r v de c - - -- - -- - -- - -- - - - -- - -! —- - -- - -- - -. - -- -. - - -- - -- - --. -- - --. --........... - - -- - --.... Pall River.... ---------- Fairfield-..........................- - - ---- - New London-..t M arblehead-............................. —- - -.... Salem and Beverly 0 5 59 302....... 3 -.549 Boston and Charlestown........ 16,097 69760 11,321 20,869 25,082 2,968 16,16 $27,623 20,415 14,534 71 910 297,395 Newor........................ -462,468 159,013 10,608 21,913 1,920 38,317 2661 6711 3,545 5,73 19 732,202 Philadelphia - - ----------- ---------—.-35 4 299 1,= 317 -- 10 - - ---- ---- 804 334 3,118Baltimore --------- Wilmington-.................., -------------- Elizabeth City. —-------------------.......... Camden................... Edaenton-................. Savannah ------- -.............. Total.............-478,565 235,211 24,273 {43,215 {30,634 42,974~ 20,,009 {34,334 24,027 2112i1 111,231 1,065,594 There-is exhibited in the preceding table an export trade amounting to $3,700,100, already existing with the lower colonies; and there will be seen by the statement which fllows, the nature and value of the various articles imported from the lower colonies into the Atlantic ports of the Union already named during the year 1851: Districts. Fish. Coal. Plaster. Grind- Lumber. Potatoes. Oats and Firewood. Hides and Sugar. Unenumer- Total. stones. barley' skins. ated. Passamaquoddy.......... $4,573 $2,945 $23,250 $106 $1,718 $727 $ $423 $ 62. $73,593/ $107,402 Portland and Falmouth 3, 369 2, 121 4, 756 - 2, 02 2,062 90 1,087 7; 163 22, 668 Penlob~seot..,...,.. Penobscot ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~202 0',8.................... ----- -------- --------------- ---------------- ---------- Machbias. - 429 28 3.-..... 34 494 Portsmouth: ------------ 800 3,548 191-.-.. 3,284 2,199 - 1, 392. —. —- - -- - 837 12,251 Newport.......... —. -. — - - —........ 1,432 —.-. —-...... 1,432 Providence ------- 72 6,468 --- 1,075 6, 446 1, 825 - 15886 Fall River.-..1- 0, 203.-. - - 18 10,221 Fairfield ------- 492 533 1, 617 1, 378..-........ 4, 020 C Middletown -. —--- - __ —-- 63. —- 65.... 18 New London........ — -.. —.. 53. —- 2, 069.-..-..,122 Marblehead -..45 - 169 214 6,012 36.308 6,774 Salem and Beverly 28 7, 838 3,104 2,650 2, 326 484 4,275 4. 11, 994 32,703 ^, Gloucester ------- 666 - ----.... 975 536 1,110 5, 003.. 2,9.69 11,259 Boston and Charlestown. 376,916 96, 124 15,215 - 52, 894 41, 793 42,475 11,731 $1,817 310,276 949,241 New York —------ 160, 635 17,391 21,967 9, 646 10,799 9,387 18, 685 - 1, 829 11,342 27,681 Philadelphia -.......... 42, 556 3, 995.-...1, 807. 1,725 50,083 Baltimore -.24, 246 179 1,.017 -.... 520 ----------- -- - -- - 25,-962 Wilmington.............................. Elizabeth City............ -- Camden --- ---- - 2,053 2,053 Edenton -- - - - - - - - - - - - -. — - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ---- -- - 610 610 Savaluah -- - -- - -- - -- --- - - -- - -- - -- -- - -- -- - -- -- - -- - -- - -- - -- - --- -- -- ---- ~' - - ---- ---- - - --- - ---- - ---- - --- -- - - TSavannahlI___...._ _ _ _ _ _,.. Total -. 614, 398 | 151,408 71,170 1 i2,270 31,981 ~ 74,525 62,1.70 60,667 11, 833 13,1646 | 422, 922 1,526, 990 626 S. Doe. 112. To exhibit in a more condensed form, and place the value of this colonial trade in a position to be better understood and appreciated, the following statement is submitted, showing the total value of domestic and foreign exports, and the value of colonial imports, in 1851, deduced firom the preceding statements. Exports. Districts. Total exports. Imports. Total exports Domestic. Foreign. imports. ~.... —._.Passamaquoddy.-.. $429,669 $28, 893 $458, 562 $107,402 $565, 964 Portland and Falmouth. 32,973 1,617 34,590 22, 668 57,258 Penobscot.-... -. 492......... 492............ 492 Machias. ----- 494 494 Portsmouth. —--- 2,331 1,820 4,151 12,251 16, 402 Newport -- -- ---- - ---- ---- 1,432 1, 432 Providence ------ 334......... 334 15, 886 16, 220 Fall River.-...........-.....-............ -..-......... 10,221 10,221 Fairfield ------- -.-...- - 4, 020 4,020 Middletown....... ------------ - -......... 128 128 New Londen -- —. -—..- - - 2,122 2,122 Marblehead................. 6,774 6,774 Salem and Beverly.. 14, 068 549 14,617 32,703 47, 320 Gloucester -...............- -..........-.......... -11,259 11,259 Boston and Charlestown. 876,183 297, 395 1, 173,578 949,241 2, 122,819 New York 954, 087 732,202 1, 686,289 271,681 1,957,970 Philadelphia.-.... 125, 350 3,118 128,468 50,083 178,551 Baltimore.172, 530........... 172,530 25,962 198, 492 Wilmington......-.. 1,118 1,118............ 1,118 Elizabeth City........ 13,100.-.... 13,100............ 13,100 Camden... - - ------- 2,053 2,053 Edenton - ------ 610 610 Savannah.-......... 12,271.-.... 12,271............ 12,271 Total.-....... 2,634, 506 1,065, 594 3, 700,100 1,526,990 5,227, 090 ~~~~~~~~~~~~~~... The preceding table shows a trade which has, almost without attracting any portion of public attention, already sprung up, and been exitended to the amount of nearly five millions and a quarter of dollars during the past year. To show further the importance of this same colonial trade in en-,couraging our mercantile marine, the following table of shipping, inward and outward, during 1851, to and fromnline ports of the United States only, and the colonies of New Brunswick, Nova Scotia, Newfoundland, and Prince Edward Island, distinguishing American from British shipping, is also submitted: INWARD. OUTWARD. American. British. American. British. Districts. Steam. Sailing. Steam. Sailing. Steam. Sailing. Steam. Sailing. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. Passammaquoddy... 83 33,618 45 5,228.......... 500 31,450 84 33,579 42 5,497 --- 505 33,827 Portland and Falmouth........ 440 29 4,814 175 11,820.....7.......717 29 4,814 185 14,932? Portsmouth....................... 3 360.......... 70 4,766....-........ 4 471.6. 68 4,685 Salem and Beverly.................. 4 309......... 392 26, 937.... 3 302.. 390 27,276 Boston and Charlestown............... 57 8,554-...... 1,668 168, 404.-...-. —- 79 23,930 -—.. ---, 803 206,642 O Providence, R. I......... 1,698...33 3, 097...6,05032 3,030 5 New York. —- -- --... ---- 3 364.. —-.... 249 34,689.-........... 82 42, 902.... 614 158, 416 Philadelphia..................... 7 1,204......1 2,0478 3,618.... 66 15,394 Baltimore....1 —— l2 1904.,......1..... 3 1,383 - --------— 11 3, 343 —- 6 14,233 4 Total...... 83 33,618 1135 18, 347 29 4,814 3, 121 284,593 84 33,579 242 81,830 29 -4,814 3,689 468,435 6 2-~8 S. Doc. 112. This table shows that, during the year 1851, 341,372 tons of shi ping entered inward from the lower colonies in nine Atlantic pors only, and that 588,658 tons of shipping cleared outward from those ports for the same colonies; making, in the whole, an aggregate f 930,030 tos of shipping engaged in the colonial trade with nine ports of the Union alone in that year. In order to show the relative total amount of tonnage inward an d outward to and from the principal seaports of the United States and the North American colonies, the following comparative st been compiled, showing the whole tonnrage inward and outward at the ports named, in 1851: Ports. Inward. Outward. New...York - -. -.. 1,448,768. 130082..,Quebec...-. 533,821 Boston...... -504,501 503, New Orleans 421,566 St. John, N. B.-. 282, 450 324,821 Halifax,-N. S.. -- 176,802- 178,079 Philadelphia. -..159~636 140,174 Baltimore ------- --------- 1,027.105,789 St. John, Newfoundland.10,06 91,191 The foregoing comparative statement will, no. doubt, excite, some surprise as to the relative, amount of shipping and navigation to the principal seaports of North America. It proves, beyond a doubt, and without reference to any other statement comprised in'this -report, that. the, British North Amer ican colonies, have industriously improved the extensive. facilities and ahundant resources they possess, and have already achieved the high position of heing, the, fourth, if not the third, commercial power, in point of ton~nage and -navigation, in- the world. The character of colonial vessels has improved within afew years very rapidly, and they are selling very r eadily in England at remunerating prices, and are, found to be, as good vessels. aare built in the world. T'he St.-John and Quebec ships, take the lead inl colonial shipping. S-. D-oc-. 112. PAR kT X II'. REVIEW OF THE PRESENT STATE OF THE DEEP-SEA FISHERIES OF NEW ENGLAND, PREPARED BY WiLLIAM A. WELLMAN, ESQ., ASSISTANT COLLECTOR OF THE PORT OF BOSTON, UNDER TisE DIRECTION oF P. GREELY, JR., ESQ., COLLECTOR OF THAT PORT. The fisheries of Massachusetts, and of the other New England States, were prosecuted successfully, and to a great extent, long prior to the revolutionary war; and it will be seen by the treaty of 1783, that they occupied a promikient point in the negotiations for peace. By the third article of that treaty it was stipulated, "that the people of the United States shall continue to enjoy urnmolested the right to take fish of every kind on the (G rand Bank, and on all other banks of Newfoundland; also in the Gulf of St. Lawrence, and at all other places in the sea, Where the inhabitants of both countries used any time to fish; that the inhabitants of the United States shall have liberty to take fish of any kind on such part of the coast of Newfoundland as the British shall use, (but not to cure or dry them on the island;) and also on the coasts, bayS, and creeks of all other of his Britannic Mejesty's dominions in America; and that the American fishermen shall have liberty to dry and cure fish in any of the unsettled bays, harbors, and creeks in Nova Scotia, Magdalen islands, and Labrador, so long as the saame shall remain unsettled; but so soon as the same, or either of themn, shall be settled, itshall not be lawful for the said fishermen to dry or, cure fish at such settlement, without a previous agreement fbr that purpose with the inhabitants,. proprietors, or possessors of the ground." This article secured to us the right of the coast fishery, which, as colonies, we had used and possessed in common with the mother coutntry; and under its provisions the cod fishery recommenced at the close of the war, and continued to increase with the encouragement granted by the government. At first a bounty was allowed on the exportation of salted fish as ah drawback of the duty on imported salt; and subsequently, the present system of allowances in money was established to vessels employed for a certain specified time in the Bank and other cod fisheries. The State of Massachusetts alone employed in the cod fishery, from 1786 to i790, five hundred and forty vessels annually measuring about twenty thousand tons, manned by three thousand three hundred seamen, and the value of their products in fish exported to Europe and the West Indies exceeded two hundred and forty thousand dollars. From this period the fisheries increased, and added largely to the trade and commerce of the North, until the beginning of the c6rnmer 630 S. Doc. 112. cial restrictions which led to the embargo of 1808, and the war with England in 1812. The magnitude ofourfisheriesfrom790to 7,the greatest periods of prosperity, can be realized by those only who have studied this branch of American industry. Beyond what relates to the value of the wealth annually added to the country, and the extensive employment it gives to our native seaen, it has claims on the protection of the government as a nurser for the ard and darin mariners who have heretofore manned our fleets and fought the battle of our navy. Some idea may be formed of the extent of the fisheries just prior to the mercantile disturbances of, from the fact that, during the year 1806, the value of dried and pickled fish exported xceeded $2,400,000. From this time to the years 1813 and 14 it dwindled down to less than $100,000. Then it was that the warbetween the United States and EnglaLnd almost annihilated the fisheries; but the navy was recruited, from the vessels laid up, with that strenh and daring which enabled it to cope so successfully wit its adversaries. When peace was concluded, the rights secured, under the treaty of 1783, to carry on the cod fishery on the colonial shores, was refused by the British government. The treaty of Ghent, and the commercial convention subsequently, are both silent on this important subject; and it was not until by the convention of 20th of October, 18, that eprivlege obtainke fish "where the inhabitakents of both countries," under all former treaties, aimed the right. And by this same convention it will be seen that the United States renounced any liberty before enjoyed or claimed by them, o their inhabitants, to take, dry, or cure fish, on or withinPthree marine miles of any of the coasts, bays, creeks, or harbors of any of' the -British dominions of America not included within that part of the southern, coast of Newfoundland extending from Cape Ray to the Ra meau islands; on the we stern and, northern coast of' Newfoundland, from Cape Ray to the Quiepen islands; on the shores of the Magdalen islands; and also on the coasts, 13ays, harbors, and creeks, from Mount Jolly, on the south o~f Labrado'r, to andl through the. straits of"Bellisle, and thence northerly along the coast."1 We have, by this agreement, the liberty to dry and cure fish in any. of the'unsettled bays, &c.; and when settled, with the grant of the proprietors of the ground. Some of our vessels have attempted to carry on the fishery as they had been in the habit of doing; but the, prsrbed limits of' three miles from the shore the imperial govern-; ment decided should be measured from the headlands, and not from the interior of the bays, and excluded our ves'sel~s from the passage or strait of Canso, [ud denied our, right to land on the Mag dalen islands; thus driving off the American fishermen from the usual fishing grounds, -and. in many instances seizing and confiscating their vessels. These- proceedings have naturally excited much ill feeling, especially with those who have for so long a time resorted to those shores; and these onerous restrictions are still in full force. The advantages thus secured to the colonial fishermen mu st be apparent; for while our fishermen are compelled to' go out to the banks in large vessels, fitted, at great expense, and with crews averaging nine men. to, every schooner of' ninety tons burden, and extending their S. Doc. 112. 631 voyages for may weeks, the colonists carry on their fishin entirely in small boats, with perhaps not more than two men in each, who return to their shores at the close of each day's work, and land and cure their fish, which at the close of the summer are laden on oard their ships for a Foreign market. Our vessels return to our ports, when ladn with fish, to wash out, dry and cure their "fares," and they are necessarily much behind their more favored competitors seeking a market for the produce of their toilsome labors of the fising season. In consequence of these unequal privileges, and the change of policy of our government with regard to a reduction of duties, from speific'rates to a uniform ad valorem rate of twenty per centum on the foreign cost of imported fish, our colonial competitors now supply our own markets, as they did formerly the principal markets of Catholic Europe and the West Indies. And not only our own markets are flooded with foreign-aught fish for consumption and for transportation to other American mrkets, but the Atlantic ports, since the year 46, have become depots of vast quantities of dry and pickled fish for exportatio to foreign coutries. Prior to the enactments of the tariff law of December, 1846 and the warehousinact of August of that year, no drawback was allowed on foreign dried and pickled fish, and other salted provisions, or fishoil; and so far as relates to the drawback of the duties d on said articles, the prohibition of the 4th section of the act of April 27, 116 is presumed to be in force. But its provisions are entirely nullified by the operations of the warehousing act, which allows foreign fish to be imported, and entered hin bond, and exported thence without the payrneat of any duties. By the statement marked No. 1, appne hereto, of the imports of fish into this port, from 1821 to 1851, it will appear that during- te first-named year only six quintals of dry fish and eighity-seven barrels- of pickled fish were imported; and that, during the first fiscal year after the passage of the tariff of 1846, nearlyfrurteen thousand quintals of -dry fish and for-ty-two thousand barrels of pickled -fish were' im ported; the foreign cost of which was a fraction short of $200,000. StatementNo 2 exhibits the exports from 1843 to 1851, by which it,appears that in 184-3, 1844-, 1845, and 18S46, not any foreign-cauoght fish was exported; and that the value o~f the exports of American fisherlies averaged half a million of dollars annually. The same statement shows, that fromi 1847 to 1851, there were exported from this port 63-816 qd'intals of dry fish, and. 92,524 barrels of' pickled fish, all of'which were entered under the provisions of the warehouse a ct, and consequently exported without paying any duties. These Iacts most strikingly illustrate the hard lot of' our fishierm en, who are denied equal competiton on the lishing grounds, and are likewise deprived of the discrimination in their favor, extended to them for mnore tlhan half a century, by the general government; conserjuently, the results -of their adventures are diminished forom year to year, ~as thie home markets, as well as the foreign markets, are being supplied by foreigners wviih 1foreign-caughlt fish. Statement No. 3 exhibits the quantity and value of dry fish imported 632 S. Doc. 112. warehoused for thle fiscal years 1847 to 1851, inclusi the disposition ade of the same. Stateent o. 4 shows the same for pickled fish. By te ist it will be seen that twenty-seven thirty-fourth prts of the whole portation were exported; and by the second, that fifty per cent. of t imports were shipped out of the country, to the exclusion of Amer fish. These facts are so very striking, that omment is deemed nune arCSSa'y, Staten ts Nos. 5, 6, and 7, exhibit the quantity and value of each ind of f imported into the United States from 1843 to 1850 inclusive, and so the exports for the s-me years, of both foren-caught and Amec(n fisheries. In the table No. 5, the increase of imports I sfficietly appear; and I have to call your particular attention to table No. 6, in which wvill be seen that in 1843 no foreigz dy fish was exporte fromn any port in the United States, and only one hundred and three anrrels of pickled fish; and even lown to 1846, the small amount of te quintals only were exported. The following ea, 47 ty1/ o; tkosasjid quintals of drly and jIb' tcucb thousanof pick~led fswere exported, -and the annual exports ha-ve gone on icreasi In thc lat time to thle present; the quantity of pickle fish for 1ov80h ein Nr ~j'y-nie t/w'eswad barrels. Table No. 7, shows the untt vlNue of American-caught fish exported to all countries for the su,34me yearlus. Ilo ipend table No. 8, which shows the whole qunt of pie fish inspected at the various fishibng towns in Ma-lSCsetts from 1838 to 18 50 inclusive. This document is compiled to exhibit the.magnitude of' this h)ranch of the fishberies in this Commonwealth, and the interest ic a-Lssachusetts citizens have in the proper regulation of the fisheries. I also append hereto statement No. 9, of the tonnag-e of' vessels employedl in the fisheries of the United States for the ycears 184 3 to 18050 iiiclusiv e d esionoatinc the tonaag.e employed in the cod fishery, mackerel fislery, an cI of Nvessels under twventy tons bu dcii in the cod fishery, and olso reouister tonunoc in the Nvhal-e fisheiy, too'etilier wityrh the -aggregoite tnnnao-e of the whllle country for eac Penr nio, ODv wvhlch a comparison cari be niaide, at a glaince, of the relative toniiarr-e in each emnplo\ rriit NNwith the ent, re tonnaooc of' the United States. In the year 1S15, the year after the tern-ination of the late war Nvith Greac.t 13 ritli-n, the fisirno, touiva~ eof' the United States did not exceed fifteen thou,,and to is, In IS33, twienty years (afterwvards, it reac led one huncdred and founit in thous inch toisI;in 1845 it Nvas twvo liundred and CiubtvisNvn thousndei tons; aod fi om 1846 to 18-50, it inc-recased about nine th,ous,,,nel tons?inlv Ncld the w1vhiale fishery. Althono-h the cod mela me-tkerel fisherics wvere each regarded (a trade, or empio\c ruat -within the true intent and mieaning of th~e 32d section of the at otl'iOB', tile authority to issue licenses foi tue m~ack~ercl fishcry N\ ndr ftis g ra,,ntedt b-y the act of Congress of 24th of MAY y 120, by NvhiehL it xv',_isproposed to keep the two employ ments di ouvctt But every Nutr' ictorns showv that vessels so licensed have bceii enon-o-ed in catching cod fish; and the owneCrs of such vessels hiavc in in my dis tricts obtained the bounty allowed to vessels in the cod fishey, by do S. Doc. 1-12. 633 ductin the time employed in mackerel fishing, if the time required for bounty was otherwise made out between the last day of Fand theast day of November, in the year employed. The consequence has been, that within the customary range of a fishing voyage both cod 1and mackerel have been taken, without regard to the tenor of the license, and the collectors generally have paid the full bounty allowed by law to those employed exclusively in the cod fishery. It would therefore appear from the legal history of the fishingbounties and allowances, and from the constructions and understanding of them by the various offi cers whose duty it is to execute them, that the whole system requires revision. The regutlations for dividing the proceeds of the fishing voyages, instead of paying monthly wages to the crew, are too frequetly evaded by a large number of vessels; and notwithstanding all the viilance of the officers of the revenue, it is quite doubtful if the actual fishermen now derive much if any benefit from the large sums annually paid out of the treasury for fishing bounties. I regard it of great importance to cherish this branch of industry, and would not recommend that anything should be adopted which would impair its prosperity; but I am so strongly impressed with the conviction that those ost interested in the business would be benefited by a more thoroughsupervison of bounty claims, that I do not hesitate to urge its consideration upon Lthe department. The second act passed by Congress after the establishment of ov emnen-July 4th, 1789-all6wed abounty on dried and on pickled fish, ~an~d on salted provisions, exported to any foreign country; and this act _continued in force, with the modifications contained in the acts of August 4-th and the 10th of Aug-ust, 1790; of the* 18th of February and 8th of July, 1792; 2d of March, 1799; 12th of April, 1800; and finally re-. pealed by the abolition of the salt duty, March 3d, 1807. Fromn 1807 to July 29th, 1S13, there were nIo bounties or allowances to fishing'vessels. This last act restored the fishing bounties without granting any allow-. ance or drawback on the exportation of salted beef and pork; and'the rates allowed were increased by the act of March 3d, 1819, according to which -all payments are now made. -I have thus'summarily traced the history of legislation in regard to -Lhi sujet in order to show the share of public atteningvnti, and as preparatory to givinga ~Lcomparative view of the' sums paid by government as bounties under the various acts of Congress. It ~appears that for the year ending December 31st, 17-91, the sum of $29,682 11 was.paid as~ bounties' on salted provisions and pickled fish, but nothing was paid to vessels employed in the fisheries'prior to 1793, when the sum -paid was nearly $73,000. For the year 1806, the sum of $37,000 was paid on salted provisions, &c., and $163,000 to vessels employed in the fisheries, making a total of about $200,000. Duringy the years 1812,'13, and'14, no payments were made. In 1815h, only $1,800 were paid; but in 1820, the first year after the operation of the act of 1819, the sum paid amounted to $209,000. The, amount now paid annually is not far from $320,000. By the abstract herewith, number 10, it wifl be seen that at this port alonme there have been paid more than two millions of dollars for b-ounties since the year 1841. The-sums paid to vessels licensed at Boston I have separated 634 S. Doe. 112. from the amounts paid for -drafts drawn by collectors of other districts, designating the particulars and the aggregates for each year and for the whole period. It will be seen, likewise, that while the allowanes have continued to decrease at Boston, at almost every other lace the have increased.' At this port, for several years past, an inspector has been detailed at the commencement of the fishing season, whose whole duty it is to look after vessels engaged in the fisheries, and to note, from day to day, every vessel in port, and all the particulars relating to her business, and at theclose of the season the facts collated are communicated in detail to the collectors of the respective ports whence licenses were granted. Under the instructions of' the department of Februar 22d, 1842, a certificate has been required previously to the vessel's departure, setting forth her seaworthiness and a description of fishing gear, &c., and such a certificate has been regarded here as a necessary prerequisite to the obtaining the bounty. Thejournal of the vessel, to be sworn to by the master, has also been re ed, as directed by instructions of 22d of' December, 1848; and the circular on this subject of September 17, 1851, as modified by circular of December 11, 51, will be strictly enforced, and applied in the liquidation'of all claims fr the bounty during the past season. If time permitted, other matters might be examined and stated, bearing' on this subject, but they would little aid or strengthen the infere~nces to be drawn- from the facts submitted. The extent, character, and value of the fisheries, in. connexion with. the trade and comm-erce of the British North American provinces, will appea~r inl an examination of the statistical tables which form a part of this -report; and, from an examination of the existing treaties bearingY.on the fishelries,-the restrictions and inequalities under which American fishermeit pursue their business will be apparent. It follows, therefore, that to secure anything like- reciprocal trade between the United States and those provinces, a more liberal policy on the part of the British gove-rnment in regard to the fisheries must first take place. So long as our citizens are compelled to conduct the fishing business from their vessels in the open sea, and the colonists are permitted to land on any of the shores, inhabited or uninhabited, and set up their fishing stations, and carry on their employment from the land, and American vessels are-denie'd the. free navigation of the St. -Lawrence, the Gut of Canso, the shore fisheries, and other. advantages claimed by the colonists, under the sanction of these treaties, it is believed tha~t our government cannot adopt any measures ten(IiDg to additional benefits to the commerce of the colonies. I also transmit abstracet (No. 1 1) of fishiag ( vessels lost' during the past season, their tonnagye, loss of life, &c., as returned by the collectors of the several ports therein named. CUSTOM HOUSE, Boston, January 7, 1852. S. Doc. 112. 635 The following statement shows the allowances to vessels employed in the fisheries and bounties on pickled fish exported, from January 1, 1820, to June 30, 1851: Year. Allowances to vessels Bounties on pickemployed in the fish- led fish expoiteries. ed. To 31st December, 1820... —- -- - $197,834 63 $11,168 71 Do-,....821. - 170,052 92 11107 80 Do 1822... 149,897 83 11,158 30 Do. - 1823 176,706 08 10,988 50 Do -1824. -- 208,924 08 10,162 80 Do..........1825.... 198,724 97 10,560 60 Do........... 1826..... 215,859 01 13,640 40( Do.. 1827. 206,185 55 8879 20 Do - 1828...... 239,145 20 9,026 23 Do -.1829.-. 261,069 94 9,007 60 Do.1..1830..-. 197,642 28 9,073 10 Do - 1831 -... 200,428 39 13,406 20 Do.... 1832. 219,745 27 14,392 00 Do. 1833 - 245,182 40 13,284 43 Do...1834........ - 218;218 76 10,802 21 Do... 1835. --- 223,784 93 9,536 80 Do.. - 1836... 213,091 03 6,731 80 Do...-.1837 -.. 250,181 03 7,360 42 Do...1838 -. — —.. 314,149 49 5,474 30 Do. -...1839........ 319,852 03 4,743 50 Do.. 1840.....301,629 34 4,953 90 Do-.1841-.. 355,14001 4,760 40 Do. 184 2.........- - 285,613 07 5,629 30 Six mos. toJune30, 1843 - -169,932 33 3,315 05 Do. 1844....... 249,074 25 6,663 60 Year ending June 30, 1845- -. 289,840 07 4,174 20 Do..1846........... -274,942 98 5,540 60 Do... 1847....- 276,439 38 6,488 20 Do-..1848 243,432 23 747 SO Do. 1849 -286,703 77 68 40 Do-..18S50....... 287,988 75 - Do. 185.1 -328,265 01 30 00 7,725,373 13 241,936 35 M. NOURSE, Acting Register. TREASURY DEPARTMENT, Register's Office, August 11, 185.2 636 S. Doe. 112. No. 1. Imports of dried andpickled fish into the port of Boston during- the fitseal years ending June 30, from 1821 to 1.851. Dried fish. Pikled fish. Year. Quintals. Value. Barrels. Value. 1821-....... 6 $13 87 $245 1M.830 —.. e37 389 351 2,591 1.8-40....... 575 3,937 7,845 76,194 1843......... 169 1,989 9,667 39,796 1 844.... -. 125 1,340 26,047 170,585 1845-............ t4 3,933 21,322 194,948 1846. - - 430 2,798 17,598 155,264 1847 - -........ 1-3,822 22,424 41,456 199,171 1848.. -20,774 48,262 72,419 322730 1849 723 2,851 34,597 189,695 1S50 e-7,013 15,244 55,886 301,904.1851...... 3,424 8,463 92,312 473,005 47,782 111,643 379,587 2,1264128 - P. GREELY, Jr., Collector. COLLECTOR'S QFFICE, Bloston, Decenmber 17, 1851. No. 2. Quantity and value of dry andpickled fish exported from the port of Boston to foreign countries from July 1, 1843, to June 30, 18 51, inclusive. American-caught. Foreign-caught. IPeriod. Dry. Pickled. Dry. Pickled. Total value, Quintals. Value. Barrels. Value. Quintals. Value. Barrels. Value.......... _ -.... 1843 to 1844...........-....... 157, 313 $401,118 17, 065 $62,535...... - ------ $463 653 1845.-..... 149,352 511, 078 12,'964 65,607 --- 576,685. 1846. 153, 790 388,548 28,251.110, 980.......... - --................. 499,528 C 1847 - 152, 716 389,883 11,061 42, 869 29,698 $48,331 19,923 $44,471 525,554 1848 - 105,170 321,704 5,638 26,177 16,903 28,573 26,493 106,119 482,573.,1849.-.. — *- - --------- 100,412 214,947 7,.066 24,585 6, 050 12,127 17,459 51,203 302, 86 1850. —----------- 109, 931 233,931 3,609 16,016 7,671 13, 769. 14,864 54,392 318,108' 1551.................. 61,805 155,636 4,667 22,138 3,494 7,678 22,785 98,648 284,t100 _......., 3 990; 489 2, 616, 845 90, 321 370, 07 63, 816 110,478 92,524 354, 833 3, 453,063 P, GIRBELY, JR, Collector. CUSTOM-HOUSE, BOSTON, COLLECTOR'S OFFICE, Dec.ember 18, 1.851. No. 3. Statement of dry fish warehoused in the district of Boston and Cliarlestown from Jzune 30, 1847, to June 30, 1851; also, dry fish with drawn from warehouse during the same period. WAREHOUSED. WITHDRAWN FROM WAREHOUSE. Drn yer enf Transportation. Exportation. Consumption. Quantity. Value. Quantity. Value. Quantity. Vau. Quantity. Value. Cwt. qrs. lbIs. Dollars. Cwt. qrs. lbs. Dollars. Ct. qrs. lbs. Dollars. Cwt. qrs. lbs. Dollars. June 30, 1848......... 21,371 0 2 52,885 817' 2 8 2,231 1,2 114 38,84 4760 0 1,7 June 30, 1849 -. 1,994 1 14 7,554-............... 1,920 1 16 7,698 91 3 6 75 Q> J~une 30, 1850-........ 7,420 1 21 14,795 637 3 0 1,574 6,100 2 21 11,736 471 3 18 964 June 30,1851-........ 4,189, 1 10 10,584 1,467 1 8 3, 967 3,242 0 17 7, 679 - 52 0 0 106 Total-......... 34,975 0 19 ~85, 818 2,922 2 16 7,772 27,190 2 12 65, 977, 5,411 3 16 13,623 No. 4..... Statemnent of pickled fishwarehoused i the district of Boston and Charlestown from June 30, 1847, to June 30, 1851 also, pickled fish withdrawn from warehouse during tMe same period.. ~ ~~ ~ ~ ~ ~ ~ ~~~~... VWAR JOUSE)D. WITHDRAWN FROM WARESIOUSM....... -.... During years ending~Dur~ing years ending- ||Transportation. Exportation. Consumption. Barrels. Hf-bbls. Value. Balrrels. Hf-bbls. Value. Barrels. Hf-bbls. Value. Barrels. Hf-bbls. Value. June 30, 1848........... 48,218 466 $201,426 6,680 41 $25,865 27, 318 36 $99,264 14,513 522 $74,447 June 30, 1849........... 31,762 387 106,542 5,083 6 17, 896 14, 398 21 38,249 9, 067 223 43,849 June 30, 1850 -.. —.. --—. 30,346 383 105,550 7,032 36 23,230 14,716 25 39,337 4,124 111 22,708 C June 30, 1851.......... 47,499 912 229,716 2,970 231 15, 739 22, 583 168 87,315 19,740 495 118,416 Total............ 157,825 2,148 643,234 21,765 314 82,730 79015 250 264,165 47,444 1,351 259,420 No.5. Imports of dried andpickled fsh into the United States during the fscal years ending June 30Mfrom 1843 to 1850, inclusive. ~ 1843. 1844. 1845. 1846. Whence imported. Dried. Pickled. Dried. Pickled. Dried. Pickled. Dried. Pickled. Cwt. Value Barrels. Value. Cwt. Value. Barrels. Value. Cwt: Value. Barrels. Value.' Cwt. Value Barrels. Value. Hanse Towns.... 7 $18. 41 $360 126 904 1 $12 40 $506 E~o~land 91 807..... 5 8 1,86............. 1267 948 1 Holland.91.807.'$5 84 1,086.2...... ~ 78 2,399 151 1,847 England.............. 2 $24 27 199. 19 189............ 155 1,626.8 40 Scotland-~~~~~~~~~~~~~~~~~~~~. ~.............. 8 59'29 18.3'4' Scotland.8 59 291 1,160 6 36 5 31 8 46 2 29 10 60 16 132 Ireland............. 4 60............ 2 17.. 9 40..............'. British West I'ndies......... 3 30......... 93 1,150.59 165 British American colonies.. 174 1,299 16,303 117,626 336 2,933 43,329 258,416 1,231 9,425 29,785 273,753 840 9,154 31,028 275,430 Cuba..,,............;..: 4 29 f29 293 2i 11 13 282 1 8 7 174.4 -43 Italy...... - I 3 11 62 11 286... 7 203 12 35 907 Be'gium-..... 3. Begi........-'-..... ~..................................,..................... France on the Atlantic......6 29... 13 60 1 3 7 140 France on the Mediterranean...... 1 14 49 139..... 9 38.......... French West Indies,..............................30 3005 29.... Spain on the Mediterranean........ 52. 0... 3 1 2 17 4 Gibraltar.18......40..... ~ibraltar ~~~~~~............,.......'......................~~........... 18- 40~.........,~.... Mexico... 5 12............................................ Sweden and Norway................................... 35 255 Trieste...............'...... 35 3 Malta...................................................."...................'.30 Spain.................................................................................. l........n..... Sicily........' 1 8...,4.1...............3...3,.'.5-....... 3'O.5-..-..5-...............-...5 Africa............................................................. Canada........................................... 188 1,411 16,762 120,196 360 3,067 43,542 261,013 1,297 9,646 30, 506 280,519 875 9, 319 31, 402~ 279,515 No. 5-Continued. 1817. 1848. 1849. 1850. Whence imported. Dried. Pickled. Dried. Pickled. Dried. Pickled. Dried. Pickled. Cwt. Value. Barrels. Value. Cwt. Value. Barrels. Value. Cwt. Value. Barrels. Value. Cwt. Value. Barrels. Value. Hanse Towns-...........270 $387.1,003 $2,049.639 $1,180 13 $37 227 $1,145 Holnd....../......1,361 3, 688 7 7 27 1,540 4,151...... 2,474 5,148 119 469 725 4,718 England.............. 6 $30 68 224 52 648 174 1,033 144 $856 171 325 17 167 56 1,027 Scotland....... 19 124..... 16 55 7 44 80 343 10 60 121 676 Ireland....301 567.......161 129.....48 234 British West Indies.....160 220 1, 193 5,145 1,095 1,475 760 2, 647... 475 1,015.... 165 427 British American colonies 6,901 15, 827 80,259 378, 425 50, 649 125,568 149,866 676,763 21, 670 41, 216 154,995 563,992 24, 079 44, 261 100, 210 464, 076 Cuba............. 5 4 22 4 2 1 2-7'203 -2 15.......... 3 29 17 108 italy......53 251.. 17 57 384 15 1 54, Begum...................... 43 Fronce, on the Atlantic................................... 5.21 1 3........ 7 47 - France on the Mediterranean.18 55 1 5............ 3 152....1 5 t French West Indies....19 33........................o.................. S9pain on the MediterraYtean............... 47 190......... 11 128 5 45 8 129 5 20 59 416 Gibraltar.................................. I................... M,'riexico.................................................. 11... ~a Ra........................ s......~ 16 56........... 22 238 1 2 72'S i5......................... r............ ~'' -pin on the Atlantic............. n e an.......................'....... 19 5.................2 Africa......................................100 410............................ Canada............................87 1,512 6,97 16,861 463 665 6,724 23,661 7,06 7~ 16,089 83,54 388.,80.51,...26 127799 153,571 687, 846 22,52043,709 166,081 589,334 25,11545,961108,380 496,671 )pjITntCT oBoTNANDI HRESSN Bostpj December 20, 181-'P. GREELY, JR., Collector. No. 6. toQ -Exports of dried andpick-ledfisAfronm the United Sates during thefiscal years ending June 30,from 1843 to 1850, inclusive. FOREIGN CAUGHT. Whither exported. 1847. 1848. 1849. 1850. Dried. Pickled. Dried. Pickled. Dried. Pickled. Dried. Pickled. Cwt. Value. Bbls. Value. Cwt. Value. Bbls. Value. Cwt. Value. Bbls. Value. Cwt. Value. Bbls. Value. DanisliWestnis00 $612...... 2,000 5,249 1,982 7,137 729.81,801 2,737 8,302 148 $343 1,354 $4,088 Dutch WestIndies........ 146 365 830 $3,196... 1,371 5,167... 1,394 4,979 23 304 1,275 4,218 2 BIitish American Colonies. 04 68.......155 296 424 1,051.216 1002 Cuba...-... 30,096 3 9. 2,05 1'49 34 7,473 19,323 3,409 10,064 8,718 21,483 1,3514,34 Other Spanish WestlIndies. 980 2,868 1,069 4, 566 4, 91 5 14,369 3,033 1-3, 407 4, 087 9, 744 5,7,13 17,814 3,226 8,751 2, 244 9, 457 Hlayti.......... 767 2).452 9,357 38,537 4,768 14,591 21,622 87,844 160.470 1 1, 598 45,349 295 564 13,480 51,684 Mexico.......... 28 100 20 130. Brazil. ~~~~~~~1,142 2,992.........3, 376 11,567. 6, 496 14,205.7, 091 17,411. Swedish West Indies.. 60 285.130 389 Mauritius.. 100 400.......................,.................. British Hmondurasn50 188...............,.9.. 4..7..... French West Indiest... 70 215.337 11,485........ 250 750 oo 330 1,061 FrenchGuiana........... 237 1,199 418 1,522..3.......05..... 1,382 venezurbla...... 30 120 256 808 158 561 250 769.252 583.............. West Indies generally. 225 1,035.50 220. 343 1, 102. Dutch Guiana..260 1, 161.................1,424 4, 6 Brish Hondur s............. 0 130...................................40 240 sh Gui 200 750 ~~~~~~~~~~~~~~~~~~~~~~~................ Brits G.iana......... 694 1, 479. Bri.ish West Indies...... 6.41.9 2,755 278 653 1,472 4,566 1,594 3,i748 300 78 Teneriffe and other Canaries..... 12 48.. Cisplatine Republic..............250 720...........51 Argentine Republic.... 5712. 1,975.6*- 110 350.250 1424. Africa generally..................... 100 325 100 283 50 163 Malta.................... —e*** @ e***Z* v@ —** 1,581 3,257 00 Canada... s............... O 55 12 22.22 Bolrbon........................................ 1,872 2,G00.. Italy.................. 1 0 450 Chili.......................114 312 10 176 SouthAmericagenerally... 114 350............... 33,563 42,016 13,959 58,012 33,243 98,683 35,005.141,711 19,899 47,816 29,163 97,970 24,491 59,035 22,551 83,759 I t a l y.............. _.......... 5 5 NOTE.-The quantity to each country not given in the annual reports of 1843, 1844, 1845, ard 1846: In 1843, 103 barrels of pickled fish, $416; in 1844, 755 barrels pickled fish, $3,164; in 1845, 6 cwt. dried fish, $21; 100 barrels pickled fish, $300; in 1846, 10 cwt. dried fish, $132; 75 barrels pickled fish, $81. CUSTON-a1OUSE, BosToN, Collector's Office, December 22, 1851. P. GREELY, Ja., Collector. A o. e, No. 7 —Exports of dried and pickled fish from the United States during the fiscal years ending June 30, from 1843 to 1S50, inclusive. AMERICAN CAUGHT. 1843. 1844. Whither exported. _...... Dried. Pickled. Dried. Pickled. Q~uintals. Value. Barrels. Value. QQuintals. Value. Barrels. Value. Swedish West Indies. 360 $914 240 $965 152 423 46 $313 Danish West Indies.16, 642 37, 899 3,127 9, 836 13, 600 37, 605 4, 019 17, 329 Dutch East Indies.... 0................... 6 40.... 50 111 25 63 ~ Dutch West Indies.13,973 19,782 1,201 4,658 19, 357 39,455 2,282 9,359. Dutch Guiana............................. 7,998 11,143 475 1,887' 10,381 19,975 373 1,355 Gibraltar................................... 235 471...................... 90 220 -. British East Indies................................................. 180 319 49 210 63 Australia............................................................. 21 92...00 240 Honduras...........920 2,618 167 962 1, 303 3, 8752 3,923 British West Indies........3, 773 8,696 672 2,671 2,999 7,539 1,256 5,01 British American colonies....................2 3 50 99 351 472 1,442 4,051 15,532 French West Indies.......................... 2, 671 6,086 1,030 3,737 5, 126 14, 409 998 5,273 French Guiana.............................. 6,162 11,431 478 2,299 7,052 15,278 372 1,645 Bourbon, &e.......................................................... 4 40 70 185 Teneriffe and other Canaries................... 30 88......................... 76 258 Manilla and Philippine islands................. 50 200 50 120 20 75..35 779 Cuba....................................... 46, 007 101,653 3,769 14,927 107,493 265,807 4,931 21,490 Other Spanish West Indies.............. 26, 242 58,720 6,854 28696 35,638 98, 749 8,918 42,067 Fayal and other Azores....................... 237 504........... 702 1,498 Cape de Verd islands.................... 36 159....................... Trieste and other Austrian ports...................... 6 20.... 15.140 Turkey, Levant, &c........................ 64 129.... 324 874 20 176 Hlayti...................................... 43,089 107,485 11,560 42,660 58,408 168,983 16,671 67,974 Texas............... 3 8 7 41 32 48 50 347 Mexico...................................... 2,178 4,152 222 541 2,943 7,542 238 842 Central Republic of America... 42 85....37 132................... New Grenada...... 85 247 933 2, 768 72 357'V~~~~~~~~~ ~~~~~~~~~eneezue e~~.,Ia4.. Veezueia........... 1, 113 2, 850 161) 325......................... Brazil............ 844 2,267 30 65 1,618 5,199 13 41 Cisplaiine Republic....... 161 400......... 600 1,915 Argentine Republic........................... 314 615........................ 510 1,130 26 53 Chili... 145 461......262 736................... China.............................................. 75 162. 100 230 West Indies generally......::. 37 116 26 73 40 149 170 518 Snuth America generally...................... 325 1,077 575 1,463............ Africa generally............................ 434 898 199 595 514 1,242 200 1,268 England.................................................................................... 1 7 British Guiana.......... 53 159......... Madeira...........................3....................................................... 30 68 55 182 Italy.................................................................................... 1 9 Italy.~~~~~~~~~~~~~~~~~~~~............1.........9.... South seas and Pacific ocean................................................................... 65 156....................... Russia......................................,.................................... Cape of Good Hope..........................................................................................................................Aauritius................................................,....................................................................................... France on the Mediterranean............................................................................... Spain on the Atlantic......................................... Peru~~~~~~~~ ~ ~ ~ ~~....................... &........................................................................... Asia generally........................................................................................................................... 1M al ta....................................................................... Ireland...................................................................................'2:". 0.......................... Scotland......................................................................................................................... France on the Atlantic.....................................................:........................................................... M iquelon and other French fisheries.............................................:.............................................. Poru glln............;.......................................................................................................................... Irellnd..... Canada.............. Tuscany......................................................................... Hanse Towns...............................................::.....:::.::::........................ 174,220 381,175 30,554 116,042 271,610 699,836 46,170 197,179 No. 7-Continued. c AMERICAN CAUGHT. 1845. 1846. Whither exported. Dried. Pickled. Dried. Pickled. Quintals. Value. Barrels. Value. Quintals. Value. Barrels. Value. Swedish West Indies |............. 194 $527 71 $300 353 $973 175 $855 Danish West Indies......................... 11,526 29,739 2,953 14,324 11,791 33,051 4,649 20,853 Danish WEast Indies 80................................. 2 50 256.................................................... Dutch East Indies............................ 80 220 50 256 Dutch West Indies........................... 18,304 37,107 1,973 8,418 11,773 21,902 2, 159 8,885 C Dutch Guiana................................ 9,691 17,567 588. 2,316 10,600 19,136 1,638 5,839 Gibraltar.............................. 320 354.... 2,493 6,078..................... British East Indies............................ 40 106 87 745 46 156 12 100 Australia.................................... 36 110 40 400 12 30 35 290 Honduras................................... 1,551 4,600 306 2,121 2,179 6,284 701 3,844 British West Indies........................... 1,755 4,689 1,275 5,551 1,940 4,6 10 275 7,366 British American colonies..................... 293 1,480 852 4,205 2,371 7,754 1,415 5,242 French West Indies......................... 2,079 6, 273 1,265 6,927 4, 061 10, 602 2, 563 10, 671 French Goiana...... 7, 558 17,103 619 2,946 5, 289 10,589 855 2,466 Bourbon, &c.............................................................. Teneriffe and other Canaries................... 55 166......................... 38 122............ Manilla and Philippine islands................ 30 90 12 116 25 31 41 405 Cuba....................................... 123,000 301,408 6,589 27,264 118,592 283,114 7,729 31,668 Other Spanish West Indies.................... 37, 905 92,223 9,004 46,819 36, 687 95, 487 12, 455 53, 737 Fayal and other Azores................................................................................................................... Cape de Verd islunds.......... 5 15 5 11 Trieste and other Austrian ports............................. Turkey, Levant, &c............. 29 95........................ 208 807 29 164 I-ayti..................... 59,427 247,772 17, 327 79,185 57,483 169,504 18,719 67,220 Texas...................., 40 148 48 319'587 1,310 316 1, 509 Mexico....................... 1, 102 2,105 45 478 1, 627 3, 628 24 120 Central Republic of America... 7 22 16 96 125 358 43 287 New Grenada................................. 50 149...... 24 65 18 108 Venezuela......................... 1,257 3,662 101 487 1,309 3,679 85 427 Brazil....................................... 3, 359 12, 221 17 49 1,574 5,625 162 830 C spla~ine Republic........1...... 698............ 80 310 Arg ntine Reptblic;..........................1:639 4,919.................... 687 1,835 5 25 Ci i...552 1,680......28 208 China....................................... 25 264 127 256...50 390 West Indies generally........................ 811 2,583 214 640 4,284 9,294 381 1,648 South America generally..................... 2784 6,217 100 375 152 739 15 26 Africa generally.............................. 505 1,141 153 608 464 1;239 266 1,357 England......... 100 425 Bri6ish Guiana.......................... 232 605 50 390 83 164 24 111 1Madeira................................... 63 162.... 157 451 25 124 Italy................................ 1,012 3,040......................... 305 719 South seas and Pacific, ocean.... 74 173......................... 73 192 27 175 Russia..6 20........................................ Cape of Good Hope......................... 16 48 11..i95 4 1 Mauritius................................................ 4545) 2,930........................ 350 1,573 Prince on theMled'~~~~~~~~~~~~~~~~~~~~~~~~~~~5.......................... France on the Mediterranean................... 602 1,807 52 186 Spain on the Atlantic...3................ 8 Peru.... ~~~~~~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~10 30....... Ala generally.................... 60............... Mtta.........................9.......................6............6..............40 lreliagn erl................................. 2 0................................................................. S.otland......................................... France on the Alantic........................ Mliquelon and other French fisheries........................................................ Portugal................................................................ HoGlland................................................................................................................................... Canada....................................... o...,.......O.....................,I......:..............,............,............,............ Tuscany..................... —...i...... Ttiscanv~~~~~~~~ ~ ~ ~ ~ ~ ~ ~ ~............i.............,................,..o.........,................,...............I.............-: Hanse Towns......................................................................................................................... 288,380 803,353 44,203 208,654 277,401 699, 559 57,060 230,495 No. 7-Continued. AMERICAN CAUGHT. 1847. 1848. Whither exported._ Dried. Pickled. Dried. Pickled. Quintals. Value. Barrels. Value. Quintals. Value. Barrels. Value. Swedish West Indies.......................... 168.498 257 $1,201 31 $!06 194 $932 Danish West Indies.......................... 5, 307 1 4,552 925 3, 906 5, 792 17, 245 1, 441 6, 049 Dutch East Indies..................................................... ]5 1'20 Dutch WVest Indies........................... 9,633 19,807 695 3,030 10,976 27, 704 1, 124 4, 729 Dut, h Guiana........... 7,955 17,173 6:27 3,202 11,839 28,727 1,075 5,007? Gibraltar.......................,,772 2, 323 169 751........................................... British East Indies............. 160 380 752 4, 747 400 8 5) 0 450 2,125 i Australia....................................... Honduras.................................. 1,635 5,486.'29 2,706 1,577 4,989 401 2,203 British West Indies......................... 1,0(51 2,324 1,106 5,589 3,161 8,511 1,402 7,758 British American colonies...................... 601 1,875 588 3,474 1, 018 3,357 146 902 French West Indies........................... 885 2,820 951 4, 293 776 1, 829 824 3,793 French Guiana................................ 6,657 14,003 377 1,731 5,6(66 13,931 3)5 1,434 Bour bon, &c............................... 292 769 297 1,575............................................ Teneriffe and other Canaries................... 204 632 40 153 67 180...... Manilla and Philippine Islands............5 35..................... C,,ba..........................,128,950 283,470....3,124 Js,.... i3:,14 15,356 94,68.5 263,704 3,860 18, i101 Oth'r Snansh WVest lndies..................... 25,833 68, 146 6,717 30,686 21,753 61,541 4,866 24,760 Fayal and other Azores............................................ 2 4......................... Cape de Verd islands......................... 143 394........................ 10 31....... Trieste and-o her Austrian ports..................... I.............................................................. T1urke y:Levant, &c.......... Turkey Levant, ic......................................................................... I............................5.....8.., Hayti e a..............................-......55,672 188,306 12,584 45,730 38,973 144,617 5,073 22, 235 Texas.oo.....o************ Mexai..c...................... 9.........10......................................436........................ Mexico......................... 43 933 10 30 574 1,347 115 94 Central Republic of America.................. 62 138 20 87 31 87 -New Grenada.............. 50 211.......... 10 35 30 128 Venezuela................................... 1,639 5,066 49' 315 427 1, 603 73 367 Brazil..1,203 4, 719 65 347 858 3,115 195 1,531 Cisplatine Republic..................... 75 213 55 103 250 765........................ Argentine Republic......................... 200 450................................................ Chili........................................ 50 120............117 4.8................... China....................................... 31 ~ 180 7 43 30 186 West Indies generally.. 7,078 18, 953 411 1,221 5,439 17, 903 52 275 South America generally............................................... 9 69 250 882................... Africa generally.............................. 304 854 465 2,524 463 1,410 214 3,272 England..................................... 458 1,436 21 218....................e......... British Guiana................................ 1,242 3, 0il5 94 460 30 75 20 10. Made ra..................................... 28 80....................... 20 77 17 90 Italy.............................................................................~................... -..................~ ~ e.e.1.... 1. ee........... South seas and Pacific Ocean........................................... 15 31 643 1,831 30 225 Russia.............................................................. 7 75......................................... Cape of Good Hope.......................... 12 30 28 248 202 663 153 1,388 lMauritus.................................... 58 160 295 1,898................................................. France on the Mediterranean........................................................................................................ Spain on the Atlantic................. Peru........................................................... Asia generally..................................................................... Malta...................................... 20 45............... Ieland...................................... 41'............... IeS,-lnd...6 18 41 267...... 6.......................... S ont.tlan...................................6........................ rance on the Atlantic...........................................................3 5 Miqelon and.oher.French fisheries......503 1...... 1 Porrgtl............................................9 CP o r,,~g.................................................................................... a.................................. Cansdi~~~~~~~~~~~~~~~~~~~~~~~............................. T u Canyd..................................................I.................................................................................... Hanse Towns......................................................................... 258,870 659,629 31,361 136,221 206,549 609,482 22,736 109,315 No. 7 —Continued. AMERICAN CAUGHT. 1849. 1850. Whither exported. Dried. Pickled. Dried. Pickled. Gluintals. Value. Barrels. Value. Ouintals. Value. Barrels. Value, Swedish West Indies..................... 183 $493'110 $431 108 $268 24 $95 Danish W~est Indies......................... 6, 929 16, 189 1,930 6, 595 5,327 13, 179 537 2, 495 Dutch East Indies12 98! Dutch West Indies.....................9,86 16,369 980 4,060 14,860 25,462 870 4,537 Dutch Guiana................................. 12,719 23,450 623 1,846 15,003 25, 88 669 3, 017 Gibraltar.. I........ 400 800.......... 1, 269'2, 59').............. British East: Indies............................................... 130 723 704 1,920 1, 182 5, 863 Austra ia...,........................................................ HnndI1urars:.,. ~~~~~~~~..~.~.... 7~,,.,,,*,. o.,. 315 1, 97~ 1 306 1,292 1,051 3,3,106 371 2, 303 British West Indies......................, 146 5, 605 1,378 5,948 2,012 4,634 1,0,8 4,764 British American colonies............... 165 346 84 400 4 16 24 128 French West Indies......................... 880 2,671 737 2,828 1,484 3, 620 616 2, 908 French Guiana............................... 5, 270 7,956 870 2,355 5,794 10,903 264 1,218 Bourbon, &c..................60 500 Teneriffe and other Canaries................... 197 518 3 41 92 264 25 90 Manilla and Philippine islands...................................S................... Cuba...................................... 94, 579 193, 967 4, 467 16, 653 49, 835 100, 364 1, 737 7, 120 Other Spanish West Indies.................... 20, 8~0 44, 136 4,164 15, 007 16, 215 34,719 2, 827 14, 202 Fayal and other Azores....................... 429 83", 9 25.............................................. Cape de Verd islands...................... 22 47 10 64........................ 104 204 Trieste and other Austrian ports...............I............................................................ Turkey, Levant, &c..........I..,.................. 44 357 Hayti...................................... 30, 526 76,867 7,810 25,931 48,127 121,048 7, 294 29, 554 Texas........................................................................................................ Mexico.......................... 2,424, 3,647 111t 201 1,423 3,826 108 51( Central Republic of America.. 37 59 5 51........... *.3 9 New Grenada............................... 185 575 74 434 210 593 616 2,864 Venezuela.................................. 732 2, 101 86 364 569 1, 695 80 455 Brazil....................................... 1,269 3,193 155 733 298 850 144 525 Cisplantine Republic.................................................................................... Argentine Republic........................... 161 402...................... 305 848. 43. 186 Chili........................................ 742 1,018 89 297.................... 130 431 China....................................... 92 1.99 45 220 310 715 140 607 West Indies generally.............. 3, 061 8, 046 276 634 1, 703 3, 344 102 673 South America generally....................... 60 196......... 1,000 2,852 Africa generally................. 274 593 550 2, 508 374 1,010 422 681 England............................................... 20 122. British Guiana................................352 1,016 398 1,460 73 209 100 0 Madeira..................................... 40 96......................... 107 270 20 144 Italy.......................... Italy~~~~~~~~~~ ~ ~ ~ ~ ~~............................................................................................................... South seas and Pacific ocean.......... 192 505 3 24 119 229 10 100 Russia..........................................cr7....................... Cape of Good Hope.......................... 13 35...... 40 340 Mauritius................................... 100 300 28 173........................ France on the Mediterranean.............................................. Spain on the Atlantic.......... Peru..................,......?........................ I~~~~~~~~~~~~~~I Asia generally..........................::......................................................................... Irlad......................................................... O -:.................. ~.a Scotland......... 1) 13 )300..................................... Iretland.....................**........ 4.............................................~............,...................,............,........ o[~ France on thelan............................................................................................................. Miquelon and other French fisheries........... 418 743 50 188.................... Portugal....................................................... Holland~~~~~~~~~~~~~~~~~~~~~~~~........i....... 17-........................... 16'.'2 H14olland.............~...................6.221 Canada.. 1,049 1,844 274 1, 014 224 815 243 1,778 Tuscany.... 40 265........ -anse Towns................. 10 197,457 419,092 25,835 93, 0:5 168,600 365,349 19,944 91,445 DiSTRICT OF BOSTON AND CHARLESTOWN, Collector's Office, Boston, LDecember 22, 1851. P. GREELY, JR., Collector. No. 8. qto Statement of pickled fish inspected in Massachusetts from 1838 to i 850, inclusive. 1842. 1843. 1844. 1845. 1846. 1847. 1848. 1849. 1850. Name of town. Barrels. Barrels. Barrels. Barrels Barrels. Barrels. Barrels. arreis. Barrels. Boston... 5,709 14,918 24,013 41,062 21,291 23,921 37,113 15,540 25,388 Gloucester.................. 8, 870 16, 604 17, 284 48, 823 48, 465 41, 408 53, 500 45, 699 50, 242 Newburyport................... 5, 227 7, 178 8, 350 12, 057 19,989 23, 656 26, 294 17,345 23, 815 Truro.......................... 3,852 3, 430 4, 753 15, 819 13, 425 15, 644 19,279 11, 908 8,582? Wellfleet........................ 6,472- 5,628 9,288 19,942 20, 994 27,303 28, 219 18, 572 17, 621 H-Iingham....................... 4, 249 5, 928 9,377 17, 313 18, 698 19,912 19,850 13, 490 14, 536 Cohasset.. 2,361 6, 505 7, 869 17, 586 12, 978 17, 368 22, 967 15, 309 15, 346 C Dennis...............2,674 3,023 4,101 7511 5,072 15, 237 16, 593 12, 060 20,580 n Provincetown.................... 2, 686 3, 406 4,366 10,528 14, 459 23, 874 31,049 23, 412 27,887 Barnstable...................... 1,843 1, 411 2, 465 3, 792 3, 812 8,063 4,634 6, 982 6, 065 Scituate........................ 1,060 549 652 1,488 1,909 767 1,551 1, 411 2, 131 Yarmouth...656 2, 437 2,428 5, 054 2,171 5,091 10,529 6,012 5,870 Plymouth....................... 589 574........................ 264 662 916 660 150 Salem........................... 184 120 97 558 507 201 115 174 Chatham........................ 84 644 619 1,172 1,838 3,003 6,268 3,927 5, 810 Beverly........................ 21 274 330 230..804 784 218 1,634 Rockport.... 1,295 1,969 8,851 6,792 6,780 7, 750 4,385 3,916 Duxbury..... 47............ 65........................................................... Essex..846............................................................................. Somerset..................................... 76 45 93.................................... 78 3 I-averh~ll...............- 105 47 Marblehead.......................................................... 608 395 425 559 104 108 Tisbury...... 205.................................. H arwich....... 1,462 3,279 9,722 4,943 14,876 Manchester.............................................................. 622 1,097... 287............ Swansey................................................................. 132.................................... Edgartown~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..........1,26.42994 Edgartownh................................................................................................ Falm outh.......,.................................................... New Bedford. 277. e $eNantucket........................................................................ 610 455 251 Westport............................................. 0......... G*... 145 88 Ipswich........................................ 362 46,537 74,893 98,014 212,296 195,194 238,980 300,336 203,499 246,463 NOTE.-The returns from each of the above-mentioned towns, from 1838 to 1841, inclusive, are not given, but the total for each year is as follows: 1838, 141,311 barrels; 1839, 111,715 barrels; 1840, 73,018 barrels; 1841, 50,992 barrels. P. GREELY, JR., Collector. CusToM-HousE, BoSTON, Collector's Office, December 22, 1831. 0 Va'. No. 9. I Statement of the tonnage of vessels employed in the fisheries of the United States on the 30th of June, 1843, 1844, 1845, 1846, 1847, 1848, 1849, and 1850. 1843. 1844. 1845. 1i846. 1847. 1848. 1849. 1850. Tons. 95ths. Tons. 95ths. Tons. 95ths. Tons. 95ths. Tons. 95ths. Tons. 95ths. Tons. 95ths. Tons. 95ths. Enrolled vessels employed in the cod fishery. —--- 54,901 36 78,178 86 69, 825 66 72,516 17 70,177 52 82,651 82 73,882 00 85,646 30 Enrolled vessels employed in the mackerel fishery.... 11,775 70 16,170 66 21,413 16 36,463 16 31,451 13 43,558 78 42,942 02 58,111 94. Licensed vessels under 20 tons employed in the cod fishery -—. 6, 322 84 7, 045 86 7, 165 01 6,802 14 7,502 60 7,194 62 7,873 62 8,160 34 Registered and enrolled yessels employed in the whale fishery. —- -...... 152,374 86 168,293 63 190,695 65 186,980 16 193,858 72 192,609 65 180,186 29 146,016 71 Aggregate amount of tonnage of the United States....... 2,158,602 93 2,280,095 07 2,417, 002 06 2,562,084 81 2,839,045 77 3,154,041 85 3,334,015 29 3,535,454 23 t 2, 383,977 84 2, 549,784 23 2,706,101 59 2, 864, 846 9 3, 142, 035 84 3,480,056 87 3,638,899 27 3, 833, 389 62 DISTRICT or BOSTON & CHARLESTOWN, Collector's Ofce, December 19, 1851. P. GREELY, JR., Collector. No. 10. Abstract of bounty allowances to fishing vessels, yaid by the collector and disbursing agent of the treasury at the port of Boston, Joar the fishing seasons of the years 1841 to 1850, inclusive. District. 1841. 1842. 1843. 184?. 1845. 1846. 1847. 1848. 1849. 1850. Total. Boston ---------- $7,242 31 $3,744 64 $3,843 45 $5,323 98 $3,972 64 $893 33 $1,181 68 $2,266 24 $2,662 07 $2,239 70 $33,370 04 Gloucester --.....30,152 57 28,603 50 32,704 58 36,423 50 38,406 98 46,213 16 36,387 32 45,663 80 51,815 94 50,350 04 396,721 39 Barnstable....... 52,491 28 37,868 86 36,233 05 45,247 15 39,821 40 39,256 20 31,820 65 41,614 75 40,268 85 48,113 59 412,735 78 Penobscot ------- 22,497 18 18,712 50 22,066 12 27,905 53 31,458 89 32,902 44 32,637 78 41,666 98 37,534 37 42,070 55 309,452 34 Frenchman's Bay. 9,568 31 9,192 71 10,240 10 11,357 46 9,451 58 10,667 42 9,511 62 11,779 67 13,914 12 19,979 51 115,.6629 50 Plymouth ------- 15,625 70 13,582 19 18,415 15 23,975 40 21,774 85 18,123 03 14,858 91 19,123' 31 17,726 83 18,011 05 181,216 42 Newburyport 3,055 49 5,101 01 8,007 33 15,600 90 7,292 02 7,491 28 8,494 04 8,817 21 7,662 45 14,881 75 86,403 48 Salem and Beverly 17,762 90........... 15,511 35 14,571 22 13,462 45 12,236 68 11,057 61 9,935 06 9,393 95 11,408 56 115,339 78 Marblehead...... 21,319 10 20,054 06 22,127 90 22,615 61 20,628 67 16,311 93 8,418 34 10,829 53 10,923 62 10,771 13 163,999 89 New London — - -5,180 49 8,597 42 8,984 60 *22,762 51 Portsmouth...... 14,502.64 12,944.86 12,906 40 14,91.3 53 14,723 58 14,079 34 13,613 81 13,108 97, 9,611 25 8,459 58 128,863 96 Stonington.................. 451 20 685 89 759 20................................. 26 3,065 05 3,923 57 10,621 17 Nantucket....... 178 19 314 98 178 19 ---------—............41 74. —--------- 1,965 09 1,925 68 825 93 5,429 80 Edgartown........................................ —.................... 277 30 154 14 1,384 21 1,142 25 546 22 3,504 12 Middletown -120 04 120 04 ----------- 231 74 441 75 534 33 1,447 90 Newport.-............................. 360 00 564 47 720 00 720 00 233 68 328 88 360 00 3,287 03 New Bedford................ 229 30 299 79 1,696 09 724 84 955 07 624 51 1,129 56 825 00 349 23 6,833 39 Belfast.......... 1,857 12.................................................................... 1,857 12 Fairfield ---- 720 00 360 00 360 00............................................. 1......................... 1,440 00 Ipswich --------- 5,752 77 4.875 39 6,427 78 -—.............................................17,056 14 Providence -—.-. —-----—.-.-... —-... 432 05 133 94 ---------—..-...............................................- - - - - - 565 99 Ellsworth.......-................................. 71 84 -.................................................................. 71 84 New Haven ------ -......................-312 08 -....................................................................- 312 08 Total. - 202,725 56 156,035 40 190,799 13 221,471 9 202,557 94 200,288 96 168,994 09 216,761 75 217,510 60 241,809 3 1954 67 iS~rasCT OF BosToN 4N~ CSSaNR~sToWN, Collector's Office, December 20, 18J51, P, GREELY, JR,, Collectorl No. 11. Abstract of fishing vessels lost dzring the year 1851. DISTRICT OF GLOUCESTER. Denomination and names of vessels. Masters of vessels. Tonnage. Number of Value. Proceeds of Amount of Remarks. men. wrecks. loss. Schooner Daniel P. King. —--------. Not given. 73 42 Not known $3, 000 $36 $2, 964 Crew saved. Schooner Powhattan..... —-—.. ----------- do. —----------- 65 93 --- do. —-. 1,200 172 1,028 Do. Schooner Eleanor.-..-. ------------- do. ---- -. —---- 81 31 —.- do..... 3, 500 600 2, 900 Do. Schooner Flirt.-.... -------—.. do — ---. 85 39 14 3, 500 Total loss.-. 3, 500 Crew lost. Schooner Princeton ------- --— do —-—. 65 58 10 2, 600.. do -- 2,600 Do. Schooner Jubilee. —— d.. ——..-.... do 51 41 Not known 800 --—. do..... 800 Crew saved. Schooner Red Wig.................. do.... 41 78..do 1,200 ------ do. 1,200 Do. Schooner Garland -....................... do...... 113 -. do.... —-- 5, 000 1,200 3, 800 Do; Schooner Industry....................... do. 51 47 _.. do 850 276 574 Do. 629 49 24 21,650 2, 284 19, 366 No. 11-Continued.''DISTRICT OF PENOBSCOT. Denomination and names of vessels. Masters of vessels. Tonnage. Niumber of Value. V alue of Amount of Remarks. men. fittings. loss, Schooner New England.............-. Brophy........... 65 13 10 $1, 400 $650 Total.... Schooner Martha Ann....... Clark............. 35 52 5 800 300 -.-do...... Schooner Xorna -.....-.. Thurlo... 66 13 9 1, 400 600..-do... Schooner Mary Moulton -..... Emerson. 5044 8:1,000 500 -...do.... Eight men lost. Schooner George.................... Thurston -.......... 55 26 7 1200 600 — do........ Schooner Rapid....... Hatch....63 2 7 1,000 600 O....... Sdhooner Independence..,.............. Robbins.......... 53 80 6 1, 200 450 — do........ edhooner Lion................. Pressey.......... 62 90 11 19000 650...do........ Six men lost., Schooner Mary Farley.......-........ Steel.............. 7 24 24 1 2,800 775.. do........ O Schooner Elizabeth................... Knight -....... 57 48 8 1,000 600...do........ Eight men lost. Schooner Reward................ Howard.. 46 82 5 900 500 -.do S;hooner Amelia..................... Lunt -.. d.... 28 50 4 300 100...do........:Schooner Delight................... - -Abbott - 2.1 25 3 250. —................do.....:Boat Leader.................. - - -. Hendrick.......... 15 22 2 150. —.do. 696 1 96 14, 400 6,3925 6:8 S. S:Doc. 112'. No. 11 —-.Continued. D)ISTRICT OF PORTLAND. Dbiomination and names!of Masters of Tonfiage. No. of Value. 4 2 Amv"ut vessels. vessels. men, of los8. 7, Schooner Regulator -.-.. N one given. 49 85 8 $600 None. Tota1. Schooner Washington - -. - do..- 52 08 10 800...do-. —-o.. Schooner Delight in Peace -—.. —.. do —-—. 51 21 8 1, 000 _t —..d- do..-, Schooner Elizabeth ---—..........do......- 35 66 6 600 —.do —....-do_. Schooner Triumph-. —do —-- 52 29 12 1,600 d. — odo. Schooner Hickory-.... 40 74 5 400 -d..-..... d - Schooner Caledonia........-.. do-.. 87 56 14 600...do. -do.. 369 54 66 5600........... 3hUB1/66 5400..a:.... DISTRICT OF BARNSTABLE. Denomination and names Masters of Tonrnage. Number of Value. Amount vessels. vessels. crew lost. of loss Schooner William Gray. None given.. 57 08... 0... 1000 Schooner Belle Isle. —--—.. —-— do 103 82 4 3,0003,000 Schooner RivalE;-.do... I......... do. —-- 47 76 -------- 1400 1... 1,400 Schooner Nettle.d. o.. -d66 92 -—.- 3,000... 3,000 Schooner E;. M. doSh...-..d.. 20 16 3,,000..... 3000 Schooner Franklin Dexter —..- do... 63 13' 10 200.. —-- 2,200 Schooner Hamilton........; ——.do....... ~64 22 11 2,500.2,500 Schooner Grafton —,-,...-. do7 —---- 78' 22.. 3,000 -..... 3,000 SchoonerTelegraph'. do —------ —. —-2.-. Schooner Melrose, and other vessels in this district, partial loss............do............. 1..5, 000........ 5100........ ~ 0 563 50 43 19,100. -. 4,100 DISTRICT OF PORTSMOUTH. Denomination and names at asters of Tonnage. Number ofValue of Value of Amount of vessels, vessls. crewlost. vessels. cargo. of loss. Schooner: Btllen- a... N onegiven... 5900 0 8 $1,600 $900 Total. Schooner Banner[.............do...... 33 00 6 500 500...do... Schooner Burlington..... do...... 96 00 13 1,500 2,800..-.do... Schooner Harvest Home........d6... 00 10 2, d500 900-...do... Schooner Wellington..... do. 74 00 10 1,500 3,500...do... Schooner Oscar Coles.... -.. —----------- --- --— do-. 328 00 47 7,600 8,600 16,000 S. Doc. 1 2. 659 No. 11 -Continued. DISTRICT OF PASSAXMAQUODDY. Denomination and names Masters of Tonnage. Number of Value of Value oi Total. of vessels. vessels. crew lost. vessel. outfits. Schooner America. ---- None given... 43 21 9 $700 $400 $1,100 Schooner Maria. —-----—. do -. —- 46 61 8 600 400 1, 000 Schooner Eliza D —------- -- -do-.... 54 09 None.-.- 1,200 300 1, 500 143 91 17 3,600 RECAPITULATION. Denomination and names of vessels. Number of Tonnage. Loss in dol- Loss of vessels. lars. life. District of Gloucester-....................9 629 49 19, 366 24 District of Penobscot --....- 14 696 01 14,400 22 District of Portland..-.... 7 369 54 5, 600 66 District of Barnstable.................. ---- 10 563 50 24, 100 43 District of Portsmouth............... ------- 6 328 00 16, 200 47 District of Passamaquoddy.-..... —..3 143 91 3, 600 17 Total-.............. 49 2,730 53 83, 266 219l P. GREELY, Ja., Collector. CoLLECTOR'S OFFICE, District of Boston and Clharlestown, January 1, 1852. .S. Doc,,. J112. 661 PART XIII. THE FRENCH FISHERIE'S AT NEWFOUNDLAND. The recent movements in France in regard to bounties on fish caught at Newfoundland, and exported to foreign countries, are singularly interesting at the present time, because it will be found, from what follows, that the changes which take place during the present year in the allowance of those bounties are calculated to exercise a powerful effect on the deep-sea fisheries of the United States. Hereafter- we are to have fish,- caught and cured by citizens of France, entering our markets, under the stimulus of a large bounty, to compete with the fish caught and cured by our own citizens. This altogether new and unexpected movement on the part of France has already attracted attention and excited much interest among the fishermen of the New England States. As affecting an important branch of the industry of our people, this change in the policy of France will be reviewed somewhat at length, in order that the whole matter may be fully understood. The law of France which granted bounties to the sea fisheries being about to expire, the project of a new law was. subliitted to the National Assembly on t:he 20th December, 1850, by Monsieur Dumas, Minister of Agriculture and Commerce, and Monsieur Romain-Desfosses, Minister of Marine and Colonies. At the same time, these ministers submitted to the National Assembly an able/report on the deep-sea fisheries of France, and a variety of interesting statistical returns, translations-of which are embodied -herewith. It is set forth, among other things, by the Minister of State, that the bounties paid by France during the nine years from 1841 to 1850, inclusive, for the cod fishery only, had amounted to the mean annual average of 3,900,000 francs. The number of men employed in this fishery annually amounted to 11,5'00 on the average. The annual expense to the nation was, therefore, 338 francs per annum for each man. France trains up, in this manner, able and hardy seamen for her navy, it is said, who would cost the nation. much more if they were trainedi to the sea on board vessels-of-war. The proposed law and report of the ministers of State who introduced it having been submitted to a committee of the National Assembly, a report thereon was presented by Monsieur Ancet, the chairman, on the 3d day of May, 1851, a translation of which is as follows: Report rendered in the name of the commission for the inquiry into the projected law relating to the great sea fisheries, by M. Ancet, rep2resentativeofthe people. Session of May 3, 1851. GENtTLEM EN: The commission to which you intrusted the examina — tion of the projected law in relation to the great sea fisheries, presented3 662 S.- Doc. 112. by the Ministers of Marine and Commerce, has devoted itself to the said examination with all the attention which its importance demanded. It has heard delegates from all the ports out of which the vessels are equipped. It has consulted the attested reports of the remarkable discussions held by the Counsel of State, as well as the deliberations of' the commission formerly appointed, under. the honorable IMr. Ducos, its president; deliberations which served-if one may so speak -as the basis for this project; and to conclude, it is only after coming to a perfect understanding with Messieurs the Ministers of the Marine and'Commeirce, and the Director General of Customs, that we lay befobre you the result of our labors. Your commission, messieurs, has not thought for a moienet that the -encouragement granted to the great fisheries can be regarded as any exclusive favor or protection to any one form of industry. Unquestionably, the industry exerted in the fisheries, and the commercial activity arising from it, becomes a very considerable element of employment and comfort to a numerous class of people, but this consideration appears to us entirely secondary and insufficient to justify the favors of especial legislation. We conceive that such industrial employments as can prosper only at the expense of the public treasury should not exist; and that the intervention of the State, in the form of aid and bounties, can be justified only by considerations of general andc public interest. It is not, therefore, a commercial law that we have the honor to propose to the Assembly, but rather a maritime law-a law conceived for the advancement of the naval power of this country; for it is in this point of view only, that, in our opinion, the encouragement granted to the great fisheries ought to be maintained. France, seated on the three most important seas of Europe, must continue a maritime power. The memory of her history, the genius.of her inhabitants, the variety of her productions, the easiness of her communications with the rest of the continent, and, yet more, the interests of her greatness and of her preponderance in the world, command this. Nevertheless, the loss of her most magnificent colonies has occasioned irreparable injury to the commercial marine, which is an essential element of naval power. Treaties, which became inevitable in the course. of time, have successively robbed her of the most valuable objects of fieight. Cotton belongs to the Americans, coal to the English; and at the, present moment, the shipments of sugars, our last resource for dis-,tant navigation, seem to be daily growing less and less. The great fisheries' still remain to us; and in order to preserve them,'we must continue the encouragements they have received, even at periods when a commercial and colonial prosperity, infinitely superior to that now existing, multiplied our shipping, and created abundance of seamen. It is on our fisheries that at this day repose all the most seri-,ous hopes of our maritime enlistments. In fact, the fisheries give employment to a great number of men, whom a laborious navigation, under climates of extreme rigor, speedily forms to the profession of the sea. No other school can compare- with this in preparing them so well,:and in numbers so important, for the service of the navy. S. Doc. 112. 663 Thus it appears from the crew lists of our marine, that the average numbers of men employed by the one hundred kilogrammes of tonnage, HI commercial vessels, are as follows: For long coasting............. 6 mlen. For foreign voyages.-. —. —-- - 8 "-; For short coasting............... For fishery on the Grand Banks............... 13 " For fishery at Iceland. -- -............. 1... e >..-.L7 1-7 For fishery at St. Pierre and Miquelon- 1 s For fishery on the coasts of Newfoundland3..0 3 These figures clearly prove the considerable share which cod-fishing bears in the development of our maritime enlistments. If' it were necessary to confirm the fact yet more strongly, we should say that table No. 2, appended to this report, establishes that the increase of the maritime population in the districts in which these vessels are fitted out has been, oi the average, during the ten years under the prevalence of the law which we call upon you to maintain, not less than twenty-six per cent.; whereas, in the other districts the progress has not exceeded fourteen per cent. England, notwithstanding the immense resources of her insular position; the United States, where fisheries are both economical and easy, Enasmuch as they are carried on upon their own coasts, and Holland, thad alwnays favored this description of shipping, and have proportioned their encouragement to the chances of profit or loss, as'they appeared to predominate. ~ Less than any other niaritime nation ought we to refuse support to this admirable school for our seamen, for the. French shipmasters are at present in a condition very inferior to that occupied by their rivals. There was a time when France possessed all the principal fishing grounds in Acadia, Canada, Isle: Royale, the isle of St. John, and lastly Newfoundland. The treaties of 1.713, of 1763, of 1783, and finally of 1814, have reduced our possessions in those seas to the two islets of St. Pierre and Miquelon; that is to say, of two sterile rocks, destitute of all resources, and on which we are forbidden to raise any fortification s. The same treaties reserve to us the right of fishingg along the coast, but only at determined points and distances. We are only permitted to establish ourselves on the northern part of Netwfbundland during, a few rnorths of the year, and that without constructing any permanent habitations. Thus, while the English are in exclusive possession of the best fisheries-while they are.enabled to found numerous permanent habitations on the southern coast of Newfoundland, favored by the mildness of the climate and the fertility of the soil-our fishers are obliged to carry out with them yearly, to the north shore, salt, fishing utensils, materials for the construction of places for shelter, and, in a word, all that is necessary for subsistence and for the operations of the season. That portion of Newfoundland is, moreover, as the honorable Mr. Ducos observes, in reporting the laws of 1841, uncultivated and savage; its climate is stormy and severe; its waters far less fruitful in fishes. As regards the Americans, we have already said that their fisheries 664 $S. Doc. 112, are easy and economical along the vast range of coasts the'y possess, near the most, favorable fishing grounds. The consequences of such inequality in position canll be readily appreciated. On all sides, the cod taken in the English and American fisheries can be sold at prices greatly inferior to the rates for French cod; and the great marts to which we carry our productions will be very soon closed against us, if we do, not counterbalance the disadva(ntages of our situation by means of prudently considered encouragements. Your commission, gentlemen, has shown, then — 1. That commercial navigation having lost its best elements of transportation, the preservation of the great fisheries assumes a degree of importance more serious when they are- viewed as being in fact the nursery of our military marine. 2. That the increase of the enrolment for the navy, arising from the vessels used in the fisheries, has justified the hopes which induced the legislation to impose certain sacrifices on the treasury., 3. That in the disadvantageous position to which the treaties have reduced our shipmasters,' the fisheries can be maintained only by means of encouragement which will in some degree diminish the advantages possessed by our rivals. "It remains to examine what has been the importance of the sacrifices to which the State has submitted, and: to consider whether we may look for results proportionate to the assistance asked for from the new clauses of the proposed law.r BOUNTIES ON VESSELS FITTED OUT. We fish for codOn the Grand Bank of Newfoundland; On the shores of the samne island; On those of the isles of St. Pierre and Miquelon; In the Icelandic seas; And on,the Dogger Bank. We fish with or without drying.. Fishery without drying is carried on in the Icelandic seas, on the Dogger Bank, and on the Grand Banks of Newfoundland. The fish so taken is salted on board the fishing vessels, and each vessel brings it to France as soon as the cargo is completed. This is the green codfish, which is consumed entirely in France. This description of fishery employs far fewer men than the fishery with drying, and yet its returns are far more abundant. Fishery with drying is practised on the Grand Bank of Newfoundland, on the shores of that island, and on those of the isles of St. Pierre and Miquelon. The, cod there -taken is dried on shore, either at St. Pierre and Miquelon, or on those coasts of Newfoundland where that privilege is reserved to us. This day, cod is not sparingly consumed in France. It is principally exported, with the aid of bounties, to French colonies and fbreign countries, either directly from the fisheries by the fishers themselves, or by transhipment from France. It appears from the official tables which have been furnished to us, that during the period from 1841 to 1S49 the, returns of the French S. Doc. 112. 65 fisheries have been annually, on an average, about 44,000,(000 kilogramlnes: of this gross amount, 27,000,000 have been consumed in France, 17,000,000 have been exported to the colonies or to foreign countries; and that the exportation has been made in nearly equal proportions from the seats of fishery and from the ports of France. Thus about two-fifths of the returns of our fisheries are yearly exported to markets from which the competition of our rivals would very soon exclude us, were it not for the aid afforded by means of bounties; for the prices of the English and American cod must always be lowver than the rates of our fish, owing to the different positions in which we are placed. WMie shall proceed to show that, should this be the case, and this exportation be stopped, our equipment of vessels for the fisheries would be re(iuced to a most insignificant number, and our enrolment of seamen would be deprived of one of its most precious resources. The encouragements given to the cod fishery are divided into bounties on the number of men in evcry-crew, and into bounties on the exportation of the produce, counted by the quintal of cod, but the amount of bounty varying according to the destination of the cargoes. It folltows that the bounties on the crew are beneficial to the vessels employed in both kinds of fishing —that with, and that without drying. The average annual amount of bounties to the crew for the last ten years has been 530,000 to 540,000 firancs. The bounties on exportation apply only to the 17,000,000 kilogrammes exported, whether to our own colonies or to foreign countries, and have amounted, on an average of years since 1841, to 3,80(),00 francs; that is to say, during the nine years elapsed since 1841, the expenses of the State on the cod fisheries have annually reached the average of 3,900,000 francs. The cod fisheries emDloy 332 vessels, 47,000 tons. burden, and manned, according to the government returns, by 11,500 men. Each of these men, therefore, is an annual charge on the nation of 338 francs. But it has been said that if the bounties paid on the exportation of fish were discontinued, the fisheries necessary for the provisiouing of France itself would still remain; and it is, in reality, for only about one-third of the produce of our fisheries that-the budget is charged yearly with so heavy a sum. It is not, therefore, 12,000 sailors, but the third part of that number, which costs us three millions. Messieurs, this reasoning has been seriously discussed by your commission, and it appears to us that it is actually the 12,000 fisher sailors, and not the third of that number, who profit by the sacrifices of the treasury. In fact, the operations of the fisheries are indivisible, and form a single whole. It is the elasticity given by exportation to the price in our markets which alone induces the fitting out so many vessels. Is it not true, if the bounties did not aid in the shipments to the colonies, and to foreign ports, of a considerable proportion of the produce of the fisheries, those external markets would be closed against us, and that consequently thereupon the French markets would be embarrassed, and prices lowered? The consequences which must follow from such a state of things can be easily foreseen. The produce of the fisheries.selling in France only, because. all exportation vould be impossible, two-thirds of the outfits 666 S., Doc. 112. would cease. It may be said that there would be even a greater reduction than this, and that France, after the loss, too great to be appreciated, of a large part of. her naval enrolment, would have either to pay very dearly for French'fish, or else admit foreign cod. As we have observed, messieurs, the fisheries without drying, the operations of which are more simple and the returns larger, employ a much smaller number of sailors. But,- again, the vessels in use for this -purpose employ only the actual number of hands necessary for the navigation of them; and it may be said of this fishery, that if it prepares fewer men for the sea, itforms better sailors, the elite of the navy. It is pursued principally on the Grand Bank of Newfoundland, and in forty fathoms of water. The vessel lies at anchor, and sends out her boats every day, in the heaviest seas, to set, and again take up the lines. Of all kinds of fishery it is the rudest and most exposed.. It would seem at first that the encouragements given to it should beo equal to those given to the fisheries with drying and the island fisheries, since on the one hand its products are abundant, and more capable, owing to their quality of sustaining competition against foreign produce; and on the other, it furnishes excellent sailors for the naval levies. But to the powerful considerations of economy which have continually governed us, and led us to reduce rather than exceed the amounts of the encouragement given in past times, is added this reflection-that the law cannot adopt as its end the encouragement of the trade in codfish. This branch of industry, as we have already stated, could have no title above any other to require sacrifices on the part of the state, if it did not, in a very advantageous proportion, augment the number of our sailors. In this point of view —the only one which can be admitted by the legislator-that fishery which furnishes the most sailors is that which best justifies the highest encouragement. Now, the fishery on the Grand Bank, without-drying, is the best school for sailors'; but it is incontestable that the fishery on the coast of Newfoundland, as well at St. Pierre and Miquelon, offer a readier and more efficacious means of recruiting the navy. As to that which is carried on upon the coast of Newfoundland, with drying, the bounties on the outfit which it enjoys have not been altered since 1816. It has always been fixed at fifty francs per man for-each of the crew. The law, moreover, imposes on all vessels fitted out with this destination, the obligation of embarking at Least twenty men in every vessel of less than one hundred tons burden; thirty men fbr a vessel from one hundred to one hundred and fifty-eight tons; and fifty men for a vessel from one hundred and fifty-eight tons upward. It is this fishery which employs the largest number of vessels, and which is mnost favorable to enlistments. In it, young men from fifteen to eighteen years, who otherwise would never'have thought of navigation, go on board as cabin-boys or green-hands, and make several voyages. They are employed in the work ashore, and in drying the fish. The second year they go out in the fishing boats every morning, and return every evening; by this means they are formed gradually to continued navigation. After three years, these young men, if they have passed the age of sixteen years, are classed, and belong for the remainder of their lives to the maritime.lists. Beyond question, these recruits who so largely swell our lists are, at S. -Doc. 112.'667 first, but very imperfect sailors; there are even some who, after- the three voyages required previous to being entered on the lists, give up the sea as an employment; but the number of these is much smaller than has been stated. And is it not evident that our population on the sea-board would enter less readily upon the career of seamen, if, in place of the excitement and interest which their engagement- in the fisheries offers, they had no prospect but that of embarking in the vessels of state? The government proposes to you to continue the bounty of fifty francs a man for the crews of vessels employed in the fisheries, with drying, whether carried on upon the coasts of Newfoundland, at St. Pierre, and Miquelon, where the conditions and method of fishing are analogous, or upon the Grand Bank. We have alluded -to the difficulties of' this mode of fishing, even when it is prosecuted without drying the fish caught.. We give entire approbation to these propositions. The bounty on the fishing without drying in the Icelandic seas, is fixed at fifty fiancs per man for each of the crew, since the law of June 25, 1841. We have retained this also, on the recommendation of messieurs the Minister of Comtnerce and the Marine. No fishery, in truth, is more suitable for the formation of intrepid sailors. On the coast of Newioundland the ship is laid up and dismantled; on the Grand Banks it is at anchor; in Iceland it must needs be under sail among floating, ice, and on a sea continually stormy and agitated.. The fishing is practised with hand-lines, from a hundred to a, hundred and fifty fathoms in length; the fish, instead of being salted in bulk, is prepared and salted in tuns brought from France. The cod coming from Iceland are not dried; this -fishery only furnishes the green cod consumed in France, and thus it receives no benefit on the bounties for exportation. The number of vessels fitted out not having increased of late years, it is reasonable to conclude that the profits of this fishery are not considerable. Six vessels only have been sent to the Dogger Bank since 1841. We retain the bounty-of 15 francs per man for each of the crew, which is given to this fishery, carried on in the North sea. Bounty oun the produce of the fisheries.-According to the law of 1841, the bounty on dry codfish sent to the French colonies, whether from the place where the fish is caught or from the warehouse in France, is fixed at 22 francs per quintal. The law proposes to reduce this amount to 20 francs per quintal; and we approve the reduction. The same law of 1841 assigns a bounty of 14 francs the quintal to all codfish sent into transatlantic countries. A decree of August 24, 184S, raised this bounty to 18 francs. The present project proposes to render it equal to that accorded to fish sent to the. French colonies. We believe this new proposal to be wisely conceived, and likely to produce very beneficial effects on our fisheries. In fact, the diminution of two francs per quintal in the bounty on exportations to our colonial possessions, together with an augmentation of two francs in favor of exportation to foreign transatlantic countries, will tend to open new foreign markets to us, at the very moment when the political and commercial situation of our colnnies leads us to apprehend, a decrease of their ordinary consumption. ~668 S. Doc.'112. The sacrifice on the part of the treasury will not be augmented; for a considerable quantity of codfish was re-exported from our colonies, after having enjoyed the bounty of 22 francs. The shippers would no longer have an interest in overstocking our colonial markets with their produce, since the bounty will be no higher when sent there than when sent to Cuba or Brazil; anAd, at the same time, the exemption from all duties in our colonies guaranties that they will always be sufficiently supplied. The prohibition to send codfish to ports at which there. is no French consul forms part of the law of 1841. In order to prevent abuses, the shippers are obliged'to furnish a certificate proving the good quality of their fish, and its exact weight. It is important to the interest of the treasury that these certificates should be made by a government officer, who would be under the influence of responsibility not felt by men completely unconnected with -the administration. There' is, moreover, no port of any consideration at which there is not a French consular agent. This commission has considered it its duty to admit our colonies on the western coast of Africa to the benefit of the same bounties accorded to the West India colonies, and has especially had Senegal in view-a colony too often overlooked and forgotten. The government has accepted this addition to the proposed law. The present project establishes the bounty of 16 francs on exportations to European countries and to foreign States on the Mediterranean, which the law of 1841 had established at 14 francs, and a decree of 1848 had raised to 18 francs. This reduction in favor of the treasury we do not consider likely to militate against our exportation to those countries. In concurrence with the government, we include Tuscany in this category; but we except from it Sardinia, where ancient and well-assured relations permit us to reduce'the protection to 12 francs. Upon the whole, messieurs, the scale of bounties which we above propose to you promises the treasury a saving of 300,000 francs, provided that, in spite of our fears of its decrease, our exportations of codfish remain equal to what they have been during the last ten years. The second article of the proposed law retains the obligation that each vessel shall have a minimum of crew-proportioned to the size of the ship. This measure, which was established in 1832, on the request of the shipmasters themselves, is at once preservative of their interests and those of maritime enlistment, the essential object of all the protection to the fisheries. The Minister of Marine has declared to us that the minimums appeared to him to be judiciously regulated, and that there was no necessity for modifying them, the, administration having had, thus far, no reason to complain of any abuses.. The commission has therefore approved the minimums as they are now established, adding, that if, in the course of' the term which you propose to fix fobr the duration of the law, the necessity of augmenting them shall become evident,,the government shall have the power to provide for their increase. The vessels sent to the fisheries without drying, having salt on boardthat is to say, in Iceland and on the Grand Bank-are never subjected to the ordinance respecting minimums; they embark at their own pleasure., S. Doc.- 112.= 669such numbler of men as their crew as they deem advisable for navigating and fishing. Their crews are less numerous, because they have no need, like the vessels fishing on the coast, to employ hands in the operation of drying fish ashore; but all the men being mariners, all contribute alike to the naval enrolment. These vessels are compelled to bring back to France the entire produce of their fisheries. Several ports on the channel, which fit out especially for the fisheries without drying, have many times complained-of the absolute prohibition to sell any part of their cargoes at the seat of the fisheries, or to store them at St. Pierre, in order to be forwarded thence to colonial or foreign markets. It is understood, that the object of this prohibition is to disallow the great bounty (formerly 22 francs, henceforth 20 francs) to vessels, which, not being subject to the regulations respecting a minimum number of crew, do not contribute so largely to the naval enrolment. It may be observed, on the other hand, that these vessels form the best sailors.; and there are circumstances under which the absolute compulsion to bring back the produce of their fishery to France may prove ruinous to their operations. Messieurs the Ministers of Commerce and the Marine have entertained this view of the case, and have stated that it is the intention of' the government to grant the liberty desired, under certain conditions, which will prevent the abuses that might otherwise creep in. Your commission proposes to you to provide by law that a regulation, made and published by the government, shall declare under what circuimstances the:warehousing of fish at St. Pierre shall be permitted, and the conditions which shall regulate warehousing. The fishery at the Grand Bank, without drying, decreases under the bounty of' 30 francs. Not being able, however, to ask further sacrifices of the treasury, we wish to reanimate the outfit of these vessels, which it is so important to preserve, by other means. The third article stipulates that the bounty on the crew shall be paid but once during the season, even if the vessel should make several voyages. This wise disposition prevents the possibility of having the same men counted twice in the same year. The same article prohibits the payment of the bounty to any men but those who have arrived at the maritime enrolment through the gradations required by law, or to those who, having been inscribed therein, conditionally, shall not have attained the age of twenty-five previously to the date of sailing. The men who have passed the age of twenty-five without being classed-that is to say, without having made three voyages-are less easily trained to the habits of the sea. The profession of a mariner is one which must be adopted while young; and if the bounties were accorded to men of above twenty-five years, and not classed, the law would fail in one of its most important ends-that, namely, of creating a class of men especially suitable for enrolment in the navy. It is right and fit, therefore, that the projected law should exclude such men from the receipt of the bounty. The fourth article requires that, in order to' obtain the bounty, the cod shall be in fit condition for consumption as food. This provision of the law cannot but obtain general approbation. The fifth article admits simple coasters to the right of carrying codfish, and receiving the boun 670' S. Doc. 112. ties allowed' on the exportation of the same to ports and markets. This right is accorded by the laws now existing. At present the law perInits every mariner who shall have made five fishing voyages on the coasts of Iceland, the two last as an officer, to be deemed capable of commanding a fishing vessel in the same seas. The sixth article of' the government project abrogates this privilege, and reserves the cornmand of such vessels exclusively to captains in foreign voyages, and the masters of coasters; this provision to date from January 1, 1562, The chamber of commerce at' the port of Dunkirk, where vessels are specially fitted out for the Iceland fishery, has protested strongly against this provision. Its adoption-so they say-would act runinously on the Icelandic fishery. Of one hundred and twenty vessels annually sent to sea, fifteen, at most, are commanded by the masters of coasters, who quit that hard and laborious navigation when they find an occasion to take command of merchant vessels. In truth, it is our opinion, messieurs, that the difficulties of the Icelandic fisheries require practical experience, and the endurance of privations of all kinds to which mariners, who have become masters of fishing craft, are accustomed from their childhood, and we are of opinion that it is not advisable to deprive these devoted and gallant men of the hope of reaching a station which more experienced mariners are for the most part indifferent to acquire; and in order to reconcile the security of navigation with the facilities required by commercial interests, and asked for by a whole class of sailors, we propose to you to suppress all conditions with reference to date, and to add to the first article these words: "if he shall prove himself to have such knowledge of his profession as will be sufficient for the security of navigation.' A ministerial decree of 1840 has already made an exam nination of masters of fishing vessels obligatory; the new law - will only confirm, by rendering legal, a usage already established. The fourth article- reproduces the provisions of the twelfth article of the law of April 22, 1832, adding to it a provision by which the government will have the power of fixing the period during which each vessel shall remain on the fishing grounds. Your comnmission is of opinion that it is advisable such periods should be lawfully -determined; but while admitting the article, it desires that such period should be so limited as to throw no obstacle in the way of the fisherman's operations, in regard to the bounties. SECOND HEAD. The second head of the project presented by the government relates to the salt to be used in the fisheries. Your commission, messieurs, has carefully examined the provisions under this headl. It has examined many individuals representing the manufactures of the different kinds of salt, and several delegates from the outfitters of vessels interested in the matter; and, after mature deliberation, the commission has-come to the opinion that, pending the existence of a special inquiry into the manufacture of salt, with which a committee by you appointed is at this moment e'ngaged, it is our duty to strike out of a special law on fisheries, any propositions which might thereafter be modified by general legislation.: We limit ourselves, therefore, to affirming the legislation which actually directs the' S: Doe. 11Z, 67X11' use of the various kinds of salt to be eniployed in the curiing of codfish, without anticipating, by any particular -definition, the final conclusion at which the Assembly- may arrive in regard to salt. We are the more convinced of the propriety of holding ourselves to this reservation, since the government has declared to -us, since the presentation of the project, that it was its intention to strike.:out the exemption which the - article seemed to insure to the codfish imported into France from the fishing places, and that it shall be necessary to prove, as well for such fish as for that-exported to the colonies or foreign markets, that it was cured with salt of French manufacture, or with salt which had paid duty as at present. The second head is, therefore, merely a re-enactment of the law of 1848, which is useless. But you will agree with us, messieurs, that if the existing legislation on the character'of the salt should be modified unfavorably to the cod-fishing interests, the scale of bounties which'we havee calculated on deductions from facts now existing, must be established proportionably to the reduction which the augmentation of the'duties of salt may occasion. Upon the foregoing report the National Assembly of France passed the law therein mentioned on the 22d July, 1851, which was officially published on the 22d August last. This law provides that from the first day of January, 1S52, until the30th June, 1861, the bounties for the encouragement of the cod-fishery shall be as follows: BOUNTIES TO THE CREW. 1. For each man employed in the cod-fishery, (with drying,) whether on the coast of Newfbundland,; at St. Pierre and Miquelon, or on the Grand Bank, 50 francs.. 2. For each man employed in the fisheries in the seas surrounding Iceland, without drying, 50 francs. 3. For each man employed in the cod-fishery on the Grand Bank, without drying, 30 francs. 4. For each man employed in the fishery on the Dogger Bank, 15 trancs. BOUNTIES ON THE PRODUCTS' OF THE FISHEILIES. 1. Dried cod, of French catch, exported directly from the place where the same is caught, or from the warehouse in France to French colonies in America or India, or to the French, establishments on the west coast of Africa, or to trans-Atlantic countries, provided the same are landed at a port where there is a French consul, per quintal metrique, equal to two hundred and twenty and a half pounds avoirdupois, twenty francs. 2. Dried cod, of French catch, exported either direct from the place where caught, or from- ports in France, to European countries or foreign States within the Mediterranean, except Sardinia and Algeria, per quintal metrique, sixteen francs. 3. Dried cod, of French catch, exported either to French colonies in 672' S. Doe. 112. America or India, or to trans-Atlantic countries, from ports in France, without being warehoused, per quintal metrique, sixteen francs. 4. Dried cod, of French catch, exported direct from the place where. caught, or from the ports of France, to Sardinia or Algeria, per quintal metrique, twelve francs. BOUNTY ON COD LLVERS. 5. Cod livers which French fishing vessels may bring into France am the product of their fishery, per quintal metrique, twenty francs. From the foregoing state of bounties, it will be seen that there are some grounds for the fears entertained by the fishermen of New England, that the cod caught by the French at Newfoundland will be intxoduced into the principal markets of the United States, with the advantage of a bounty of twenty francs on the French quintal metrique, which is two hundred and twenty and a half pounds avoirdupois, very nearly equal to two dollars per American quintal of one hundred and twelve pounds-a sum almost equal to what our fishermen obtain for their dried fish when brought to market. In order to show the extent to which the French prosecute their deep-sea fisheries, the following returns are presented. They are translations from the official returns annexed to the report of the commission of the National Asseibly, and have, therefore, the highest official authority. THE COD FISHERY No. 1.-Return of vessels fitted up for the cod fishery from the year 1842: to the year 1850, both inclusive. Coast of Newfound- St. Peters and Grand BankofNewfoun d- Grana Bank, with- Iceland. DoggerBank. Totals. land. Miquelon. land, with drying. ovt drying. Years. - _ _ _ - _ _l _ - - E QQ b3;$ c E; i E 4 ~ 1842 -- -148 21,608 6,473 9 1,262 209 53 6,827 1,785 10814,83 1,726 83 6,508 1,024- 40151,04111,217 1843 -- --------- 133 19,500 6,157 5 676 192 37 4,597 1,325 11916,785 1,947 97 7,684 1,259 3 833 24 394449,325 10,904 1844..- -- 13819, 882 6,230 9 1,161 350 33 4,271 1,269 10014 316 1, 644 109 8,692 1,512j —.... — --- 389J48 32211,005 V 1845 —. —-- L14920,228 6,670 4 537 161 41 5,7 53 1,648 8812,777 1,447 95 7,663 1,774615811,249 1846. 147121,464 6,666 1 168 51 50 6,330 2,140 8412,539 1,412 104 8,159 1,458 -- 38648, 66011,727 1847 157 24,485 7,398 1 140 66 52 7,799 2,052 7010,968 1;184 105 8, 058 1,454 2 59 9 38751,509 12,163 Annual mean.-... —---- 145 21,195 6,599 5 657 172 43 5,816 1,703 95413,703 1,560 99 7,794 1,338 -..... 389 49,21911,378 t' Mean of the period from 1835 to 1839 142-123,797 6,369 18 2,321 372 50 6,917 1,340 102 14,891 1,537 104 7,476 1,254 |. - ---- 416153,45610,882 1848 -. 127120,781 6, 058 1 110 33 65 8 781 2,529 7111,986 1,257 90 7,439 1,248 -.. -- 354149,097 11,125 1849 --— 1 —--- --- 3114,106 6,3059 2 316 101 48 6, 587 1,867 6911,737 1,239 73- 6,014 1,033 1 34 7 324 38,797 10,606 1850 -... 13922,477 6,715 3 328 141 51 7,066 2,150 67 11,482 1,196 101 7,516 1,371 -.36148,89911,573 Mean'of the perioft from~~~~~~~~~~~~~~~~~~~~~~~~~~~b 674 S. Doc. 112. No. 2. The account of the sums paid as bounties to the crews of vessels employed i? the cod fishery of France in the years 1842, 1843, 1844, 1845, 1846, and 1847. Place of fishery. 1842. 1843. 1844. 1845. 1846: 1847. Francs. Francs. Francs. Francs. Francs. Francs. Coast of Newfoundland.. 323, 650 307, 850 311, 500 333, 500 333, 300 369, 900 St. Peters and Miquelon. 10, 450 9,600 17, 500 3, 050 2, 550 3, 300 Grand Bank, (dried fish). 89,250 66, 250 63, 450 82, 400 107, 000 102, 600 Grand Bank, (green fish). 51,780 58, 410 49, 320 43, 410 42, 360 35,520 Iceland ----—......... —.. 51,200 62, 950 75, 600 66,150 72, 900 72, 700 Dogger Bank..-....... —-- 360......-... —. 135 Total........... 526, 330 505,420 517, 370 528,510 558, 110 584, 155 Francs. Annal mean of above six years........................................... 536,649 Do-...preceding period............................................ 485,190 Total paid in the year 1848............-............................ 531,110 Do. —. -do. —— 1849................................................ 505, 275 Do.-...do..-..1850..... —.......-................................. 554, 730 Annual mean of eight years, 1842 to 1849................................... 532, 035 No. 3. Return of the number of persons enrolled annually for the navy in the several maritime districts of France from the year 1840 to the year 1850 inclusive. 1841 1842. Distlicts., Petty officers and seamen. a Petty officers and seamen. Petty Seamen. Total.,';. Petty Seamen. Total. ~ officers. I officers. Dunkirk...... 434 55 3, 844 3, 899 1, 055 953 6,291 430 69 3 950 4,019 919 865 6, 233 ~ Hiavre............... 1, 254 104 3,968 4, 072 1,678 835 7,839 1,258 114 4,190 49304 1,894 983 8,439 Cherbourg........ 559 133 2,406 2, 539 967 599 4,664 561 161 2,580 2,741 1,001 541 4,844 Brest..741 1,054 9,132 10,186 49 168 1,843 16,938 744 1, 068 9,521 10,589 4,365 1,927' 17,625' St. Servan............ 1,013 279 7, 317 7,596 2,148 1,325 12, 082 1,022 306 7, 546 7,852 2,481 1,335 12,690 L'Orient.......... 1,058 389 5,901 6,290 i,542 1,510 10,400 1,071 416 6,081 6,447 1,567 1,626 10,711 Nantes 1,086 97 3,613 3,710 1,365 I1,080 7,241 1,102 112 3,655 3,767 1,522 1,004 7, 395 Rochefort............ 837 285 2,729 3,014 984 928 5,763 832 281 2,783 3,064 1,014 1,032 5,942 Bordeaux...... 1,026 224 4,270 4,494 1,159 1,002 7, 681 1,035 235 4,363 4,598 1, 353 1,094 8,080 Bayenne 167 93 1,387 1,480 488 171 2,306 170 101 1,394 1,405 537 176 2,378..............16 10 534 16277 Toulon-............... 3, 121 1,862 8,545 10,407 3,433 3,936 20,897 3,060 1,944 8,597 10,541 3,654 4,019 21,274 Total-.............11,296 4,575 53,112 57,687 18,937 14,182 102,102 11,285 4,807 54,610 59,417 20,307 14,602 105,611 No. 3-Continaed. 1843. 1844. Districts. -,: Petty officers and seamen. Petty officers and seamen. is t r i c t.,i o'. Petty Seamen. Total. n' Petty Seamen. Total,;,I officers. officers. Dunkir............. 415 85 4,005 4, 094 1, 033 849 6, 391 419 101 4, 113 4, 214 1,053 842 6, 528 Harre.............. 1,265 18 4436 4,574 1,889 1,029 8,757 1, 266 136 4,549 4 685 1953 7767 9033 138 4 36 4,74 1,18953 7 767 - 9, 033 Cberbourg........... 570' 191 2, 624 2, 815 896 563 4, 844 583 195 2, 669 2, 864 852 624 4, 920 Brest................ 726 1,097 10,023 11, 120 4,550 2, 071 18, 467 712 1,101 10,265 11,366 4, 648 2,043 18,769 -St. Servan-.,- -,. 9 - - 968 335 7,549 7,884 2, 449 1,577 12,878 868 343 7, 581 7,924 2,713 1,400 12,905 9 I'Orient.....- -- 1,078 446 6,144 6,590 1,561 1, 706 10, 935 1,091 461 6, 302 6,763 1, 563 1,66 11, 079 Nantes.-.-.-.... —. 1,123 132 3,693 3,825 1 488 1,016 7, 452 1, 151 144 3,838 3,982 1, 445 1, 047 7, 625 Rochefort.-... 789 300 2, 910 3, 210 1,201 1,101 6, 301 789 305 3,067 3, 372 1,352 1, 190 6, 703 Bordeaux......... 1,034 258 4,462 4,720 1,279 1,034 8,067 1,074 252 4,578 4,830 1,208 917 8,029' Bayenne............. 171 108 1, 118 1, 526 519 156.2, 372 172 118 1,433 1, 551 525 161 2, 409 Toulon..- -,.... 2,911 2,043 8,757 10,800 3,262 3,632 20,605 2, 936 2,115 8,932 11,047 3,103 3,721 20, 807 Total.... --—.| 11,050 5,133 56,025 61,158 20,127 14,734 107,069 11,061:5,2711 57,327 62,598 20, 415 14, 773 108,807 No. 3 —Continued, 1845. 1846. Districts. Petty ofcers and seamen. 7t4 Pettyofficersandseamen. 0; Petty Seamen. Total.; ~ k- i B 5$ ~~~~~~~~~~PettySeamnen, Tota l.. ~ II~k officers. officers. ~~~~~~~~~~~~~~~~~~~~~officers.( Dunkirk.-........ 407 112 4, 271 4, 383- 1; 068 902 6, 760, 421' 116 4,191 45 307 980 895 6, 603:avre..............'1, 265 151 4,777 4, 92.8 li 997 1,289 9, 479. 1) 274: 150i 4, 765 41915 1 964 1) 340 9,493.herbourg........... 594 204 2, 755 2, 959 841, 703 5, 097' 619. 204.!, 680 2, 884 830 742 5, 045 Brest 737 1,155 10,801 11,956 4; 677 2, 378 19, 748 752: 1,179 11, 08 12)387 5- 378 1,.742 B1, 259 St. Seivan........... 88t 312. 7,539 7,851 2, 768 1:, 404 12, 964 879 378 7 526 7,904 2, 627 1), 202 12) 6:12 L'Orient............ 1,113 471 6i 560 7,031 1, 639: 1, 808 11, 591 1,066 440 6, 336.6, 776 1, 434 1, 934 11, 210.Nfantes................ 1,173 153. 3, 952 4,105 1; 501 1,035 7,814 1,168 191 3, 737 3, 928 1, 381 991 7, 468 Rochefort............ 791 315 3,1Z71.3, 486 i.1273 1i, 183 6- 733 697 319 3, 347 3i 666: 1, 185, 1,217 6,765 ~. Bordeaux.'....... 1,096 259: 4, 689 4, 948 1,125 779 7, 948 1,091 256 4, 718: 4i 974 1,132 754 7,)951' Bayenne......-....- 17 120- 1, 4.46- 1,5667 591 174. ~, 508 175 120 1,399 1,519 631. 180 2, 505- i'oulon............. 2,899 2,104 9, 320 11,424 3,155 3, 769 21,247 2, 981 2,139 9,137 11,276: 2i812 3, 657 20, 726 Totals....... 11,133 5,416 59,284 64,697 20,635r15,424 ill 889 11,123 51492; 59,044 64 536 20,a54 15, 624 111, 637 No. 3-=-Continued..~ 1847. 1848. Districts. ~ Petty officers and seamen. Petty officers and seamen. r; 4-;4 43~~~~~~~4.9 PtySaeTtl;. Petty Seamen. Total. W 9 ~~~~~~~~~~~~~~~~~.,Pett~y Seamen. TPotal. ~ officers. ~ officers. ~ Dunkirk............ 431 116 4, 382 4, 498 943 951 6, 823 440 121 4, 448 4,'569 1, C44 966 7, 019 Haw'e........ 1,277 146 4, 964 5, 110 2, 108 1,388 9, 883 1,281 134 4, 943 5, 077 2,147 1, 385 9, 890 Cherbourg........ 587 209 2,729 2,938 858 753 5,136 609 213 2,752 2,965 910 714 5,191 Brest............... 793 1,114 11,576 19,690 6,621 3,176 23,280 814 1,243 12,441 13, 684 7, 305 3, 301: 25,104 St. Servan........... 903 374 7, 744 8,118 3, 124 I, 346 13, 491.927 375 7, 806 8,15! 3; 225 1,393 13,796 L'Orient......... 1,082 433 6, 663 7,096 1,468 1, 944 11,590 1,097 415 6,791 7, 206 1, 940 1, 866 12, 109 -Nantes..........., 1,199 -900 3, 940 4,140 1, 354 912 7, 605 1, 222!ss 4, 005 4,193 1,439 1, 092 7, 91.6 Rbchefort............ 709 316 3, 458 3, 774 1,428 I, 299 7,140 726 241 3, 578 3, 919 1,486 1, 321 7,452 Bordeaux........... 1,076 260 4,709 4,969 1,269 648 7, 96Q 1, 081 263 4, 779 5, 042 1, 276 729 8, 128. Bayenne............. 173 123 1, 423 1,546 778 o(0 9, 697 174 -113 1,468 1, 581 902 215 2, 872 Tou10i............... 3, 032 2,130 9, 697 11,827 3,159 4, 227 22, 245 3,074 2,185 10,174 12, 359 3, 243 4,298 22, 974 Total............ 11,262 5,421 61,285 66,706 23,110 16,770 117,858; 11,438 5, 591 63,185 68,776 24,917' 17, 280 122,411 No. 3 —Continued. 1849. 1850. Districts. Petty officers and seamen.; Petty officers and seamen. k~~~~~~~~~~~~~~~~~~~ o; I Petty Seamen. Total. I;~ Petty Seamen. Total. officers. Q officers.;-4~~~~~~~~~~~~~~~~~~~~~~ Q F3 0 0 0 Dunkirk............. 446 120 4,412 4,532 1,075 930 6,974 444 124 4, 408 4,532 902 959 6,837 Havre............... 1,295 133 4,976 5,109 2,168 1,252 9,804 1,251 140 5, 076 5,216 2,145 1, 445 10,057 - Cherbourg........;- 579 210 2,695 2,905 934 687 5, 119 587 208'2, 719 2, 927 873 685 5, 072 Brest............... 832 1,255 12,,410 13,665 7, 347 3, 351 25, 182 806 1,277 13, 395 14,672 7,216 2, 968 25,662 St. Servan........... 928 373 7,769 8,142 3,505 1, 411 13, 968 941 369 8, 049 8,418 3, 441 1, 205 14, 005 o) L'Orient-..' —-- 1,107 389 6,759 7,148 1,960 1,890 12,087 1,082 384 6,984 7,368 1,711 2, 327 12,488 Nantes......-........ 1,254 186 4,022 4,208 1,469 1,091 7,984 1,266 186 4,092 4,278 1,538 1,088 8,170 Rochefort............. 760 344 3,580 3,924 1,502 1,260 7,410 762 280 3,841 4,121 1,512 1, 351 7,746 a Bordeaux............ 1,07 2 49 4,712 661 1,215 757 7,997 1,114 237 4,645 4,882 1,015 632 7,643 - Bayeime............. 181 117 1,469 1,586 872 234 2,865 188 117 1,594 1,711 796 215 2,910 Toulon-............. 3,132 2,110 10,240 12,350 3,252 4,310 22,972 2,961 2,042 10,979 13,021 3,291 4,600 23,873 Total........... 11,621 5,518 64,467 69,985 25,311 17,135 124,052 11,402 5,364 65,1782 71,146 24,440 17, 475 124,463 a.4 630 S. Doc. 112. No. 4. Return of the quantify of - dried cod exported direct from the place where cazuzht to the colonies of France, with the rate and amount of bounty paid thereon, in the years 1842 to 1850 inclusive. Years. a$~~~ 0a ~. Fracs. Kilogrammes. Francs. Kilogrammes. 1842........ 83 22 6, 366, 042 1, 401), 5Q9.30 76,669 1843.................... 110 22 7, 943.377 1, 747 5:12 94 72, 213 1844.................. 88 22 7,591, 477 1,669,684 94 86,380 1845............... 120 22 9,538,033 2, 098, 367. 26 79, 483 1846....... *. 115 22 9,869,153 2,171,313.61. 92,443 1847 126 22 9, 366,996 2,051,760.72 74,150 Total.64.... 6 50,675,078 11,139, 098.82 481, 368 Annual average...... 107 8,445,846 ],856,516 33 8(,228 Average of preceding period. 68. 6, 466, 024 1,808,099.94 104, 234 1848....... 84 22 5, 838, 692 1,284,512.35 69,508 1849........... 91 22 5,275,637 1,160,640.14 57 974 1850.. I....... 107 22 5,544,399 1, 219,767.86. 51,816 Average of eight years1842 to 1849. 1 0..2. 10 2 7,723,550 1,69Q,030.35 762100..... ]~ 83 2/6,6,4 14059.07,6 S. Doe. 112., 681 No. 5. Return of the quantity of dried cod of French catch exported from the warehouse in Pratice to French colonies, in the years 1842 to 1850, inclusive, and the amount of bounty paid thereon. Years. ~ Ua.00 ~ ~ ~ ~~~~ o~ o E. CS a z d Francs. Kilogrammes. Fracs. Kilogrammes. 1]842...... 121 22 3,759,988 827, 156.76 31,072 i843................... 14:6 22 4,3811,036 963,607.9 30,000 1844...... O....[173 22 4,382,355 964,118.10 25,331 1845................... 202 22 5,372,286 1,181,902.92 26,590 1846........ 109 22 3,696,73.54' 813,197.88 33,911 1847...... 82 22 2,977,965 655, 152.30 36,616 Total.............. 24,568,804 5,405,135.88 183,220 Annual average.139...... 4,094,800 900,855.98 30,533 Average ol preceding period. 68 3,580,050 914, 434.00 52, 646 1848.....8..7s-......... 87 22 2, 456,812 536,098.53 28,239 1849................... 119 22 3,162,766 695,408.52 26, 611 1850.................... 4 22 1,936,387 426,005. 1 4. 185t................~ 4 2: 3,8 a6051 Mean of eight yearn —1842 to 1849.. 129...... 3,773, 547 829,630.00 29,758,.......~ — --- ----- — ~ —------- 682 S. Doc. 112. No. 6. Return of the quantity of dried cod of French catch exported from tihe ports and curing places of Prance to French colonies in the years 1842 to 1850, inclusive, and amount of bounty thereon. 0 a0 Years. 0 -. Yexs E a A Franrs. Kilogrammes. Francs. Kilogrammes. 1842...................... 44 16 766, 913 122, 240.96 17, 429 1843................ 31 16 385, 027 61,604.32 12, 420 1844........ e e 47 16 634,87'2 101, 579.52 13, 507 1845...................... 19 16 231, 287 37,005.92 12,173 18'16w....................... 23 16 761,863 121,898.08 33, 124 1847.............. 2 16 47,909 7,655.44 23,954 Total........... 166.. 2, 827, 871 451,984.24 112, 607 Annual average.....2........ 27? -*Q e. 471, 312 75,330.70'18,768 Average of preceding period, 1837, 1838, 1839........... 17....... 276,423 50, 688.00 14, 515 1848...................... 31 16 556,504 89,040.72 17,951 1849................ 41 16 863, 6,9 138, 188.72 21,065 1850....................... 27 16 661,838 105,894.16......... Average of eight years-1812 to 1849.29....*. 531,007 84,902.96 18, 953 Return of the quantity of dried cod exported direct from the places where caught, by fishermen of France, to foreign countries, in the years 1842 to 1850 inclusive, with the amount of bountypaid thereon in each year. Spain and Portugal. Algeria. Levant. Italy. Total quan- Total amount Years. Quantity Bounty in Quantity Bounty in Quantity Bounty in Quantity Bounty in tity exported. of bounty in kilo- francs. in kilo- francs. in kilo- francs. in kilo- francs. paid, in grammes. grammes. grammes. gram mes. fancs. ]842.................................................... 745,794 89,495,28 745,794 89,495.28 1843.......................................... 1,203,401 144,4)08.12 1, 203, 401 144, 408.12 1844..................... 211, 684 29, 635.76.2................................ 364,792 283, 775.04 2, 576, 476 313, 410.80 ~ 1845..................... 322,933 45,21062............................................ 3,047,996 365, 759.52 3,370,929 410,970.14 18s46................................. 250,580 35,081.34....................... 2,447,124 293,654.88 2, 697,705 328, 736.22 1847................................. 71,367 9,991.38.................... 871,017 104,522.04 942,374 114,513.42 Total............... 534,617...... 321,948............................ 10,680,124............. 11,536,679.......... Annual average..................................... s.-,..... 1,780,020.............. 1, 922, 780.. Average ofpreceding period................... 3,063,358 3, 137, 331......... 1848.................. 140,838 25,350.84 389, 708 70,147.44 1,699,081 203,889.72 2,229,627 299,388.00 1849.................... 217,405 30,436.70 176,805 31,824.90 205,647 37,016.46 2,467,416 296,089.92 3,067,273 395,367.98 1850........................................................... 92, 444 Total bounty......... 105, 283.08...... 102,248.46......... 107, 163.90.......... 1, 781,594.52........... 2, 096, 289.96 Average of eight years1842 to 1849............ 94,003 13,160.38.......... 12,781,05.................. 1,855,828 222,698.75 2,101,197 262,036.22 GO~ W~r No. 8, Return of the quantity of dried cod, of French catch, e.ported from the ports of Prance to foreign countries in the years 1842 to 1850,- inclusive, uwith the amounzt of bountypaid thereon in each year. Spain and Portugal. Algeria. Levant. Italy. Years."~~ 8 c.f3.El ~~~~~~~ITotal quan- Total amount Years. E c E. |. tity exported. of bounty' m S~ ~ E paid, in ~ bn.,., oOao W3 b|5 = bo | 4; j D0o 0o |= 1842..............,,....... 39,345 5,508.30 163,122 22,837.08 160,772 22, 508.08 2,276, 758 273,210.96 2, 659, 995 324,064.42 1843................. 2, 486 340.04 346,763 48,546.82 639,084 89, 471.76 2, 789,131 334,695.72 3,777, 464 473, 054.34 t 1844.................. 26-.044 3,646.16 306, 684 42,935.76 1,219, 599 170, 743.86 2,390,578 28f, 869.36 3,942,905 504, 195.14 o 1845................... 616.392 86,294.88 227, 289! 31, b20. 46 1,408,333 197, 166.1,2 1,476,329 177, 159.48 3, 728,343 492,441.44 5 1846................... 3,297 461.58 330,543 46,276.02 1,813,228 253,851.92 2,053,473 246,446.76 4, 200,544 547,006 28 1847........... 4,082 571.48 150,606 21,084.84 503,679 70,515.06 2,108,614 253,033.68 2,766,981 345,205.06 - Total............ 691,616......... 1i,525,007....... 5,744,695............ 1 13,094,883. 21,076,229. Annual average........... 115,274.......... 254,168............ 957,449............ 2,182,480.................. 3,512,705..... Averageofprecedingperiod................... 73 973 ~...................... 3,4137, 331 1848..................6'.................668.8fi3% 120, 395.21 1,207,293 227,312'.74 2,895,163 347,419-.56 4,771,319 695,127.51 1849............... 10,000 1,800.00 208,420 37,515.60 2,178,353 392, 103.54 2,440,022 292,802.64 4,836 795 724, 221.78 1850........1.................... 148, 813 1.......... 302,059 1,065,674............ 1,576,546 Total bounty.................9862.44..........371,411.79......... 1, 423, 703.68. 2,211,608.16...... 4,105315.97 Average of eight years, from 1842 to 1849...... 87,705 12,327.85 300,286 46,426.47 1, 141,293| 177,962.94 2,303,558 276,451 00 3,835,813 513,164.49 S. Doc. 112. 685 No. 9. An account of the amount of bounties paid out of the treasury of France for the encouragement of the cod and whale fisheries, friom 1842 to 1849, inclusive. Years. Cod fishery. Whale fishery. Total. Francs. Francs.. Francs. 1842...... 3,295,285.18.356,845.54 3, 652,130.72 1843........... 3,922,518.16 461, 455.25 4,383,973.41 1844.................... 4,079,260.84 527,938.69 4,607, 199.53 1845............o....... 4, 765, 646.96 224, 602.76 4, 990, 249. 72 1846. I..... 4,481,531.36 296,611.06 4,778, 142.42 1847........................ 3,760, 668.58 277, 845.40 4,038 513.98 1848........................... 3, 4;33, 446.01 89,948.40 3, 523, 394.41 1849.,:...... o..o. 3, 644,957.33 190, 821.52 3, 835,778.85 Total,,.......... 31,381,314.42 2,426, 068.62 33,809,383.04 Annual average during the above eight years, 4,226,172.88 francs. NOTE.-The amount of bounties paid in France up to the 1st dav of December, 1851, was as ollows: Francs. Cod............................ o............................ 00. o 2 63 t643.l0 Whale.............. e........................................ 178,010.6' Total....................... oo,...................... 92, 809, 654.52... S S. Doc. 112. 687 APPENDIX. Having described in previous portions of this report the various works which compose our system of artificial improvements, a brief notice of the internal and domestic commerce of the country, which may be said to be the result of these works in connexion with our unrivalled natural channels of trade-our navigable lakes and rivers; the general character and direction of this commerce; its progressive development, and present and prospective magnitude; the influence it has exerted in the advancement of the wealth and prosperity of.the country; and the relation that some of our leading staples bear to our foreign and domestic trade-forms an appropriate sequel to be considered in this Appendix. The great facilities which are offered by the topographical features of the country for a vast and extended domestic commerce, were foreseen at an early period of its history. The wonderful sagacity of hWASHINGTON discovered and predicted the result which the people have within a comparatively few years achieved. When, in 1783, he proceeded up the Mohawk valley to Fort Stanwix, the present site of Rome, N. Y., and from thence, over the route now occupied by the Erie canal, to the waters of Wood creek, which flow into Lake Onta-t rio, and from thence to the sources of the Susquehanna, he gave the following expression to this glowing thought: "Taking a contemplative and extensive view of the vast inland navigation of the United States, I could not but be struck with the immense diffusion and importance of it, and with the power of that Providence who had dealt his favor to us with so profuse a hand. Would to God we may have wisdom to improve them." Our national progress has undoubtedly far transcended all that the "Father of his Country" dared ever to hope or desire. Our natural avenues have been improved, and artificial ones have been constructed, allowing the free, rapid, and cheap movement of the products of national industry in every direction, and the producer and consumer in every portion of the country are brought into convenient connexion with each other. By opening easy access to markets, the developmeht of our resources has been stimulated to an extraordinary degree. The results obtained can hardly be better expressed than by copying the following paragraph from the celebrated Treasury Report of the Hon. Robert J. Walker, of 1847-'48, in which he says: "The value of our products exceeds three thousand millions of dollars. Our population doubles once in every 23 years, and our products quad ruple in the same period. Of this three thousand millions of dollars only about $150,000,000 are exported abroad, leaving $2,S50,000,000 at home, of which at least $500,000,000 are annually interchanged between the several States of the Union. Under this system, the larger 638 S. Doc. 112. the area and the greater the variety of climate, soil and products, the more extensive is the commerce which must exist between the States, and the greater the value of the Union. We see then, here, under tile system of free trade among the States of the Union, an interchange of products of the annual value of at least $500,000,000 among our twenty-one millions of people, whilst our total exchanges, including imports and exports, with all the world beside, containing a population of a thousand millions, were, last year, $305,] 94,260." The following tables will exhibit something of the productions and value of the country in 1850, and of its commerce with foreign nations in 1851. These tables have been compiled from various authentic and official sources, and may be relied upon as the nearest approximation to correctness that can be had under the present system of procuring statistics. The following statements show the trade and commerce, population, treasury receipts, &c., of the country, fbr several years: Average yearly imports, 1821 to 1826, inclusive, specie omitted - $74,554,315 Average yearly imports, 1821 to 1826, inclusive, specie included. -..-.......... 80,878,348 Average yearly imports, 1848 to 1852, inclusive, specie omitted 176,247,101. Average yearly imports, 1848 to 1852, inclusive, specie included.- —.,,.,,,,.. -,,~,,;, 181,966,579 Average yearly exports, 1821 to 1826, inclusive, specie omitted --------------—. —------------- ----- 69,439,785 Average yearly exports, 1821 to 1826, inclusive, specie included.................. 77,491,843 Average yearly exports, 1848 to 1852, inclusive, specie omitted-.. —....... 155,760,131 Average yearly exports, 1848 to 1852, inclusive, specie included..................... 175,943,360 Tonnage in 1S21..8.........-. 1,298,958tons. Tonnage in 1852.......,..,............... 4,138,441 tons. S. Doc. 11 2. 689 Jieceipts into the Treasury from customs and other sources. Year. Custolms. Total fioli all sources. 1800 ------ —... $9,080,932 $12,451,1(84 1810 -.. - 8,583,309 12,144,206 1820....... - 15,005,612 20,881,493 1821 _ - _... _. —-- $13,004,447 $19,573,70:3 1822.... - -- -- --- 17,59,9761 2 0,232,427 1823 -----------------—,, — - 1iS8o,97433.i 2040,540,66 1 824 - - -. D17,878,32-5 20,381,212 182-5 - ----- I —---—. -D —- - 20,098,713 26,840,858 87,659,679 107,468,866 Average. —------ - 17,531,936 21,453,773 t8830 -. u21,922,391 $24,844,1 16 i 881... — 2. D2 4, 2 4 4.41 28,5 2 6,82 0 3 32 2 8- 4 6 5, 46,237 31,865, 561 18.33! 29,032,508 33,948,426 183 4.1 - 6`,2, 14- 957 21,791,93 9 119,859,534 143,976,864 Av erage.-.-. —--—.. 25,971,907 28,795,373 1847 -. - -$23,74. -39747,7864 $52,025,989 184IS iS 8..... —------- 31,757,070 56,693,450 1849.....28........ ~S D346,738,59,663,097 1850() -...... 39,668,686 47,421,748 1851. 49,017,567 52,312,979: 1852 -...-...__._ - 47,339,326. 49,1728,386. Per cent. increc:se in clustomz r-cei]pts. Year. l Customs.S. Per cent. increase for 10 years.. 1810 -. —----— 8, S533 30) to.. —.- - 78 +-,180 -.., 1.,005,612) ) to - - - - - 46 + 18to30 - - 21,922,391) ) to. (Decrease.) I840 ----- -- — _D 13,499,502) to - -. 193% + 1850........*.39,668,686 ) 45 Statement showing the valuation, area, and population to the square mile il 1850, with the indebtedness of the several States in 1851. ralhuation. States. - Area in squaare Population to the Indebtedness in 1851. miles. square mile. Assessed value. True or estimated value. Alabama-2. -..- $219,476,150 $228,204,332 50,722 15.21 $8,539,110 Arkansas - - - 36,428,675 39,841,625 52,198 4,01 1,506,562 Califbrnia* ---.................. 22,123,173 22,161,872 188,982....... 475,460 5 Connecticut.-.. - - -. 119,388,672 155,707,980 4,674 79 33 91,212 Delaware.-.. ---- 17,442,640 18,652,053 2,120 43.17 -...-. — Florida... -2 —. 22,2784,837 22,862,270 59,268 1.47 t2,800 Geortgia - - - 835,110,225 335,425,714 58,000 15.62 1,828,472 Illinois 114,782,645 156,265,006 55,405 15.36 16,627,509 indiana.. - -..-. —---- | 152,870,399 202,650,264 33,809 29.23 6,775,522 9 Iowa - - -21,690,642 23,714,638 50,9.14 3.77 79,442 Klentucky ------ - -. 291,387,554 301,628,456,37,680 26.07 4,397,637 Lbuisiaina. -- 220,165,172 2338,998,764 46,431 I1.15 11,492,566 Maine... 96,765,8S68 122,777,571 80,000 19 44 600,600 iMarvland -. - -208,563,566 2 1 9,217,364 9,356 62.31 15,424,380 ifassachusetts..... —... 546,003,057 573,342,2S6 7,800 127.49 6,259,930 tMichigan - - -....30,877,_223 59,7S7,255 I 56,243 7.07 2,529,S72 Mlississippi. --- - -- 208,422,167 228,951,130 47,156 12.86 7,271,707 lMTissouri -................. 98,595,463 137,247,707 67,380 1 0.12 922,261 New Hamapshire - - 92,177,959 104,652,S35 9,280 i 34.26 76,000 tew Jersevt. — ------—.. 190,000,000 200,000,000 S 8,320 58. S84 71,S10 New xYork -7. -. - - 15 v69,028 1,080,309, 16 46,000 67.338 23,46G3,88 ~Norih Carolina a - -- 2192,071,413 226,800,472 45,000 19.30 977,000 Ohio................. d. 43,8372 7,6.32 504,726,120 39,96 4 49.55 18,744,594 Pennsylvania... 497,089,649 722,4S6,120 46,000 50,25 40,316,362 Rthode Island -.. —. —-- 77,78S,974 80,508,794 1,306 112.97 South Carolina 28386,.7,709 28,257,694 24,500 27.28 2,061,292 rTennessee - - -- 1S9,437,623 201,246,686 45,600 21 98 3,352,856 Texas... -1,027,456 52,740,473.237,321.8S9 12,435,982 Vermont... -- 71,671,651 92,20.5,049 10,212 30.76Virginia.. 379,561,660 389,731,438 61,352 23.17 15,196,856 Wisconsin.......,715,525 42,056,595 53,924 5.65 12,892 5,983,149,1407 7,068,157,779 1,486,917 - --. -- - 201,541,624 Total debot in1 1. 1851 - a $201,541 624 Total Jainuary 1, 1850 ------- - - - -- - -------- 209,305,5521 Total. January 1, 1.849... 211,252,432 a Total January i, 1848.... - 205,708,038 Total January 1,.1847. - - - -- - - O.- d216,911,554 Total January 1, 1846.. _ 224,023,827 Only thirteen counties-the other statistics destroyed by fire in San Francicseo. t This is the Territorial debt. I In New Jersey only the real estate was given, (partly estimated ) 692 S. Doc. 11 2 On the 1st of June, 1850, the population of the United States was 23,263,000, and the rate of increase during, the preceding ten years9 with an average immigration of 150,000 per annum, was shown to be About three and one-fifth per cent. annually. At this rate of progress, the inhabitants had increased to 25,237,000 on the 1st of January, 3.S53. But during the intervening time there had arrived from Europe 990,000 immigrants, wvhich was 604,000 above the average for the same lengdti of time during the previous decennial term. This excess being added to the natural increase, and to the number of immigrants who had arrived upon the average before. mentioned, the result. showvs that the population of the United States on the 1st of January, 1853, was 25,841,000, representing; an increase of 2,578,000, somewhat over eleven per cent., during the thirty-one months preceding. This increase of population is probably greater tlhan the ratio wtshich ought to be assumecl in estimating the advance of the country in respect to its prop erty, productions, and material resources in general, Ten per cent~ may be adopted as a truer ratio, and upon this basis of scomp-atation and comparison the IbllowvinS tables have been prepared. S. Doc. 112. 693 VTaluation of real anid personal estate of the inhabitants of the United States for the years ending June 1, 1860, and December 31, 1S52, together' with the average amount to each inhabitant. States and Territories. True or estimated True or estimated Population of Average real value in 1850. value in 1852. each State and personJanuary 1, al property 1853. to each individual. IMaine. - - --—. —--- $122, 777, 571 $135, 055, 328 649, 338 $208 New HIampshire. —- - 103, 652, 835 114, 018, 118 352, 960 323 Vermont ---- ---- 92, 205, 049 10], 425, 553 348,673'290 MIassachusetts. - 573, 342,286 630, 676, 514 1, 103, 883 571 Rhode Island..-. --- 80'3, 508, 794 88, 559, 673 163, 769' 540 Connecticut --—..... — 155, 707 980 171,278, 778 411,578 416 New York -.- 1, 080, 309, 216 1, 188, 340, 137 3, 438, 107 345 New Jer.ey -. —.. ——. 200, 000, 000 220, 000, 000 543, 406 4064 Pennsylvania. —-—. —--- 722, 486, 120:794, 734, 732 2, 566, 082 309 Delaware.-............ 18, 652, 053 20, 517, 258 101,603 201. Mfaryland ------------—. 219, 217,364 241,139,100 647,168 372 Vi:rginia.... -............ 430,701,082 473, 771,190 1 l, 578, 043 300 lNorth Carolina... 226, 800, 472 249, 480, 519 964, 482 258 South Carolina. —..2 —.. 288,257, 694 317,083,463 742, 042 427 Georgia ------— 335, 45, 714 368,968,285 1 005,658 366 Florida. -.2 —2 - 2, 862,270 25,148, 497 97, 015 259 Alabama -------- 228,204, 332 251, 024,765 856, 554 293 ississippi..... 228, 951, 130) 251, 846, 243 673, 276 374 Louisiana.. —---------—. 233, 998, 764 257, 398, 640 574, 690 447 Texas... —--—. —------- 52, 740, 473 58,014,520 235, 977 245 Arkansas --------------- 39, 841, 025 43, 825,127 23'2, 699 188 Tennessee -------------- 201,246, 686 221, 371,354 1, 112, 913 198 Kentucky -.. —--- 301, 628, 456 331, 791, 301 11, 090, 569 304 Ohio. —----------------. 504, 726, 120 555, 198, 732 2, 198, 252 252 Michigan 59, 787, 255 65, 765, 980 441, 395 148 Indiana 202, 650, 264 222, 915,290 1,097,141 2)3 Illinois ---— 1 —------—. 156, 265, 006 171, 891,506 945, 131 181 Missouri. —---—.. ——. 137,247,707 150,972,477 757, 067 199 Iowa.. —-------— 2 —-. 23, 714, 638 26, 086, 101 213, 357 122 Wisconsin 42, 056, 595 46, 262, 254 338,-762 136 California -- 22, W1, 872 24, 378, 059 183, 150 133 District of Columbia.. 14, 018, 874 15, 420, 761 57, 372 268 Minnesota Territory -6, —. -..... —. —------------- 6,744............ Utah Territory -—.. —. - 986, 083- 1,084,691 192,631 86 Oregon Territory. ---- - 5, 063, 474 5,569,821 14,755 384 New Mexico.- ---- 1, 174, 471 1,291,918 67, 701 19 Aggregate -------- 7, 133, 369,725 7, 846, 706, 697 In the preparation of the foregoing statement, the tables of the seventh census have been strictly followed, and the general rates of increase, both for population and property, found to have obtained throughout the country during the past thirty-one months, have been applied to each State, though, of course, some States have advanced much more rapidly than others. There is reason to believe that the real and personal property is considerably undervalued in the census report. This will be illustrated by the following comparison of prop 694 S. Doc. 112. erty and wealth among the urban and rural population. It appears from the census that140 cities and towns, of more than 10,000 inhabitants each, contain a population of. -.........- 2,860,000 Towns and villages of over 200 inhabitants (estimated) - - 1,140,000 Total population of cities, towns, and villages in the United States-. —.., —.-.-. —----- —.-. 4,000,000 Total rural population —- ---—. 19,263,000 23,263,000 The four cities of New York, Philadelphia, Baltimore, and Boston, contain a population of..-........ 1,21 4,000 Amount of real and personal property............. $702,000,000 Average amount of real and personal property to each individual inthe above'cities................... $578 Aggregate amount of real and personal property owned by residents in cities, towns, and villages...... 2,312,000,000 The average amount of personal property owned by each inhabitant of cities and towns appears to be $166. If the average a-mong the rural free population be about the same, it follows that at the aggregate distributed among that class is $2,660,000,000., The total amount of real and personal property in the United States on the 1st June, 1850, therefore, may be thus stated: Value offarms, plantations, live stock, farming implements, materials, &c ----- ----. $4,599,364,000 Personal estate, other than above, owned by the rural population...-. 2,660,000,000 Real and personal property owned in cities, towns, and villages.-............................... 2,312,000,000 United States and State stocks owned in the United States, representing public property and not taxed 100,000,000 Total value of real and personal property of the United States in 1S50- -..................... 9,071,364,000 Add 10 per cent. for increase of prices since June, 1850 907,136,400 Add 10 per cent. for increase in the amount of property 907,136,400 Total value of real and personal property, January 1, 1853.................... -10,885,636,800 The subjoined table is designed to exhibit a general view of the agriculture of the United States. The aggregate quantity and value of crops are first presented, and next the several items which are supposed to constitute the fixed capital of the agricultural interest. It has been thought proper to assign one-fourth of the value of live stock to the column of annual production, as that is probably the rate of yearly increase. The remainder, together with the value of farms and farming implements and machinery, should obviously be reckoned as capital. S. Doc. 112. 695 In ascertaining the average price of crops, those of the New York Price Current for January, 1853, have been taken,'and a deduction therefrom of fifteen per cent. has been made, to cover expenses of transportation and commercial charges. Where special circumstances require a departure from this rule, they are noticed in the remarks appended to the table. Table showing the amount and value of the productions of agriculture in the United States for the year 1S592. Productions. Quantity. Price. Total value. WVheat -o..-. bushels. 143,000, 000 $1 00 per bushel. $8143, 000, 00.) Rye. -—. ——. s —---—.. do.. 1; 607, 000 89.... —do. 13, 880, 230 Indian corn. ---—. —--—.- do - 652, 000, 000 60....do —.. 391,200, 000 Oats. —.... —. ——. —---— do..- 161,000, 000 44....do —.. 70,840, 000 Rice-.-....-...... —.pouZnd. 236, 843, 000 3 40 per pound — 8, 052, 662 Tobacco.....- - do. 283, C00,000 6....do l16, 980, 000 Cotton. —— o oo —. --—. —- do o. 1,290, 000, 000: 10 --- do-. —. 129,000, 000 Wool. -.- - do-.- 58, 067, 000 50 --- do.. 29, 033, 500 Peas and beaus -..o.... — bushels 10, 141, 000 80 per bushel. S, 112, 800 Irish potatoes. -. O. do. 97, 500,000 75....do..... 73, 12, 000 sweet potatoes.. -------- do. 42, 085, 000 80....do 33, 668, 000 Barley ---—. —------. _do —- 5,683, 000 60....do —-- 3, 409,800 Buckwheat... —---- do- 9, 900,000 50....do. 4, 950, 000 Orchard produce........ 10, 000, 000 Wine --—. —---—.. —--. gallons. 1 000, 000 50 per gtallonl 500, 000 Value of produce of market gardens.. 50, 000, 000 Butter.. —- -------- pounds. 344, 592, 000 20 per poud 68, 918, 400 Cheese. —.- -- - -—..'...o. 116, 088, 000 6....do._._ 6, 964, 280 Hay --------—.......... —----— tons.. 15, 222, 000 12 50 per ton. 1902 975, 000 Clover and other grass seeds, bushels. 974, 380 5 00 per bushel_. 4, 871,900 Flax seed. —------ --—.do... 8,487,500 1 30....do..- 11, 033, 750 Hops.................... pounds. 4,231,000 17 per pound — 719, 270 Hemp... -----.-.... toll. 39, 000 136 00 per ton. 5, 304, 000 Flax - --—. —--------— pounds- 15, 420, 000 6 per pound.. 925, 200 Maple sugar ---------------- do. — 39, 675, 000 5....do. 1, 983, 750 Cane sugar. - _o... d 272,-339, 000 4 _...do 4. 10,893,000 Molasses.......... -- gallons. 13, 970, 000 25 per gallon.. 3, 442, 500 Beeswax and honey......... pounds 16, 500, 000 20 per pound.. 3, 750, 000 Animals slaughtered....... —.-.-.......-...... ----- -. 133, 000, 000 Poultry... ------ ---------- 20, 000, 000 Featthers -- -O. -.................. 2, 000, 000 MIilk and eggs.-.-. -.-.-.-.-. 25, 000, 000 Residunm of crops not consumed by stock —- -- -........ 110, 000, 000 Annual increase of live stock...................- ---.......... 167,750, 000 Total annual productions of agri culture......... --------------- 1,752, 583, 042 Value of fairms............................................ ---—.... —. $3, 914, 864,000 Three-fourths of the value of live stock. —................ —-. - -- -- - - 503, 250, 000 Value of farm implements, &c,......................-.. —-—....-.. 181, 250, 000 Total capital employed in agriculture...-.......... 4, 599, 364, 000'The price stated may be too high, and the quantity underrated. 696 S. Doe. 112. RIEMARKS UPON THE AGRICULTURAL TABLE. 1. The crop year of lS49, to which the returns of the sevelnth census apply, wa-s reported nearly all over the country as a season of "' short crop." Investig ations undertaken by State legislatures and agricultural societies prove that the aoggregate production of wheat reported in the census tables wa8s below the average by at least 30,000,000 of bushels. That amount has been added to form a basis of comparison for ascertaining the crop of the past year, as given in the foregoing table. 2. Thoe quantity of tobacco assumed as the production of 1852, exhibits an increase of more than iorty per cent. on that of 1849. This result is ascertained fiom commercial statements, and circulars, the accuracy of which there is no reason to question. 3. The cotton crop of 1852 is estimated at 3,225,000 bales of the average weight of 400 pounds, and the average price for -the year is assumed at ten cents per pound.'The quantity will probably exceed that given in the table. Able statistical writers have made calculations showing the probability of such an increase in the production of this great st-aple as will bringc up the crop of 1860 to 1,720,000,000 pounds. 4. The census returns of 1850 showed a small decrease of the potato crop as compared with 1840. This was owing to.the disease called the potato rot. That disease is said to be disappearing, aid it is considered saft to assume the production of the past year as about equal to what it would have been, had no such cause of' retrogression occurred during the course of the late decennial term. 5. The census tables undoubtedly present an estimate of the wine crop very filr below the truth. In the State of Ohio, the vinta.ge of 1849 yielded more than the whole quantity assigned to the United States. Since that year, numerous vineyards along the Ohio, in Missouri, adnd elsewhere-some of them of la.rge extent-have been brought into a con dition to add largely to the production of' the country in this article Catifornia and New Mexico, also, reported as producing more than a quarter of all the wine of the United States, must become fertile wine districts. 6. The value of the produce of market gardens is much understated in the census returns. The class of produce coming under this designation includes the whrole of' sorrie highly important crops, as beets, turnips, carrots, onions, parsnips, melons, tomatoes, besides numerous minor productions which are separately of small account, but collectively amount to a very large sum. The estimate in the table is a moderate one. 7. The price of hay in New York at the end of the year 1852, was between twenty-five and thi,:ty dollars per ton. But the quantity of this bulky article entering into the trade of the country is relatively so small, and the expense of its transportation to a market is so considerable in comparison with its original value, that the arbitrary sum of' $12 50, or less than half' the selling price in New York, ha.s been as-.sulned as the average in the country at large. S. The item of the value of hides and peltries is a very important,one, amounting doubtless to many millions of' dollars; but it is presulled to be included in the value of animals slaughtered. S. Doc. 112. 697 9. The estimates for poultry, feathers, milk, and eggs, of which articles no returns are fobund in the census tables of' 1850, may seem to many extravagant; but the gross amount is equal to an average of only some twelve or fifteen dollars to each fa.rming establishment in the United States, and is undoubtedly very considerably within the truth. 10. Too high an importance has been soletimes attached to the residuum of crops as an integral' part of the agricultural wealth of the United States. In official tables heretofore published, the value of such portions of tlhe produce of the field and forest as are not susceptible, in the usual course of trade, of a transfer to market, and must be consumed on the farm, has been given at one hlundred millions of dollars. But it should be remembered that by fiar the greater part ot this v-alue has been already expressed in that of live stock, by which nearly the whole of it is consunmed. It -would obviously answer no good pu-rpose to give prominence to what has been thus disposed of as an independent item in our annual productions. But straw, corn-husks, aind some other substances which come under this classification, arie extensively used in the minor manufactures of the country, and will bezar the valuation assigned to theml in the table. 693 S. Doc. 112. The followbing statements show the number of manifacturing' establishments in the United States, the amount of'raw materials used, the capital invested. andg the total value of products, according to the census of 1850. Name of States. No. of estab- Value of raw Capital invested. Value of annual lishments. material. products. Maine... ----- 3, 977 $13, 555, 806 $14, 700, 452 $24, 664, 135 New HaImnps-ire -------- 3,211 12,745, 466 18,242,114 23, 164,503 Vermont ----------- 1,849 4,172,552 5, 001,377 8, 570, 920 Massachusetts. —--- -- 8, 259 85, 856, 771 83, 357, 642 151, 137, 145 Do. ——. fisheries. - 593 5, 582,650 6, 606, 849 Connecticut... 3, 482 23, 589, 397 23,589,397 45, 110, 102 Do -.-. fisheries. 252...... 1,986,300 2, 004, 483 New York -..... —--.23, 553 134, 655,674 99, 904, 405 237, 597, 249 New Jersey... —----. 4, 108 21, 992, 186 22, 184,730 39, 713, 586 Do fisheries... 101 -10.... -109, 678 140, 050 Pennsylvania.... - 21,595 87, 26, 377 94,473, 810 155, 044, 010 Delaware. —. —---- - 531 2, 864,607 2, 978,945 4,649,296 Maryland ---------- 3,708 17, 326,734 14,753, 143 32,477,702 Virginia. -..... —--. 4,741 18, 103, 433 18, 108,793 29, 592, 019 North Carolina......... 2, 604 4, 805, 463 7, 252, 245 9, 111,245 South Carolina......... 1,431 2, 809, 534 6, 060, 565 7,076, 077'Georgia..... -.. -...-.-.. 6, 704, 132 *Alabanma..-.. —.- ---- —.. 4, 464, 006'Mississippi..-.-..-.-................ - -2, 749, 838 *Florida —. 103 220, 611 547, 060 668, 335 *Louisiana. —------—. 1, 016 2, 486, 073 5, 314, 924 7, 043, 814'Texas.- ---—. —-- 399,734 613, 238 1, 202, 885 *Arkansas —. ----—. —-- -. —. 286,899 338,154 668, 815 "Missouri... - 2, 408, 457 9, 194,999 24, 250, 578 *Kentucky-:.............12, 458, 786 14, 236, 964 23, 273, 201 Tennessee... 4,757, 257 7, 044, 144 9, 443, 701 *Ohio ------ - - --.-... —.. — 62, 110, 138 *Indiana.-..... -------.. 9,347,920 7,917, 818 18, 747, 068 *Illinois... -8, 986,142 6, 128, 282 16,671,273'Michigan...-........ 6,221,348 6,443,316 10,729,892'Iowa ---—.-.. --- ------------- 2,093,844 1,256, 410 3, 393, 542 *California — - -..................... 60, 000, 000' Minnesota and other Territories......- 2, 342, 000'City of New York..... 3, 163 47, 664, 594 29, 407, 754 90, 382, 015 NOTE.-The chief production of California is gold. The amounts set opposite those States marked with a star are not official, and the revision of the table now going on in, the Census Office may slightly vary them; but the increase or dimunition will not be so considerable as to affect, in a material manner, the deductions which it is our purpose to draw' from the statement. - The aggregate of the above table added to the total productions of agriculture for the past year, and the value of home manufactures, given in another part of the census statistics, will give us a condensed view of the total money value of the productions of industry, including all interests, for the year 1852. The statement is as follows: Productions of agriculture...-..-..-.. —-.. —-. $1,769,512,642 Productions of general industry, 1850-....- - 1,030,000,000 Increase of productions of general industry in 1852.. 103,000,000 S. Doc. 1 2. 699 H14ome mra>nufactures, 1850* --— X-X... -.-. —--- $27,500r000 Increase of home manufactures, 1852- -. —-—. 2,750,000 Total value of productions of industry, including allenumerated interests -- 2,932,762,642 Were it practicable to bring within the scope of a general system of statistical inquiry, like that of the late census, every variety of occupation leading to valuable results, it cannot be doubted that this grand aggregate of production in the United States would appear much larger than in the foregoing statement. Divided by the number of inhabitants, free and slave, it gives $126 as the average annual production of each person. If we estimate the proportion of adult males as one to four of the whole population, the annual average production of each is shown to be $504. Statement exhibiting the value of domestic produce and mantfacture exported annually firom 1821 to 1852, and also the value per capita duaring the same period. Years ending- Value of domestic Population. Value per produce, &c., capita.: exported. September 30 -.. _...1821... $43, 671, 894 9, 960, 974 $4 38 Do-. --—.. —-822 ------—. 49,874,079 10, 283, 757 4 85 Do-....... 1823....-. 47, 155,408 10, 606, 540 4 44 Do-.... —-—.. —-- 1824....... —--- 50, 649,500 10, 929; 323 4 63 Do —-----...... ——.1825 -------- 66,809,766 11,252,106 5 94 Do -...-...... —.1826 ----- 52, 449,855 11,574,889 4 5.3 Do.-.... —--- 1827...... 57,878, 117 11,897, 672 4 86 Do.... -...- — 1828. —----- 49,976,632 12,220; 455 4 09 Do —------------- 1829 - 55,3087,307 12,543,238 4 39 Do ------------- 1830... 58, 524,878 12,866,020 4 54 Do —------------.. 831.. 59,218,583 13,286, 364 4 46 Do.... —--......1832... —- 61,726,529 13, 706,707 4 50 Do-...-... —----- 1833........ 69,950,856 14,127,050 4 95 Do --—.. —--- 1834. 80, 623, 662 14,547, 393 5 54 Do...............1835.-.... 100,459,481 14,967,736 6 71 Do. —.. ——... —-1836 -----—. 106,570,942 15, 388, 079 6 92 Do-.....1837 -------- 94,280, 895 15, 808, 422 5 96 Do.............. 1838 -------- 95, 560, 880 16, 228, 765 5 89 Do.... ——.. —--- 1839 -------- 101, Q25,533 16, 649, 108 6 10 Do-...... 1840........ 111,660, 561 17, 069, 453 6 54 Do...-..... 1841 —.. —-- 103, 636, 236 17,612,507 5 88 Do....-...... 1842. —. ——.. 91,799, 242 18,155, 561 5 05 Nine months to June 30, 1843.-.. —. 77,686, 354 18,698,615 4 15 Year to June 30. —-. —1844........ 99,531,774 19, 241, 670 5 17 Do.-.-...... —— 1845 ----—.. 98, 455,330 19,784,725 4 97 Do.....-....... 1846.-..... 101,718,042 20, 327,780 5 00 Do- 1.. 847. —. 150, 574,844 20, 870,835 7 21 Do-1848. 1848...... 130, 203, 709 21,413,890 6 08 Do. —----- 1849. —----- 131,710, 081 21,956,945 6 00 Do.-.......1850........ 134,900, 233 23,246, 301 5 80 Do...-..... —--- 1851.-..... 178, 620,138 24,250,000 7 36 Do- ----- 1852........ 154,930,947 25, 000, 000 6 19 Employed in mamLfactures-61 3,000 males, 214,000 females. 700 S. Doec. 112. Per cent. increase of domestic exports. Years. Amoult. Per cent. increase. 1821 >..........-. $43,671,894 to - 34+ 1830......... ——..... 58,524,878 to 94 3-5ths+ 1840 - - -- - - 113,895,634 to - - -- 20 1-Sth+ 1850. 136,946,912! Exports of domestic preoducefor several years, with amnount to each individual. Year. Amount. Population. Amount to each individual. 1830........ $58,524,5,878 12,866,520 $4 54 10-12+1840-......... 113,895,634 17,069,453 6 67 2-9+ 1850. 136,946,912 23,119,504 5 92 1-3+ The following table has never been published; it shows that the exports have doubled, per capita, with an increase of the population of about two hundred and forty per cent: S. Doe. 1i2 701,S~tatewment exhibiting the valtue offoreign merchandise imported, gre-cxported, kand consqumed, annually, foiom 1821 to 1851, inclusuie, (aind also the estimated lpopulation and rate of consumption, per capita, du'ing t'he same period. Value of foreign merchandise. Years ending- I. Imported. Re-exported. Consumed; and on hal. Reptember 30....1821 $62, 585, 724 $21,302,488 $411, 283, 236 9,960,974 $4 14 1822 83,241, 541 22, 286,202 60, 955, 339 10,283, 757 5 92 1823 77,579,267 27,543,622 50,035,645 10,606,540 4 71 1824 80, 549, 007 25, 337, 157 55, 211, 850 10, 929, 323 5 05 1825 96, 340, 075 32, 590, 643 63, 749, 432 11,252,106 5 66 1826 84, 974, 477 24,539, 612 60,434, 865 11,574,889 5 22 1827 79, 484, 068 23, 403,136 56, 080, 932 1:1, 897, 672 4 71 1828 88,509, 824 21, 595, 017 66, 914, 807 12, 220, 455 5 47 1829 74,492, 527 16, 658, 478 57, 834, 049 12,543 238 4 61 1.830 70, 8 6, 920 14, 387,479 56, 489,441 12,866,020 4 39 18:31 103, 191,124 20, 033, 526 83, 157, 595 13, 286,364 6 25 1832 101, 029, 266 24, 039, 473 76, 989, 793 13, 706, 707 5 61 1833 108, 118, 311 19, 822,735 88, 295,576 14,127,050 6 25 1834 126, 521, 332 23, 312, 811 103,208, 521 1.4 547, 393 7 09 1835 149, 895,742 20,504,495 129, 391,247 14,967,736 8 64 1836 189, 980, 035 21,746, 360 168, 233, 675 15, 388, 079 10 93 1837 140 989, 217 21,854, 962 119, 134, 255 15, 808, 422 7 53 1838 1.13, 717, 404 12, 4529 795 101, 264',60)9 16, f28.765 6 23 1839 162,092,132 17, 494, 525 144, 597, 607 16, 649,10)8 8 68 1840 107,141,519 18,190, 312 88, 951, 207 17, 069, 453 5 21. 1.841 127, 946, 177 15, 499,081 112, 447, 096 17, 612, 507' 6 38 1842 100, 162, 087 11, 72.1,538 88, 440,549 18, 155, 561 4 87 9 m'ths to.June 30, 1843 64, 753, 799 6, 552, 697 58,201, 102 18,698,615 3 11, Year to June 30..1844 108, 435,035 11,484, 867 96, 950, 168 19, 241,670 5 03 1845 117, 254, 564 15, 346, 830 101, 907, 734 19, 784,725 5 1:5 1846 121,691,797 11, 346, 623 110, 345, 174 20, 327, 780 5 42 1847 146,545, 638 8, 011, 158 1].38, 534,480 20, 870, 835 6 60 1848 154, 998, 928 21, 132, 315 133, 866, 613 21, 413, 890 6 25 1849 147,857,439 13,088,865 134,768, 574 1 21.,956, 945 6 13 1850 178, 138, 318 14, 951, 808 163, 186, 510 23, 246, 301 7 01. 1851 223, 419, 005 21,743, 293 201,675,712 24,250, 000 8 31 1852. 252, 613, 282 17, 273, 341 195, 339, 941 24, 500, 000 8 00 Total' imports consumed in the United Sotates for SCewerlC years, with amoun t to each individual. Year. Amountll Population. Amount to each individual. 1830.. - -, -... $49,575,099 12,866,520 $3 85f{+ 1840..... 107,14-1,519 17,069,4 53 6 27 -+ 1850...... _.. 164,034,033 23,1 19,504 7 09 + 702 S. Doe. 112. The preceding returns, and those which imme-diately follow, are presented to illustrate the chief object of the report, which is to show the value of the productions, and the rapid increase of the inland interchanges between different parts of the thirty-one States, and the importance of this inland trade. It is a natural characteristic of the North American people, influenced by that stern spirit of co-operation which has so signally contributed ro their present high position, to examine with interest the results of their labor as exhibited in the advancement of its material or intellectual strength. With the progress'of the former, whether of comnmerce, manufacture, or agriculture, there will be a correspondcing increase of a taste for literature, art, and the sciences. It is gratifying to observe that no one interest outstrips any other interest, afnd that if one section of the Union is prosperous, there is a corresponding improvement in another section; and, in contemplating the happy state of the confederacy, we are proud to believe that "there,has never been imagined any mode of distributing the produce of industry, so well adapted to all the wants of man, on the whole, as that of letting the share of each individual depend in the imain on that individual's own energies and exertions." The principle of private property has never yet had a fair trial in any country but this, and in no countryr where such conclusive proofs are furnished that the principle should be universally applied. Doubdless, the successful application of so just a principle is chiefly owing to two causes-the perfiect equality and protection of labor, and that prohibitory clause in the constitution preventing any State from levying taxes on the produce of another State; and although it has delegated to Congress the regulation of the s"commerce with foreign nations and aimong the several States," the federal legislature has wisely left the.latter totally unfettered and free. Since the publication of Mr. Walker's celebrated report in 1847-'48, iln which he estimated the internal trade of the country at three thousand millions, already mentioned, various causes, obvious to all, have conspired to greatly extend its areaby increased facilities, and increased its value. The railroads have increased f-rom five'thousand five hundred miles, costing about one hundred and sixty-six millions, to thirteen thousand three hundred miles, costing four hundred millions. The imports and exports have increased from three hundred to over four hundred millions; the tonnage, inward and outward, firom 6,700,703 to 10,591,046 tons; the tonnage owvled, from 2,S39,000 to 4,200,000 tons. The receipts into the treasury, exclusive of loans, have increased from twenty-six to over forty-nine millions; and the California trade, the whole of which does not appear in the published returns-the commercial phenomena of a commercial age —have also added a hundred millions to the national commerce, and, more than any event of the last torty years, have invigorated the navigating interest of the country, and to a great degree had a powerful influence over the commercial marine of the world; the: whole- contributing to swell the internal trade, and enabling the United States to own more than two-fifths of the tonnage of the world. S. Doc., 112. 703 The inland trade moves in a circle: a larger part of the imports are made at the North, which pass to the South and the ~Wiest-a greater part to the latter; while the southern States furnish the chief bulk and amount of exports. The imports and exports, and tonnage inward and outward, of the principal commercial or Atlantic States, for the years 1825, 1840, and 1851, Were as follows: Inports. States. 1825. 1840. 1851. Maine............. M:assachusetts.... Rhone lsltcand u ----- $83,311,436 $86,599,858 $190,260,840 Connecticut.......... Ne York........... Pennsylvania. MIaryland -,.). VAirgiia_............ North Carolina. South Carolina 23,250271 Georgia ------------- 12~'59'001 27,009,!85 123, 50271 Louiziana-. Alabama Florida. --- - --- Total friom all States. 96,340,075 149,895,742 216,224,932 Exports. States. 1825. 1840. 1851. Maine 1 Massachusetts --—. Rhode island. - - - - $31,018,734 $36,412,349 $85,238,833 Connecticut.. New Yo Lk Y.o-....... Pennsylvania....... Marylaand -.. Virginila....,_,... North Carolina... South CarolinaGeouth C - — rolirza * - 34,525,505 80,269,078 109,843,194 Georgia..... Louisiana........... Alabamua. -. —---- Florida-.9 Total from all States.. - 66,944,745 113,895,634 196,689,718 704 S. Doe. 1121 ronnag.o'e inward and outward. 1825. 1840. 1851. States, I Inward I Outward. Inward. Outward. Inward. Outward. New Hamplshire —. [ MaRsssacehuretts — -. I Rhode Island d —- > 696, 097 684 398 1, 99,859 1, 396, 194 3,779, 526 3,491,786 Connecticut... -, 1 New York.... I Pennsylvania..... Maryland.-..... Virginia........... North Carolina, —South Carolina ---- 267, 388 355, 492 602, 306 865, 859 717, 909 995, 875 G(eor-gia.-, 4. I Florida. Alabamua.. —. —. Louisiana. —---. It ii$ stated in another part of the report, that the resolution' of the Senate referred to the trade of the lakes, and as the trade of the Mississippi valley would be justly entitled to a separate report, onlygenieral statemlents would be given. The intimate connexion between the trade of the lakes and the Mississippi river, and the construction of various lines of railroads and canals to fitcilitate the transportation ftom tn he river -to the lakes, and fronom the lakes to the river, the circuit made by the chief articles of imports and exports, the importance of'the basin of' the rivers Ohio, Missouri, and'Mississippi, the increasing value of thie exports of'-the southern portion of the confederacy, particularly to the inavigating interest of the North, render it necessaary, however, to notice the chief' outlets of the natioral products, as well as the chief inlets for the produce of other countrics. Although the materials are not at hand to give the account in detail, it is hardly necessary to state that no report on the internal commerce would be acceptable to other portions of the confederacy if it failed to notice the commercial importance of the Southern Atlantic States, and their great commercial interests. Trhe advantages to be derived from the facilities now enjoyed by the travelling public, and for transportation of produce, are of a higher character than the additions they make to the wealth of the country. In case of an unfortunate war, particulaarly with a maritime power, by which our commerce with the ocean might be impeded,, the means of interconlmmunication affbrded by the rivers, canals, lakes, and railroads would stillbe enjoyed, and the domestic trade and commerce continue to be comparatively unmolested. As great interi-est is now manifested as to what portion of the trade of the valley of the Mississippi shall seek a southern market, the following notes, prepared in part by Mr. Mansfield, of' Cincinnati, will be found very useful and interesting by those enga-ged in that portion* of the western trade. The line of separation refrrred to in these notes, S. Doe., 112. 705 -as dividing the northern friom the southern trade, is by no means fixed or stationary, but varies from year to year, as aflcted by prices in different markets, rates of freight, &c.-the general tendency, probably, being to the southward. NOTES ON THE AMOUNT AND TENDENCY OF OHIO COMMERCE. The competition between the southern, or river route, and the northern, or lake route, to the ocean, has become so strong in the western States as to excite much interest as to the dividing line which separates the legitimate trade of the lakes from that of the rivers. It is desirable to know what portion of the country is best accommodated byr the northern, and what by the southern route; and also to know something of the characler of the articles which make up the principal trade bf the different channels respectively. This is at filrst sight a difficult question, because the lakes, and the public works connected with them, are closed for a portion of the year, during which the trade tends southwardly. But there is a. certain method of determining it. Taking, for example, the arrivals and clearances at the extremities on the lake and on the Ohio river, and then comparing the result with the receipts and clearances at the intermediate ports, it will at once appear at what points the stream, southward or northward, terminates. First, then, to take the leading articles of groceries which depart from Cincinnati and Toledo, and arrive at various points on the Miali canal, we have as follows: 1. cHiami Canal, 185'1. Cincinnati. Toledo. Articles. Receipts. Clearances. Receipts. Clearances. Coffiee. lbs. 1,145,481 1,673,243 66,157 3,076,468 Sugar.-........do. 134,225 4-,361,418 1,711,552 772,248 Molasses......- do. - -- 3,097,662 686,847 315343 Total..... o e 19279,706 9,132,323 2,464,556 4,164,059 This table proves that groceries are transported in the Miami country both tfrom the lake to the river and vice versa; but that a much larger portion go from the river than from the lake. Anl investigation of' the recerpts at the various ports of the interior proves that the country north of Piqua, Miami county, ninety miles from Cincinnati, is supplied from Toledo, and the country south of it from Cincinnati. A point on the Miami canal, about ninety miles from Cincinnati, is therefore the point ofi' division between the trade in foreign articles derived from the lake and that derived frorm the river. The above amounts are, of course, only a part of the whole trade distributed from Cincinnati; but they are sufficient for the purposes of this inquiry 46 '706 S. Doc. 112. 2. Ohio Canal, 1851. Cleveland. Portsmbuth. Articles. Receipts. Clearances. Receipts. Clearances. Coffee. -....lbs. 29,812 1,912,204 10,152 647,418 Sugar...... do. 187,518 1,874,274 6,055 2,026,715 Holasses.-..do. 132,844 559,246 7,750 1,828,836 Total- 350,174 4,245,724 23,957 4,501,969 3. Muskingum Improvrement, 1851. Harmar. Articles. Receipts. Clearances. Coffee-...-... l-bs. 840 633,327 Sugar -do. |-.... 9S6,097 Molasses.-.d... —............. — do. 3,000 1,557,000 Total, - 3,840 3,176,424 It appears from an examination of the statistics of the interior ports, wvhere their receipts are from the Ohio canal, that the supplies fronm the Ohio river extend as fir as Newark, Licking county, about 120 miles fonom Portsmouth and 150 fiom Cleveland. The Muskingumn improvement extends to Dresden, on the Ohio canal, and the groceries are supplied from the Ohio, at Harmar, so far as to Zanesville, Muskingum county. The fbllowing tables show the aggregate of the above articles respectively shipped through the southern and northern ports of Ohio, viz: Onl the Canals. From Toledo and From Cincinnati, Cleveland. Portsmouth, and Ilarmar. Coffee..........-.... pounds.'. 5,588,372 2,953,992 Sugar..do....... 2,646,6522 7,373,220 Molasses.. do... 1,246,522 6,4S83,498 Total.................... 9,481,436 16,810,710 S. Doc. 112. 707 It appears that groceries are supplied fiom the Ohio river to nearly twice the value of those forwarded from the lakes to the interior of Ohio. From consideration of these facts, it appears that the line of general separation may be drawn through Piqua, Miami county, Urbana, Qhampaign county, Columbus, Franklin county, Newark, Licking county, Zanesville, Muskingum county, and whence diverging to the northeast it terminates in the neighborhood of Steubenville. If the same inquiry be extended to the exports of domestic produce from the interior of Ohio, the line of separation will be found to run nearer to the Ohio river, but across nearly the same tract of country. The following are aggregates of the receipts, in leading articles of domestic produce, at the lake and river ports. At Cincinnati, At Cleveland Portsmouth, and Toledo. & Harmar. Flour, and wheat reduced to flour. barrels,. 468,462 1,598,567 Pork and hams..........do.... 66,321 56,567 Lard..-..... do... 21,897 33,945 Live hogs --. —-—.-* -No..- 74,000 4,761 Corn.-....... bushe]s.. 711,125 3,561,020 Whiskey.....b.arrels. - 79,873 58,777 In reference to the public works of Ohio, therefore, the greater quantity of flour and grain is exported from the lake ports; but the larger proportion of live stock, animals, provisions, and whiskey pass' through the river ports. As hogs are chiefly driven to Cincinnati, the, above table expresses but a very small portion of the animal food received firomr the interior at the ports of' Cincinnati and Portsmouth.. The export trade of Cincinnati will be shown in another table. By examination of the arrivals and clearances of domestic produce on the, Miami canal, it appears that flour and other products are shipped toe, Cincinnati fiom liiqua or its vicinity —about 100 miles to the north-~ ward. The line of separation, in regard to the productions of Ohio, will, therefore, be found very near to the centre of the State. Nothing, of domestic produce, in the immediate Ohio valley, except, perhaps,, tobacco, wool, and manufactured articles, go to the lake ports. In the articles of tobacco and wool the trade almost altogether tends lalke — warcs. 708 S. Doc. 112. The following table of the imports of lumber, from the exterior to the interior ports, will show the tendency of that article at the present date. It must be ob:served, however, that the amount is a mere fraction of the whole, because the lumber imported into southern Ohio is almost exclusively, brought from the Alleghany regions down the Ohio; though recently lumber has found its way through Toledo and Cleveland. Lumb:er. Lath. Timber. Cleveland. -.-.-.. feet..- 9,574,435 -.- -.. 97,321 Toledo.d..... -do 8,610,951 1,915,200........ Cincinnati..... do.... 2,860,453. Portsmouth do... 29,850 ----- 3,131 Harmar. do. 159,195 --. - 456 Total -......... 21,234,884 1.,915,200 100,90S It seems from this that six-sevenths of the lumber imported into the State by the public works for the use of the interior comes in by the lake ports; It iollows, then, from the above flacts, that two-thirds the coffee and six-sevenths of the lumber passing over the public works for consumption in Ohio are imported through the lake ports; but that three-fourths the sugar and molasses, and nearly all the tobacco, are imported through the river ports. Sugar and molasses, the products of Louisiana, are distributed from Cincinnati through the Northwest, even to the shores of the lakes. Of' the produce of Ohio, three-fourths of the flour and grain are exported through the lake ports, but more than three-fourths of the pork, lard, and whiskey through the ports of the Ohio river, as will be seen by reference to the principal exports of Cincinnati, as connected with the above canal receipts. Should the, question now arise as to the comparative value of the exports of Ohio, it appears from the foregoing tables that the exports of flour, and wheat reduced to flour, amount to 2,067,029 barrels, or, ieduced to grain, 10,335,145 bushels of wheat. But the exports from Sandusky, derived fromr a very fertile region of country, and from Milan, have in some years amounted to 600,000 barrels, including wheat reduced to flour; while there are also large exports of grain by the Pennsylvania and Ohio canal, and from various small ports on the Ohio river. The total export of wheat may there-fore be set down as equivalent to fifteen millions of bushels, or to three millions of barrels of flour. In the years 1850 and 1851, the wheat crop of Ohio was equal, in the aggregate, to 65,000,000 bushels. The consumption of S. Doc. 11!., 709 two millions of people, at seven bushels each, is fourteen millions per annum. We have, then, as the result of these two years: Consumption.' 28,000,000 bushels, Exported.- - 30,000,000 Stock on hand.....-...... 7,000,000 " Total- 65,000,000 " It is possible that the quantity consumed may exceed, and the stock on hand fall short of, the figures assumed; but there is no time when, with an average crop of wheat and corn in Ohio, there is not a large surplus on hand to meet the demands of an-export trade. If the above export of flour and wheat be (compared with the results of our exports to foreign countries in 1850, it will be seen that the State of Ohio alone exports a quantity of wheat and. flour equal to double the whole foreign export of 1850. On an average of seasons, Ohio now exports an amount nearly equal to the entire export of the United States! The flour exported by the lakes is largely consumed by the manufacturing population of the Eastern States, the amount received in New England ifom the West being about equivalent to a million of barrels per annum. Of corn, Ohio probably exports five millions of bushels, and of oats also a large quantity.'Of animal provisions, the following table exhibits a general summary, viz: Pork, of all descriptions.-.. - 300,000 barrels. Lard-....do.............................. 100,000 " Lard oil- do.........................0,000 " Beef. —---— do.-.......................... 50,000 " Considering the agricultural or strictly domestic produce of Ohio exported as a whole, the annexed table very nearly exhibits the entire exports of the most important articles for 1851: Flour, and wheat reduced..... 3..,000,000 barrels. Corn................ - 5,000,000 bushels. Small grain............. 500,000 " Wool. ——...- - - 7,000,000 poundls. Pork......0,000 barrels. Iard-...-........-.................-.. 100,000 " Lard oil —..- -- 30,000 Beef......6'50,000 Cheese........................ 10,000,000 pounds. Butter..... 8,000,000 Candles. -—,50-0,000 " Soap..... ——. 300,000 Whiskey....-... 300,000 barrels. The market value of the above articles amounts, in round numbers, to twenty-five millions of dollars. The smaller articles, not enumerated, would bring up the total to full thirty millions. The manufactures of 710 S.e Doc. 112. Cincinnati and other towns exported to foreign countries may be set down at ten millions in addition. So that the aggregate export of things produced wholly within the State, and sold abroad, may be safely estimated at full forty millions per annum. The trade of a State, however, consists not only of its own produce, but likewise of all the articles imported, and of all the local trade from port to port. The aggregate trade of the various towns and ports of Ohio, import and export, probably amounts to one hundred and twenty millions per annum. Some idea of this may be attained by consideration of the ibllowing table of exports in the most material articles for the port of Cincinnati: Exports of Cincinnati for 1845 and 1850, with the per cent. of increase. 1845. 1850. Increase. Beef. -.... b. barrels.. 31,498 33,871 7 per ct. Butter... kegs.. 28,510 52,475 90 " Candles..........boxes.. - 3,757 113,412 2,900 " Cheese..boxes. - - 47,539 122,005 140,: Coffee.-...- -.sacks... 13,037 3S,158 - 200 " Flour -..-... barrels.. 194,700 390,131 100 " Iron.._. 1. tons 1,238 9,776 80 o " Iron. -.pieces -. 2,937 152,365 500' Lard.-... kegs.... 248,753 223,245 Lard oil. barrels... 1,650 26,1.10 1,400 " Pork -------------— barrels.... 71,633 224,254 200' Pork in bulk... --- pounds.. 404,426 4,753,953 1,000 " Soap -. boxes. - 2,708 21,533 70 0 Sugar -.. hhds.. - 13,000 Salt. barrels... - 35,729 Merchandise....packages. 23,603 349,181 1,400 " Merchandise..... tons.. - 2,106 1 0,350 400 " Molasses -. ——.tons... 9,046 25,0S0 180' Manufactures.-....pieces... 7,975 22,103 175 " Tobacco. —-........ hhds.. -. 3,950 11,978 200 " Whiskey and liquors.barrels.. 133,578 250,611 90 " Decrease. This table demonstrates that the export trade of Cincinnati has increased more than two hundred per cent. in the last five ytears. Its power and tendency to increase no less rapidly for many years to come is undoubted. There are many smaller articles not included in the above. The total value of exports from Cincinnati is therefore estimated at above thirty millions of dollars, and the aggregate value of its trade to be sixty millions per annum. Of the exports from Cincinnati, a large part are manufactured articles, S. Doc. 112. 711 in which Cincinnati exceeds, proportionably to its population, any town of the United States. The following table of manufactures in Cincinnati for 1840 and 1850, with their increase per cent., will show what a mass of products there are there which afford a surplus for other markets: 1840. 1850. Increase. 1. Manufactures of iron, -viz: Boilers, engines, machinery, sugar-mills, grates, stoves, rails, &c..- - —... —-. $1,288,199 $5,547,900 330 per et. 2. Manufactures of cloth and clothing, viz: Bagging, sheeting, clothing, hats, caps, shirts, bonnets, &c. —..-._.-.-._. 1,940,450 4,427,500 130 3. Manufactures of leather, viz: Leather, boots, shoes, hose, harness, &c.... 748,000 2,589,650 250 4. Manufactures of wood, &c., viz: Furniture, boxes, blinds, buckets, trunks, refrigerators, &c -. ----------- - 937,715 2,356,890 150 5. Manufiactures of grease and oil, viz: Soap, candles, stearine, lard oil, &c...- - 353,940 4,545,000 1,300 6. Alcohol, wines, rectified spirits, &c........... 145,000 4,191,920 3,000 7. Manufactures of copper and tin, viz: Bells, tin-ware, copper-plates, &c. --- - 313,300 515,000 65 8. Manufactures of animal meats, viz: Beef, pork, hams, pickled meats, &c..... —.............. 5,895,000 9. Books and book publications.-. - -...... 1,246,540 10. Cars and carriages —' ----—. 127,000 355,937 200 1. Flour and feed......................... 816,700 1,690,000 100 " 12. Miscellaneous manufactures, viz: Chemicals, tobacco, white lead, steamboats, &c............................. 1,138,300 2,488,000 220 " 35,739,337 300 per et. The above classification does not include the merely mechanical work, such as carpentering, bricklaying, painting, &c.; where the result is wholly local. It includes only those manufactures of which part may be exported. At Cincinnati, the destination of the principal articles of export is as follows: New Orleans and Up-river ports. Northward. down-river ports. Beef.. - -. 97 per cent. 1 per cent. 2 per cent. Corn.. 96 " 1 " 3 " Flour --- 97 " 2 " 1 " Lard..... 83 8 " 9 " P6rkand bacon. 79 " 16 " 5 " Coffee......... 32 " 20 " 48 " Sugar. ------- -.. 10 " 30 " 60 Molasses....... 10 " 50 " 40 6 712 S. DoC. 112. This table demonstrates that of the produce of Ohio-beef, porkl, lard, flour, and corn-nearly the whole quantity, as exported from Cincinnati, goes down the river; a small portion only up the river; and but a small fractional part northward by canal or railway. On the other hand, coffee, sugar, and molasses-productions of the Southtend northward. - Sugar and molasses are carried, through Cincinnati, to the borders of the lakes; while coffee, as we have seen, principally imported from Boston, Philadelphia, and Baltimore, finds its way by the lakes to Cincinnati. The result of the tables hereinbefore adduced is to prove that the trade of the Ohio valley originates in and is controlled by itself. All the produce of Ohio, from a line running ihrough, Piqua, Newark, Dresden, &c., tends to the Ohio valley. All the tobacco, hogs, cattle, salt, and lumber of Kentucky and Virginia, for one hundred and fifty miles south of the Ohio, tend to the Ohio river, and by that route mostly to Cincinnati. All the produce, of whatever kind, concentrated in the Ohio valley, looks for transport to the Ohio river, instead of passing northward by canal or railway —in the ratio of ten to one. The articles of sugar and molasses will, in future, be supplied to Ohio and Indiana almost exclusively by way of the Ohio river. The construction of railroads, by facilitating distribution, is augmenting tha.t tendency, and thence the business of distributing in Cincinnati is greatly on the increase. For the same reason, much of the coffee which has heretofore been bought in the North will hereafter be imported, at first hands, from Brazil and Cuba, entered at the port of Cincinnati, and distributed by the jobbing houses of that city. Cincinnati, being the most prominent city in the valley of the Ohio, deserves a more specific notice. CINCINNATI, OHIO. This is the largest city west of the Alleghanies, and is situated on the northern bank of the Ohio, in latitude 39~ 6' 30" north, and longitude 7~ 24' 25" west from Washington. Its site is just opposite the mouth of the Licking river, which comes into the Ohio between Newport and Covington, Kentucky. It is distant from New Orleans about 1,450 miles; fi'om Pittsburg, 455 miles; from Louisville, 132 miles; and from the mouth of the Ohio about 500 miles by the course of the rivers; from Baltimore, 500 miles; from Philadelphia, 600, and from New York, 650 miles, by post-route. The population in 1800 was 750 persons; in 1810, 2,540; in 1820, 9,602; in 1830, 24,831; in 1840, 46,338; and in 1850, 116,108. This exhibition of increase in population has rarely been equalled by any city on the globe; and there is very little doubt that the same, or a greater ratio of augmentation will be preserved during the present period of ten years, to elapse previous to 1860. The numerous railways in process of construction, and already inr operation, which will be tributary to her business,- must have a very beneficial and prosperous effect upon her growth. The Ohio and MisSissippi road, which will connect her with St. Louis, the next great western mart in point of size, by almost an air-line, cannot but be very S. Doe. 112. 713 advantageous to her business interests, by opening to her trade a section of country which has heretofore had no access to markets of such importance as these two cities. A full description of this and all other railway and canal routes leading to or from Cincinnati will be found in another part of this report, devoted especially to such improvements. The commerce of Cincinnati, as has been seen by the preceding notes on Ohio commerce, and will be more fully illustrated by the following tables, is immense, embracing almost every variety of' production and manufactures. The river, at the point where the city is located, is about six hundred yards in width, and its mean annual range from low to high water is about fifty feet. In the midsummer the water is sometimes so low as almost to prevent the navigation of the river by steamers above the city; generally, however, boats of light draught can proceed to Pittsburg without much difficulty, except they may be prevented a few weeks in midwinter by floating ice. The succeeding. tables, prepared by direction of the Chamber of Commerce of Cincinnati, exhibit the commerce of the port in detail, giving the quantity and character of the articles entering into its composition during the period of five years past. imports into Cincinnati, from all sources, for 1847-'48, 1848-'49, 1849-'50, 1850-'51, 1851-'52. Articles. 1847-'48. 1848-'49. 1849-'50. 1850-'51. 1851-'52. Apples, green..-bls. 28,674 22,109 6,445 16,934 71,182 Beef -...-..........do.. 659 348 801 1,101 1,609 Beef. ——...... —--------- tierces.- -...... 27 15 18 1,145 Bagging ----------- -pieces 79,228 2,094 324 71 Barlley ----. -- -bush.. 165,528 87,460( 137,925 111,257 89,994 Beans...-......... do 8,757 3,067 5,565 31,037 14,137 Butter ---—. —-—. —--- bbls.. 6,625 7,721 3,674 8,259 10,203 Butter.-....-......:. — kegs.. 6,405 7 999 7,487 11,043 13,720 Blooms............. tons.. 2,203 9,519 2,545 2,727 4,036. Bran, &c....-.... ——. sacks.. 1,941 21,995; 49,075 50,976 131,014 Candles............... boxes — 133 414 718 697 653 Corn................... bush.. 31,315 344,810 649,'227 489,195 653,788 Corn meal -.'.. -..... do. - 29,542 5,504 3,688 5,508 8,640 Cider................... bbls. - 2,289 4,346 453 1,047 874 Cheese ---------—. --- casks — 164 281 97 74 46, Cheese. —--..... -—.boxes.. 138,800 143,265 165,940 205,444 241,753 Cotton.-..... --.. —-- bales. 13,476 9,058 8,551 7,168 12,776 Coffee.-........... sacks.- 80,242 74,961 67,170 91,177 95,732t Codfish. -—... —.-. drums — 311 515 464 441 431 Cooperage.-.. —.. pieces - 179,946 147,352 201,711 146,691 135,118 Eggs...-.......boxes and bbls.. 4,035 4,504 2,041 5,956 10,544 Flour bbls.. 151,518 447,844 231,859 482,772 511,042. Feathers.-.......sacks.. 4,467 4,908 3,432 2,858 6,716 Fish.....................bbls.. 19,215 18,146 14,527 19,826 20,076 Fish...... -- kits. 725 1,059 1,290 2,694 1,075 Fruit, dried.........bush.. 27,464 38,317 11,802 41,824 24,847 Grease.-......... bbls. 585 878 1,169 876 1,936 Glass...-........... boxes.. 20,281 33,868 34,945 37,099 44,004 Glassware......... pkgs. 15,025 19,209,712 28,619 36,602 Hemp........ bundles & bales-. 15,349 11,161 12,062 13,254 18,334 Hides'...-.-..>loose..' 33,745 23,766 30,280 8,132 54,647 714 S. Doe. 112. STATEMENT-Continued. Articles. 1847-'48. 1848-49. 1849-'50. 1850-'51. 1851-'52. HIides, green.-.............lbs.- 10,829 22,774 14,181 25,424 54905 Hay —-------— bales. 8,036 12,751 *14,452 12,691 9,270 Herring................boxes.. 4,191 2,960 3,546 3,832 5,149 Hogs...................head.. 49,847 52,176 60,902 111,485 160,684 Hops...................bales -. 645 238 799 756 1,591 Iron and steel.........pieces.. 197,120 187,864 186,832 225,039 194,107 li-on and steel.........bundles. - 34,213 29,889 55,168 66,809 54,078 Iron and steel —--... —-— tons.. 827 1,768 2,019 2,570 10,111 Lead ------. —-----—...pigs. - 39,607 45,544 49,197 59,413 54,733 Lard --—. ------ bbls. - 37,978 28,514 34;173 36,848 36,047 Lard —--- ----------—.kegs-. 41,714 48,187 63,327 31,087 32,283 Leather.-.. bundles. 6,579 6 6,975 9,620 10,399 11,384 Lemons..- boxes.. 3,068 4,181 4,183 3,377 4,434 Lime -----—...bbls.. 63,364 61,'278 56,482 57,537 64,817 Liquor.-........hhds & pipes.. 3,115 4,476 5,802 1,465 3,162 Merchandise & sundries.. pkgs.. 381,537 68,582 308,523 175,138 458,703 Merchandise & sundries.. tonls.. 7,308 837 4,540 3,370 1,958 Molasses --—. —---— bbls.. 51,001 52,591 54,003 61,490 93,132 Malt ------ -----------— bush. 7,999 29,910 41,982 21,356 33,220 Nails..............-.kegs.. 59,983 55,893 83,073 83,761 64,189 Oil —---- --—....-......bbls.- 6,618 7,427 5,049 6,764 8,305 Oranges........boxes - 5,007 4,317 6,819 9,302 4,547 Oakum ------—.. —---— bales.- 1,486 1,423 1,799 1,739 1,843 Oats.-..-..-..........bush.. 194,557 185,723 191,924 164,238 197,868 Oil cake. —---—.. —.... —lbs - 2,811,793 1,767,421 27,870 194,000 247,400 Pork and bacon ---..-...hhds.. 4,420 6,178 7,564 6,277 10,333 Pork and bacon ------- tierces. 140 465 2,358 1,183 1,987 Pork and bacon -—. —--— bbls.- 69,828 44,267 43,227 31,595 22,501 Pork, in bulk -----. —--— lbs. — 9,643,063 9,249,380 13,257,560 14,631,330 16,532,884 Potatoes.. —-----—. —-..bbls. - 22,439 17,269 3,898 19,649 20,739 Pig metal —----.- tons. - 21,145 15,612 17,211 16,110 22,605 Pimento & pepper.-..bags - 3,455 1,257 2,558 2,027 1,425 Rye ----------------—, bush - 24,336 22,233,23,397 44,308 58,317 Rosin, &c.-.............bbls - 11,668 3,298 12,349 12,511 14,184 Raisins --—......... —.boxes. 22,795 14,927 11,936 15,648 28,417 Rope, twine, &c --------- pkgs. - 7,806 3,950 3,061 2,007 3,203 Rice ---------—. —--— tierces..- 2,494 3,365 3,556 4,783 3,782 Sugar.................... hhds.. 27,153 22,685 26,760 29,808 39,224 Sugar.-. -------- bbls. 11,175 7,575 13,005 18,584 15,237 Sugar ---—. —-.. —-—.-boxes.. 2,928 1,847 2,467 3,612 2,259 Seed, flax —. —---------.bbls.. 32,060 22,859 15,570 20,319 48,074 Seed, grass..-............do..- 4,968 5,928 4,432 4,104 10,819 Seed, hemp.........-do. -. 214 510 314 t8 304 Salt.. —---------------—.sacks.- 65,265 76,985 110,650 50,474 91,312 Salt-......bbls. - 94,722 76,496 114,107 79,3r 8 58,020 Shot ---—.. —-------—.-kegs. 809 818 1,447 1,567 1,688 Tea................... pkgs.. 2,931 7,412 9,802 7,821 12,810 Tobacco...............hhds.. 4,051 3,471 3,213 3,701 11,410 Tobacco ----. —----—.-bales.. 1,229 1,311 887 1,697 1,996 Tobacco.........boxes & kegs-. 14,815 12,463 17,772 19,945 23,000 Tallow. —.. —- ---—....-bbls - 2,473 1,829 1,225 3,682 5,930 Wines -----— bbls. & qr. casks.. 2,251 2,683 6,874 3,401 4,482 Wines........baskets &boxes-. 2,272 2,101 4,296 5,060 8,322 Wheat-b........... bush.. 570,813 385,388 322,699 388,660 377,037 Wool..................bales. 1,943 1,686 1,277 1,866 4,562 Whiskey ------— bbls.. 170,436 165,419 186,678 244,014 272,788 Yarn, cotton.............pkgs. 6,403 5,562 3,494 5,577 10,836 Yarn, cotton.-........... bales- 288,095 262,893 174,885 124,594 167,002 S. Doc. 112. 715 It will be observed that the articles enumerated in the foregoing table comprise the whole importations into Cincinnati, whether firom up the river, down the river, by canal or railway, by land or water. The value of these imports, independent of the item of' merchandise and sundries, was estimated for the year ending August 31, 1S562, at the sum of $24,715,331. Estimating merchandise upon the basis of valuation used in the Miami and other districts on the lakes, would give a farther amount of $32,146,400-making the aggregate import commerce amount to $56,S61,731. Statement of the principal articles of exportfrom Cincinnati by all land and water routes Jbr the years 1S847-'48, 1848-'49, 1849-'50, 1850-'51, 1851-'52. Articles 1847-'48. 1848-'49. 1849-'50. 1850-'51. 1851-'52. Apples, green -.-.........bbls.. 8,512 5,824 3,519 8,064 7,223 Alcohol. — -...........do.-. 1,771 3,022 3,302 5,038 7,607 Beef..................... dO 14,811 12,523 7,558 19,937 20,015 Beef -----. —---— tierces- - 3,615 9,332 6,625 9,356 9,023 Beans........-.......... bbls..- 1,097 1,680 2,469 1,832 1,611 Brooms. —-- -.. —--— dozen.. 3,760 3,333 7,355 8,735 7,934 Butter -............bbls. 2,937 1,272 964 3,258 3,006 Butter -.- - -... kegs.- 28,315 24,398 24,393 36,185 31,395 Bran, &c...............sacks. 3,761 233 4,322 5,789 10,543 Bagging —.-..........pieces.., 12,632 15,910 9,353 8,212 12,918 Corn...................sacks 53,021 7,176 I 57,248 20,137 51,231 Corn meal..... bbls.. 19,999 3,060 1,179 2,148 928 Cheese. —--—.. —----— casks. 30 121 106 25 71 Cheese................boxes. 59,374 55,134 86,902 121,755 150,689 Candles -.............do.. 29,189 39,640 67,447 113,412 121,727 Cattle -. —------—. —-- head. 733 97 30 440 1,840 Cotton.................bales. 6,123 4,009 1,896 5,132 8,810 Coffee —. —------------ sacks. 18,581 18,909 22,030 38,158 43,654 Cooperage. —----—. --— pieces. 36,924 55,617 73,637 63,804 64,279 Eggs...................bbls. 9,450 5,229 4,246 7,258 9,160 Flour....................do.. 201,011 267,420 98,908 390,131 408,211 Feathers —. —..........sacks.. 3,736 3,824 5,380 4,095 7,876 Fruit, dried...... b.....bush. 5,074 8,317 1,850 17,480 6,413 Grease.............bbls_ 4,268 6,922 7,597 4,426 4,732 Grass seed —..b..... —-..- bls.. 2,431 2,387 2,528 2,830 7,587 Horses.. —--—..... —-head.. 1,268 378 468 599 944 Hay....................bales.. 94 1,040 564 638 554 Hemp...................do... 5,659 2,198 1,164 3,112 3,616 Hides. ----—... l... —. —- lbs. 60,880 73,209 62,865 48,079 142,823 Hides. --------- ---- No. 9,024 7,731 11,225 12,459 31,775 Iron..................pieces. 127,193 43,025 54,075 108,255 172,409 Iron.................bundles. 17,351 7,081 36,245 44,110 36,368 Iron.. —-. —--- ---.. —-tons.. 6,916 6,270 5,767 9,776 11,329 Lard......... bbls. 81,679 37,521 38,192 30,391 47,862 Lard...................kegs. 208,696 130,509 170,167 71,300 115,845 Lard oils.............bbls. 8,277 9,550 16,984 26,110 24,830 Linseed ----—. —- --— do.. 3,878 3,020 4,879 7,881 9,377 Molasses.............do.. 18,332 17,750 25,878 25,698 48,866 Oil cake.-.............tons. 4,397 2,274 743 963 1,601 Oats..............sacks.. 41,675 212. 5,023 11,707 2,718 Potatoes........ bbls.- 15,687 7,073 5Q283 19,823 23,844 Pork and bacon.. —. —.. hhds. 37,162 39,470 23,529. 30,220 43,933 Pork amid bacon........tierces.. 8,862 10,930 22,477 20,762 34,398 Pork and bacon..........bbls. 196,186 186,192 193,581 122,086 131,560 Pork, in bulk.............lbs.................. 13,448 2,974 3,912,943 716 S. SDoc. 1:12. STATEMENT-Continued. Articles. 1847-'48. 1848-'49. 1849-'50. 1850-'51. 1851-'52. Pork -—. ——... —-.. boxes. 759,188 924,256 2,310,699 4,753,953 2,372 Rope, &c. —--- --------.pkgs.. 5,556 4,369- 3,451 6,272 9,365 Soap.-.. —--------- boxes. 11,095 11,303 17,443 21X,553 28,033 Sheep................head.. 1,400 522 - - 460 45 Sugar ----—.. —.. —---- hhds.. 11,559 8,443 9,650 13,000 20,360 Salt.. —----—. —---- bbls. 39,656 39,990 29,509 28,585 27,022 Salt.-... —--—... sacks.. 5,057 5,403 8,301 7,144 16,314 Seed, flax-..........bbls.. 2,785 808 333 443 3,520 iMerchandise -. —----— pkgs.. 341,363[ 210,049/ 615,641 349,181 656,793 Merchandise. —--- --—.tons. 16,848 21,466 11,109 10,350 11,241 Liquors. ---—. ——. ——. bbls.. 9,364 10,913 11,798 19,297 49,348 2Maniufactures -.... —. pieces.. 42,412 94,904 56,810 22,103 66,200 Produce-..-..-..- ---- pkgs. 28,822 17,609 10,327 13,958 42,333 Starch.................boxes. 8,177 7,904 9,491 14,109 18,293 Tallow.............. bbls.. 5,682 4,975 4,311 5,927 3,039 Tobacco..... kegs and boxes- 9,352 7,497 6,905 18,345 24,761 Tobacco............. hhds. 3,812 3,309 4,847 2,856 10;821 Tobacco ---—. ------— bales. 123 126 77 160 629 Vinegar.-........... bbls.- 2,753 1,288 2,404 3,756 5,965 Whiskey. ----— b ——. —— bls. 186,509 136,911 179,540 231,324 2.76,124 Wool -. —.- -.. -.. bales 2,298 1,109 2,156 2,725 3,404 Wool. —- -------------— lbs.. 7,037 10,230 16,841 4,836 2,972 White lead.... kegs....... 40,294 50,857 65,514 Pieces of castingsRN......-.No....-..- - 54,399 36,266 33,942 Pieces of castings.-.....tons.. 2,385 1,121 1,629 A glance at the table of exports will satisfy the observer that the exports are of the same articles as the imports,; and that the major part of the property here noted is merely in transitu, passing through the commercial houses of Cincinnati on its way to- a northern or southern destination. Many articles, it will also be observed, are much modified in their shape during their stay-such as pork, lard, whiskey, tallow, &c. These tables possess much interest, as showing the course of trade at this point, as well as exhibiting its nature and character more fully than can be otherwise done. PITTSBURG, PENNSYLVANIA. The city of Pittsburg is situated in the western. part of Pennsylvania, at the head of navigation on the. Ohio river, which is formed at that point by the union of the waters of the Alleghany and Monongahelam It is in 42~0 30' north latitude, and 80~ 2' west longitude; 230 miles from Baltiuore, and 297 from Philadelphia; 200 miles fiom Harrisburg, and 226 firom Washington. It had a population, with its suburbs, in 1800, of 1,~565 persons, and in 18-50, of about 83,00-0. The enumeratistn of the inhabitants of the city proper was, in 1810, 4,76S; in 1820i, 7,248; in 1830, 12,542; in 1840, 21,115; and in 1850, with its suburbs, 83,000. This:number for 1850 includes Alleghany city, of upwards.of 20,000 inhabitants, and some smaller pla.ces in the vi:-inity. Alleghany county, of which Pittsburg is the principal town, had a pop S. Doc. 1 12. 717 ulation, in 1850, of 138,098, having gained, since 1840, nearly 57,000. In this county a larger capital is invested in iron manufictcures than in any other county in the State, which is pretty good evidence that, at present at least, it offers greater inducements to that branch of industry than any other point. Except at short periods of very dry-seasons, the Ohio is navigable to Pittsburg by boats of light draught. It is not,.however, navigable for boats of the largest class during any considerable portion of the season. When the spring freshets occur, there is deep water; but the -boats built at Pittsburg are adapted to the lowest possible draught, so that they may transact business nearly the whole year. At times, in severe winters, there is sufficient floating ice in the upper Ohio to impede navigation for a few days. The principal harbor is furnished by the Monongahela river, which has a better depth of water than the Alleghany. The city lies chiefly between the two. It has rather a pleasant site, and is surrounded with hills of bitumninous coal, which can be quarried anrd delivered in the city at a trifling expense. It is to this fact, and the close proximity of good iron ores, that Pittsburg owes her great growth in manufactures. Pittsburg is the great entrepo/. of western Pennsylvania, ftorn the Ohio and Mississippi basin and from the lakes. The Ohio river gives her an eligible connexion with the first, and its trade; while the Beaver and Erie and Ohio canals give her access to the latter; and the Pennsylvania canal, from Johnstown, gives her the command of the principal portion of the trade of the State west of the Alleghanies. Besides these connexions, however, Pittsburg is about to reap great benefits from numerous railway projects, which will soon be in operation in v:irious portions of western Pennsylvania. These are spoken of pretty fully in another department of' this report, and it is therefore unnecessary to describe them under this head. One of the most important of all these projects is the Pittsburg and Olean railway, which will pass through some of the best agricultural counties in the State, but which heretofore have not had access to a market, sufficiently expeditious to develop their rich and varied resources. To connect with the route just mentioned, a road is about to be built from Buffalo, at the foot of Lake Erie, to Olean. This road will connect the western termini of' the Pennsylvania canals with the western termini of the New York canals, and the head of Ohio navigation with the great lake port at the eastern termi nus of navigation on Lake Erie. Bu-ffldo will have access also to the coal and iron of Pittsburg and other portions of Pennsylvania by a direct route, and by a mode, too, which enjoys superior advantages over all others in carrying coal. Railway tracks may be laid direct from the city to the mine, and follow up the quarry indefinitely, perhaps, so that by such a mode no transhipment or cartage is required; but, with water communication, it cannot be done so easily. There, coal must be carted from mine to boat, and when arrived at the place of destination, instead of being (lumped right from the cars into the coal-yard, as upon railways, it must'be raised out of boats and carted away to the yard. Perhaps coal and *other minerals or ores are the only kind of heavy articles of which it can be said, with truth, that they may be transported more cheaply by railway than by water. The m'anufactures and commerce of Pittsburg are.immense; but no returns, later than those of the census of 1850, are at 718 S. Doc. 112. hand, by -'which to exhibit the exact value of the former, and the commercial returns are but indifferently kept at any time. Below, such authentic data are presented as could be procured indicative of the character and extent of each. In 1840 there were in operation in Pittsburg and Alleghany city thirty-two furnaces and forges~, with a capital of $1,437,000; the total capital employed in manufactures was stated at $2,784,594. The tonnage of the port, in 1840, was estimated at 12,000 tons. In 1S50, according to the returns of the United States census, Alleghany county had manufactures of all kinds employing capital, and yielding annual products as follows: No. of Capital in- Value of ma- Hands em- Value of anmanufac- vested. terial. ployed nual product. tories. Pittsburg................. 819 $5, 944, 383 $5, 677, 890 8, 436 $10, 038, 721 Alleghany city............. 120 1,469, 790 1,156, 018 1,817 1, 844,706 Alleghany county.......... 328 3, 441,721 2, 590, 498 4, 400 4, 802, 605 Total................. 1, 267 10,855,894 9, 424,406 14, 653 16,686,032 The great bulk of the above aggregate of nearly seventeen million dollars of the product of industry is made up of manufactures of various kinds of iron, steel, iiails, glass, cotton, clothing, boots and shoes, cabinet-ware, whiskey, flour, and provision-packing. Iron, of course, takes the lead, and enters into almost all kinds of manufactures to a greater or less degree. It is proper to remark here, that little reliance is to be placed upon the accuracy of census returns, generally, in matters of business which relate to the actual substance of men so intimately as the above queries indicate. Various motives instigate different persons to give replies susceptible of constructions very wide of the mark aimed at by the government-sometimes above, perhaps, but generally very far below the real value of the property or business undergoing investigation, Business men are proverbially jealous of all intermeddling in their aftfairs; and so, however good the object of the meddler may be, or how innocent soever the instrument employed, the replies are usually so colored, as it is supposed will best subserve the interests of their maker. Hence, such returns should be used under a full view of' the circumstances and with many grains of allowance. In the case of Pittsburg and vicinity, all commercial returns, lately compiled, present very different results from those of the census. That city is well known to be one of the most prominent in all the western valleys for the construction of steamers-both of wood and iron-an interest which does not fully appear in the census returns. It is said that the number of steamers built at this place, during a series of years, will average about one per week. Supposing this statement to be correct, and that the value of the machinery and joiner-work was included under those heads, which is hardly probable, there is still the cost of material and labor required to construct fifty-two hulls, unaccounted for, which, at the moderate aver S. Doc. 112. 719 age valuation of ten thousand dollars each, would amnount to five hundred and twenty thousand dollars. This is but a single item; and it is not at all improbable that many more might be cited, less important to be sure, but still capable of adding their quota to the general aggregate. In western Pennsylvaniathat is, in the twenty-two counties west of the Alleghanies-there were different varieties of' iron works in thirteen of the counties, to the number of one hundred and forty, involving the investment of $6,S87,376. The principal, and, in fact, almost the only accessible market for the products of this immense capital, is Pittsburg. During late years, it is well known many of them have remained idle, owing to the low, unremunerating prices of' iron. But the late advance of prices in Europe, and the present high rates, are stimulating this important interest, and inviting capital, and labor to engage in it., with good prospects of an adequate reward. Pittsburg must, therefore, soon reap a rich harvest in the augmentation of her traffic from this source. Pittsburg, however, is not entirely dependent on the suburban counties for her iron manufactures. There are in the city fifteen rolling mills, having a capacity for making 49,200 tons of bar, rod, hoop, sheet, and boiler iron, nails and spikes, and bar and sheet steel, annually. Of the above fifteen works, six are employed in the conversion of steel; of which they made, in 1850, 6,078 tons. In the same works there were 205 nail machines, capable of turning out 1,000 kegs of 100 lbs. each, or an aggregate of 10,250 tons. The aggregate value of the products of these fifteen works is estimated at $3,425,000. The pig iron consumed in these and similar manufactories is supplied by the foundries located upon the several rivers which communicate with the mountainous districts. The ore is principally furnished to the foundries by the neighboring farmers during the -winter season, when their labors are not required in agricultural occupations. Digging the ore, and delivering it to the furnaces; felling trees, and converting the wood which is unfit to transform into lumber, into charcoal, for the use of the furnaces, and raising produce for the subsistence of the laborers employed in the manufacture of' iron, afford abundant and profitable employment to the agriculturists of the surrounding country, and contribute largely to the trade and commerce of Pittsburg. The manufacture of glass is carried on by thirty-three different establishments in this city, which is scarcely less noted for the quantity and variety of this article, annually classed among its exports, than for the larger and more valuable interest just described. These remarks are intended to convey some idea of the principal manufacturing, and consequent commercial, interests of Pittsburg, as now in progress,; but it may be well to add, that they may be extended almost indefinitely. There is no known limit to their capacity, or to the elements necessary for their augmentation. Wood, coal, ores, and agricultural resources, all abound in the utmost profusion, and at the greatest possible convenience. All that is wanting to constitute Pittsburg the " Birmingham" of the American continent is labor. The commercial interests of Pittsburg are hardly less important than the manufacturing. The enrolled tonnage of the port in 1851 was about 720 S. Doe. 112. 17,000 tons; consisting of 112 steamers, employing officers -and crews of 2,588 persons, and carrying 466,661 passengers. Of the property carried on the river steamers, either as to amount, character, or quantity, no returns are at' hand, and there is no very satisfactory mode of ascertaining its value. The best mode of ascertaining its character which now presents itself is by the examination of the returns of the canal commerce of Pittsburg, as made to the commissioners of the State works. Comnparative staterment exhibiting the exports by canal of some of the leading articles during three seasons. Articles. 1852. 1847. 1846. Cotton. l....... lbs.. 1,670,922 1,056,138 1,000,971 Hemp ------ do.. 1,165,057 3,311,61.8 1,287,8S6 Tobacco, unmanu:factured,do -. 20,490,918 14,777,069 24,696,742 Groceries............. do. 1,724,070 1,978,822 - 1,571,889'Hardware, cutlery-. do.. 43:3,669 246,897 239,353 iron-pig....... do.. 16,6557,572 65,537 3 castings......... do 607995 250,910 267,341 " blooms -do. 411,62Q 13,836 333,702 Cast steel --—... - do.. 7,361,436 549,416 319,736'Lead.........do.' 5,000 188,078 325,085 Nails and spikes........do. 3,033,036 51,760 82,732 Bacon. do. 39,586,694 12,713,427 21,661,236 1Beef and pork........bbls. 10,367 41,225 19,620 Butter..-l. —--—. lbs. - 434,495 747,645 800,265 Flour -..-....bbls... 297,940 156,412 Lard and lard oil...... lbs 5,995,693 5,319,378 2,929,286 Tallow.... do. 865,509 62,946 291,313 This and the following tables include the amount of the a.rticles specified, moved from and received at Pittsburg on all the public improvements during the years naimed. S. Doc. 112. 2- 721 Comparative statiement, showing some of the leading articles imported into Pittsburg, by canal, during the years named, each endinzz.December 31. Articles. 1852. 1847. 1846. Produce not specified.lbs. 358,231 1,257,620 871,500 Oats bushels.. 43,087 21,360 19,080O Leather lbs. 237,616 312,239 3S6,225 Coffee- do.. 17,102,061 9,27,605 10,290,993 Dry goods. -. do. 36,117,244; 23,201,074 12,651,818 Groceries... - do. 17,885,702 7,.833,92.5 6,923,8;56 Hardware... do.. 17,457,753 14,501,693 10,522,463 Iron —pig.. do.. 20,225,558 21,979,35-3: castings- do-.. 814,300 124,662 5 -- blooms -do. - 14, 232,693 14,942,390 13,890,707 " bar and sheet. -.do.- 15,292,015 4 397 2,833,879 Nails and spikes......lbs.. 156,500 15, 886,711 -575,402 Fish,-.. bbls.. 3.2,644 19,926 19,600 On th'e average, these fig-ures indicate a very gratifying increase in the canal commerce of the city, but especially in the iron trade for 1852. In this fact, and in the greatly increased importations of dry goods and groceries, may be seen the evidence of the stimulation which the advanced prices ihave already imparted to the iron manufactures. Statement showing the imports and exports by canals, at Pittsburg, during the year ending December 31, 1852. Articles. Exports. Imports. A"gricultural products, not specified..lbs. 5 106,651 358,231 Barley...... bushels - 1,906 1,475 Bran and shipstuffs -. do... — 1,951 19,670 Rye....do. 902 4,309 Corn.......do - 400 1,137 Cotton - ----- — lbs_. 1.607,922 Hav - tons.. 58 73 Hemp....lb.. 1,165,057 42,600 Dried friuit...do.. 13,262 43,087 Oats -....bushels. - 311. Ginseng and beeswax lbs.. 277,634.-.-.Hogs' hair........do.. 494,064...... Seeds.... bushels.. - 3,270 817 Tobacco, unmanufactured -.lbs. 20,490;918 75,8Q0 47 722 S. Doc. 112. STATEMENT Continued. Articles. Exports. Imports. Wheat -bushels- 9,839 Deer and buffalo skins lbs.. 288,048 -----—.- --- Feathers -.......do.. 390,835...... Furs and peltries -do. 197,319 - Dry hides - ---- -do. - 190,258 26,000 Leather........................do 2522,412 237,676 Wool ----- ------ - do. - 4,108,694 29,540 Bark —--------- -----— cords. - 170 813 Boards andplank ------- - eet.'. 235,272 144,030 Hoop-poles ----------- -No- 6,500 21,500 Laths, less than 5 feet - do.' 149,400 Shingles- - - - do.. 60,000 6,000 Staves, -do.. 5,000 6,250 Wood- -......cords.. 22 2 Boots, shoes, and hats-...... lbs. 2,836 2,603,066 Drugs and medicines —....-do. 186,988 424,900 Dry goods..- -..do. 412,986 36,117,244 Dye-stuf[i..... —---....do. 5,385 140,400 Earthbenware - - -do. 68,731 4,746,790 Glassware -- do. 1,075,705 800 Groceries do. 1,724,070 34,987,763 Hardware and cutlery- do 433,369 17,457,773 Liquors, ibreign. -galls- 3,164 4,965 Paints -..... lbs. 33,728 200,200 Cordage and bagging......do. - 82,883 150,500 Salt. -bushels.. - 158,437 96,450 Stoneware lbs.. 6,753 Tobacco, manufactured.. do.. 17,000 2,132,400 Whiskey.galls.. 779,877 Ashes.........................lbs.. 285,957 6,929,875 Coal, mineral -.. — - - tons.. 9,415 4 Copper. -l —.. lbs. 91,653 131,600 Iron, pig ----- ------ do 16,557,572 20,255,558 " castings..do. 607,995 -814,300 "blooms andanchors....-.....do:. 411,620 14,232,693 "bars and sheets -- ---— do 7,364,436 15,292,015 Lead, bars and pigs......... do. 5,000 4,500 Nails and spikes.....do — 3,033,036 156,500 Steel.. do. 23,221 341,500 Tin-.. —- do.. —----- 1,663,800 Bacon...do. 39,586,694 5,000 Beef and pork - bbls. - 10,367 Butter.l,..........bs..' 434,495. Cheese.-......,,do - 399,571 3,.700 Fish.......................bbls. 169 32,644 S. Doc. 112. 723 STATEMENT-Continued. Articles. Exports. Imports. Flour. -. -... bbls. 236,904 1,048 Lard and lard oil.-lbs. 5,995,628 Dried beef... 3.0.... -do.. 30,143 Tallow and candles.. do. 365,509.. Brick-.... number 600 345,395 Burr and mill stones -. - - - lbs. 8,600 222,706 Lime. — bushels.. 4,625. Marble........... lbs-. 5,276 1,217,600 Slate for roofing, -.... — do - - - 1,440,800 Stone. perches 1,741 125 Agricultural implements. -* lbs 21,401 65,580 Furniture --------............. do.. 234,052 447,103 Oils (except lard) - - -galls.. 24,299 34,970 Paper and books-..... lbs.. 137,152 1.,087,093 Rags. do. 951,005 20,717 Sundries - - do-. 10,117,893 1,964,308 Soap-stone.-.......do.. — 32,000 Brimstone. —_........-.....do... 1,750,500 Spanish whiting - -- do -......... 339,600 Boats cleared ---------— number.. 4,826 Passengers. —--..-miles travelled. 1,142,192 2,787,179 Amount of tolls collected -. — dollars.- 208,933 It must be remembered, that while these tables embrace all articles imported and exported on the State works, they show nothing of the exports of manufactures or receipts of goods and produce by the Ohio, river. Pittsburg has virtually a canal connexion with Cleveland and Erie, on the lake, which contributes largely to her trade, and opens to her iron manufactures the lake markets. She is also in communication with Cleveland and Chicago by railway. But her river commerce is also of immense value. Some idea may be gained of its magnitude from the fact that, during the~year 1852, no less than sixty-nine steamers were constructed at that point, of an aggregate of 15,000 tons, oran average of 213 tons each. And all this tonnage, besides that built at other points below, finds sufficient and lucrative employment; if noti in the Pittsburg trade directly, then at points below. LOUISVILLE, KENTUCKY. Louisville is situated on the southern bank of the Ohio river, nearthe falls, in latitude 358~ 3' north, and longitude 85~ 30' west, 52 miles from Frankfort, 1,400 from New Orleans, 600 from St. Louis, 650 from, Pittsburg by water, and 596 from Washington. This is the commercial city of Kentucky, and one of the five great: places in the valley of the Mississippi. Situated at the falls of the 724- S. Doc. 112. Ohio —the only great obstruction in a navigation of 2,100 miles from the.Alleghany river to the Gulf of Mlexico —it has, in this very circumstance, some great commercial advantages. One of these is, that, except at high water, which occurs but at short periods, the largest class of steamboats seldom ascend above that point. It is also natu-. rally the mart of an extensive and fertile country southwest of it, and also of a portion of Indiana on the north. The country immediately around the "-falls" is also fertile, supplying an abundance of market products for a large population. Its growth has been more moderate than that of Cincinnati and St. Louis, but it has been steady; and the same causes which resulted in its rise will continue to operate for a century to come. The following are-themost important statistics of this city -: - 1. Growth and population. Years. Population. Increment. Ratio. In 1800. 600 In 1810... -. 1,300 700 115 per cent. In 1820.. 4,000 -2,700- 208 per cent. In 1830. —. —. — 10,090 6,090 152 per cent. Ih 1840. - 21,000 10,910 109 per cent. In 1850. 43,217 22,217 105 per cent. The population of Louisville (in- 1852) is 51,726, showing just about the same rate of increase-10 per cent. per annum. In 1860,, at this rate, Louisville will contain about 90,000 inhabitants. The neigh, b.oring town of New Albany (Indiana) is quite a large place, and will, doubtless, continue to grow. So, also, Jeffersonville (opposite Louisville) will be a town of considerable importance. 2. Commerce. In Mr. Casseday's History of Louisville, the commercial business of Louisville is represented thus: 1. Groceries.-The principal imports of Louisville, in groceries, &c., were: Sugar. 15,615 hhds. Molasses...17,500 bbls. Refined sugar. —-—.... 10,100 packages. Coffee......................... 42,500 bags. Rice:.................. -; - 1,275 tierces. Cheese.. 25,250 boxes. Flour... S0,650 bbls. Salt............... 110,250 bbls. Salt, Turk's island..50,525 bags. Bagging......... 70,160 pieces. Rope.................. 65,350 coils. -S. Doc. 11.2.'725 The valued of these was estimated at ten million six hundred thousand dollars. 2. Drygoods.-The aggregate annual sales of dry goods are estimated, at five million eight, hundred and fifty-three thousand dollars. 3. Harldware, queensware, saddlery, c.- The aggregate of other sales of merchandise amounts to three million eight hundred and sixty-six thousa-nd dollars. 3. Pork business. The number of hogs put up this season in Louisville, New Albany, and Jeffersonville, round the "fills," is estimated at 275,000, which shows a large and increasing business. A large number of the farmers of Kentucky drive their hogs to-the Louisville market; and, in the last two or three years, the business has been extended. 4. Steamboats and navigation. Louisville embarked in the steamboat business at a very early day, and still employs a large number of steam-vessels. In the year 1851 (vide United States Steam Report) there were sixty-one steam-vessels registered at Louisville, carrying 15,180 tons. A large number of steamboats are annually built at Louisville and New Albany. 5. Manifactures. Louisville is a commercial, and not a manufacturing town. Hence, its manufacturing establishments are small as compared with Pittsburg and Cincinnati. Yet, they make, in the aggregate, a large amount. The following are the principal: Number. Hands. Product. Foundries -..15 930 $1,392,200 Soap and candles -. —6 59 409,000 Bagging... 3 120 184,000 Breweries..6 30 108,600 Cotton and wool. —- ----- 3 1.35 173,500 Clothing.... 45 1,157 941,500 Feed and flour mills............. 9 47 283,800 Furniture —-.. —---------— 25 44-6 638,000 Glass. 1 50 50,000 Oil..3 16 140,000 Paper........ 1 36 113,000 Rope-..... —-—............. 11' 166 460,000 Tobacco, &c... 82 1,050 1,347,500 Leather.......... 9 64 176,000 726 S. Doe. 112. The manufactures of Louisville (exclusive of mere mechanical labor) probably amount in value to six millions of dollars per annum-certainly a very good foundation for more extensive operations. 6. Railroads. Louisville will, in the course of two or three years, have an extensive system of railways. The principal lines will be as follows, viz: 1. Lexington and Louisville railroad, finished; and will connect at.Lexington with numerous other lines. 2. Louisville and Nashville line. This will connect her with the entire net-work of southern railroads. 3. Louisville and Cincinnati railroad; which will connect her with all the northeastern railroads. 4. Jeffersonville and Columbus line; which will connect at Indianapolis with all the northern, Indiana, and Michigan lines. 5. New Albany, Salem, and Michigan city line. This will connect, at Orleans, with the Ohio and Mississippi railroad, and thus make a continuous line to St. Louis, and will be continued north to Michigan city and Chicago, Illinois. These railroads, when completed, will connect Louisville with the most distant parts of the Union, and enable her to avail herself of her great commercial advantages. Louisville is situated in the centre of a large district of level and rich land. Its site for building is almost indefinite. Provisions are cheap; and its position for commerce one of the best in the interior of the United States. Its growth is not so rapid as that of some places, but is very uniform; so that the growth in fiature may be very certainly counted upon at the same rate. Allowing for some decrease in the ratio of' growth, and it will probably, in half a century, have half a million of' inhabitants A statement recently published shows that there are navigating the Ohio and Mississippi rivers an aggregate of 269 steamers, measuring 60,792 tons, and which are valued at $3,895,000, that can pass through the present locks in the canal around the rapids at Louisville. There are also navigating the same rivers 76 steamers, measuring 48,052 tons, and valued at $3,714,000, which are too' large to pass through those locks, and therefbre cannot participate in the trade of the upper Ohio, being nearly one-half the valuation of the steam stock engaged on those waters. Valuation, in 18^50, of the cities named. Estimated. True. St. Louis..... $27,968,833 $50,000,000'Cincinnati. d -... 41,848,536 499310,925 Louisville. 31,533,904 31-,533,904. ---- .S. Doc. 112. 727 ST. LOUIS, MISSOURI. Lying upon the bank of the finest river on the continent, in latitude 380 37' 28" north, and longitude 900 15' 30" west from Greenwich, and backed by untold acres of lands, rich in all the elements of agriculture, forests, and mines, which may be made tributary to her com-.merce, St. Louis is entitled to important consideration in the investigation of commercial affairs on the western rivers. Having already reached an enviable position among her sister cities, she is looking westward with a system of railways intended not only to bring all the rich agricultural and mineral treasures of the Missouri basin into her markets, but eventually to extend beyond the Rocky ridge to'the valley of the Great Salt lake, and still further onward to the golden shores of the Pacific ocean. Though these ultimate results are some years distant, yet a glance at the accompanying map will satisfy any one that a full development of the immense resources of that portion of the Mississippi valley north and west of St. Louis, and most of which has not as yet been reduced to the first stages of culture, but must sooner or'later pay its tribute to the trade and commerce of St. Louis, will be sufficient to gratify the most sanguine expectations of' those engaged in pushing forward the improvements tending to such an end. Whether these railways are extended beyond the Rocky mountains or not, therefore, there is a territory belonging to the great valley which can scarcely avoid becoming tributary to the business of this city, much larger and more prolific of all the elements of wealth than can be found adjacent to any other city in the West. This fact alone is decisive of the future greatness of St. Louis, provided she puts forth her energies towards the progress of the means fbr the Akhumation of the resources of this country. Her connexions with eastern cities, through Cincinnati and Chicago, are already decided upon and secured beyond contingency, as will be seen by reference to the description of carals and railways. This is now one of the most important of the river-ports. Surrounded by an extensive back country of unsurpassed fertility, well watered and endowed with all the advantages requisite to support a dense and thriving population, St. Louis bids fair to become, at no distant day, one of the first cities in the United States in point of population and commercial wealth. It is situated on the western shore of the TMississippi river, about 196 miles above the mouth of the Ohio, 20 miles below the mouth of the Missouri, its principal affluent, and 40 miles below that of the Illinois. Still further northward the Fever, the Wisconsin, and other rivers from the country eastward, and the Des Moines and Iowa, with some less notable streams from the west, fall into the Mississippi, conveying the rich products of' the extensive prairie lands on their borders to the markets of St. Louis. Here these products are usually exchanged for merchandise and supplies necessary to the settlement and subsistence of a new country. Many furs are also brought down- these various streams to St. Louis, and exchanged for the goods and supplies which constitute the stock in trade of the western trapper and the Indian trader. Above that city these waters are navigable only by the lighter draught or smaller class of boats, while below it the large and splendid New Orleans packets find their rapidly increasing trade. These facts involve the necessity of a -728 S. Doe. 112. transhipment of almost the entire bulk of produce and merchandise arriving at St. Louis, and intended for points either above or below that city,'before it can proceed to its destination; and St. Louis is thus conStituted the great receiving and distributing depot fbr all the upper country of the Mississippi and Missouri basins. To the vastness of this country, therefore, the immense fertility of its soil, and its rich mineral resources, inducing an inexhabustible tide of immigration, does:St. Louis owe her late rapid growth in population and. prosperity. The city is one of the oldest French trading and military posts in the Mississippi valley, and has been looked upon for many years as the key to tile great territory to which we have referred; but, until the last twenty years, its progress was very slow. In 1840 it could claim. but 16,469 inhabitants, whereas in 1850 it numbered a population of no less than 82,744 souls, showing an increase of 66,000 souls, and an average rate of' duplication once in four years. She has, moreover, grown much more rapidly during the last ten years than at any former period. Thus, in 1800, St. Louis had 2,000 inhabitants. During the last 50 years her population has been doubled once in 9~ years; during the last 40, once in 9; the last 30, once in 7; the last 20, once in 5', and the last ten, once in every 4 years. Such has been the almost un,precedented growth. of St. Louis from natural causes. What, then, may not be expected as the result of the construction of' her numerous railways now in progress or projected, in connexion with her natural advantages? The opening of these artificial routes will give her easy access to numerous deposites of lead, iron, coal, and copper ores, within a circuit of 90 miles, equal to the wvants of the whole Mississippi valley for centuries, which hAve not, to this time, been brought to use. The lack of necessary means of transportation has heretofore precluded the successful working of these numerous mines, though they have been known to exist in richness rarely if ever excelled. The completion of the "Pacific," the "Hannibal and St. Joseph," the "St. Louis and North MTissouri," and other projected railways, which is now determined, will open. easy communication with these nmineral regions, besides developing the resources of large tracts of country second to none other in agricultural richness. Owing to to thesepromising natural features, the hidden wealth of which will be brought to light and rendered available through these stupendous lines of internal improvement, the people of St. Louis confidently anticipate a continuation of their present rate of increase during the next ten years, when her capacity will be equal to the support of nearly 500,000 inhabitants, when her mines may vie with those of Sweden and Great Britain, and her manufactures and agricultural productions, her railway and river tonnage, and her aggregate commerce, may not be exceeded by those of any other region of the world. A more detailed account of the different lines of public improvement in progress will be found under the proper head, in another part of this report, and their situation may be ascertained by reference to the accompanying railway map. The following tables, compiled from annual statements, will exhibit something of the growth and character of the commerce of St. Louis during a term of years. S. Doc. 1.12. 729 (omparative statement of some of the principal articles landed at St. Louis during six years —ending December 31, 18S2. Articles. 1851. 1850. 1849. 1848. 1847. 1846G. Wheat. -.....sh. 1, 700, 708 1,792, 074 1, 792, 535 2, 194, 789 2, 432, 377 l, 838, 926 Flour.-. b. bbls.. 793, 892 292,718 306, 412 387, 314 308, 568 220, 457 Corn.-....bhush.. 1,840,909 968,028 305, 383 699,693 1,016, 318 688, 649 Oats - do. 794,421 697,432 252,291 243, 700 202, 365 95,612 Barley, &c... do. - 101, 674 69,488 46, 263 55, 502 57, 380 10 150 Pork.....casks &tcs. 15,298 2,969.- - - - - Pork.boxes & bbls. 103, 013 101, 762 13, 8612 97, 642 43,692: 48, 981 Pork, bulk-.pieces. 768, 819 449, 556... - Pork, bulk....tons.. 147 —------------------ -------- -—... —-------- Salt.... sacks 216, 933 261,23) 291, 709 204,741 106, 302 177, 724 Salt... bbls. 46,250 19, 158 -23,553 38,809 41;380 58, 948 lIemp.......bales. 65, 366 60, 862 46,290 47,270 72, 222 33, 853 Lead. pigs. 503, 571 573,502 590,293 705,718 749, 128 730,829,Tobacco....... hhds. 10, 371 9,055 9,879 9,014 11,015 8,588 Beef.tces. & casks. 5,640 2, 586 10, 867 9,369 5,735..... Beef,.. bbls.. 8,872 6,049 12, 336 7, 806 4,720 1,:716-'Hides........lbs... 9, 736 94,228 68, 902 62, 097 71, 877 63, 396. WVhiskey... bbls.. 47, 991' 25, 959 29, 085 29, 758 22, 239 - 29, 882 Sugar......... hhds. 29,276 25,796 26,501 26,116 12,671 11,603 Sugar. bbls -20, 854 11, 034 } 7, 348 14,812 20,111 5,752 Sugar —--. -— boxes. 15,833 11,328 Coffee sacks. 101,904 73, 673 67, 353 78,842.77,767 65,128 Molasses..... bbls.. 40,231 29,518 29,214 21,943 21,554 14,996 Lard -—. -— do... 14, 465 61,535 58, 279 67; 339 32,021 26, 462 Lard........tierces. 37, 743 17, 925 15, 801 6,579 2,150.. Lard........ kegs.. 14,450 11,549 18, 845 14,180 8,595 14,730 Bacon -... casks &tcs. 16, 701 30,035 16,280 29,423 14,425 11,803 3Bacon. boxes. 1,564 1,320 3,245 6,622 1,289 1,648 Bacon... pieces. 6, 629 49, 321.- ----.. —---- Lumber... M feet. 16,280 14,676 24, 188 22, 137 16,017...Shingles......M.. 7,805 4,316 7,334- 15,851 13,098. Lath.M-... --- M 1,265 283 1, 290 2,598 2, 817 Over and above the articles here enumerated there are mentioned some fifty-one others, including nearly all articles of produce and merchandise prominent in the trade and productions of the West. The aboove, however, have been selected as showing the bulk of the com-. merce. of the river at this point. Below are presented tables exhibiting the number and tonnage of boats arriving at St. Louis in the prosecution of this trade during a series of five years: Whence. 1851. 1850. 1849. 1848. 1847. New Orleans -. 300 301 313 446 502 Ohio river - 457 493 406 429 430 Illinois river..- - 634 788 686 690 658 Upper Mississippi.. 639 635 806 697 717 Missouri river..... 301 390 355 327 314 Cairo.... 119 75 122 194 146 Other points 17.5 215 217 396 204 Total number.. 2,625 2,907 2,905 3,179 2,969 730 S. Doc. 112. Tonnage of steamboats and barges was, in 1850..........- 681,256 Do --- -do-..do do... 1851 --- --- - 683,140 Wharfage collected in 1850.. $41,195 Do-....do.... 151- - 1 4S,156 Showing, that while the number of arrivals has fallen off, the loss is more than compensated by the enlarged capacity of the boats, as exhibited by the increase of tonnage. The foreign commerce of St. Louis, consisting of importations, is as follows: Sugar and molasses —.. —-- $289,753 Hardware, &c... -133,40'1 Railroad iron.... 100,211 Eartbenware.... —-----. —---—.. - 98,786 Tin plates, tin, copper, iron, &e.. 81,482 Dry goods and fancy goods.- -. 24,287 Brandy, wines, gin, &c. 24,712 Burr-stones -.,- - 2,259 Drugs -..-..... 2,618 Total.. —--—.... 757,509 Amount of hospital money collected at the same port.. - $2,941 Amount of duties collected.......... 239,318 Hospital money expended in relief'to sick & disabledboatmen 3,441 No estimate of the total value of the commerce of St. Louis for 18 51 has been made, nor, indeed, would it be an easy task to prepare such with any degTee of accuracy. Enough, however, is here shown to exhibit the importance which it must soon attain, and the power and influence it will ultimately exert on the commerce of the Atlantic cities. NOTE. —St. Louis and Cincinnati, as already noticed, are being connected by the Ohio and Mississippi railroad. This road is all under contract, and crosses the'Wabash river at Vincennes. From this point a railload is under contract to Evansville, and finished from Evans ville to White river, about thirty-six miles; the whole will be completed the present year. Henderson, in Kentucky, is on the Ohio river, twelve miles below Evansville. From this point a railroad has been surveyed through the State of Kentucky, passing Madisonville, Hopkinsville, and Trenton, striking the Tennessee State line about twelve miles north of Clarksville, and the whole distance in Kentucky is about ninety miles; and sufficient funds have been subscribed to grade, culvert, and bridge it. Henderson is at a point about central to that portion of the great Illinois coal field lying south of the Ohio river. This road passes over these coal beds for about fifty miles. The best workable vein, near Madisonville, is 84 feet thick, good roofing and drainage; and the mines are so situated, that the coal cars, when laden, will descend with grades on lateral roads of about thirty feet per mile; and the coal can be carried on a good road for about one cent a ton per mile. The citizens of Nashville and the county of Davidson are now deeply interested in securing the stock to connect the residue of the distance in Tennessee, about fifty miles; and the Kentucky and Edgefield company have taken $205,000 of the stock. This road will secure to Nashville her, fuel at the cheapest rate, and open a direct communication between the southeast Atlantic sea-board from Florida to the Capes of Virginia; and as it starts at Henderson, opposite the centre of the great Wabash valley, from which the States of South Carolina, Georgia, East and West Florida, now get their supplies by way of New Orleans and the gulf, this communication will supply all the. northern portions of those States with all their breadstuffs, stock, &c., at about as cheap a rate as it can be done when the articles arrive at Charleston or Savannah, so far as carrying is concerned;'and the road must, ne'cessarily, be one of the greatest thoroughfares in the United States, embracing, as it does, every variety of climate and agricultural production, and the shortest communication to the seacoast; and the attention of the public is now being anxiously turned to this great work. The country over which it passes is nearly " champagne" in Kentucky, and all highly agricultural. STEAM MARINE OF THE INTERIOR. As the rivers of the great valley Bwest of the Alleghany ridge -the MAssississippi and its tributaries-constitute the most important portion of our river naviygation, a full report of the business transacted upon those waters is very desirable, especially in this connexion; as it would show not only the relative value of the commerce of the rivers, as compared with that of the lakes, but also the exchanges among the several cdiffr'ent points'u)on the rivers. Regrets have before been expressed that returns have only been received fiom a few of the more important river cities in detail. It is thought best, however, to state the amount of tonnage employed in that trade, as the best means at hand of submitting proper approximate statements of the commerce of the great rivers. The character of the trade, and the principal articles of produce entering into it, will be sufficiently shown by the detailed statements of the commerce of the largest cities. This trade has long been considered of the highest importance by our most distinguished statesmen, who foresa-w the necessity of making provisions foir its prospective aug'mentation, as well as by the highest of commercial authorities who have ever advocated a liberal policy of internal improvements, and also by private individuals engaged in commercial af'lidrs. Mr. Calhoun, in his able report to the Aiernphis convention, convened for the purpose of considering the valuable interests involved, amounting to more than three hundred millions, and to concert measures tor improving the navigation of the. "western waters," says: "Looking beyond, to a not very distant future, when this immense valley-containing within its limnits one million two hundred thousand square miles, lying, in its whole extent, in the temperate zone, and occupying a position midway between the Atlantic and Pacific oceans, unequalled in fertility and the diversity of its productions, intersected by the mighty stream, incl uding its tributaries, by which it is drained, and which supply a continuous navigation of' upwards of ten thousand miles, with a coast, includling both banks, of twice that length- shall be crowded with population, and its resources fully developed, imagination itself is taxed in the attempt to realize the magnitude of its commerce." The trade on the Mississippi and its tributaries is now a matter of great public concern. By its rapid advance and its great future it claims equal notice with the foreign trade and the trade of the lakes, and perhaps more than either as one of the main sources of the wealth of the contelderacy. The following remarks from De Bow's Review show the interest that is felt in this matter:'The free and uninterrupted navigation of these great inland[ waters must, of course, be a matter of prime interest to the country. They are to the populous nations on their banks as the ocean itself; over which commerce, not kings, presides. No construction of State powers, as contradistinguished fiom Federal, can exclude these arteries of trade from the pale of government regard and protection. They are points of' national concern. INo State, nor alliance of States, can apply the remedies which their exigencies require. No narrow views of economy, no prospective expenditure, however vast, 732 S. Doc. 1 12 could be allowed to deter the legislature of the Union from approaching the solemn act of duty which is involved here." The following resolutions were, with others, adopted by the Memphis convention: "That safe communication between the Gulf of Mexico and the interior, afforded by the navigation of the Mississippi and Ohio rivers, and their principal tributaries, is indispensable to the defence of' the country in time of' war, and essential also to its commerce. "That the improvement and preservation of the navigation of those great rivers are objects as strictly national as any other preparation fbr the defance of the country; and that such improvements are deemed by this convention impracticable by the States or individual enterprises, and call for the appropriation of money for the same by the general govelrnment."' The following statements, compiled chiefly from a valuable and useful report, already referred to, on the steam marine of the inland wvaters, are presented here to exhibit the necessity for secure inland navigation, and as having a special bearing on the trade of the AMississippi valley and the St. Lawrence basin: "The order in which the several collection districts on the lakes and rivers of the interior are shown, commences on Lake Champlain, from which it extends up the St. Lawrence river and Lake Ontario to the Niagara river; thence up Lake Erie, the Detroit river, and Lake Huron, to iMichilirnackinac; thence up Lake Michigan to Chicago; thence across the Mississippi river, and down that stream to New Orleans; thus extending, on a natural line of interior navigation, which has but two slight interruptions, fiom the waters of the Gulf of St. Lawrence to those of' the Gulf of Mexico, a distance of not less than 2,850 miles, upon which is employed, for purposes of trade and travel, a steam tonnage of 69,166 tons.* The Ohio basin forms of itself a cross-section some 1,100 miles in length, embracing simply the districts on that river and its tributaries. "Ialmmediately west of Lake Superior lies the Minnesota district, with a collector at Pembina, on the line between our own and the British possessions, and a deputy at St. Paul, on the Mississippi, within the Territory of Mlinnesota. This is a new district, and steamboats employed on its waters have hitherto been enrolled at St. Louis. During the years 18S50 and 1851, three or four good steamers ran regularly between St. Louis and St. Paul, and Fort Snelling, two of which took several large pleasure parties almost two hundred miles up the Minnesota (St. Peter's) river. A small boat (the only one yet built in the Territory) has been running the past ye5ar above the fblls of St. Anthony, 1,700 miles from the mouth of the Mississippi. Steamers run earlier and later on the waters of Minnesota than on those of the region of the northern lakes, in the same latitude. "Following the water-flow south from the Minnesota district, we reach * This distance is traced from Montreal to Lewiston on the regular line of steamboat navigation; thence by land (the first interruption) to Buffalo; thence on the regular line of steamboat navigation to Chicago; thence by the Illinois and Michigan canal, (the second interruption,) and the Illinois river, to the Mississippi; and by that river to the Gulf. S. Doc. 1 12. the Gulf of- Mexico by the Mississippi river, along which another interior section may be constructed, to show separately the strength ofthat division of our steam-marine. This section presents the following results: Steam-marine of the Mississippi Valley. No. of Tonnage. No. of officers, Passenge Dist'icts. Disteamers. crews, &c.. Tons 4& 95ths. Minnesota * —.......- Saint Louis. -....... 131 31,833 92 2,340 367,793 Memphis - -.... 3 450 00 15 34,000 Vicksburg;.-........- 6 937 87 101 46,800 Natchez t —..- -..-.-... New Orleans. - -113 34,736 00 3,958 434,000 Total 253 67,957 84 6,414 882,593 *New district. t No enrolment. Steam-marine of the Ohio basin. No. of Tonnage. No. of officers, Passengers. steamers. crews, &c. Tons &' 95ths. Pittsburg.-.- 112 16,9,42 68 2,588 466,661 Wheeling. 46 7,190 67 651 243,170 Cincinnati 111 24,709 07 2,7S9 2,460,796 Louisville............... 61 15,180 66 1,913 270,000 New Albany*...............-... -...... Evansville* - Nashville..18 3,578 13 397 24,340 Total 348- 67,601 31 8,338 3,464,967 *New districts. "By a summary of aggregates, it appears that the entire strength of the steam-marine of the lakes and rivers of the interior is comprised in 765 vessels, measuring 204,725-}2 tons, and employing 17,607 persons as officers, crews, &c. Of this aggregate, 663 are ordinary steamers, measuring 184,262-w? tons, and' employing 16,576 persons; 52 are propellers, measuring 15,7293- tons, and employing 817 persons'; an-d 50 are ferry-boats, measuring 4,733-6 tons,:and employing 214 persons. Of the lake steamers, 56 of the ordinary, and all but two of the propellers, are, moved by high-pressure engines, and 48:of the or-.~~~~ ~ ~ ~ ~~ ~ ~~ ~ p....................... o r 734 S. Doe. 112. dinary by low-pressure. All of the river steamers, and all of the ferryboats, have high-pressure engines. Low-pressure engines have at several periods been partially tried on the western rivers, and abandoned. In the year 1818, three boats of this description were built on those waters; in 1819, seven boats; in 1820, two; in 1822, one; in 1823, one; in 1824, two; in 1825, six; in 1826, eight; in 1S27,four; in 1828, two; in 1829, three; in 1830, two; in 1831, four; total, forty-seven; of which thirty-three were built at Cincinnati, five at Louisville, three at New Orleans, and the remaining six at different points on the Ohio. On the lakes, except for propellers, high-pressure engines have now comparatively few advocates, and within the last four or five years very few of them have been built. "The highest of the navigable waters of the United States is Lake Superior, which is embraced in the district of Michilimackinac, with the St. Mary's river, Green Bay, and the Straits of Mackinac. Following the wvater-flow from this district, we reach the Gulf of St. Lawrence through Lakes Huron, Erie, Ontario, and the St. Lawrence river; and the Atlantic coast by Lake Champlain and the New England improvements in one direction, and in another by the Erie canal and the Hudson river. Tabular statement of steamers on the rivers. Places. No. Tonnage. No. officers, Passengers Average crew, &c. carried. distances. St. Louis.......-...... 131 81,838 2, 340 367,793 892 Memphis ----—. —. ——.. 3 450 15 34, 000..... Vicksbgu.rg_._.. — ----- 6 937 101 46, 800... Natchez... —-----—. —-----. —-------.-.... ------.. -.-............ New Orleans...... —..... —---- 113 34, 736 3, 958 434, 000 Nashville. - -18 3, 578 397 24, 340 750 Evansville. —-- -------—.............. New Albany- - - - -....... Louisville. - -1 15, 185 1, 913 -270, 000 1, 001 Cincinnati.. —--. — 111 24, 709 2, 789 2, 400, 796.......'Wheeling.. - -_ - 46 7, 190 651 243,170 220 Pittsburg............ 112 16, 942 2, 588 466,656 280 Total............. 601 235, 661 14,752 4,287,555 In order to show correctly the currents of actual travel by the waters of these several lines of interior collection districts, with the local movement at the principal port of each, the following statement of the several lines is presented: Lines of travel. Number of passengers. 1. By the St. Lawrence and the lakes.-.... —-----------------------—.-.. 1, 514, 290 2. By the Mississippi and Missouri rivers.-....-....-.. 882, 593 3. By the Ohio and its tributaries.. 3...................-3, 464,967 Total. -- ------- --- -— 5, 861, 850 Statement of the total number of persons who arrived at and departed from the principal port of each collection district of the interior, by steamers, railroad cars, stag6-coaches, canal boats, and steam ferry-boats, during the year ending June 30 1851. LINE OF THE NORTHERN FRONTIER. Ports. By steamboats. Byrailroad cars. By canals. By stages. By steam ferry- Total. boats. Burlington...........Vermont................ 155, 000 81,816............................................ 236,816 Plattsburg.............New York.......50.......................... 3,500 Ogdensbura..... do.. 60,562 79,408.... 104, 620 244,590 Sackett's Harbor...........do...............5................ - --.... 5i952 1,240 7, 192 Cape Vincent........ do.......................................................... Cape Vincent.d...........5 5 Oswego.......... do...................22,830 33 615 230............................. 56,675 Rochester..............do...................21 71.....................277, 349 Lewiston................do.......22,987..45,944.........2,40 71,331 Buffalo.............. 171,557 381,586 43, 000.... 2,280 6 2, 423 Ere wsn.................. Pennsylv...................ani.................................,0,550 Cleveland...............o........ 1,,5 Detroit......... Michigan.......... 369,430..197,399.............. 352, 000 918,829 Mnackinaw..... do2........... 41,212. Chicago................................................ 1,................_Tot,___.198,823 rTotal...............Mi..1,027,750 1,325,911 86,000 27,872 486, 540 2,953,073 Makna..........d................ 4,21......-I''.....~~~~~~~~~~~~~~7,5.. _........4, 1 STATEMENT —Contintued. LINE OF THE MISSISSIPPI. Ports. By steamboats By railroad By canals. By stages. By steam ferry- Total. cars. boats. *St. Paul, Minnesota......................................................... MeiSt. Pahisl, Teinnesseeota......3.........0......0.................. 40.. 30 ISaint LouisMissouri.............................. 318, 713........................ 18,585] 49,080....,86;:,-75 Mewlphis, Tennessee............. -................. @.........................,...............-....................................... 34,0(00 - 34; 000 Vicksburg, Mississippi...................... 10,800.................. 36,000 46,800 t Natchez, Mississi] ppi............................................................................................ New OrleanS, Louisiana.............................. 419,000............................... 15, 000 434,000 Total......................... 748,513.............................. 18,582 131,080 901,175 LINE OF THE OHIO. - Pittsburg, Pennsylvania.................................. 498,745......................... 37,911 466,656 [ Wheeling, Virginia.............,.......10................... 139,170... 27,998 104, 000 27,168 Cincinnati, Ohio........... 270, 796...59, 287.............2, 190 000 2, 620, 083 Madison, indiana, in the district of Cincinnati................................ 70,149........................................ 70, 149 Louisville, Kentucky..................................... 120, 000 36 500........... 150, 000 306, 500:xNew Albany, Indiana......................................................................................... *Evansville, Indiana................................ 775 775;~~~~'4.............................................. Nashville, Tennessee.......................24,340.......................... 24,340 Total........ 983,051 265,936........ 28,773 2,481,911 3,759,671 *New districts. -t No enrolments. STATEME NT-Continued. RECAPITULATION. Lines. By steamboats. By railroad. By canals. By stages. By steam ferry- Total. }I~~~~~~~~~~~P~~~~~~~~~~~~~~~~~~~~~~ ~boats. INorthern frontier....................... 1,027, 750 1,325, 911 86, 000 27, 872 486, 540 2, 953, 073 Mississippi valley...................................... 748, 513........................... 18,582 134, 080 901, 175 Ohio Lasin................................ 983,051 265,936........ 28,773 2,481,916 3, 759, 676 Total.................................. 2, 759,314 1,591,847 86,000 75,227 3,102, 536 7,614,924 t 738 S. Doc.' 112. It is not surprising that a first attempt to collect and embody this information should have fallen short of complete success at all points. The wonder is, rather, that so many facts should have been obtained, of a reliable character, as are given in the preceding tables. The deficiencies are few in number; and had more time been devoted to the collection of this particular class of facts in the Cuyahoga, Miami, and Vicksburg districts, they would have been hardly worth mentioning. There are several centres of interior commerce and navigation, at which it would seem of interest to know the radiation of trade and travel, as shown by natural and artificial channels of communication, and the boats and other descriptions of conveyance in or upon them. One of these centres is at the head of the Ohio river, another at the foot of Lake Erie, a third at the head of Lake lMichigan,, and a fourth on the Mississippi, below the outflow of the Illinois and the Missouri rivers. The heavy commerce that centres midway of the Ohio valley, though reaching up the Mluskingum, the Wabash, the Cumberland, and the Mississippi, by natural streams, and back into Ohio and Indiana by artificial channels, is more direct in its main lines, which extend to Pittsburg in one direction, and to New Orleans in another. In the first and last of the four districts named, the number of boats and men, and the amount of tonnage, employed on each of the several streams to which the trade of those districts extends, as well as the travel upon each, are shown by the following subdivisions of the whole number of boats therein severally enrolled. Subdivision of the St. Louis district. ~ In what trade.' _ I - - I rca laigh. Low. Tons. Miles 26 To New Orleans.... 12, 575 628 All. None. 64, 008 ---- 1, 1935 27 To Illinois river - - 4,527 412 " d 48, 799 --—.- 320 28 To Missouri ----- -. 6, 148 495 " " 57,284. ——., 780 42 To Upper Mississippi 7, 038 716 " " 140, 822 --—. 960 3 To Cairo -.. 658 54.". 7, 800. 200 5 Ferry-boats......... 885 35 " " 49,080[. 1 131 31, 833 2, 340 367,793 - - -- S. Doc. 112. 73-9 Subdivision of the Pittsburg district. 16 3.Pressure... C In what tride. t d.. High. Low. Tons. Miles. 7 Cincinnati —--------- 2,451 470 All. None. 89,828 479.... 16 Monongahela river..... 1,332 224 " " 112,142 56 -.. 2 Youghiogeny river...... 294 29." 9, 862 33 -. 2 Beaver river —- —..- 203 30," 70,600 29. 2 Wheeling ----—.... 371 34 " " 19, 600 93.... 3 Alleghany river. 334 42 " 7,000 56 3 Zanesville.-.. 370 44 " " 2, 890 257 42 St. Lotis, Nashville, &c. 8, 817 1, 296 " " 110, 323 1,133... 13 Transient boats ----—. 1, 500 292 " " 6, 500 150.... 11 Coal steamers.-..... 674 84 " " ------- 494 11 Ferry steamers -. —---- 594 44 "' 37, 911 _ 112 16, 942 2,589 466,656.... —--- - The main trade of each of the other four districts named is in a direct line from the second, nearly north and south, by Lake Michigan and the Illinois river, and the Illinois and Michigan canal; and from the third, in a direction indicated by the course of Lalkes Erie and Huron and that of the Erie canal. The points embraced by the ramifications of travel, however, are more numerous; and hence the following subdivisions are intended only to include them, and show the total number of passengers who arrived at and departed from the principal port of each of these districts, by the several descriptions of conveyance mentioned, during the period included in all the preceding tables-the year ending 30th June, 1851. Buff alo subdivision. No. of passengers Conveyance. >arrived at and departed from Buffalo. By ordinary steamers - - - -. ---- -... ---—.- -. —-- ---- ---- 157,251 By propellers. -.-. —------- -------------------------------... 14, 300 By ferry-boats. I. —... —-------------------------------- 26,280 By the Buffalo and Rochester railroad.. —..................... —.... 262, 386 By the Buffalo and Niagara Falls railroad.........-.-............... 119, 200 By the Erie canal -........................... —-... 43, 000 Total................................. 622, 423 740 S. Doc. 1 12. Chicago subdivision. No. of passenger& arrived, at and Conveyance, departed from Chicago. By ordinary steamers -.... —----...... --... —-. —--—. —--- 81, 960 By propellers.-.....-..-........ -.. 3, 900 By the Galena and Chicaga Union railroad.. —---------.. —---- 71, 253 By the Illinois and Michigan canal... -—.. - ---..-.. ---. 42,770 Total -.........-.. ---- - ~ —--- ------ 199, 883 ~RECAPITULATION AS TO TRAVEL. Principal ports. Number of passengers. To and firom St. Louis.........-o.-....... 367, 795 To and from Pittsburg -..........-. * * —- - -. —- 466, 656 To and from Buffalo.. —.............................. —--.. 622, 423 To and from Chicago... —.............................. i.-...,. 199, 883 Total --- D......................... _O __O 1, 656,757 Showing a recorded'movement at these four commercial centres of the interior, (of the Northwest, indeed,) of one million six hundred and fifty-six thousand seven hundred and fifty-seven persons in the course of a year, where the resident population is but 217,946. No fact can better illustrate the activity of our people. By the national census for the year 1850, the population oF each of the four cities at which this movement is shown, is stated as follows: St. Louis.. — --.-....77,S860 Pittsburg, 46,601; with Allegheny city - - -. 67,862 Buffalo -- -- - -.-.-.- — 42,261 Chicago...... 29,963 Total of the four commercial centres. -. e.217,946 MA'IiNt LOSStS AND INStJUANCk.' Statement of the amount of marite risks taken, and of losses paid, on yes els and ca.goe's of tire United States, i the several coilection districts of the interiorfor the year ending June 30, 1851. Amnount insured. Losses paid. Districts................... - - Value of property destroyed. On hulls. On cargoes. Total. On hulls On cargoes. Total. Vermont............... $20,000 00 $387,455 00 $407,455 00 $500 00 e 500 00 $500 00 Champlain....................... Oswegatchie... 3,500000 19,22 5 59 22,622 59.......................................... Cape Vincent.......... 4,662 00 1,802 00 6,464 00......................................................... Sackett's Harbor.................. 85,306 00 173,698 00 259,004 00 $12,008 00 11,000 00 23,008 00 26,300 00 Oswego......................... 673,350 00 1,693,216 00 2,366;566 00 36,066 77 15,017 43 51,084 20 70,830 41 O, Genesee.............. 30,400 00. 105,000 00 135,400 00................................... Buffalo Creek............. 1,169,100 00 5,227,668 00 6,396,768 00 46,100 00 43,000 00 89,100 00 206,934 00 Presque Isle...................................................................................................... 500 00 Cuyahoga.... 189,000 00 1,962,275 00 2,151.275 00 4,833 66 1,730 00 6,563 66 8,521 00 Sandusky............. 350 00 350 00 1.650 00 Miami..::::.................:.......... Michlimacki nae............................................................................................................. Milwaukie......................o.............. 0................ 12........0 e.*** *,**** Detroit......................................................,97 0000 638,4 00 Michilimackinac.................... I......................................... Miwaukie............... Mil es e............ e*- S'O ** @-'a -..................................... *0 0e e9 vv *@ *v -e -& ** && eX CcStaug.....................................................................6....... 2697. 1623.,498 00 230,492 00 Yickshurg........X*e**s%**ww@**s* bo8@* *@@*e voe Natchez....................................e.....e.eo, **,*,*e*e*******e.e***** New Orleans......................................................................................I........................... a........ New Orleans.... Nashville.............................. 186,624 17 243949 00 Evansville...................................... STATEMENT —ContinuedAmount insured. Losses paid. Districts,....... Value of property destroyed. On hulls. On eargoes, Total. On hulls. On cargoes. Total. New Albany............................................................................. Louisville..... $134,300 00 $310,000 00 Cinicinnati,.., * $956.357 49 $16,0-2082 33 $17,0.38,439 82 $76,021 59 $181,406 89 257,4'28 48 319,050 32 Wheeling..........8.......... 0,933 32 683,934 00 764,767 33......... 1!989 03 1,989 03 2,652 00, Pittsburg........., 1,13,008,966 00 4,822,319 33 16,462 60 13,972 38 30,434 98 38,715 00 Total............. 5),025,922 1:5 9,4,1 9.2 34,371,141 07 218~839 62 280,045 73 995,207 52 1,568,106. 73 S. Doc. 112. 743 The total amount of property thus shown to have been destroyed on the lakes and rivers of the interior, in the course of the year which ended on the 30th day of June, 1851, is much below the common estimate. But it is here presented only as an approximation, to receive just so much respect as statements made up in the manner of this are generally entitled to. It is perhaps quite as likely to be near the truth, however, as the exaggerated estimates usually made in such cases by interested parties who have a particular purpose to subserve. And With reference to it, must be steadily borne in mind the fact, heretofore mentioned, that the year embraced was one of unusual exemption from serious disasters on the lakes and interior rivers of the United States. A list, containing the names of 618 steamboats lost on the rivers of the Ohio basin and the Mississippi valley, from the period of the first introduction of steam navigation thereon to the close of the year 1848 has been prepared by Captain Davis Embree, one of the oldest steamboat mater ever engaged upon the western waters. This list shows the place where, and the time when, each of the boats so lost was built; the amount of its tonnage; the date of its loss; the lenth of time it had been running when lost; its orioinal cost; the depreciation of its value by use; and the sum finally lost in its destruction. Of the 618 boats it embraces, 45 were lost by collisions, 104 b fires, and 469 by snags and other obstructions to navigation. The fllowing statement shows aggregate results: Causes. Number of Tonnage. Original cost. Depreciation Final loss. boats. of value. Lost by collisions. 45 7,769 $730,286 $3463762 $383,524 Lost by fires..... 104 292.058 2,064.512 1,096,143 968,369 Lost by snags..... 469 79,2_61 7,104,9050 3,733,852_ 3,368,098 Total....... 618 109,088 9,899,748 5,176,757 4,719,991. The losses sustained through explosions, collapsing of fines, and bursting of steam-pipes, are not included in this statement. With reference to losses of' those descriptions, some interestiuno information is given at the close of Captain Embree's list, as, also concerning the average life of steamboats on the western waters, the subjects of marine insurance thereon, the monthly and yearly cost of running boats, *&c. The history of the rise and progress of' the steam-marine of.the United States is one of the most interesting anid wonderful things in our n ational advancement. Although one steamboat was built at Pittsburg as early as the year 1811, anid although eleven other boats were built Onl the Ohio river and its headwaters within the next five years, it was not untilI the year 1817 that steam navigation could be said to have been fairly introduced upon the Mississippi and its tributaries. Previous to this year, there were twelve steamboats upon these waters, having an aggregate carrying~ capacity of 2,235 tons. From 1817 to 1834, the number of boats increased to' 239, and the aggregate of tonnage to 39,000 tons. In 1842 there were 475 boats on the same waters: in 1851 this number had been increased to 601. ~744 ~S. Doe. 112. Official reports made to the Treasury Department in 1842 stated in detail the steamboat tonnage on the Mississippiand its tributaries in at year. The following table shows the increase from 142 to 1851. Comparative Statement. Tonnage. Districts. 1842. 1851. increase. Decrease. New Orleans. 2S,153 34,736 - 6,583- - Saint Louis. 14,725 31,834 17,109.Cincinnati.. 12,025 24,709 12,684.Pittsbu.rg —. 10,107 16,943 6,836 Louisville-.- 49618 15,181 10563 - -.Nashville. -.. 3)810 3,578 2..32.Wheeling -. 29595 7,191 4,596..Vicksburg. 938 938 - - M.emphis-...... 450 450 Total..76,033 135,560 59,759 232 The year foiloxving, the real commencement of regular steamboat navigyation on the wvaters of the Mississippi and its tributaries, (1817,) the first steamer employed on the upper hikes was built and] launched on Lake Erie. In 1819 the waters of Lake Huron were first ploughed by the keel of' a steam-er, and in 1826 those of Lake Michigan. In 1832 a steamboat first appeared at Chicagifo, and in 1833 there were but eleven small steamers on the three lakhes named. This (late may therefire be fairly talken as that of the real commencement of steamboat -navioa tion on the upper lakes. Ten years later (February, 1843) a report was made to Congress of the number and tonna-ge of steamboats employed on those waters, "from January 1, 1841, to January 1, I 843." Thougyh this is a very loose way of stating a matter of this kind, and does niot give the true, amount of the steam tonnage enrolled and. employed in either one of the two years inclnded-uec-essarily overstating it-yet the fiacts thus presented are, used for the purpose of comparing them with those now ascertained, as showing correctly the steam tonnage of the year which eanded on the 30th June, 1851. S. Doc. 112. 745 Comparative Statement. Tonnage. Districts. 1841-'43. 1851. Increase. Buffalo creek- -— 6,773 25,990 19,217 Presque Isle 2,813 5,691 2,878 Cuyahoga- -e — 1,8855 6,418 4,563 Miami- ------- - 887 1,745 858 i~~Detroit-2,053 16,469 14,416 ~~..Mackinaw~ —— _ —-- 1,746 1,746 Chicago~~ ----- -— 652 652 ~~Total.-14,381 58,711 44,330 These coparative statements show that in a period of nine years the steamboat tonnage of the Mississippi valley has nearly doubled itself and that in a period of eight years that of the upper lakes has more than quadrupled itself: very significant facts touching increase of population, production, and trade. The average size of steamboats now running on the lakes is found to be 437 tons; that of the steamboats of the Ohio basin 206'-3 tonls; and that of those of the lower and upper Mississippi, the Ark-ansas, the Missouri, and the, Illinois rivers, 273k1-. On thte Mississippi and Ohio rivers there are, many steamers of from 300 to 500 toits each, and a -number from 600 to 800 each; but the large number of light-draught boats, built to run in periods of low water on those rivers, and in all seasons on the smaller streams emptying into them, carry the general averages down to the figures given above. Several of the passenger steamers of the, lakes are of eleven hundred tons and upwards each. Gomparative Statement. Number. Tonnage. Tens and 95ths. Northern lakes of the United States.. — 164 69,165 87 Mississippi valley. —-- - do-..... 25-3 67,957 84 Ohio basin —. —--— do- ------- 348 67,601 31 Total for interior of the United States - 765 2047,725 12 746 S. Doe. 112. The cost of steamboats on the lakes and rivers of the interior, varies from eighty to ninety and from ninety to one hundred dollars per ton. Taking, the lowest price, which is that attainable in the Ohio basin, as the standard, wve have as the original value of the 204,725' tons of steam tonnage engaged in the transportation of passengers and'the carrying trade on the lakes and rivers of the United States, for the year. ending June 30, 1851, an aggregate of sixteen million three hundred and seventy-eight thousand dollars; an amount of capital that goes entirely out of existence, and has to be re-invested every three and a half to four years-the period of the "natural life" of a steamboat on the waters of the interior. This fact indicates very clearly the immense extent of the employment provided and of the. material consumed, in keeping up the steam tonnage of the United States to the standard required by the travel and trade of the country, Statement of the number of steam and sail vessels enrolled, registered, or licensed, in the several collection districts of the United States, that were lost on the lakes and rivers of the interior in the year ending June 30, 1851, uith the cause and manner of loss, and the number of persons who perished thereby. Number of vessels lost. Number of persons lost. Districts. By tempest, By fire. By collision. By snags. Total. On the On the Total. ~_______ ________ - lakes. rivers. Lakes. Rivers. Lakes. Rivers. Lakes. Rivers. Lakes. Rivers. Lakes. Rivers. Vermont, Vt.................'. Champlain, New York....................... Oswegatchie, New York.................. Cape Vincent, New York...............I Sackett's Harbor, New York..2....... 2. 2..4............................... 4". Oswego,NewYork... 15........ 1........ 4' 20........ 23 23 Genesee, New York................... Niagara, New York...................... Buffalo Creek, New York..8...........8....... Presque Isle, Pennsylvania.. I.......... 1 4........ 4 Cuyahoga, Ohio..2........2 8 8 Sandusky, Ohio..................... Miami, O...hio......I........................ Detroit, Mi~higan............ 3....2.....................I3..::::::....1 Mioh111'imackinac, Mclhigan............................... M-ilwaukie,..i.c.nsin..... Chicago, Illinois..32..... 1... 320..... 2,0, Minnes4ota, Min.......................'i" 2 2222.:............................. St. Louis, Missouri....I... 1. 5 11 97 97 Memphis, Thnnesee............ Viksburk, Mississippi................. Natchez, Misssipp..................... New Orleans, Louisiana11........ 15. lNashville, Tennessee................................. Evansville, Indiana...................t.......t.............::::.... STATEMENT-Continued. " Number of vessels lost. Number of persons lost.,~~~ ~ ~ ~ ~. _ Districts. By tempest. By fire. By collision. By snags. Total. _______ ______ ______ On the On the Total. i_______ - ________ __lakes. rivers. Lakes. Rivers. Lakes. Rivers. Lakes. Rivers. Lakes. Rivers. Lakes. Rivers. New Albany, Indiana........................ New Albany, Indiana............................................................................,............ Louisville, Kentucky........................................ 3........................ 4........ 7.....29 29 Cincinnati, Ohio............................... 11.... 7........ 15....... 34........ 451 451 Wheeling, Virginia................................................................................................................ Pittsburg, Pennsylvania....................................................................1 2...................... T.ota............3.. 2... _ 28 1 Total........................ | 3 28 6 13....,. 3 42a 33 67 628 695 Cs.............................................................. _....... S. Doc. 112. 749 In this table we find, at three periods, the following number of boats, with their tonnage, which have been built, worn out, and lost by disasters, in the west, prior to the year 1849: Boats. Tonnage. Average tonnage. Average number of years they lasted. 684 106,135 165 4 552 90,791 164 38 420 80,220 191 3:1,656 277,146 167 38 RECAPITULATION. Boats built prior to 1849 -..- - - 1,656 Boats lost by disasters (nearly 44~ per cent.). 736 Losses on boats, as per tables $5,643,791 Losses on cargo - -.. —---- 129,698,529 Total loss-................-..- 18,342,320 GENERAL AVERAGES. Of the 765 steam-vessels on the waters of the interior, 164 run on the lakes, and 601 on the rivers. Of the aggregate tonnage of these 765 steam-vessels of the interior, (viz: 204,725 tons,) 69,16595- tons is upon the lakes, and 135,559upon the, rivers. Of the 164 steam-vessels on the lakes, 105 are ordinary steamers, 52 are propellers, and 7 are ferry-boats. Of the 601 steam-vessels on the rivers, 558 are ordinary steamers, and 43 are ferry-boats. The average tonnage of all the steam-vessels on the lakes (ferryboats excepted) is 437 tons. The average tonnage of all the steam-vessels'on the rivers (ferryboats excepted) is 235 5 tons. The average tonnage of the ordinary steamers on the lakes is 503('! tons, and that of the propellers 302j 8 tons. The average number of persons employed on the ordinary steamers of the lakes is 191 to each; and the number employed on the propellers is 15k to each. The average nunmber of persons employed on the ordinary steamers of the rivers is 26 to each; the boats of the Ohio basin averaging a ThO5 ~Sb Doc. 112. action undr 26, and those of the Mississippi valley averaging a frac ion over- 26. The 7 sam ferry-boats enrolled on the lakes measure 5.5 tons e 43 steai ferry-boats enrolled on the rivers measure 4,177- tons. Of the 55S ordinary steamers on the rivers, 317 are enrolled in the districts of the Ohio basin, and 241 in those of the Mississippi valley. Of the 157 ordinary steamers and propellers on the lakes, 31 a1re rolled o Lake Champlain, the St. Lawrence, and Lake Ontario; 66 ar enrolled on Lake Erie; and 60 at Detroit and on the lakes above. Ofthe 43 steam ferryboats on the western rivers, 31 are in the Ohio asin, and 12 in the Mississippi valley. A remarkable equality is found to exist, at the prese nt dstribution f the steam tonnage of the interior among the several lines of navigation heretofore specified: The line of the St. Lawrence and the lakes has 69,16 — tons of it; The line of the Mississippi valley has 67,957 — tons of it; and The line of the Ohio basin has 67,6013 - tons of it. he 17,607 persons employed on the steam-vessels of the interior, as officers, cres, &c., are distributed as follows: On the lakes and the St. Lawrence... 2,85 On the Mississippi river and its tributaries 6,41 On the Ohio river and its tributaries.............. 338 The tabular views of vessels lost on the waters of the interior, shows -a total loss of.118-76 on the rivers, and 42 on the lakes. Of this -,whole number, 3.5 were lost by tempest, 31 by fire, 19 by collision, and 33 by snags. All the losses on the rivers were of the c lass of boats den.ominated IIo~rdin ary steamers " in this report. Nearly all the losses on the lakes were of salt-vessels, schooners and brigs. Tjhe loss of lives, as shown by same tabula~r view, amounted to a total of 695 for the year-x-62S on the rivers, and 67 on the lakes. This -statement is probably under the truth, except as to the Cincinnati district, which is thougfht to have more assigond to it in the table than its call proportion of the fatal calamities of the year. But this information is always (lificult-to obtain, and can hardly be had in an entirely reliable form without a more determined and longer-continued efflort. than vas possibl in the present instance. GRAND RESULT. The entire steam-mamine of the United States, employed on the coast and in the interior, separate and comnbined,. is shown in the followving tabular view,.with the aggregate tonnage thereof, the total number of persons engaged upon the same as officers, crew, &c., and the entire number of passengers, distingruishingy between those conveyed upon felrry-boats -and those conveyed upon steam-vessels of all other -descrip10o s. S. Doc. 112. 7,51 United States steamn-inarine ~~....._._. Description of vessels. No. Tonnage. No. of Pressure. Passen-ers officers, _ carried annucrew, ally. &c. High. Low. Coast. Tons. 95ths. Ocean steamers... 96 91,475 60 4,548 3 93 [ 190,993 ~Ordinary steamers... 382 90,738 40 6,311 152 230 3,782, 572 ~Prope lers... 67 12,2 45 73 542 50 17 53,705 Steamferry-boats.... 80 18,041 13 369 1It 70 29,315,576 Totalcoast..... 625 212,500 91 11,770 215 410 33, 342,846 Interior, Ordinary steamers. 663 184,262 32 16,576 615 48 2,714,874 Propellers......52 15, 729 12 817 50 2 44,440 Seamferryboats... 50 4,733 63 214 50...... 3,102,531 Total interior............... 765 204, 725 12 17, 607 7.15 50 5,861,845 RECAPITULATION. No. of vessels.. I Tonnl ge. Ton and 9156is. Steam-marine of the United States-Coast.......... 625 212,500 91 -Steam-marine of the United States-Interior.......... 765 2 04,)7 25 I-.. Total....................... 1,390 417, 226 08 B4y ferry-boats. By all o ther Passengers of the coast division................. 29, 315,576, 4, 027,270 Passengers of the interior division........ 3,102,5~31 2,759,31.4 Total.....2,418,107..6,786,584 The strength of the steam-marine of the United States is thus shown to be comprised in thirteen hundred and ninety vessels, measuring four hundred and seventeen thousand tw o hundred and twenty-six anid 9 % tons, and manned by twenty-nine thousand three hundred and seventvseven men. 75~2 ~S. Doc. 112. MARINE DISASTERS ON THE WESTERN WATERS IN 1852. The annual statements of marine disasters on the western rivers and lakes, during the year ending December 31, 1852, exhibit serious results. On the rivers, 78 steamers have been lost: 48 of which were snagged, 16 destroyed by explosions, 4 by fire, and the remaining 10 by various other mishaps, such as collisions, wrecks, &c. By these disasters 454 lives were lost. in addition to the above losses to the steamrn-marine on the rivers, there were lost 4 barges, 73 cQal boats, 32 salt boats, and 4 flat-boats. The aregate loss of property attending these casualties is not asertained. On the lae or northern frontier, the annual statement of Captain G. W. Rounds exhibits the loss of life for 1852 at 296, and of property at $992,659. He recapitulates the losses as follows: Amount of loss by collisions - - -$261,950 Do. by other casualties - - 730,709 Amount of loss by steam vessels has been - -. 638,620 Do. by sail....do....-do — 3-59,039 Do. by Amer'n do. - do - — 907,487 Do. by British do -.do. 65,172 Amount of loss on Lake Ontario by steam... $49,350 Do. on....do... by sail 29,589 - 78939 D. on Lake Erie, by steam.. -.. 543,470 Do... do..by sail -..197,830 741,300 D. on Lake Huron, by steam -- - 16,000.Do. do..... by sail.. 53,600 69,600 Do. on Lake Michigan, by steam o800 Do. -----— do -— by sail 78,020 78;S20 7S, Do. on Lake Superior, by steam - 249000 Of 9 disasters here detailed, 7 occurred in the month of April, 19 in May, 24 in June, 15 in July, 16 in August, 21 in September, 27 in October, 85 in November, (55 in one gale of the 11th and 12th,) and 15 in December. Six steamers, 7 propellers, and 35 sail vessels have gone Out of existence entirely. In many instances the amount of losses, as above stated, have been matters of estimate, as many must necessarily be; but much pains and care have been ta.ken to procure, in eac..h case, the opinion. of competent men who were most familiar with the circumstances. These statements show the whole number of lives lost on the western waters in. 1852 to have been: On the rivers —------------------- - - -454 On the lakes...........................296 Total......750 S. Doc. 112. 753 NEW ORLEANS, LOUISIANA. The city of New Orleans jis situated on the left bank of the Mississippi river, about 100 miles from its mouth, in latitude 29~ 57 30" rorth, and longitude 90~ S' west. It is 953 miles below the mouth of the Ohio; 1,149 below the mouth of the Missouri, by the course of the river; 1,397 miles, in a direct line, southwest from New York; 1,612 from Boston; and 1,172 from Washington, by post-route. The population of the city, in 1800, was about 8,000; in 1810, 17,242; in 1820, 27,176; in 1830, 46,310; in 1840, 102,193; and in 1850, with its sub irbs, 125,000; showing a duplication of inhabitants during the last half century, on the average, once in twelve years. This, considering the character of the climate, and the fact that only about six months of each year are devoted to active business, is very extraordinary. The business population has always been somewhat migratory; many persons going there for the transaction of business during the winter sea. son, and returning north to spend the summer months. For commercial purposes, New Orleans occupies a very superior and commanding situation. It is the natural entrclot for supplies destined to all parts of the Mississippi valley, as well as the depot fbr those products of that salubrious region which seek a market seaward. By means of the Mississippi river and its tributaries, an inland trade is opened to her grasp, the magnitude of which has never been equalled. Steamers may leave her wharves and proceed on voyages of several thousand miles without breaking bulk. The Mississippi and its affluents are flanked on either side by extensive territories, unsurpassed in richness of soil, which readily yield a harvest to the. labors of the agriculturist, whether it be of cane, corn, or cotton. These are the principal staples of the valley, and the receipts of each or their products at New Orleans are rapidly increasing. Heretofore, the river has been the only channel depended upon for their transportation. Several lines of railway are in process of construction now, however, to faicilitate the transportation of cotton and sugar, produced at a distance from the river, to market, and thus enlarge the area of production. These bulky products will not bear an extensive land carriage by the old mode, and result in wealth to the producer; but the construction of railways for their cheap transit to the river, even, will not only change the prospects of theinterior planters for the better, but will add greatly to the wealth and commerce of New Orleans, which is eminently a place of exchange and distribution. It is the great depot of the southwestern plantations, where cotton and sugar crops are bought and sold while still in the field, or "advanced" upon prospectively if necessary. It has also an extensive trade with Texas, Mexico, and the Gulf ports, as well as a; very heavy foreign export trade. These facts will be fully illustrated by the accompanying tabl1s. She has, besides, a large coasting trade with Atlantic ports, the value of which can only be known generally by its results. Since the acquisition of California by the United States, and the discovery of its mineral wealth, and the consequelt opening of important trade to the Pacific, the relative importance of New Orleans to New York and other Atlantic cities has not been as well maintained as it was 49 ~~~754 S. Doe. 112. before. The Atlantic cities, but particularly New York, ae receiveda most of the California trade and commerce, owing to the establishment of lines of extensive ocean-steamers via Panama and Nicaragua, and the many steamers, and clipper and other ships, engaged in such trade from those ports, sent around Cape. Hlorn. Sanguine expectations are entertained in New Orleans of the- favorable results to that city, in re spect to the Pacific trade, when the Gulf or Tehuantepec route is opened, feither as a rout ssage of for ships by canal or a route of transit by railway. Doubtless, these anticipations would be realized; bt, at the same time, the advantages of such route, it is believed, would accrue in an equally fvorable degree to the Atlantic ports. The capital, shippin, and seamen, supplied by those cities to the whaling, Pacific, China, and East India trades could not readily be transferred to New Orleans, even with the great advantages such route would afford that city. As the recipient, howver, of the vast and inestimable resources of the Misissippi valey-wich natural advantage can never be destroyed by arcial communications from that valley to the Atlantic-New Orleans ill maintain its rank as one of the largest commercial citie of the world. To present some of the advantages enjoyed by New Orleans as a commercial city, the following extracts are made from an article published in D Bow's Review in 1846, prepared by the present Assistant Secretary of the Treasury, William L. Hodge, esq. Mr. Hodge having been for many years a resident of New Orleans, intimately and personally connected with the business interests of the city, was fully co petent to do Justice'to the subject xhich he has discussed. Mr. Hodge says: "No city of' the, world has ever advanced as a mart of commerce -with such gigantic and rapid strides as New Orleans. " IHer -commercial life may be said to date after the cession of L ouisiana to the -United States, in 1803, as, previous to that her commerce was insiorniflcant; and yet, in this short period of about, forty years, she already ranks as the fourth city of the world for the. magnitude and value o f her commerce, being exceeded only by London, Liverpool, and New York. The foreign importations of New York greatly exceed those of' New Orleans; but if the whole of' the foreign and coasting' trade'of both ports -are taken into view, it might be a matter of doubt -whether the bulk, and possibly the value of merchandise that enters and leaves the mouth of the Mississippi, is not fully equal to that which enters and leaves -Sandy Hook. At any rate, if it is not now, it will in a, very few years not only equal but exceed it, and place New Orleans the third in rank of the commercial cities, of the world.* * * "The facilities amid convenience of transacting business at New Orleans are fully equal to, and in many respects superior to those of any other place. It is the centre of immense exchange operations, and any amount of funds can at all times be obtained at the shortest notice under g~ood letters of credit, and bills negyotiated with great readiness and facility on, any prominent point in the United States, or any of the commercial cities of western Europe; and the banking institutions afford all reasonable accommodations to the local wants and trade of the cil y. S. Doe. 112., 755 European cities can show more splendid quays magnificent docks for the accommodation of shipping, and the landin and loading of cargoes, tar exceeding in appearance and durability anything of the kind in New Orleans, but in no way superior in point of actual convenience to the unpretending wharves of the city. "As is generally known, the surface of the alluvial soil of Louisiana, including, of course, the site of the city, is considerably below the river in ordinary stages of high-water, and the country is protected from inundation b a raised and solid embankment called the Levee,' extendn on both sides of the river below, and a great distance above the cit Outside of the levee the bank of the river is called the Battre,' which in many places is increasing from the continu alluvial deposite while in other places the river has what is called a falling bank,' and the water gradually encroaches on the land. In the former case the levee is advanced as the batture increases, and this as been the case in a large portion of the front of' New Orleans, where in so parts the levee has, in the last 25 years, advanced full 1,000 feet; and the front warehouses nowv stand for a long extent that distance from the water, affording a splendid space for the vast bulk of produce that is annually landed and shipped. The' wharves are constructed outside the levee on massive piles, driven with a heavy iron ram into the mud, and extending over the river into the water sufficiently deep to admit the heaviest steamboats and ships to lie up against them; heavy sleepers connect the piles at their tops, and on these piles the platform is laid, of thick planking, the edges' of which are separated about one inch, to the ac nmulati n of dirt which falls through these interstices into the river flowing below, and in' five minutes after the heaviest storm the whole surfhce is in perfect condition to receive any description of merchandise. These wharves are thus -plunked back until they join. the crown of the levee, in some places 150 to 200 feet, which is. made firm and solid by a constant coating of shells, and alway s kiept in good order. One, of these wharves presents an unbroken front on the river of 1,5.00 feet, an'd others 600 to 800 feet, and in the business -season it is usual to see these fronts entirely occupied with steamboats, lyingl~ bow on, and each with her stage riggred out to the wharf, actively engaged in loading or unloading. The wharves intended for.,sea-going vessels are detached from each other with an intervening dock, and each. wharf accommodates a tier of vessels, which, unlike the steamboats, are moored up and down the river, one outside the other, three, four, and five tiers deep, with a broad common stage communicating with the levee, and extending on: the bulwarks of the vessels to the outside one; the limber, plank, and all the conveniences for this staging, being furnished. by the city, who even also supply tarrpaulins to protect the goods in case of rain. "These details are given to show to, those who are familiar to shipping, the very great facilities and convenience that are afforded here, and without which it would be impracticable to get through, the vast amount of business that is transacted hir the city, except, with great inconvenience and enormous. expense."' Havingy thus sketched the commercial positiofi of the city, as it then was, and the advantages and fcilities which it posessd fora.,rapid 756 S. Doe. 12 continued advancement, MlIr. Hodge-proceeds to predict the futr greatness of this depot of the commerce of the Mississippi alley n the Gulf of Mexico. He alludes to the despatch given to the dishare of steamers and other vessels, and then passes to the question whether New Orleans will probably retain, her immense trade, and how sh will be affected by the constant augmentation of population, and the inevitable development of the resources oftemigty West. But a these speculations with respect to the future of New Orleans have been for some time past in a rapid course of realizatio it is considered unnecessary to reproduce them here. The tables herewith exhibited, present somewat i detail, the commerce of New Orleans at diflrent periods, eill show that Mr. Hodge, in his most sanguine predictions did not over-estimate the effect which time would produce, through the facilities e then enumerated. The following table will show the value of some of the principal ar tidles imported into New Orleans from the interior, at several periods, during the last ten years: Articles. 1851-'52. 1845-46. 1841-42. Apples. -61,068 $53,550 $46,274 Bacon -6,348,622 1,671,855 5-2$1,912 Bagg ging.- 7057 9771 83,991 Bale rope.- 677,040 255,051 443,149 Beacons.........65980 66,340 219868, Butter. 411,628 2.03,580 50,572 Beeswax',. 7,695 54,000 10,981 Beef ----- ------ 669,657. 580,784 86,511 Buffalo robes-..,.95,500 56,705 156,100 Cotton- -. 4,592,222 33,716,256 24425,5 Corn-meal - -7,452 9762 7,528 Corn -- 1,790,663 1,556,181 357,434 Cheese_ — 253,543 114,78S4 37,940 Candles' -- 323,616 31,383 14,372 Cider --------- - -----— 900 405 3,390 Coal, western. - -,.425,000 131,400 55,292Dried apples and peaches. 4,020 2,134 3,956 Feathers.... 72,275 115,175 10,422. Flaxseed —------ -5,190 6,584 9,588 Flour.- 3,708,848 3,7070932 2,198,440 Furs — 1,~000,000 900,000 250,000 Hemp —--- ------ 257,235 309,800 18,165. Hides —........ 247,374 135,495 32,461 Hay — 160,302 213,810 6,4 Pig iron -- 1,860 37,905 7,084 Lard.- 3,925,845 2,729,381 1,138,919 Leather. -- 19,300 51,750 1 6 9,92,0, Lime -- 52,881 8,387 415 Lead,. 80332 19,9S2,087 1,053,815' S. Do0. 112.:757 STATEMENT-Continued1 Articles. 1851-'52. 1845-'46. 1841-'42. MIolasses. $4,026,000 $1,710,000 $450,000 Oats - 347,454 202,039 337,969 Onions..- 34,368 13,958 66,676 Oil, linseed - -19,708 31,780 10,675 Oil, castor - 120,148 45,201 183,300 Oil, lard... 395,192 49,514 - Potatoes -. 456,190 160,587 39,302 Pork5....,250,541 3,666,054 1,542,467 Porter amd ale. - 4,060 1,270 4,112 Packing yarn... —. 14,6'51 5,900 4,552 Skins, deer.- -24,950 87,280 32,194 Skins, bear.. 240 960 2,500 Shot -.- 67,600 49,648 51,240 Soap. -15,924 9,082 5,796 Staves - -278,122 147,654 35,000 Sugar -11,827,350 10,265,750 3,60,000 Spanish moss.- -34,976 8,832 12,192 Tallow -.. -26,140 148,590 76,065 Tobacco. - 7,196,185 4,144,562 3,699,160 Twine 18,728 4,404 10,790 Vinegar- -.. 552 675 1,563 Whiskey ------- - 1,097,640 936,832 360,070 Window-glass --- -- 48,127 11,324 11,044 Wheat...... —. — 129,836 807,572 337,215 Other various articles, estimnated 5,500,000 5,000,000 3,000,000 Total -- -108,051,708 77,193,464 45,716,045 The annexed table exhibits the total valuation of property from the interior during the last eleven years. 1851-'52. $108,051,708 1845-'46. —- $77,193,464 1850-'51 - 106,924,083 1844-'45. 57,199,122 1849-'50. —- 96,897,873 1843-'44 -—. 60,094,716 1848-'49. 81,989,692 1842-'43. —-- 53,728,054 -1847-'48 -.. - 79,779,151 1841-'42....... 45,716,045 1846-'47.. 90,033,256 758 S. Doc. 112. Statement showling the value of exports and imports at New Orleans, annually,ftom 1834 to 1851 inclusive. Value of exports..Year. Value of imports. Domestic produce, Foreign mer- Total. &c. chandise. 1834 $22,848,995 $2,797,917 $25,646,912 $13,781.,809 1835 31,265,015 5,005,808 36,270,823 17,519,814 1836. 32,226,565 4,953,263 37,179,828 15,113,265 1837.. 31,546,275 3,792,422 35,338,697 14,020,012 1838. -30,077,534 1,424,714 31,502,248 9,496,808 1839 30,995,936 2,185,231 33,181,167 12,064,942 1840 -- - 32,998,059 1,238,877 34,236,936 10,673,1.90 1841-. 32,865,618 1,521,8S65 34,387,483 10,256,322 1842. —- 27,427,422 958,753 28,386,175 8,031,190 1843 -- - 26,653,924 736,500 27,390,424 8,170,015 1844 -. 29,442,734 ],055,573 30,498,307 7,826,759 1845 25,841,311 1,316,154 27,157,465 7,345,010 1846..-. 30,747,533 528,171 31,275,704 7,222,941 1847... 41,788,303 233,660 42,021,963 9,222,504 1848 -.. 39,350,148 1,617,229 40,967,377 9,380,439 1849....... 36,957,118 654,549 37,611,667 10,050,697 1850 ------ 37,698,277 407,073 38,105,350 10,885,775 1851....... 53,968,013 445,950 54,413,963 l2,958,294 Statement cf the receipts on account of duties collected at New Orleans from 1835 to the 30th of June, 1852, incltsive. 1835 -- $961,365 86 1844 —-.. —. $857,131 12 1836.. 1,422,341 03 1845.-.- -- 1,218,435 24 1837 -....594,132 70 1846 - 988,973 48 1838 -. 725,447 75 1847. —- 734,578 82 1839 -.... 1,227,131 19 1848 2,115,219 69 1840 -....... 1,143,322 31 1849. - 1,565,845 34 1841 852,258 90 1850 - 1,961,859 71 1842.-....... 883,234 85 1851 2,319,370 21 1843.. o o- 385,596 29 1852 2,282,082 28 No. 10. —w-tatement exhibiting the number of Ameri'can and foreign yessaeS and also thezir tonnae employed i'n foreig0n, trade in thedistrict of New Orleans, which entered and cleared annually trom 1826 to'1551, linclusive... ~ ~~~~~AMEIRICAN VESSELS, FORtEIGN' VESSELS, TOTAL. Years. E ntered. Cleared. E ntered. Cleared. Ekf ered. Cleared. N'o. Tons. No Tons. No. Tons. No. Tons. NYo. Tons, Nro. Tons. 18'2~~~~~~~~~,6............4,9 68,144..... 23~ 622 22,943..... 7.2,313......... ]8~7 ~~~ ~ ~ ~ ~~~66,657..... 89,7193..... 3o, 937..... 30,240..... 97, 5,4....... i20, 033 1828............ 76,821..... 85,341.... 39,791I.... 38, 731 116,'6tQ....... 1924,0712 1829~~~~~~~~~~ 7..............6,5 87, 657..32,535..... 33~ 1729.... 10, 215..120, 829 1830......... 83,243...106,017..... 35,393..... 36,317......... 118, 636,.142, 334 1831......... 76, 23t 96,753..55, 541 53,558.....-131,712...... 150,311 183....,............... 68, 617 &8,'236..56,942 59,6'20...... 5,579..147,856 i833~~~~~~~~~7,7...........7 7 86~021 6.34.6,.8 133, 82-2 146, 601 1834.............38i' 69,131'456' 112,'230 3 2'W 67, 199 33 71,599:709' 136, 3A~ 793 183, 8'~9 1835.............5l$ 97,680~ 587 137, 391[ 316 58,690 317] 58,778 834 /156,370 9041 196,169' 1836.............. 95,833 632 147,838 210 50,294 190 ] 48] l10 713 ]146,127 8'2'2 195,918 1837.......O....... 91,790 668 175, 5t3 174 44,615 186 [ 45,523 634 [13;, 435 -854 22 1, 086 18.38............. 139, 72.2 764'217, 126 169 43. 184 168 4'2, 142, 78'2 ] 18'2.906 932 259, 273 1839.... 0 126, 547 684 177,257 2;!9 56,618 208 54,772 8'22 }183, 165 892 23'2,029' 1840~~~~~~7 182)929 850 277, 021 252 73, 185!65 73,350 924.! 55, 477 1115 350,371 1841............3 193,003 741 244,988 259 71,634 Q 7'2,577 94'2 264,637 1000.317,565 184.2............4 179,7777 644 244L 110 2'2! 75~698 21 73,668 7 6 255,475 862 317,778 1843............... 3 261,053 808 292,473 233 90, 450 220 8,9,6 5,53 1 2 7,7 1844......... 211,28.2'ill 237,050 281 9 9~5289 ] 01,056 1,008 31,0,987 1000 338, lt)6 1845. 75...... 237,268 639 243,543 32,0 126,719 331 129,561 1,072 ] 363,987 970 ~373, 104 1846......... 203,898 639 238,448 266 111,874 274 110,023 92l 315,772 9,13 34,9, 471 1847-.o............. 23.2,477 7~41 274,1I12 393 1'70,0.~9 397 1606,766 1,075 402,536 1138 440,878 1848.............. 200, 428 667 287,887 370 165,678 36'2 [148, 612 970 ]366, 106,029 436, 499 ]849.............6 229,245 714 2,93,456 412 196,`204 417 194, 23 11098 [425,449 1131 487, 690 1850.... 52 175,(165 4)3. 211,800 374 174,884 350 ]158, 137 896 t349,949 843 369,937 1851.............. 52 194,776 645 292,954 328 134,156 3'22 128, 612 870 3892 96 4156 760 S. Doc. ]12. MOBILE, AL ABAMA. Mobile is situated on a bay and river, bering the same name, js at the point where the latter enters the former, and about thirty miles from the entrance of the bay into the Guf of Mexico. It is in latitude 30~ 40' north, and longitude 880~ 21' west. he city is on the west side of the river, distant from Pensacola, Florida, 55 miles; from New Orleans 160 miles, from Tuscaloosa 217 miles, and from Washington 1,013 miles. It had a population in1830 of 3,194 persons; in 1840, of 12,672; and in 1850, of 20,513: showing, from 1830to1840 a duplication about once in five years, and from 1840 to 1850, a rate of duplication once in about sixteen years. About forty miles above the city, Mobile river is formed by the junction of the watrs of the Tombigbee and Alabama rivers. These latter are both navigable for stea ers, and a portion of the distance for vessels. Steam navigation on the Tombigbee extends to Tuscaloosa, Alabama, and Columbus, Mississippi. Vessels requiring five or six feet draught of water can ascend to St. Stephens, about ninety miles from the bay. The Alabama river is navigable by steamers to Montgonery, tree hundred miles; and by vessels drawing five to six feet, one hundred miles, to Claiborne. Mobile bay is abbut thirty miles in length, with an average breadth of twelve miles. The principal channel from the gulf has a depth of eighteen feet water at low tide, and on the upper bar, near the moth of the river, there is about eleven feet at low tide; and eigteento nineteen feet at high water. Owing to this fact, vessels of heavy draugt, wen laden, have to proceed to sea at ih tide. The tonnae registered and enrolled at this port, in 1840, was 1-7,243; iu14,i ws1,1 in 1846, 22,537; and in 18-51, it was 27,327 tons. Theltonnage. entered and cleared from and to foieign ports in those years was as ~follows.: Years. Entered. Cleared. Total.. Tons. Tons. Tons. 1841. —------------- 60,548 83,276 143,824 1846.... —------------ 77,190 97,051 174,241 1851-~~~~~~~~~55,684 121,26.5 176,949 The region of country around Mobile, and flanking Mobile river and its various affluents, possesses a'soil of the most fertile character, which, being reduced to a high state of' culture;, must look, to Mobile, as the. dep t for the shipment of surplus products, as well as the entiepot for all foreign supplies, or necessaries not produced in. that section. The face, of'the country is level, and remarkably adapted to the cheap contsruction of railways. It will, he seen by reference to page 337 of this report, that this feature in the topography of the country has rot been overlooked, and that several very important lines of railway are already under contract, and in progress, toward completion, which musl largely increase the commerce of' Mobile,, not only wvith the surrou~ndi coun_ S. Doc. 112. 761 try, but with foreign ports. The following statistics of the trade and commerce of the port during several years past, compiled from various authentic sources, will show, that with only some five or six hundred miles of river navigation, by which to reach the interior, her business has reached a very enviable position, both in imports' and exports. It should be remembered, moreover, that Alabama is, comparatively, a new State,'and more sparsely settled than many others, all parts of which are more directly accessible by natural channels. Mobile can hardly be said to have commenced her growth till since 1830, since which period she has grown in a more rapid ratio than any other southern city. The agricultural resources of the State of Alabama are supposed to be second to those of hardly any other for the production of the staple articles of that climate; and when, three years hence, nearly every portion of the State will become directly connected with Mobile by the completion of her system of railways, it may well be expected that the growth of that city will increase beyond all previous periods of her history. Statement showing the exports and destination of cotton from tthe port of Mobile during the last ten years ending August 31. Years. Great Britain. France. Other foreign U. States. Total. ports. Bales. Bales. Bales. Bales. Bales 1852 -.... 307,513 95,917 27, 048 144,626 575, 104 1851........... 250,118 46,005 26, 373 96, 029 418,525.1850.. - 162, 189 39, 973 11, 927 111,452 325, 541 1849.................... 290,836.63, 290 44,525 140, 993 539, 642 1848.-....... 228,329 61,812 29, 070 120, 350 439, 561 1847 131,156 39,293 19, 784 116,674 306, 907 1846.-.......... 206, 772 66, 821 26, 824 115, 164 415, 581.1845.................... 269,037 68, 789 52,811 130,601 521,238 1844 ------—.. 204, 242 49, 611 18,885 195,714 465, 462 1843. —------ - 35, 029 53, 645 26, 903.113,668 479,245 1842.................... 185,414 49,544 6, 919 77, 161 319, 038 This statement exhibits very little evidence of an extension of the area cultivated during the series of years presented, which is a corroboration of the necessity for easy communication with a market. After the opening of the railways, no doubt a rapid gradual increase in the exports of cotton will be observed. Besides cotton, a large quantity of staves, lumber, and naval stores are shipped from Mobile seaward. The business in staves and lumber, during the last three years, was as follows: Articles. 1852. 1851. 1850. Staves - No.. 228,481 360,779 677,943 Sawed lumber.-... feet.. 10,189,655 6,816,054 7,293,896 762 S. Doc. -112. Statement showing the quantity of some. of the rincipal articles of imports into the port of Mlobile during the last five years 1852. Articles. 1851. 1850. 1849. 1848. Bagging.................... 112 29200 27,275 Bale rope.-.............. 16,585 30,926 22,460 26,679 27011 Bacon -.1........ 1,500 16,637 9,269 6,3 Coffee. 28..538 25,236 1892..........8 26104 26,415 Corn. - -83 380 98,086 79,038 25,573 21,505 Flour............9... 054 70,570 52,311 33,069 Hay.-.-.-26,85 2.....23. 1, 1,852 2787 Lard - -- 22,481 20,021 10,562 8044 10,914 Lime - -31,027 23745 19,322 21,155 9,893 Molasses - - 18,095 23,673 18,042 10,647 15,245 Oats. ---- -20,985 —- -, 1985 22290 13,160 Potatoes - -22 014 16,248... 20,243 19041 29,059 Polk.~~~~~~~..... 15892 Pork --------- -15,589 23, 49 8,016 5,282 11,595 i-Rice- 1,491 1,832 1,387 1,169 1,227 Salt. 154,351 1280 154,183 131273 70,710 Sugar...-6, 083 6634 7,760 5,528 7,673 Whiskey........ —157 15, 597 2895 21,345. The total value of the foreign imports at Mobile, durin the last two years, may be seen by the figures annexed: Years. Value of imports. Duties collected. 18S52 —----------- ---- $701,918 $131,249 18-51 —--------------- 440,404 96,276 In'crease-..... —--- -261,514 34,973. This shows an increase of about sixty per cent. in one year, which is certainly very handsome, and augurs well for the future prospects of Mobile in the direct import trade. The present may well be termed the railway era; and, perhaps, thiere is no- other place in the whole confederacy likely to experience greater benefits, in proportion to its present population, from such improvements than Mobile. The railways now in, progress, terminating at that point, must constitute her the entrepo~t of foreign supplies for a very large extent of' country. The annexed table will show the tonnage entered from and cleared to foreign ports, in the district of Mobile, during- a long series of yearsfrom 1826 to 1851, inclusive. For reasons explained elsewhere, the tonnage cleared best exhibits the am'ount engaged in the export trade of that city. Statement exhibitng the ubr of American and foreign vessels, and also their tonnage, employed in Joreign trade in the district e, whch enerd and cleared annually from 1826 to 1851, inclusive. AMERICAN VESSE~LSFOREIGN VESSELS. TOTAL. Years. Entered. Cleared. Entered. Cleared. Entered. Cleared. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. No. Ts. 1826-... 13,178 -------- 16,086 1,596 -------- 1, 807..... 14,774 17893 1827 —--- - 14,312 -13,696 3,163....... 3,073 17,475 16 769 1828 —..... 13,360.15,359.. 4,146... 4,765 17,506 20 124 1829 -- 11,883 -- - 14,494 5,40 400,953 17,283 19,447 1830.. —--- 10,490 -22,277... 4,826.. 4, 059 15,316 26336 1831 —. —-- 10,126.. 14,707 11,840.. 10,953 21,966.25,660 1832 —--------------- - 10,700..18,764...... 11,915 12,384 22,615.31,148 1833 —--- 11,238.... 29,67 9,918 --- 9,286 521,56 3 3 1834 -...52 8,685 120 29,927-2 35 10,308 36 10,614 87 18,993 156 39,886 1835 -........ 75 16,834 119 32; 795 42, 14,050 3 1265 17 30,884 156 435, 460 - 1836 —-79 1.4,91.5 114 35, 340 43 16,323 43 17, 367 122 31,238 157 52,707 1837 -........ 65 17,211 156 53,822 2711 10, 320 29 10,72.5 92 27,531 185 64, 547 1838 -....... 122 27,191- 244 70, 124 3-2 11,996 33 12,466 154 39,187 277 82,590 1839 -........ 128 21,857 200 48,286 45 J17,408 44 17, 006 173 39,265 44 65,292 1840. —------ 146 41,208 251. 94,551 61 25,564 57 23,552 207 66, 772 308 118,103 1841 —---- 107 23, 965 153 47,481 69 36, 583 69 35,795 176 60, 548 222 83,276 1842 -81.......19,706 146 51,247 6 38264 64' 38,095 145 57,970 210 89,342 1843 —------- 138 48,892 20 79,107 96 56, 00648 96 55,900 234. 105,540 296 135, 007 1844 -........ 102, 27,095 134 47,097 86 53,676 86 53,938 -188 80, 771 220 104),035 1845 - 17 4,64 10 8,032 117 62, 952 116 62, 491.254 110, 606 306 142, 523 1846 -........ 69 24,722 110 46,044 89 52, 468 88 51,007 158 77,190 198 97,051 1847 -50 16, 596 57 23, 103 79 43,162 77. 43, 135 129 59,758 134 66, 238 1848 -........ 55 16,135 146 67,574 76 45,491 82 49,359 13~1 61,626 228 116, 933 1849 -........ 55 20,858 149 76,523 101 66,213 107 71,593 156 87,061 256 148,116 1850 -....... 40 11,914 ~76 3-2, 268 112 84,106 106 80, 717 152 96, 0,20 182 112,985 1851 -23.......9,186 129 68,747 96 4648 13 52, 518' 119 55,684 32, 121,265 ~~764 ~S. Doe. 112. FLORIDA. The georaphical position of this State, the peculiar productions to ich its climate and soil are adapted, its extensive seacoast, and numerous rivers and harbors, and its various and valuable resources, and especiall important relation in respect to the commercial and nagatin interests of the other States, render a particular notice of it in this report peculiary appropriate. Communications addressed to the Undersined by citizens of that State, in response to notes requesting information for such notice, are published herewith. Some of the domets accompanying these letters are appended. The information cotained in these letters and documents in relation to the internal nprovement of the State, and of its rivers and harbors, to its productions and resources, and its present trade and commerce, and that anticipated, is so copious that it is not deemed necessary to make any additons. Thoulh these papers are voluminous, and though there are matters mentioned in them not directly pertinent to the object of th resolutions of the Senate, under which this report is made, and notithstanding the undersigned may not coincide with the intellient writers i respects as to some matters they refer to, yet it hasbeen considered just to them, and to the State, not to exclude any part of them. A paper respecting "the Gulf of MIexico and Straits of Florida," prepared chiefly fiom notes and data furnished by an intelligent and distinuised officer of the engineers, and a map made by the Coast rvey," to accompany that paper, are also herewith published, as being of general and national interest, and especially to the trade, cornmerce, and navigation of the United States. As stated in the papers now published, though Florida can furnish ample arid superior materials for ship-building from her inexhaustible forests,, but few vessels are built in that State; and ain fact most of those -employed, and even most of those, owned in Florida, are owned and ~Iagtd bycitizens originally:from the northeastern S-tates.'The business of wrecking on those dangerous coasts and reefs is -also pursued principally by the same class of persons, nowv residents of the keys, and other residents, emigrants from the Baham as, who have become citizens of the United States, and by Cuban Spaniards. It may also be observed, that ]intelligent persons, acquainted with this subject,'have suggested that, upon a rigorous exclusion by the British imperial -and colonial governments of our fishermen from just participation in the, northeastern fisheries; the latter may find in those, at the southern extremity of the Union, resources for similar employment, equally profitable to them, and as'advantageous to the confederacy; and that the realization of such prediction may injuriously affect the trade and interests of the British colonies. One greIat advantage of the southern fish-,eries is, that they may be carried on throughout the year. Such diversion of the occupation of our hardy eastern fishermen from the fisheries owused by them to those appurtenant to the State of Florida,. would also be accompanied by a large increas'e Iof Pie vessels built'in that.State by mechanical labor now employed in the' eastern States in such business. The injurious effect upon the Similar interests of the British colonies can readily be anticipated, and particulary when it is consid S. Doc. 112. 765 ered that, in the climate of Florida, mechanical labor can also e employed without cessation throughout all seasons. The papers now published refer to other matters worthy of investition and deliberate reflection bythe statesmen of this confederacy. The great importance to the commercial and navigating interests of the Atantic ports and of the gulf, extending beyond the Isthlmus of Panama, of completing at an early period the fortifications at Key st and at Tortugas-of expediting the valuable labors ofthe "Coast Survey" in that quarter —of erecting proper light-houses, beacons, and buoys, &., on the keys and coasts-of making Key West a naval station and a nprincipal commercial depot and rendezvous for our shippi and a point for the deposite of coal and provisions in large quantities, and of having a public nav-yard there-is strongly and cogently contended for in those papers. Doubtless, when the extensive fortifications now in progess at the two points designated are completed, our naval vessels, though of inferior force, can readily, in case of war with any other nation, b operating from Key West and from the Tortugas, owing to theirpeliar position, keep the Carribean sea, the Gulf ofMexico, the straits of Forida, and the entire southern coast of the Unitd States, f depredations of any naval enemy. When s come more generally substituted for sailing-vessels, the long andcircuitous voyage that large vessels from Atlantic ports to the Gulf of exico, and further south, now often make through the IMona passage, r through the "IWindward passage," and going on the south side of aba, (nd around Cape Antonio, when bound into the gulf) can be voided, thereby saving several hundreds of miles of navigation genrally with unfavorable winds. It has been -estimated that exceeding our hundred millions of dollars in- value in ships, merchandise, and pro-. luce, (a lar~ge proportion of the' two latter itemns from and to the valley ofheMississippi,) annually passes near to Key West anrd Tortugas, and aube protected or controlled from such points. By the completion of. he proposed improvements of the rouates of passage or transit between he Atlantic and Pacific oceans, at Atrato, at Panama, or at Nicaragu.a, nd especially'if the route at Tehuantepec should -be made susceptile of passage by a canal or transit by a railroad, the amount of property hat will,.pass near to the two points designated.Nwill, be immensely. ugmented. Amongst the topics referred to in the papers now puhlished, is the, leged probability of the extensive substitution, before the lapse of any years, of oils produced from the turpentine and rosin of the, onthern States, for spermaceti and other oils. If full credence is yielded o the writer's ainticipations-that resinous oil (r'ecently highily improved s to its manufacture) is destined to affect the profits of the labor ad apital of the eastern States, now so extensively employed in the whale sherries, and already greatly reduced by the decrease of' the sperm hale-this subject becomes one worthy~ of grave consideration. It is, llge that, on account of its cheapness, resinous oil is already emloyed in the adulteration of most other expensive oils, and that it is. eginning to be much used for machinery, for various manufamctures,, nd for lights, in lieu of' other oils. ~ 8766 S. Doc. 112. Reflection upon the suggestions just adverted to, and oers contained in the letters respecting Florida, annexed hereto, and the accompanying statistical data, shows how closely blended, and intimatey interwoven with each other, are the interests of the most remote setions of this confederacy, and how strong the hands are by which the perpeity ofour glorious and happy Union is secured. If the interests of one kind of industry in one section are assailed and injured by forilliberality, there soon opens in another part of this vast empire a new field for employment of a congenial character, to which that industry can e profitably applied. And they show that, upon the decreas of an important article of commerce, and valuable for use to the whole coutry, the enterprise and ever-ready inventive talent of our ountrymen soon find new and fully commensurate means ofsupplyin the necessities of civilized life and the wants of commerce. A ceap substitute for the product of distallnt seas is obtained from our illimitale and exhaustless forests, and new employment in its procurement and manufacture. The estions in the paper upon the "Cotton Crop of the Uited States," appended hereto, and in relation to the vast capabilities of that region of this continent designated therein as the " Cotton Zone," (as yet ut partially developed,) and as to the effect of the increased production of that highly important staple upon the destinies of this coederacy, deserve deliberate attention and reflection. This topic has been heretofore alluded to in this report, but it is deemed proper to publish the fuller statistical data in relation to cotton afforded by this paper, compiled from the best authorities. The influence of the intere-sts of that region, a'nd of the commercial and navigatingy interests of &ther sections, based upon and connected wi th it, is, in the conduct of the g~overnment of this country, conducive' to the preservation of peace with other nations, and especiailly with those nations that aflbrd profitable markets, for that product. T~he restraints imposled by self-interest upon those for eign governments which' must look to such produc ts as the means for employment of several millions of. manufacturing laborers, and hundreds of millions' of'capital, and as the basis of their commercial prosperity, from heedlessly engaging in disputes, or coming into collision with us, are much more powerful and elfictive in the preservation of amity than treaty stipulations, however formally and solemnly contcluded. The treasury tables show the value of all our domestic exports to foreign countries, for the last ten years,- to be about $1,~258,332,000; the annual average value to be ~about $125,583,000. -Of these the south and southwestern States (being the region before mentionled as the "1Cotton Zone") have, in the same period, exported upwards, of $651,767,000 worth of cotton, being an average amount of $65,176,700 in each year; and it is esti'mated that upwards' of $40,000,000 is now annually used for home consumption, and for manufacture in the United States for exportation. The aggregate amnount exported in 1849 and 1851, of the crops of cotton of 1848 and 1850, exceeded two thousand maillions of pounds; and the avails of the exports of the crop of 1850 amounted, alone, to $11[2,315,31. The same tables show the production, exportation, and homne consumption of rice, and -other products of S )oc. Do.' 112. 767 the region referred to. Te per Mississippi, or western States, export to foreign countries iefly breadstuffs, provisions, and the like. The annual average of the last exports specified for the last ten years, from all the States, is less than $27,000,000. Most of all these varied products are carried to foreign countries by American vessels, owned in the middle and eastern States, and manned by American seamen from the same section. The return cargoes, purchased with the proceeds of such prolducts, are chiefly obtained trough the agency of the intelligent merchants of the Atlantic cities, who thus protect the agriculturist from the unjust exactions of a foren trader, unrestrained by a responsibility that can be enforced by our judicial tribunals, and without the stimulants to fair dealing springing from the ties of interest and feeling created by national brotherhood. How cheering is the confidence these things inspire in every truly American heart, that the bands of union between the United States cannot be rent asunder by the efforts of foreign foes. They show that the infinite and varied resources of these States render them independent of, and impregnable to, any efforts from abroad to injure our commercial or other industrial pursuits, by illiberal exactions, impositions, restrictions, or prohibitions. They show that we have within ourselves the means and ability to meet and counteract any and all illiberality; and they also show that the preservation of our mutual interests, and the prosperityof our common country, depend, under Providence, upon ourselves alone; and that the cultivation of fraternal feelings and good will, the strict and faithfl observance of the stipulations of our constitutional compact, and the never-ceasing inculcation and ri-id observ 1 ance of just and liberal principles and rules of' conduct towards each other in all things, is the high and solemn duty of every American citizen. The amount contributed by those States bordering on the Gulf of Mexico justifies me in calling attention to the following letter from the assistant Secretary of the Treasury, W. L. lodge', E sq.: WASHINGTON, 1852. My DEAR SIR: In reply to yourr inquiry as to. the probable annual value of the trade of the, American ports in the Gulf of' Mexico, Ii do not exactly understand whether you Imean to confine it m-erely to the value of the merchiandise which arrives at and leaves those ports, or to include likewise the value of the shipping employed in the transpcortation of that merchandise. In connexion. with the question of a ship-canal through F lorida, the Senate, in the late session of Congress, requested information from the Treasury Department as to the probable value of the property which annually passed round Cape-Florida, which the department, in its answer to the resolution, estimated at twvo hundred and fifty millions of dollars. This estimate see-Ms large, and was generally so considered at the tine, but, I am, on further reflection, now convinced that it was an under instead of an over estimate, and I will give you the data on which this opinion is founded. The great difficulty in arriving at the true value of the Gulf trade, is the impossibility to ascertain the, amount! of' the coasting trade from the Atlantic ports, as no record is. furnished to the custom-house of even ~~768 ~S. Doe. 112. the kind of goods shipped coastwise; and, of course, nothing even. proaching to the correct value can be ascertained from the outward manifests. Perhaps the most valuable cargoes shipped i American ports are those by the packet-ships to New Orleans, from BostonINew York, and Philadelphia, and I have no doubt that some sinle cargoes are not unfrequently worth one million of dollars, and tha lf a million is a very common value for them. Some four years since, one of these Boston packets-a vesselof 1,000 tons-was missin d considerable anxiety was felt for her safety, and from the inquiries made as to the amount of insurance effected on her cargo, and the ascertained value of some of the heaviest invoices by her, it was pretty well ascertained that her cargo was worth $700,000. When it is recollected that the entire supplies of the States on the lower Mississippi, and a lare )portion of those for the States higher up that river and its tributaries, are received through that city, the magnitude of them may to some extent be appreiated. The value of goods arriving at New Orleans from the American Atlantic ports, I should think would, at a low estimate, be at least fifty millions of dollars; but, in order to be perfectly on the safe side in this respect, I will estimate at that sum all the supplies thus received at l the Gulf ports, including New Orleans, Mobile, Pensacola, St. Marks, Appalachicola, and all the ports of Texas. The value of foreign importations at New Orleans is about fifteen millions of dollars, and for the other ports of the Gulf not less than five million's more. Ver-y correct statistical details are kept at New Orleans of all the re1eipts of produce from the interior, with thequantity of each; and an annul satemnt S published, wvith the estimated value, ba sed upon the current prices of the year, -approximating, probably, as near, or more' near to the true valiue than such statements usually do. These -staternents show that the -value of this' produce annually received at New Orleans from the, interior ranges from ninety to ninety-five millions of dollars;- and allowing, ten millions for the local consumption, it would: leave eighlty to eighty-five millions of dollars as the annual value of the export trade of New Orleans. Mobile exports little but cotton, and the average receipt of which, there, is about 500,000 bales, xvorth at present pric'es about $22,000,000. The-exports, including cotton from the ports of Florida, and those from Texas, may, in the agg~regate, be safely placed at ten millions more, sho'wing ca total of' exports from the American ports on the Gulf of about $115,000,000. Upon the above data, then, the statement of the'merchandise entering and leaving- the American ports of the Gulf will be as follows: Foreign imports. —--------------— $20,000,000 Coa~stwise imports. —-50,000,000, Exports.~~~~~~~~~~115,000,000 Making a total of. —-185,000,000 as the aggregate value of the merchandise shipped and received at those ports. I have not at hand, for reference, the record of shipping arriving S Doc. 112. 769 om te t New Orleans annually; but it exceeds 600,000 tons, and at all the other ports f the Gulf it would probably be 300,000 tons more, makingan aggregate of 900,000 tons, which, at the value of $75 per ton, would be $67,500,000; and as these vessels make the voyage in and ou, the entire value of the tonnage which annually passes Cape Frida would be $135,000,000; which, added to the prece~dingo ~, amount of merchanld make a grand aggregate of $325,000,000 of property which annually passes to and from the American ports of the Gulf of Mexico. Although this estimate is made up in round sums, tt going very particularly into detail, I ave no doubt it is considerably below the real amount. nThe value of the ex rom the ports of the Gulf could, with a little care and attention, be verycorrectly ascertained, for they principally onsist of articles of domestic produce, such as cotton, sugar, molasses flour, lard, bacon, & c., &c the quantities of which can always be ascertained from theoutward manifests; and the prices are a matter of record, from day to day, throughout the year, in the daily publications of the public journals and price currents. The custom-ouse records, ofcourse, exhibit the value of foreign importations; and the only difficul in arriving at the correct value of the trade of the Gulfwould be in e coastwise shipments from the Atlantic ports. Nor do see how tis an be correctly ascertained, and it will have to remain Ias a matter of conjecture,. though, in placing it, as I have done in this communication, at fifty. millions of dollars, I feel well assured it is considerably below the actual value. I regret extremely, that under the heavy pressure of official duties, particularly at this time, I cannot (le-vote more time to the subject of your inquiry, and am obliged to give, you such a hastily-prepared and crude communication. Very truly an-d sincerely, WM. L. HIODGE. ISRAEL D.EWOLFiT ANDRE~ws, Esq.. There cannot be any surprise that the attention of the country, particullarly the commercial portion, has within a few years been-directed in a special. manner to the value of the domestic and foreign commerce flowing through thieStraits of Flor-ida and Gulf of Mexico. That attention will now annually increase, for obvious causes; and-, therefore, no apology i's deemed, necessary for the prominent posi tion that subject, in connex'ion with the State of -Florida, occupies irm. this part of the report, to which particular attention is requested. ~~770 S. Doc. 12. Letter from the lon. E. (Carrington Cabell. CITY OF WASHINTON House of Representatives, August 29, 1852. DEAR SIR: I cheerfully comply with the request in your favor oft th inst., to furnish you memoranda of'- the works of internal improement, and for the improvement of rivers and harbors, heretofore undertaken in Florida, and which it is anticipated are to be undertaken by the general government, or by the State, or associations in it; and likewise as to the general resources of the State. You can use these notes aUny mann please in your forthcoming report to the Treasury. There is not, erhaps, any State of the confederacy that can be more benefited by the construction of judicious works of internal improvement, and by the improvement of its harbors, than Florida. Thirty-one years have elapsed since the provinces of East and WestFlorida were taken possession of by the United States, under the treaty of cession concluded in 19. No works of internal improvement, except the "Kin's road," in East Florida, and a -short and small canal (never completed) near Lake Okechobe, and De Brahme's surveys, in 1765, were commenced by the British or Spanish governmentswhilst the provinces were under the control of either of those powers; and since their transfer to the United States, various circumstances have combined to retard the development of their valuable commercial, agricultural, and -other resources. The fortifications then near Pensacola, that at St. Marks, the fort at St. Auguistine, and an -old defence called Fort George, near the mouth of the river St. Johns, were all the military defences' worth mentioningT existing in the provinces at the cession. The, United States have since established a navy-yard and works for the, repair of vessels of' war, and erected other forts, and built a naval and marine -hospital near Pensacola; are, building, fortifications at the Tortugas, and at Key West, and near the month of the St. Mary's river, and have placed the fort at -St. Augustine in good condition; but no other part of the, extensive and exposed gulf and seacoast of the State is in any degree fortified; nor are there proper preparations made for the construction, at an early'period, of such defences. The entire Atlantic and Gulf coast of the United States, from Passamaquoddy to the Rio del Norte, is about 3,500 miles, and of this extent the coast and reefs of Florida, from St. Mary's, around the Tortugas, to the Perdido, comprise upwards of 1,200 miles, extending, over SO of latitude, and 7JO of longitude; being more than onethird of the whole coast. Within a few years past, our"' "coast survey " has been commenced, but wvith meagre and inadequate appropriations,'not at all in just proportion either to the necessities of the work, or to the amounts yielded for~ such surveys in other sections less important to the wbole country. No canal or railroad has been constructed by the federal government in Florida, but the expenditure of a few thousands of dollars (whilst Florida was a T'erritory) for the removal of obstructions in some of the rivers and harbors, and for two or three partial surveys of' important )S. Doc. 112. 771 utesf a national character, has given rise to allegations that profuse grantshavebeenmadeforhbenefit. She has, too, been unjustly rehed asbeing the cause of the immense expenditures so profitlessly made in the Seminole war; and by some she is held responsible for all the folly, waste, extravagance, impositions, peculations, and frauds' ~ ~?committed itefdresno thate tderal government, though not citizens ofthe State. A similar class have had the infamous audacity to impute to her peple thepurposed origination of the war, and desire fr its protraction, as a source of pecuniary gain. A devastated frontier of several hundred iles, and the butchery by the savages of hundreds of men, women, and children, throughout the State, and the utter ruin ought upon many of her citizens by that war, ought to be this accusation. - Those who have propsufcient to prove the falsity of thisacsto.Toewohv rp ated or countenanscrupulous slanders against the people f Florida ave ho when challenged, exposed a single case in which any citizenof the State has obtained payment of any demand against the United States, founded on fraud; and the public records-of Conand of the federal departments will verify the declaration that scores ofFloridians have been refused payment ofjust claims, or postponed on the most frivolous pretexts and discreditable suspicions. If attemts have been made in any instance, by individuals claiming o belong to Florida, to obtain from the federal treasury claims not founded in strict justice, such dishonorable exceptions do not excuse wholesale mputations aainst the citizens of the State generally, nor justi theexcitement of prejudices against them, and the withholding payment of just demands. Both of the provinces, when acquired'by the United States, (excepting' only a smallportion of country around the city of Pensacola, at the western.extremity, and the -region contiguous to the city of St. Au gustine., and to the lower part of the river St. Johin's, in East Florida,) were in the possession of warlike and hostile bands of'savages. The territories, when ceded, were, covered w ith British and Spanish titles to lands, some for tracts of several thousands of acres. The "Forbes grant"extending, from the St. Marks to.the west side of the Apalachicola, river, and including also the site of the city of Apalachicola, and several thousands of acres contiguous thereto, further west, and the adjacent islands of St. George and St. Vincent,, and Dog, island, and reaching upwards of sixty miles from -the coast into the interior-covered an area of' upwards of one million two hundred thousand acres. -Most of the lands which had not been previously granted were included in the concessions by the King of Spain tothe Duke of Alag on, the Che~valiier De Vargas, and the Count of Punon Rostros, clandestinely made whilst -the tr'eaty' of cession was being negotiated, and wvhich, thougyh annulled by a codicil to the treaty, are still claimed by the grantees, and those to whom- the grants have been assigned, to be valid and in force. A decision has recently been given by the United States court in Florida, in a.suit brought upon the Alagon or "ilHackley grant," against, its.validity.. The procrastination since lS2t of the definitive ascertainment and confirmation or rejection, of alleged Spanish titles, has' been a serious evil to the State, and aided to retard its settlement and pr-ogress. The removal- of many of the Indians from the upper and middle 772 S. Doc. 112. sections to below 28S (N. L.) on the peninsula, wa effected a 1825, under the treaty made with the chiefs at Camp Moultrie in 1823. Though this measure opened a large portion of the country to settlement, and when adopted was generally commended, experience has proved that it was injudicious policy. It has been the prolific cause of subsequent troubles, and of great sacrice of life and property by the people of Florida, and of immse expenditurs by the federal government; the responsibilityfor which, as before stated, has been most unjustly attributed to the inhabitants of the State. The measure referred to has put back the State at leasta fifth of a century. Four large bands or towns f Indian, located on the Apalachicola, remained there till 1834, wen they were removed peace ably, in conformity with treaty stipulations, to the ndi territory west of the Arkansas. In 1835 the Seminoles, Miccossukies, and other tribes, (concentrated, as above stated, near the fastnesses of the peninsula,) i re f treaties stipulating forto their enforement of treatioien west of the Arkansas, commenced predatory hostilities that soon ripened ipto open war, which lasted for seven years, and was atended with but limited and partially creditable success to the federal government, or to its officers, either in arms or in diplomacy. The best measure adoted by the United States during the war was the "armed occupation" act of 1842; though the policy pursued by the federal government, in the execution of the law, until the act of July 1, 1848, was ased, decreased its benefits. The contest was abandoned y the United State in 1842, an "arrangement" with the yet unsubdued Indians then bein made (similar to two others after 1835, which they had violated) by the general officer commanding the United States regular -forces in Florida; and which last* " arrangement," in disregcoard of the previoan treaties, stipulated that those Indians,- he'aded by the chiefs Arpiarkca ai ( Boxvleg~s, might remain on, the peninsula. Their whole number, it is estimated, cannot exceed, eight hundred, and they are on paper restricted to prescribed limits, embracing many hundreds of square miles in ~area. Since that "1arrangement," repeated disturbances, attended by bloodshed and the destruction of property, have occurred, owingy, it is alleged by the'citizens, to the depredations of the Indians outside of the country reserved for them; and, on the other hand., asserted by those inimical to the people of Florida to be occasioned by the encroachments of' them frontier population upon the Indian reservation. The offic-ers of the. federal government have -n~t restrained the Indians to the limits of the "reservation;" and while this duty isnegylected, collisions and conflicts be,tween the savagyes and the settlers near to the lines'are inevitable. Means aenwbeing adopted to effect the- removal of the- few hundred war.. riors and women and children yet remaining (and it is said in a state of destitution',) on the lower end of the peninsula, and which efforts. it is hop ed may be successful; but if they fail, prompt and efficienit measures will certainly. be'taken by the State government to abate this eil, so blightingC to the prseiy of Florida. It is a strikinig fact in the, history of the provinces of Florida,, that since their first discovery by the Spaniards, nearly three ceiituries and,a half ago, they have never enijoyed twenty successive years of' peace and tran'quillity, undisturbed by domestic warlike conflicts or fore-ign S. Doc. 112 773 hosile invasion. They have changed owners and masters several times. The late disturbances with the Seminoles brought destruction and ruin upon many Floridians, and the insecurity to life and property since 183 not only deterred emigration to Florida, but hundreds of worthy and valuable citizens abandoned their plantations, and, with their amilies, went to other southern States, where they would not be daily liable to massacre and devastation, owing to the neglect, by the fderal government, of the duty of protection. The creation by the territorial legislature of some ten or a dozen banks, to three of which were given territorial bonds or guaranties to raise their capital, and the failure of all these corporations prior to or in 1837, th inability of ally of them to retrieve their credit, and the liability imputed by the foreign holders of the "faith bonds" and' guaranties" to the State of Florida, since organized, for several millions of dollars, ave been a serious drawback to the settlement and growth of t~~'he State. TheState constitution expressly inhibits the State legislatre from levying any tax for the redemption of these imputed obligations; those who effected the adoption of such restriction contending hat the people of the State are not justly responsible for the improvident acts, allowed by Congress, of the territorial authorities, who, the insist, ere the creatures solely of federal legislation and federal executive powe, and also that the bonds were purchased by the holders in disregard of the conditions of the acts of incorporation, and with full knowledge of all the facts. Some contend, also, that the territorial banks were created without any competent legal power it torial legislative council therefor. The annexation of Texas first, and the subsequent acquisition-,of California,,_and the discovery of gold there', also diverted emigration from Florida to those States. These events have greatly retarded the growth and prosperity of the State; and- the present backward condition of her internal improvemnents should not be~ mentioned without also adverting, at the same -time, to them as her apologies. Her people are as public-spirited and as enterprising as those of' any other section, but their energies have been stifled by th e series of untoward circumstances alluded to.'Blessed witha gnialcliateand a fruitful soil, and' advantages for improvernent, with facility and cheapness unsurpas~sed by any country, it is believed Florida is destined, in time, to becomte a populous and one of the richest andumost prosperous States of the Union. The severe restrictions imposed in 1832 and 1834 upon our Cuba and Porto Rico trade are ably and fully exposed by Senator Mallory in his r cent pamphlet o'n that subject. They are a serious grievance to the State. But for those restrictions, we should sell annually to -those islands m-any thousands of dollars worth of agricultural products, stock, &c. The restrictions. should be forthwith abrogated, if, the commercial and agricultural interests of the Gulf and Atlantic southern States are entitled to -any consideration; and, indeed, the..dictates of -sound policy' and equal justice to every section of the Union imperatively deman'd the repeal of those laws. It is proper, also, to state here that the failure of the federal government to fulfil in good faith its, obligatio n to indemnify Spanish in ~774~ S. Doc. 112.. habitants for the spoliations of 1812, 1813, 1814, and 1818, wen provinces (then belonging to Spain) were invaded by the troops of th United States; and the withholding of protection to the citizens of Florida during the protracted Indian hostilities which commenced in 35; and the refusal to indemnify the many hundreds of citizens whose property was devastated by the savages, owing to the flagrant neglect of the federal government to fulfil its duty of affbrding properprotectio to them; and, likewise, the refusal to pay others their justdues for supplies furnished to troops in service, and for services rendered the deral gvernment-are all matters that have been severely felt in Florida, and have all materially retarded its prosperity. The only railroad in Florida now in operation is the Tallahassee and St. Marks road. It was built about 1834, by an incorporated company. It now runs from Tallahassee to the seaport at the site f the ancient Spanish fortress of St. Marks, at the junction of the St. Marks andWakulla rivers, a distance of about 23 miles, and is in good con dition, Between twenty and thirty thousand bales of'cottonandlarge amounts of other' produce and of merchandise, are annually transportedover this road. It originally crossed the St. Marks river, an run to a point on the bay of' St. Marks, or Apalache, a short dis tance below its present terminus, where a flourishing village soon sprang up, but which was in 1843 totally demolished by an unprecedented hurricane and flood from the gulf, by which many lives were lost. This railroad is now owned chiefly by Genera Call. The cost of construction, of rebuilding it, and of repairs, has probably been $250,000; but it is generally considered to be a good investment. If it is intersected- by the contemplated great Central road, hereafter spoken of, it will increase in value. The Georgia "4Brunswick- Company," hereafter alluded to, it is understood, desire to connect with this road; and projed'ts- have been in contemplation to extend the Tallahassee road to Thomasville, Georgia, and to other points in Georgia, without reference to the Brunswick Company. Such~ extension- will add to its importantce.' Plank roads are beinig projected at' several detached' points in. Florida, for short distances, and one several miles in length is now in course, of constructida: from New Port (a rival town to St. Mark-is, -situate a few miles above it, on the St. Marks river) to the Georgia line.' A small private railroad was constructed a few years ago, leading: to Forsy;th & Simpson's extensive manufa'ctor~ies and mills, near B~ag,dad, on Black Water river, West Florida; but it became uselessl and has been taken''up'. In 1835, a company was incorporated to. build a canal or railroad toconnect the Apalachicola river (through Lake Wimico) with St. Joseph- bay;- at which- it was intended' to establish a shipping port for the produce brought down the Chattahoochie, and Flint, and Apalachicola rivers, and from the surrounding country, and for receiving, and for — warding merchandise to the interior, and as a rival to the city of Apalachicola. A r'o ad about nine' miles long was put in operation, but, inconsequence of' the difficulties'attending, the passagre of large steamboats through the shoal waters of the lakie, it- was abandoned. in 18'39 - anid another road running from St. Joseph, north, about thirty miles to Iola,, a ~village6 established on the west side of the Apalachicola, -a mil S.Doc. 112. 775B above the Chipola river, was constructed at an expense of upwards of 300,000. A bride of superior construction,-several hundred yards in lenth, was thrown across the Chipola, and the railroad continued upon it. A town was soon built, at the southern terminus, on the bay of St. Joseph, which bay has an excellent harbor, easily accessible to mercant vessels of the first class usually employed in southern- trade. In 841, the railroad, in consequence- of pecuniary embarrassments of the company, occasioned by its immense expenditures, was abandoned, and soon after the rails were taken up and sold to a railroad company in Georgia. Many persons contend that the site has superior advantages, and that withjudicious management it would have succeeded, and that it maybe resuscitated at some future period under favorable auspiaces. The proper and judicious improvement of the harbor of Apalachicola would, ofcourse prevent this, and especially if the inland communication alon the coast (hereafter mentioned) from South Cape to the Mississippi s undertaken. Apalachicola now ships to foreign prts and coastwise upwards of $6,000,000 worth of cotton and other produce annually; and receives a corresponding amount of merchandise for transportation into the interior; and has, besides, considerable trade. Some miles of the Florida, Alabama, -and Georgia railroad, near Pensacola, were graded as hereinafter stated several years ago; but that work has been suspended for the present. Exceptin some local improvements at the city of St. Augustine, made by the federal government, and which were necessary for the preservation of its prop erty there, the-foregoing, it is believed, comprise all the work-s of the character you inquire of heretofore constructed or partially constructed in Florida. Florida, has. several capacious- and secure habors, andl of' easy entrance. No less than twenty-six important rivers-the Perdido, the Escamibia, the Black Water, and Yellow rivers,-(through, St. Mary de, Calvez bay,) the Choctawhatchie, the Apalachicola, (into which flow the Chattahoochie and, the Flint, the Ockolockony, the St. Marks., and Wakulla, (throu gh St. Marks or Apalache bay, the Wacissa and Os -cuba the Suwanee or Little St. John's, and its tributaries, the Withiacoocy, and Alapaha,'and Santaffei, the Weethlockochee or Amixura,. the Hilisborough, the Nokoshotee or Manatee, the Talachopko,. or Peas. creek, the Caloosahatche, the Ots~ego,, the two Caximibas,- the Galivans. river,- Harney's river and Shark rive r; _besides other s treams of lesser note-flow from or through the State into thel Gulf of Mexico. The fiv'el'first-named. rivers: extend into the. State of Alabama. They already bear upon their waters to the Florida Gulf shipping ports v aluable products,,which could be. greatl'increased by comparatively trifling artificial "64internal improvemen-ts," and. the value of the public. and private lands in Alabama, contiguous to them, much enhanced. The: Chattahoochie- river is the boundary between Alabama and Georgia, and is navigable'for steamboats for upwards of 150- miles- northward from' its junction with the Flint, where -they form the Apalachicola. The, Flint extends upwards. Of 100 miles, into one O'f the most productive, sections of Georgia. The Ockolockony, the Oscilla, the Suwneandthe two first-named. of its tributaries,'all extend into Georgia; and if all of them are not susceptible,, by artificial improvement, obeling ~~776 ~S. Doc. 112. made navigable for steamboats of a large class, they can be made equa to most of the ordinary canals in operation in the middle States, to within a few miles of their respective sources, in affording facilities fr the transportation of produce to the coast, and of merchandise into the interior. Every one of the rivers named, not only at their iespective outlets to the gulf, but with reference to their navigation in the interior, is susceptible of artificial improvement, the beneficial effects of which would be commensurate to the expense incurred. The country at large would not only be benefited by the promotion and extension of the agricultural and commercial interests of the cregiontiguous re and the development of new sources of wealth and prosperity that the improvements suggested would cause, but the facilities for cheap and read defence ofan extensive coast frontier (now greatly exposed to a foreign maritime enemy) that such improvements would afford would be of incalculable national advantage. In fact, the federal treasury, as to most of them, would be more than reimbursed for all outlays (if it undertook the works) by the enhanced value of the public lands in their vicinity, and their consequent increased sales; and if undertaken by a State orStates, or by corporate associations, and a proper portion ofte lands were granted in aid of the works, the United States would be remunerated by the increased value of the portion retained. The States of Alabama and Georgia are directly interested in the improvements referred to to an extent quite equal to the interest of the State of Florida Some years since, the legislature of the last-named State directed an examination of the Ockolockony river with a view to its improvement; and it has, also, at different times, made examinations with a view to the improvement of the navigation of the Chattahoochie and Flint rivers; and it has expended some money on both. Alabama has as yet done but little to promote the interests of her southeastern counties in obtaining facilities for the transportation of produce to the gulf through Florida. It is believed that the improvement of the bays and harbors, and of their outlets, to the gulf or. sea, can be rendered easier, less expen~sive, and more sub stantial and permanent, by the adoption of the sy'stem of closing.,unnecessary delta or outlets; and, instead of removing bars or deepening chainels by cxcavation, making portions of them positive and immovable obstructions; thereby confining the waters to as few channels as possible, and causing, them to force and deepen thodse chan — nels for their dehoucliement to the gulf or sea. Especially on the southiern Atlantic coast, and in the gulf, is this plan deemed to be the most eligible. Several different examinations, reconnoissances, or surveys have'been made of som e of these rivers, and their outlets, and reports fur-' nished as to their sus'ceptibility of advantageous improvement; which can be found by reference to. the public documents, of which a list is. annexed in note A.'That an inland water communication from the Mississippi river to South Gape, in Middle Florida, could be o btained for steamboats of a medium size, and coasting craft, was many years ago maintained by high authority. The expense necessary to obtain such inland communication, by canalling betwe'en the'nearly continuous line of bays or sounds running, parallel with the -gulf coast from sSouth Cape to the Mississippi,.and by ctosing the m'ouths, of one or two streams, and stopping a few S.: Doc. 112. 777 ishoal inlets, s really trifling when the immense advantages to flow from such work are estimated. But I will not dilate on this undertaing. The public documents enumerated in note A afford fulil information on the subject, and demonstrate, to my judgment, the entire practicability of effecting results especially beneficial to the western States, and to Alabama and Florida, and, when such communication is extended across the peninsula to the ocean, important to the Atlantic States. On the Atlantic or eastern coast of Florida, above or north of Cape Sable, there are several important streams, which could also be iiproved by widening, straightening, and deepening, and by removing obstructions in the navigation, at comparatively trifling expense, considering the benes that would result therefrom in the same way above mentioned. Thesound behind the tongue of land terminating at Cape Florida receives the Miami river, Little river, Arch creek, Rio Ratones, and Snake creek and extends several miles north, parallel with the seashore New river inlet, Hillsborough river and inlet, Jupiter inlet, St. Lucia river and inlet, Halifax river and inlet, Mosquito river and inlet, Mantanzas river and inlet, St. Augustine harbor, North river, San Pablo creek, St. John's river, Nassau bay and river, and the river St. MaryS, (the latter being the boundary between Florida and Georgia,) are all important points on the Atlantic coast. As is heretofore stated, in respect of the gulf coast between South.Cape, in Middle Florida, and the Mississippi, early continuous line of inland "sound navigation," for coasting craft and steamboats of thle medium size, drawing six or seven feet, it has been suggested, (and with great plausibility,) may be effected from Cape Florida. to the mouth of the St. Mary's river by closing securely and permanently some of the inlets mentioned, and by excavating less than thirty miles of canal, and by widening and deepening, in a few places, the natural channels of the interior communications now existing; hem gthe "sounds," and also the "lakes" and rivers, adjacent to, and. extending, (with but trifling interruption,) along the entire eastern coast of -the State, and runmlIing parallel with the sea-shore, at'a short distance therefrom, in the interior. And it has been predicted that, after such improvement, the natural effict of the tides from the sea, through the "inlets" remaining open, and of the accumulation of the waters flowing into the sounds from the interior, and restrained to such outlet to the sea, and the currents caused thereby', would be, not only to increase ithe depth of -the channels Qof the sounds, but to deep-en several -feet and keep open the entrances from the ocean at St. Augustine, and St. John's,'and to such extent as always to admit large vessels adapted to foreign trade. The entire expense of such improvements, ii~ is estimated, would not exceed two. hundred an d fifty thousand dollars. But if it should be, three or four times that sum, it would not equal th'e value of the benefits resulting in a national point of view, and to other States besides Florida. Such improvements would render the entire coast from St. -Angustine to- Cape Florida forever impregnable to any enemy, and even exempt, it from annoyance; without the necessity of fortifications, except at the outlets to the sea, left open, and deepened, as suggested; and many coasting vessels from the eastward, going southward, might, by such inland communication, avoid the necessity of stemming the strong current of the " gulf. stream;" of crossing the Bahama banks; and also ~778 ~S. Doe. 112. the other hazardous experiment of hugging Cape Carnaveral, and keeping close to the Florida coast, in trying which so many such vessels bound southward are wrecked. The documents referred to in note A will give you valuable information on all these points. The clearing out of the small streams emptying into the sounds at the southern part of the peninsula, and the connexion of the sources of those streams by canals with the interior and fresh waters of the Pahhayoke or Everglades, covering an area of at least eigty by thirty miles, and with the large and deep fresh-water lake Okechobe, further vnorth, and with the interior river Kissimme, running into said lake from Tohopekaliga lake and other lakes, (the waters extending ninety miles north fom the mouth of the river,) would not only reclaim vast quantities of rich sugar lands, now submerged by the overflow of the waters at certain seasons, but would be the means of facile interior communication, and also between every part of the interiorregion and the seacoast, and afford easy and cheap transportation for all the produce intended for exportation to foreign ports or shipment coaswie. The extensive swamp called Halpatioke would become dry and cultivatable. And the character of the country is such, -tat the cost of such improvement would not be great. The upper soil is light and easy of excavation; the substratum of clay with which it is underlaid is tenacious, and prevents the difficulties so often caused by caving or sliding. The face of the country is level, and no material obstructions arising from rocks will be found. The principal obstacle to the undertaking is, that it is of a character which renders it necessary that every portion of it should be commenced and carried on to completion simultaneously, and speedily, requiring a ag aoin oc n United, combined, and concurrent action. So too, on the w-estern coast of the peninsula, the deep ening, of the outlets, and the connexion of the rivers- emptyn ito the Gulf with the same interior waters abovementioned, would be equally beneficial. The vast swamp called the Big Cypress, or Atseenhoofa., could be reclaimed. And the completion of such works- on- both sides would probably effect a means of passage for small coasting-veIssels and stemer acdssthe peninsular, thereby avoiding the perilous navigation of the keys and reefs farther south, and. extending so~uthwestwardly, upwards of a hundred miles fron~ Cape Florida and Cape Sable, into the gulf. The improvements suggested in the two last paragraphs are subjects of comment in the valuable documentsl annexed to a report made by Senator Breese, of Illinois, from~ the- Committee on Public Lands, of the Senate, at the 1st session 32d Congress, August 28, 1848, Doc, No. 242. Other important information as to the: agricultural capabilities,' and products, and- trade, and fisheries-, and other resources of Florida, is to be found in these documents. On. the peninsula- a' railroad from Tampa bay -to the'navigable waters of the. St. John's, near the head of the navigation of' that river, has been spoken of, and will probably, in a~ very few years be undertaken. When the adjacent country becomes mIore~ densely populated, such work will certainly be constructed. Another road from Tampa, running~ northwardly up the, peninsula,. S. Doe. 112. 779 avoiding the water-courses on both sides, and extending as far up as Jacksonville, has been strongly urged, and has many advocates. Above Tampa, on the peninsula, various projects have been suggested to connect the lower with the upper region of the peninsula, and to connect the Gulf of Mexico with the Atlantic. It is said that the head-waters of the Kissimme can be connected with those at the sources of the St. John's river, so as to be navigable for boats transporting produce. A canal for boats or barges drawing four or five feet. has been spoken of as practicable at small expense from the Ocklawaha, a branch of the noble river St. John's, to the navigable waters of Weethlockochee,- or Amixura. A canal from the sound near Smyrna, on the eastern edge of the State, to lakes which are the head-waters of the St. John's river, a few miles west of the seacoast, or from a point on the sound to the same waters, some distance farther south, has also been suggested. A railroad from Pilatki, on: the St John's river, to such point as may be ascertained to be the most eligible, on the gulf coast, near Cedar Keys, or near Waccassah bay, has likewise been spoken of; as has also a similar work from Jacksonville, on the St. John's; and also one from the mouth of the St. Mary's to the same points on the gulf. In fact, several different railroads from the west side of the St. John's river, farther down to the gulf, are in contemplation. One from Picolati, intended to extend east to St. Augustine; one firom the head of navigation on Black creek; and one from Jacksonville, or a point near that town, to some point on the gulf,, or on the Suwanee river, have been spoken of; and, likewise, a railroad from St. Mary's river to the Suwanee. Charters have been obtained, in past years, from the Florida legislature for some of the last-mentioned works,. to be undertaken by corporate associations; but none of them, it is believed, have as yet had any route properly surveyed, preparatory to carrying out their charters and commencing such work practically. The routes of two of these contemplated works are laid down on the map enclosed to you, of one of which it is understood some years since a reconnoissance was made by an officer of the United States army, (Captain Blake,) since killed in battle in Mexico. The same officer made a partial survey of the harbor of Tampa, and of a portion of the eastern coast of the State, and of the sounds contiguous thereto, which are referred to in the said list of documents, marked A. The "thorougch-cut,"?' or "great ship-canal," or "ship-railway" across the head of the peninsula, has been written about a great deal within the last thirty years. It has formed the subject of congressional speeches and reports, and of newspaper essays; and, many years since, a board of the United States engineers, at the head of which was General Bernard, made a partial survey, with a view to ascertain its. racticability and its cost. His report and maps of his surveys are to e found in vol. iv. Ex. Doe., 2d sess. 20th Cong., 1828-'9, Doc. No. 147 Different. termini have been indicated on the gulf side for this work. The St. John's river has generally been mentioned as the most eligible terminus of said work on the eastern side. An appropria 70S. Doc. 112. tion of $20,000 will probably be made at this session of Congress for the completion of the survey for this work. Whilst the certain practicability of effecting the completion of this stupendous and magnificent project to the full extent anticipated b some of its advocates has by many been deemed questionable, (and it seems General Bernard did not believe in its favorable success,) yet other disinterested and impartial persons, of a high order of itelligence, and possessing accurate knowledge of the location through which the canal must be constructed and of the soils to be excavated, confidently contend that it is entirely practicable. The immense cost of the construction of a ship-canal is an insuperable obstacle to its being undertaken by the State of Florida, or by any associationof individuals there. The State constitution contains provisions virtually restraining the legislature from borrowing money on the faith and credit of the State, even for such purpose. Therefore, if such work is undertaken, it must be by the general government, and upon the most considerate estimates, founded upon previous examinations and accurate surveys b scientific and impartial engineers. The same observations a to the construction of the "ship-railway" that has been suggested. If the construction of either of these works is ascertained to be feasible, it will be beyond all question the most important undertaking of the kind in the United States. No one can deny that its beneficial results will be eminently national." Whensoever any route inside of the Gulf of Mexico, whether through Texas, through eastern Mexico, or by Vera Cruz or'by Tehuantepec to the Pacific, may be established, a passage across Florida, as a means of seedy and safe travel, and for the trnsportation of merchandise, will become imperativel neesrto enable the eastern and middle Atlantic States to participate fully in the beniefits of such route. The proposed canal or road may be located onl a direct and straight line drawn along, the coast from Cape Hatteras (to pass which in sailing fromn New York a considerable deflexion east must be made) to the mouth of the Rio Coatzacoalcos, on the gulf side, of the isthmus!.of Tehuantepec. The legislature of Louisia, smotherin, g all selfish local considerations, at. a recent session adopted resolutions asking, Congress to institute examinations as to the Florida "1shipcanal;" and patriotic and enterprising citizens of eastern and of western States, with wvise forecast, look to the asce rtainment of its practicability as a result of the highest importance to the general interests of the whole, confed eracy-as well to the Atlantic, southern,'northern, eastern, middle, and interior States, and those on the Pacific, as to the gulf and Mississippi States. Our Atlantic merchants see tha'it it will greatly facilitate our future trade, not only with the Pacific generally, but with China -and with the East Indies. Whatever doubts may be entertained as to the practicability of the construction and successfiil operation of'a "ship-canal." or "ship-railway" across the peninsula, it is not doubted that canals for boats drawing six or seven feet water may be made, either from the head of navigation on Black creek, or from one. of the two. so uthern most prongs or branches of the St. Mary's: river,: or from the St. John's river, directly.to the capacious, deep, and: never-failing lake, called "Ocean Pond,"1 about thirty mile~s westw~ardly of Whitesville, on Black creek, and about forty S. D)oe. 112. 781 miles from Jacksonville, on the St. John's river. From this lake it is supposed such canal can be continued to the navigable waters of the Santaffee, and, by the improvement of the navigation of that'river and of the Suwanee to the gul; can also, without doubt, be constructed; and the expense is not estimated to be so great as to render it an injudicious investment. It is believed, also, by some persons, that a similar canal for boats, commencing at the head of navigation near the great southern bend of the St. Mary's river, and running across near to the southern margin of the vast lake or swamp called Okefenoke, and directly to the head-waters of the Suwanee, with proper improvements to the navigation of the St. Mary's and Suwanee rivers, is practicable, and would be highly beneficial as a means of transportation of produce, lumber, naval tores, and merchandise, and that it would also drain and reclaim tens of thousands of acres of the richest lands in that region. work would b greatly beneficial to the State of Georgia, which State has heretofre nade examinations and surveys, with a view to its construction. A railroad has been projected from Brunswick, Georgia, to the gulf coast, on hich coast different points for its termination have been indicated. It is stated thciation is now being organized to raise funds and commence such work. Some years since, partial reconnoissaces, and some unperfected surveys, were made of such work, from Brunswick, on two different routes entering Middle Florida; but, from circumstances not fully understood, the commencement of the work was postponed, and the results of the surveys have never been made public. Unless the proposed work should enter Florida much farther to the east than has been stated is intended, and become connect ed with the great trunk or Central railroad hereafter spoken of, so that it would.result to some benefit to East Florida, it will -be regarded with disfavor in that section of the State, and meet with'such opposition as probably will prevent its extension into the, State at all. It would certainly be a competitor and rival of' th e Central Florida railroad, -if' allowed to abstract from it the southwestern travel and transportation, for, the benefit of southern Georgia, by leaving the State, of' Florida in, the western section., To all the sugrgested- improvements terminating on the gulf coast, near to the delta of the Suwanee, some persons have objected that for-. midable difficulties will be encountered to their successful operation, owing to the want of -a safe and good harbor there, of easy access near to the shore for vessels dra-wing over seven or eight feet, and owing also to allkged hazards attending the approach of that part of the gulf coast. I do not, however,, hesitate to say that I regard these objections as fallacious; and that safe and good -harbors for vessels of telve or fifteen feet draughit can be found, and which can also be, greatly -improved by artificial means.. The first great'work- to be undertaken by' the State of Florida is,: in my j ud gment, unqu estionably, at the prese nt ti me, the trunk or C entral railroad, commencing at Pensacola and running eastwardly from Deer-. point, at the opposite side of Pensacola bay, -along or as near the- route of the old Bellamy or Federal road as is practicable to the river St. John's;.the distance being about three hundred and fifty miles. A road can-be 782 S. Doc. 12. run from St. John's to St. Augustine, from Jacksonville, thirty-eight miles, and from Picolati, eighteen miles. All the different sectional interests of the upper portions of the State would be promoted by such work. Lateral railroads -to necessary points on the gulf coast, and to the towns where the country trade is carried on, north of the main road, can be made. These lateral roads could be extended into Alabama and Georgia, and, when it may be deemed advisable, connected with the railroads in those States; and in.a few years not merely Florida, but her conterminous sister States, will be interlaced and bound together, and mutually strengthened by bands of iron. The sugar, cotton, tobacco, rice, Sisal hemp, tar, turpentine, rosin and resinous oils and lumber, and other. products of those fertile regions, can be speedily, cheaply, and safely transported to market, either on the gulf or Atlantic, or for exportation to foreign ports, or shipment coastwise, in time of war or of peace; and in time of war material aid for the defence of the coast against foreign assault at any quarter of the State can always be at once furnished from the interior. Yet in the construction of such work, the just share of the general improvement fund of the State due to that section detached from the immediate and direct advantages and-conveniences of this road, and lying farther south than its effbects would be felt, should not be expended, but should be scrupulously retained for the benefit of such section. The facilities such road would afford the federal government for the cheap and rapid transportation of the mails in times of peace, and the like facilities given for the transportation in time of war of troops, munitions of war, and subsistence, would be of incalculable national benefit. The river St. John's, which is generally spoken of as the eastern terminus of the Central railroad, extends from its mouth three hundred miles south, running nearly in the middle of the peninsula, its sources being chains of large lakes extending south beyond the, sources of the Kissimme. The bar at the entrance of the St. John's cannot ordinarily be passed by vessels drawing over thirteen:Ifeet, but inside it is navigable by vessels of'twenty five feet draught as far. up as Jacksonville, and by those drawing twelve feet up to Lake George, and two feet water can be had to Lake Poinsett. The tide seems to have influence at Volusia. The trade of the river at present is chiefly lumber. More than thirteen large lumber mills (mostly steam) are on the river above and below Jacksonville, the principal town upon the river. About three hundred and fifty vessels annually are loaded with lumber and produce on the St. John's. The quantity of lumber annually shipped from the St. John's river is estimated at 50,000,000 of feet. An effort will be made this fall to deepen the water on the bar, which it is sanguinely anticipated can be done so as to admit vessels at low water drawing twenty or twenty-five feet, and by an expenditure of about twenty thousand dollars. Should it be effected, though it should cost twenty times such amount, it would be a wise disposition of the money. In case this work succeeds, so soon as the great Central road is finished to the St. John's, a large and flourishing commercial city is sure to spring up in a few years at the terminus on the river, Wherever it may be. Partial surveys of the eastern part of one proposed route for this road, terminating at Jacksonville, the prominent point on the St. John's, S. Doc. 112. 783 vere made some years ago by an association of eastern capitalists, chiefly from Boston; but they have never been made public, and it is stated the association was prevented by the Indian war from progressing with the undertaking. A railroad has been contemplated from Pensacola, across the southern corner of Alabama, to Montgomery, Alabama; or to Columbus, Georgia; or to some point in Georgia, lower down on the Chattahoochie river; and to unite with some of the Georgia roads running to the Atlantic seaboard. Great interest is felt in the completion of this road at the City of Pensacola, and throughout the surrounding country, and on the different routes proposed for it; and the federal government is also deeply interested in its being finished, insomuch as it would afford certain means for the defence and protection of the valuable public property atPensacola-worth many millions of dollars, and as the federal treasury would be benefited by the enhanced value of the public lands in Alabama through which the road would run, and their increased sales. On these points I refer you to the documents specified in note B, hereto annexed. The surveys for the chief part of one of the contemplated routes of this road Were, it is understood, perfected some years since, and several miles of the road near to Pensacola were graded, and other work done. It; has, however, been suspended for some time, awaiting the action of Congress granting the right of way through the public lands, and also grants of alternate sections along the line of the road. Bills making such grants have.passed the Senate at different sessions, but, as yet, the association have been unable to obtain the concurrent action of both houses at the same session to the same bill. Connected as the great Central railroad of the State will be, at Pensacola, (or at any of the gulf ports that may be selected,) with the commlerce to distant foreign or American ports in the gulf and elsewhere, and especially with steamships to Tehuantepec so soon as the interoceanic communication is made at that isthmus, (whether the Florida road is extended to Mobile and New Orleans or not,) it must soon become the principal line of southern and southwestern travel to and from the eastern and middle States, to California and Oregon, and the Pacific generally. It is the natural and direct course of such travel. The sagacious and enterprising merchants of the Atlantic cities engaged in the Pacific trade, and in the trade to China, and to the East indies, wvill also soon discover that such work may be used to promote their interests. Of its profitable success as a pecuniary investment, little doubt can be entertained. A canal from St Andrew's bay to the Chipola river has been conternmplated for many years, and an association has been incorporated to construct such work. Full surveys have been made, and the feasibility of constructing either a canal or a railroad fully demonstrated. It is in the hands of citizens of respectability, who possess means to complete it,: with such assistance as may be afforded by the general government, and by the State. Extensive tracts of valuable public lands, in the vicinity of this work' have been reservedfrom sale by the United States for "naval purposes." These reservations are profitless, and the lands should be sold. Their being held as at present is injurious to the country in which they are situated. Sound and judicious policy de -784 S. Doc. 112. mands that the federal and State governments, both, should encourage the speedy construction of the canal or road from St. Andrew's bay. The bay has a good entrance for large vessels, and it is a safe and capacious harbor. Intersecting, as such work probably would, (by an extension for a short distance into the interior,) the great Central State railroad, its completion at once will be a valuable auxiliary to the cheap and speedy construction of tlhe latter. The State legislature, however, (under the advice of the "State Board of Internal Improvements," composed of citizens from each section of the State,) will, it is expected, this fall, when its biennial session is held, devise some additional measures for carrying out the most judicious plans of internal improvement to those heretofore adopted. The schemes., wiles, and intrigues of speculators and jobbers, pecuniary and political, it may be anticipated, will, in Florida, (as sad experience has proved in other States,) have to be encountered and overcome, and thwarted, by the just and patriotic citizen. Attempts, by means direct and indirect, to appropriate the lands given to the State for purposes of "internal improvement"-the "swamp lands"-and every other available resource, to objects merely local, sectional, and selfish, will, it may be conjectured, be made; but the sleepless vigilance of the guardians of the public and general weal will be faithfully exerted to prevent any combinations for such purposes being successful. That cliques, having their own interests exclusively in view, have so often elsewhere been able to consummate their designs, will admonish the executive and legislature to watchfulness and caution. I place the firmest reliance on the intelligence, patriotism, and prudence of those departments of the government of my State in this regard. The cost of the great Central Florida railroad, it has'been estimated, will not probably fall short of four millions of dollars. The proceeds of the sales of town lots at the extreme termini, and at several points on the route where the trade of the surrounding country will be concentrated, will go far in aid of the work. But unless the federal government does, as it should do, grant to the State alternate sections on both sides of' the road on its entire line, and for several miles laterally, as the State has not at present the adequate means for its construction, it will probably be deferred. Few foreign capitalists are disposed to embark in such an undertaking, as a permanent investment of their means, especially when the proposed work is in a country distant from them, and the progress and conduct of which work they cannot personally attend to; and the assistance of those who may subscribe for stock, as a matter of present speculation by its sale, is generally of doubtful value. I append hereto a statement obtained fiom the General Land Office, (marked C,) exhibiting the number of acres of public lands in Florida, "surveyed" and "unsurveyed," on the 30th of June, 1.851; also, the quantity " offered for sale," and the quantity "sold," up to the same day, and other authentic and valuable information as to the federal domain in the State. By a reference to the last annual report of the General Land Office, it will be seen that Ohio, with an area of' 12,354,560 acres less than Florida, has received grants in aid of "internal improvements" for 681,135 acres more than Florida; Indiana, with an area of 16,293,960 acres less, has received 1,109,S61 S. Doc. 112. 785 acres more; Iowa, with an area of' 5,346,560 acres less, has received 326,078 acres more than Florida, and claims (and justly) 900,000 in addition as having been granted, making 1,225,078 acres more than Flor-.ida; Wisconsin, with an area of 3,420,160 less, has received 35S,400 acres more than Florida; Illinois, with an area of 2,472,320 less, has received 2,246,490 acres (the Central Railroad grant) more than Florida; and a similar disproportion will be seen to exist with respect to other States. And with respect to donations for schools, &c., a like disproportion exists between the allowances to her and to most of the other States; and, by some process, whilst Louisiana is reported as having 8,877,998 acres of swamp-lands, Michigan and Arkansas, each, upwards of four millions and a half; Mississippi 2,239,9S87 acres, Illinois 1,883,412, Missouri 1,517,287, Wisconsin 1,259,269, Florida is set down as having 562,170 acres!, But this, it is understood to be, is because all those lands in the regions yet unsurveyed are not yet officially reported; nor have the State designations progressed as far as the other States mentioned. The swamp-lands in Florida will probably exceed those in any other State. Most of the lands heretofore offered, and yet remaining unsold, (and sixteen-seventeenths of the lands offered are yet unsold,) will remain unsold for many years to come, unless some of the public improvements suggested should enhance their value. At least eleven-twelfths of all the lands in the State are yet owned by the United States. A very large portion of' them, even if the.principal improvements suggested should be made, would not probably for some time afterwards be sold at the present minimum price of the public lands. The fact that of 17,043,111 acres surveyed and offered for sale prior to June, 1851, but 1,000,407 acres have been sold, (and many of them have been offered for sale for twenty-seven, twenty-five, twenty, fifteen, or ten years,) proves that in the present state of things they are utterly worthless to the United States. On the proposed routes of the great Central railroad there are, in different sections of the State, vast tracts of these lands at present of no value to the general government, to the State, or to individuals. Rich and exhaustless beds of marl are to be found in several sections of the State. Those at Allum Bluff, on the Appalachicola river, but a short distance firom the place where the great Central road will probably cross, are of great value. That road alone will, by the cheap transportation of the marl, afford facilities for fertilizing the lands contiguous to it in every section of the State, but especially in Middle and West Florida.; and at the same time the lurnber, tar, turpentine, rosin, and resinous oils that may be obtained fiom most of such lands, prior to their being thus prepared for and put in cultivation, could be readily conveyed to market by the same means. Florida is the fifth State in size in the confederacy. Her area is 59,26S square miles, or 37,931,520 acres. She possesses an ad:antage had by no other State of the Union. She alone, o(f all the present Un-ited States, can cultivate and raise advantageously, and for the supply of the other States on this side of the continent, tropicalfruits and other highly valuable tropical products! She will have no rival in this respect among her sister States till further "extension" and additional "annexation' is effected. You are referred on this subject to the public documents and other authentic books specified in the note D, hereto annexed. in a 786 S. Doc. 112. few years, whether in time of' war or in time of peace, not only the Atlantic cities, but the entire valley of the Mississippi, can be supplied by her with most'tropical productions with greater liacility, and cheaper, than they can be procured from Cuba, or ftom any other of the West India islands. A tithe of the sum necessary to purchase Cuba, if Spain should be willing to dispose of it, and a fiftieth part of the amount of expenditure necessary to conquer and annex that island by arms, or to obtain it in any other mode, honorable or dishonorable,'if expended by the federal government (even as above indicated, by liberal grants of land) in aid of works of internal improvement in Florida, would render that State more valuable than Cuba ever can be to this confederacy. Such policy might also subdue some of the covetings and cravings many seem to have fobr the " Queen of the Antilles," (as they designate that island,) and obviate in some degree the necessity which they insist nowr exists of its being fobrthwith wrested firom Spain and possessed by the United States. War and bloodshed would also be thereby averted. The most judicious policy that can be adopted by the federal government with reference to Florida, in my judgment, is, to transfer without delay to that State every acre of public lands -within its borders, stipulating that the proceeds thereof hereafter realized by the State shall be exclusively devoted to internal and harbor improvements within the State; the United States reserving only the necessary sites for light-houses, fortifications, and other structures, under the control of' ithe federal government. At any rate, the transfer of all lands that at thiis time, or hereafter, have been offered for sale at $1 25 per acre for ten years, and that remain unsold, should be made, and a similar rule could be wisely applied to all the States wherein public lands lie. No onLe, it is presumed, will deny that the coast fiontier of every part of the United States is peculiarly a subject of legitimate concernment -for the,fderal government, or that, to a certain extent, the States have yielded the partial control thereof to the United States; and that, in -some respects, it may be regarded as the common property of the people of al of' the States of this confederacy. The lines of jurisdicilon between the States and the federal government, and between the respective State governments, as to such coast frontier, are distinctly marked by the federal constitution. The federal goverument has not been invested by the States with any right of property to the coasts. By article 4, section 2, clause 1, of the federal compact, it is stipulated that "the citizens of each State shall be entitled to all privileges and immunities of citizens in the several States;" and it has been held that the free right of navigation, of commerce, and of piscary, and in fine of every usufructuary privilege of the coast waters, (not essential and exclusively local,) and that are common rights, as distinguished fiom exclusive rights of prolperty, in a State, or in.individuals, pertain equally to the citizens of the United States of every State of the confederacy, without distinction in favor of'the citizens of that State of which such coast is the frontier. Such police regulations as sound policy may render necessary can be rightfully established and enforced by that State, and it may enact laws for the protection and conservation of such common rights, and to regulate their use, so as to prevent their abuse; but such laws must apply equally to its own citizens as to the citizens of.the S. Doc. 112. 787 other States. The general rights of navigation and of commerce by all, and that of piscary in waters not exclusively local, cannot be withheld for the exclusive benefit of its own citizens. But no other State may rightfully legislate as to such privileges on the coasts of a sister State; nor does the federal government possess any constitutional power to regulate by law the right of piscary on the coasts of a State,- nor to cede by treaty, or otherwise, the privilege of using such fisheries to a foreign power, or its subjects, aney more than it can regulateby law any other common right in a State, or cede aw ay a part of the territory of a, State to a foreign power. To defend and protect such coast frontier.in. which the citizens of the United States in all the States have such common interest, as well as because it is a part of one of the States; to " repel in, vatsions," (see article 1, section 8, clause 15, constitution United States,) is the bounden duty of the federal government. It is, in the clause just cited, invested with full power; and the national compact twice enjoins the fulb filment of such duty, (see clause last cited, and article 4, section 4;) and4 the same instrument contains an express constitutional guaranty that "it shalt protect each: of them [the States] against invasion," &c. Thle federal government builds fortifications, and navy yards, and. ships, and armories, and arsenals, and military, and naval, and marine hospitals, and custom-houses, and it,establishes lines of mail-steamers to Great Britain and Europe and. to the Pacific; it has erected and maintains an Observatory, and a Military and Naval Academy; has a "Coast Survey" establishment; sends ships-oflwar on exploring expeditions; and Congress, within the last'fifteen years, has spent millions of dollars l-or the making and publication of all kinds of books, on all kinds of subjects. Some of the improvements on the coasts, and leading to the coasts of Florida above noticed, are as directly and immediately important and essential for the "d fecnce" and "protection" of that section "against invasion" as forts, ships, &c., can be elsewhere. This, it is' true,. is owing, in some degree, to the peculiar geographical position, insular information, and character of that section. Under such circumstances, to deny the legitimate constitutional power of the federal government to "pro.'ide Jfr the common defence" by aiding and promoting such necessary improvements in Florida, is to deny to it the power to employ the proper and necessary means of fulfilling such constitutional duty. Whilst the obligation of the general government to "defend" and "protect" a State "against invasion" in time of war, is conceded, to object that the federal constitution does not allow prudent and proper and necessary preyparation, by it,' in time of peace, for the fulfilment of such duty. economically, advantageously and successfully, is extending "the salutary rule of strict construction" into absurdity. The attenuated logic by which objections are made to the means of defence and protection. as unconstitutional, because forsooth the resort to such means may also, and otherwise, promote other interests of the State, or of the confederacy, has little weight with me. But when the aid desired can. be yielded in the exercise of the undoubted constitutional authority of Congtress to dispose of the public lands for the common benefit, all scruples with respect to grants of such lands in aid of those inprove-. inents in the States where the lands lie should be extinguished. The impolicy and injustice of the federal government retaining all the lands 788 S.- Doc. 112. unsaleable at the present minimum price fixed by it for a series of years after they have been offered for sale, without yielding any taxes for them to the States wherein they lie, not contributing anything in any mode for the making and repair of ordinary highways and bridges through them, is severely felt by every resident (whether rich or poor) of a country in which. there is a large quantity of unsold public lands. The personal labor the settler is compelled to yield in this way, to enhance the value of the property of the United States, in addition to his other ta.xes, is an onerous burden. Difficulties will probably ensuefrom the granting to one sovereign State the control and ownership of lands within another sovereign State, even if the lands are made liable to just taxation; and still greater difficulties will arise as to the adoptidn of any just rate of distribution among the States. Some proposed rules of distribution are absurd as well as iniquitous. By the rule of population, New York would at this tim-ie receive 33 acres to every one received by Florida, and yet Florida has 1,200 miles of seacoast to defend, whilst New York has less than 150 on her Atlantic frontier. Florida has 7,671,520 acres more in area than New York. - She is larger than New York and Massachusetts or New York and Maryland together; she is larger than New York, New Jersey, and Connecticut all together; and, leaving out Maine, more than twice as large as all the other five New England States together. Florida has no mountains; and properly improved she will have within her limits less waste land, not susceptible of cultivation, than either New Hampshire, or Massachusetts, or Maryland, or New Jersey, though neither of those States is one-seventh of her size; and she would be capable, in a few years,'if improved as suggested, of sustaining comfortably a, larger population than New York of' itself, or all the New England States united. Population is a shifting rule, and not based on any just principle when adopted vith reference to grants to the States. If the grant is intended' to be given to the citizens of each State disposed to emigrate to and settle on such lands, the federal government had better make the.grant directly to the occupant. The only true and just rule as to grants in aid of works for coast defence, or any other national objects, as the necessity or impnortance of such work, and the advantage that will result to the country therefrom. The policy of promoting the settlement of an exposed frontier State by free grants of lands to occupants, and to the State in aid of internal improvements, is, it is conceived, quite as obvious, andl fully as strong, as any policy of defence, as to a future war with a naval power, that can be adopted. The expense incurred in one such war of three years, necessary to defend the 1,200 miles of seacoast in Florida, would probably exceed fourfold all that is necessary for the government to yield in aid of internal improvements in that State! Our entire national coast should be defended —"No foe's hostile foot should leave its print on our shore." The dishonor of a successful invasion by an enemy will be as great, if the assault be made at Cape Sable or Appalachicola, as if made at Philadelphia or Washington. Besides, if' such improvements are made, the means of defence thereby permanently established in Florida will enable the federal government to provide more readily and eatly for other exposed points, and to furnish troops which could, not be withheld or abstracted from Florida, S.: Doc. 112. 789 in her present condition, during such war, without gross dereliction of federal duty. That the scientific and able engineers educated for and in the federal services ought to be (when the federal government has so little appropriate employ for them as at present, an(l generally in times of peace) assigned to duty in the States, in surveys for public improvements, is an opinion becoming,quite generall; and if such course is adopted, it will probably prevent the abolition or reduction of such corps. The services of' such officers would be most valuable to Florida in her surveys for the various works I have mentioned above. The population of' Florida, by the last census, was but 47,167 white persons, 928 free colored, and 39,309 colored slaves; in all, 87,401. If Congress will encourage and foster the growth and prosperity of the State by aiding and promoting the works indicated, in the manner suggested, emigration thither from Maryland, Virginia, North Carolina, Kentucky, Tennessee, Missouri, and other. States, will speedily'comrmence; and by the year 1860, her population will be quadrupled, her resources and wealth augmented in still greater'ratio; and the most exposed and defenceless section of the Union rendered impregnable. By even yielding to the State merely the lands made valuable by the works she it-ay construct, and with the means thereby afforded for the employment of labor in the construction of such works, she will be enabled to do much. Grant her all the vacant land, and (excepting the " ship canal") she may etfct all that her own interests or those of her sister States demand, now or hereafter. A reference to the map of Florida now sent to you, made at the Bureau of Topographical Engineers in 1846, and to a chart of the lighthouses of the United States, also enclosed, will show you that, with upwards of 1,200 miles of dangerous sea-board, there are fewer lighthouses in the State than there are appurtenant to the cities either of New York or Boston. Property of upwards of two hundred millions of dollars in value, it is estimated, annually passes along a large portion of the Florida coasts, which are, in many places, as much exposed and dangerous as the coast of any section of the Union. In the document referred to in note E, annexed hereto, you will find stated the value of the property annually wrecked on the keys and reefs and coasts of South Florida, and which is carried into Key West for adjudication of the salvage, for each of the ten years last past. A large amount wrecked elsewhere, on the upper coast, and that which is totally lost, is not estimated; nor is the great loss of human life adverted to. The average value of all the property annually wrecked and lost on all the Florida coasts and reefs cannot be less than a million. of dollars!'You are referred to the statements procured from the Treasury Department herewith sent to you, and to the documents specified in note F, for the tonnage and foreign exports and imports, and other statistics of the State. You will find in some of the documents I send you authentic information as to the fisheries.on the coast of Florida. It is predicted that, before many years, these fisheries will become a source of profitable employment to thousands of seafaring men, who will be induced. 790 -S. Doc. 112. thereby to become residents of the islands and coasts contiguous to them; and they will be looked to particularly by the inhabitants of the great western valley for the supply of that article of subsistence; and other sections of the Union, and foreign countries, may likewise be furnished from them. They pertain exclusively to the State, the constitution whereof asserts its right; and they; are regarded as destined to be of as much importance and value as the fisheries on the coast of the British colonies at the northeast end of this continent. In addition to the documents- above mentioned, I enclose you a letter (G) respecting the State of Florida from that intelligent officer, J. C. G. Kennedy, esq., of the "Census Bureau;" and also a statement, (H,) compiled from the laws, of all the appropriations of money or lands made by Congress since the acquisition of the Florid as, in any wise in aid of public improvements therein. Though hundreds of invalids and valetudinarians annually resort to Florida from the North and West, during the winter months, the State has been slandered as being insalubrious. The letter ofMr. Kennedy proves that on the score of health she stands ahead of any other southern. State, and is exceeded by but one old State and but two new States of the -Union. Some transient visiters to Fiorida, ignorant of the ordinances, of Providence -for the preservation of health in tropical regions, and ignorant of.the genial effect of the climate upon the soil, and comparing the soil of Florida with the rich bottom-lands of the western and middle States, denounce the lands of Florida as "barren sands," as "worthless," &c. Mr. Kennedy's testimony, founded on the unerring test of official statistics of facts, disproves all these notions, and establishes the fact that in prolportion to the improved lands, and in propartion also to her population, her agricultural products exceed in value those of any other -State of the Union; and so, also, in proportion to her slave population, they exceed in value those of any other of the slave States. Very respectfully, your obedient servant, E. C. CABELL. -ISRAEL D. A!nDREws, U. S. Consul. APPENDIX. C. Statement compiled from report of Commissioner oJ Ge neral Land 0/ice as to public lands in Florida, June 30, 1851, and other documents in the General Land Office. Area in square miles.-.-. ——. —-.-.. -. —.. >.. ------— 59, 2G68 Area in acres 37- 93i, 520 Area in aces................................................ _:......... 31,6 16, 83 Surveyed - -. —. —----------- - — 22, 314, 689 Unsurveyed -. -- - ---- 15 616, 831 Offered for sale.. - - - -17,043, 111 Sold.......................... 1,00,407 Surveyed and not offered..............- - -.................. 5, 271,578 Advertised in fall of 1851..-.......;. -...... 1 780, 322 S. Doc. 112. 791 Surveyed and not sold. -........ - a o -........... s - 21, 314, 282 Donations and grants for schools, (16th sections,) and for university.......... 954, 583 Kentucky deaf and dumb asylum.-................. 20, 924 Internal improvements, grant on admission. -------------.. ——......... ---------- 500, 000 Grants to individuals, "armed occupants," under acts of 1842 and 1848, patented up to June 30, 1851................................................... 52, 114 Public buildings, seat of government................................ 6, 240 Grants for military services, &c., (general military land warrants located in Florida).............................. 31, 240:Reserved for "live oak" for navy........-..........-............. 163, 888 [This does not include sites for forts, light-houses, &c., or town lots of United States in Pensacola and St. Augustine, nor the keys and islands on the coasts, all of which are reserved for the present; the departments having decided that an act of Congres is necessary to release a reservation by the President for any purpose.] Reservation for town of St. Mark's. -. —------------ -- -- 305 Confirmed private claims, (Spanish grants, &c.)- - --. _. 1, 939, 789 Swamp lands returned to June 30, 1851, not including those in the regions yet irasurveyed, and others not designated, supposed-to amount to several millions of acres - - - - - - - - - -.- - - - - - - - -...., 562170 Reserved temporarily for Indians, under General Worth's arrangement, including "neutral ground" prescribed by War Department, estimated at....- - - -.- 3, 600, 000 Land sold in year ending June 30, 1851, 27,873 acres: receipts same time, $34,842. The expenses in Florida, of the United States, as to the public lands, for some years exceed the receipts. G. CENSU OFFICE, WASHINGTON C[TY, August 23, 1852.,DEAR SinR: In cormpliance with your request, I enclose you sundry printed statements compiled in this office in January last from the official returns, relating to the population, products,.&c., of Florida, and also of other States, so far as is necessary to verify the comparisons made below. The statements are generally correct; but typographical and other errors, which exist to an inconsiderable extent, will be rectified in the official publication soon to be made. These corrections will not change materially any of the results given. It seems: 1. That the number of deaths in Florida in the year ending June 1, 1850, was 933, the population being 87,400. This is but one in 93 (and a ftaction) in that year, and is less in proportion than in any other State of the Union, except VFermont, Iowa, and Wifsconsin. The Territories of Oregon and Minnesota, it appears, had fewer deaths in 1850, in proportion to- their population, than any State. This may in some degree be accounted for by the fact that emigration thither is mostly of male adults in the vigor and prime of life, and there are in -these countries comparatively fewer aged and infirm persons, and fewer children, -than in the old settled States. 2. The. entire area of Florida, in acres, is 37, 931, 520; and of this there were in 1850 only 349, 049 acres of improved land. The official average valuation of these improved lands, made by the returning officers, is $18 per acre, being much less than the average valuation of improved lands in any other State or Territory. Florida has less improved lands than any State, except Rhode Island and California. 3. Florida has acres of improved lands.................................... - 349, 049 Unimproved, attached to above... 1, 236, 240 Cash value of improved lands..... $......, 323, 109 Value of farming implements and machinery. 65...... 58, 795 Horses......' 10, 848 Mules, &c-............ 5, 002 Milch cows. 72, 876 Working oxen — - - 5, 794 Other cattle.- -............. 182, 415 Sheep.. 23, 311 Swine....... 209, 453 Value of live stock........................ -..... $2, 880, 058 792 S. -Doc. 112. Wheat, bushels of-.........................1, 027 Rye, bushels of.1.................. 1, 152 Indian corn, bushels of...... 1, 996,'809 Oats, bushels of. 66, 586 Rice, pounds of-. 1, 075,090 Tobacco, pounds of —....................... 998, 614 Ginned cotton, bales of 400 pounds each..... 45,131 Wool, pounds of-.. 23, 24 Peas and beans, bushels of... 135, 359 Irish potatoes, bushels of............................. 7, 828 Sweet potatoes, bushels of.....................-............... 757, 226 Buckwheat, bushels of-..........................-................ 55 Value of orchard products, in dollars.................................. 1,280 Wine, gallons of........................................ 10 Value of produce of market gardens.........................-..... 8, 721 Butter, pounds of.......... 371,498 Cheese, pounds of.......................... -.............. 18, 015 Hay, tons of...................................... —--. —. 2, 510 Other grass seeds, bushels of..................-.......... 2 Hops, pounds of-.. 14 Flax, pounds of-...........-... 50 Silk cocoons, pounds of...,.-.-'.'. -.. -'.-'.6 Cane sugar, hhds. of 1,000 pounds. 2, 752 Molasses, gallons of —352, 893 Beeswax and honey, pounds of............................ 18, 971 Value of home-made manufactures $75,582 Value of animals slaughtered- $514, 685 4. It seems that, in proportion to the quantity of improved lands, Florida produces more cot. ton than any other State. So, also, in proportion to the slave population, she produces more -cotton than any other slave State. So, also, in proportion to her entire population, she pro. duces more cotton than any other State of the Union. 5. She produces more sugar (fiom cane) in proportion to the lands in cultivation, and also in proportion to her slave population, and also in proportion to her entire population, than any; other State of the Union, except Louisiana and Texas. 6. Florida raises a greater quantity of tobacco than any of the other States, except Connecticut, Maryland, Virginia, North Carolina, Tennessee, Kentucky, Ohio, Indiana, and Missouri;' and, in proportion to the lands in cultivation, and to the population, greater than several of those States. She raises a greater number of bushels of sweet potatoes than any State of the'lnion, in proportion to the land in cultivation, and slave population, and aggregate populatioi; 7. The number of cattle in Florida compares with that of any State, in the same way. 8. No account of oranges, figs, olives, plantains, bananas, yams, or other tropical fruits, ot of the coomrrpty or arrow-root, or sisal-hemp, or other tropical productions, can be given at this time from this office. There is great difficulty in estimating the valte of the different products of the different'States, and of the same products in different States; but, fi'om a general and hasty estimate'from the best data I can refer to, and from comparison, I am satisfied the value of the agricul. tural products of Florida, (of course in the State,) in proportion to the area of improved lands4 and to the population, slave or free, and both, will compare favorably with the value of the products of any State of the Union. When, therefore, the lower value of the land and of the agricultural implements used is estimated, and also the superior health of the State is consider. ed, your anticipations of the comparison being advantageous to your State will be realized. Florida is behind many of the States in her corn crop, and she raises but a small quantity of wheat, rye, or oats; and it appears the value of all investments in the State of Florida in cotton manufactures is $80,000, which is of cotton goods-making 624,000 yards of sheeting annually. It is impossible at this moment to furnish the statistics of the lumber business in Florilda, which amounts to a large sum annually. I have the honor to be, sir, with great respect, your obedient servant, JOS. C. G. KENNEDY, Superintendent Hon. E. C. CABELL. S. Doc. 112. 793 F. TREASURY DEPARTMENT, Register's 0Qgce, Agust 25, 1852. DEAR SIR: I have caused a clerk to compile the memoranda desired by you of the statistics of commerce and navigation in Florida in 1850-'51, which are as follows: 1850, imports from foreign ports............................................... $95,109 1851. -—. do ------- do................... ——.. ---------. ----------- 94,997 1850, exports to foreign ports.................... -........... 2,607,968 1851..-..do. —-...do..... 3,939,910 Tonnage in 1850, 9,365 tons; in 1851, 11,272 tons. Of the exports in 1850, $2,546,471 was from Appalachicola; and in 1851 there was $3,858,983 from the same port. In 1851, the foreign exports from St. Mark's were $61,755. Much more than halt of the tonnage of the entire State is from Key West. Of the value of shipments of foreign or domestic merchandise or products from and to Florida ports, coastwise, to and from other ports of the United States, no returns are made to the treasury. It is presumed that the value of the shipments of cotton, -tobacco, rice, sugar, lumber, tar, turpentine, and other products of Florida so shipped coastwise, vastly exceeds the value of the foreign importations. The exports, foreign and coastwise, from Florida ports, greatly exceed the products of the State. This you will perceive by comparison of the Census Office returns, and estimating them with the statistics you can procure from the chamber of commerce of each port, or merchants, of the coastwise exports, adding the latter to the foreign exports above given. This is accounted for by the fact that a large amount of the products of the States of Alabama and Georgia is sent to the Florida Gulf ports for shipment. I have the honor to be your obedient servant, N. SARGENT. Steam-marine of the United States on the Gulf oJ Mexico,from Cape Sable to the Rio Grande. Districts. Tons and 95thls. St. Mark's, Florida............ 2 45 00 1 5 Pensacola................ 1 98 00.. 1 8 Mobile.....78....... 13,146 00 78. —-- 2,790 New Orleans.... 12.... 2 7,410 00 4 9 395 Galveston...........10..... - 1,588 59 10... 2()0 Brazos St. ago... 5. 657 00 5 ---- 7 Total......... 12 95 2 23, 244 59 9 -10 3, 473 The above is taken from Messrs. Gallagher & Mansfield's report of 1852. The steamers at Appalachicola are not stated. There ate between fifteen and twenty steamers running on the Appalachicola, Chattahoochee, and Flint rivers, and in St. George Sound, and along the coast fiotn that port, the tonnage of which amounts to perhaps 3,500 tons, and the number of hands so employed not less than 350. Messrs; G. & M. say, in a note to their account, "only those vessels at New Orleans which ply on the Gulf of Mexico" are given by them; the Mississippi ricer boats being i stated in another part of their report. Key West is not given in the above; but there are not more than two steamers along the coast not included.; 794 S. Doc. 112. Tle i fGufof Mexico and the Straits ofFlorida. The Gulf of Mexico is the southern boundary of this confederacy from the " Dry Tortugas" to the mouth of the Rio Grande del Norte; and it is"'remarkable for the absence of capes and of indentations, in comparison with other seas. The coast between these points is about 1,500 miles in extent. The streams emptying into the gulf from the State of Florida are mentioned in another part of this report. Proceeding westwardly, the foilowing rivers debouch into the same common reservoir: TIhe Ala-.)ama, Tombigbee, and Mobile rivers, with the waters of their respective tributaries, some- reaching inland into the States of Mississippi and Georgia, enter the gulf through Mobile- bay, from the State of Alabama. -'The:.Pearl and Pascagoula, fro'm- the — tate Of Mississippi, and the mighty Mississippi, (appropriately styled " Pater Flzviorum,") flow by its d~iffeirenit'deltas throughi the' State of'Louis-iana.- Still further west, the Sabine, dividing Louisiana and Texas, and the Angelina and Neches; the -Trinity and Buffalo bayou, (through Galveston bay;) the Brazos San'Bernard, and the Colorado, (by Matagorda bay;) the Navidad and It Vaca (by La Vaca bay;) the Guadalupe and San Antonio by Pass'Cav'alho; and the. Nueces-all flow into the gulf friom the interior of Texas. The Rio Grande divides Texas fromn our sister republic of MBexico, and'extends from its outlet, (latitude 250 56' north, longitude 970 12'- west from: Greenwich;,) northwest, as such boundary, to El Paso, at the 32d parallel north latitude; and still further northward to its sources in the mountains of New Mexico, more than 1,300 miles in length from its mouth. The cities, towns, or shipping ports of Tampa, Ce dar Keys, St. Mark's, Appalachicola, St. Joseph's, St. Andrew's, and Pensacola, in Florida; the city'and shipping-port of Mobile, in Alabama.; the tonwns of Pearlington and East Pascagoula, in the State of Mississippi; the city and port of New Orleans, in Louisiana; and Sabine City, Galveston, Houston, Velasco, Brazoria, lAatagorda, Lavacca, Indianola. La Salle, Saluria and Copano, Corpus Christi, Brazos Santiago, and Brownsville, in Texas —are all situated on or contiguous to the shore of the gulf. The Mexican States of Tamaulipas, Vera Cruz, Tobasco, and Yucatan, to Cape Catoche, form the southwestern and southern gulf coast. The rivers Tigre, San Fernando, Santander, the Panuca, and the Tula, (by Tampico harbor,) the Tuspan, the Alvarado, and the San Juan, the Coatzacualcos, the Tobasco, Laguna de Santana, Lake de Terminos, the Rio San Pedro, the Usumasinta, and the San Francisco, with others of less importance, flow into the gulf from Mexico; and the towns of Matamoros, Tampico, Tuspan, Vera Cruz, Alvarado, MAfinatitlan, Frontero, Laguna, Vittoria, and Campeachy, Sisal and Merida, are all upon or near t( the coast. A glance at the map of this continent will show that this great estuary is of a:n irregulna circular form, embracing from IS~ to 30~ north latitude, (upwards of 750 miles,), and from 81~ to 98~ west longitude, (nearly 1,000 miles;) that the extent of the coast, from Tortugas to Cape Catoche, is about 2,700 miles; and that the waters of the gulf cover over 750,000 square miles. Inside the gulf there are none but small islands close to the mainland, except those off the capes of Florida and S. Doe. 112. 795 those adjacent to the coast of Yucatan. The distance from Tortugas (240 31' north latitude, longitude 83~ 07' Nwest) to Cape Catoche (latitude 21~ 30', longitude 87- 11') is a little more 260 miles, and the course about southwest. Projecting nearly between these two points, but several miles nearer to Cape Catoche than to Tortugas, is Cape Antonio, (latitude 210 52', longitude 840 59',) the southwestern extremity of' the island of Cuba, which island reaches some 70 miles north and eastwardly, and then some 580 miles further to the east.'Cuba on the south, and the reefs and keys of Florida on the north, (betveen 75 and 80 nautical Iniles distant,) form the entrance of the "' Straits of Florida.'" It is more a practical fact than a mere figure of speech that these straits are but a continuance of every river falling into the Gulf of Mexico; and that the place where their united waters, flowing through these straits, mingle with those of the Atlantic ocean, is the true mouth of each and all of these rivers. The "straits" extend from the Tortugas up to latitude 270 50', their entire length being more than three hundred miles; their course from Tprtucgas to Cape Florida is nearly east, and, after rounding that cape, is nearly north. After this change -of course, they are confined, on the west side, by the e'astern peninsular coast of Florida, and on the east side by the Bahama banks, the Bimini isles, and the westernmost Bahama islands, and the Matanilla' reef; (to latitude 27~ 35' north, longitude 790 11' west,) where their barrier on that side ceases. The distance from the "west head" of the " Great Bahama". island (latitude 260 42' north, longitude 790 05' west) to the Florida shore, due kweet, (longitude 80~ 3' west,) is less than seventy miles; and, in the entire course of' those straits, at no point does their width exceed eighty miles. The immense waters of the gulf, contributed by the numerous rivers above named, and others of less magnitude, are all forced, on leaving the gulf; by the powerful currents coming into the mouth of the gulf from the south and southeast, through the Caribbean sea, from the coasts on this side of both American continents as far south as the Amazon, and beyond Cape St. Roque, and even from the equator and western'shores of Africa, across the Atlantic ocean, through these narrow straits. The vast volume of water thus confined rushes through these straits sometimes at a velocity of five miles per hour. After-passing the Matanilla reef; the Gu7fStream, as it is called-gradually spreading till opposite the capes of'the Delaware, it is widened to upwards of two hundred milescontinues increasing in width still further north and east; and its influence as a current, and upon the temperature of the waters of the North Atlantic, is perceptible as high up as the Banks of Newfoundland,. and beyond the 44th degree of north latitude. There is no other such sea as the Gulf of Mexico, so entirely surrounded as it is by countries of such superior agricultural, mineral, and. commercial resources. No similar gulf exists, the natural and indispensuble outlet for vast interior States, with a population of ma_,ny millions of republican fieemen, unequalled by any people, noticed in ancient or modern history, for general intelligence, industry, enterprise, and independence, and who are consequently thriving and prosperous beyond example. These States extend upwards of twelve hundredt miles from its shores. Their wealth is exhaustless. Their populationr 796 S. Doe. 112. may be quintupled, and they can still sustain such number in plenty! Their soil, and especially that of the great valley of the Mississippi, is of surpassing fertility; and their contributions to the comnmerce of the world, through this gulf; are the varied productions of" a region spreading over 18 degrees of latitude and the same degrees of longitude, and adapted to the diversified wants of nearly every other country. And this great " inland sea," though easy of egress, is, at the same time, readily susceptible of defence as a mare clausurn, bythe States situate on its shores, against any foreign intrusion they may decide to interdict. The Mediterranean or Adriatic is not equal to it, nor the Baltic, nor the sea of Marmora, nor the Euxine, superior to it, in this respect. The realization of the magnificent project, conceived by the genius of Cortez, of making the Gulf of' Mexico a great thoroughfare for the commerce between Europe and China and the East Indies, and the Pacific ocean generally, by a communication through the Isthmus of Tehuantepec, will immeasurably augment the importance of this sea. To the benefits which that great man, more than three hundred years ago, foresaw would result to Eui'opean commerce, must now be superadded the advantages such communication will give to American commerce with Asiatic countries, and in the Pacific, not inferior in value to that of Eutrope; But especially would such communication be valuable to the United -States of' America for the facilities and security it would afford to the intercourse and trade between those portions of this confederacy bordering on the Pacific ocean and those on the Atlantic side of this continent. It is not deemed extravagant to estimate that the trade, commerce, and navigation of the United States, through Tehuantepec alone, if'a ship canal there be practicable, would, within five years from the completion of such canal, exceed the aggregate value of all the present external trade and commerce and navigation we now have, large as it is. Markets would then soon be open to our enterprising merchants in supplying to the hundreds of millions of inhabitants of Asia, and the rich, extensive, and populous islands in the Asiatic seas, not only articles of necessity, but also of luxury, from -our surplus but still constantly increasing stores; and our trade with the islands in the Pacific, and to the foreign States on its shores, would, within the same period, increase tenflld. We could then, as to all this trade anBd commerce, enter into full competition with every other commercial power-and even if all were combined against us-on terms of great advantage, that would soon obtain and secure for u. a permanent ascendency. A railroad across the same isthmus would result advantageously to us ir. the same wa y, though not to the same extent. A ship canal, or railroad, at either of the other routes of passage or transit to the Pacific, further south, generally spoken of, (Nicaragua, Panama, or Atrato)-and a railroad is already in progress atl:Panamamust advance our commerce and navigation in the same way; but it is not believed they can be as-valuable to this country as the "Gullf route" would be, if put in successful operation. These great improvements are alluded to because, whichsoever of.them is adopted, and if all of them should be put into operation, most of the trade, commerce, and navigation to or through thenm, or in any S. Doc. 112. 797 wise arising from them, must necessarily pass through the'" Straits of Florida." All of such trade, commerce,, and navigation, through Tehuantepec, from the Pacific, not expressly destined for gulf ports, whether bound to Atlantic ports or Europe, or elsewhere, would be obliged, in getting out of the gulf, to go near to Tortugas and Key West. The chief portion of all our trade, commerce, and navigation with Cuba and the West Indies, and especially with Jamaica and the Windward islands, and with the eastern coasts of South America, now passes through these straits, and likewise the trade, commerce, and navigation of Europe with those places, in sailing-vessels, on the homeward voyage. Steam-vessels, on their outward passage from the Atlantic States, also pass through the straits, and most of our coasting-vessels, even of the largest class, bound for the gulf-they, generally, crossing the Bahama banks. The voyage through the Windward passage, or the Mona passage, going near Jamaica, andi round Cape Antonio, is sometimes pursued; but it is several hundred miles longer, and is attended with. its peculiar hazards, and also delays, that render the other passage preferable. An estimate of the trade, commerce, and navigation of the Gulf now annually passing through the Straits of Florida; and also of the other trade, commerce, and navigation of the United States and of other countries, above referred to as pursuing the same channel, has stated it _as probably amounting to $400,000,000, (four hundred millions of dollars.) That it must increase, and rapidly, and to an immense amount, and particularly that of the'United States, if we are blessed with a continuance of peace, no one can doubt. With reference to this trade, commerce, and navigation, the Straits of Florida, and the islands, and keys, and coasts of Southern Florida, and particularly the positions of Key West and Tortugas, are of the highest consequence to this country in time of war and of peace. They are equally as important to the commercial and navigating interests of the Atlantic States, and of the Atlantic seaports as to those of the gulf States and of the gulf ports. They are important to the same interests in California and Oregon. They are important to the agricultural interests of the great valley of the Mississippi. They are important as the outposts of the military and naval defences of the entire gulf and southern Atlantic coasts, and as points from which to assail an enemy. They are essential for the protection of all our commercial and navigating interests, not merely in, or to, or from, the gulf, but with Cuba and most of the West Indies, and with the eastern coasts of this conti-,nent further south, and with South America. The prospect of an extensive and valuable trade with the rich countries bordering on the Amazon and its tributaries being soon opened to us, is favorable; and the recent auspicious changes in the affairs of the Argentine Republic promise an increase of our commerce with the La Plata and the States on its waters. Our commerce is extending with Brazil and with the States on the western shores of South America; and all of the trade, commerce, and navigation just enumerated, and' that in the Pacific, and through it to China and the Asiatic seas generally-the anticipated augmentation of which is before adverted to-must: of 798 S. Doc. 112. necessity pass within sight of these two positions above designated, and most of it through the entire extent of the " straits." Tortugas is to the Gulf of Mexico, to the Straits of Florida, and to the Caribbean sea., and in fact to the entire West Indies, what Malta is to the Mediterranean and Adriatic seas, and the countries on'their Shores. The position of Gibraltar with reference to the commerce passing through the Gut into and out of the Mediterranean is not as commanding as is the position of Key West, with reference to all the immense commerce of this country, foreign and domestic, and that of foreign countries, passing through the Straits of Florida. The fortifications at the Dardanelles: do not more completely control the entrance to the sea of Marmora and that to the Euxine; or the Castle of Cronberg that of the Baltic through the sound at Elsinore; than the forts at Key West and Tortugas will, when finished and garrisoned, and aided by the modern naval power of steam-frigates -the most -brmidable ever known-control the entrance to the Straits of Florida, and its entire'assage. Key West is one of the finest harbors in the United States. The largest ships-of-war can enter it at any time with facility. The anchorage is secure, and it and also the Tortugas are being well fortified. Tortugas protects Key West on the south and west, and the latter is equally essential to the full protection of the former. As Key'West has a channel of ingress and egress from and to the Gulf of Mexico, as well as from and to the'Straits of Florida, and supported as it is by Tortugas, having similar channels, it would require for the blockade of a naval. force in either thrice the strength of the force blockaded; and the blockacding force must necessarily be so divided as to prevent any junction giving it effective superiority. These two positions will be formidable to any power that may provoke this country to a war, and that has possessionsin, or convenient to, the West Indies; for, besides the Gulf of Mexico, and not only the Havana and Matanzas, but the entire island of Cuba, and every other West India island, and the whole Caribbean Sea and its coasts, could be successfully blockaded by a vigilant and effective force of wair-steamers to rendezvous there. From thence any point in the region named could be assailed in a few hours. Another consideration gives consequence to this position with reference to the interests of the trade, commerce, and navigation before referred to. Froln a report made to the Coast Survey office' by the agent of the underwriters of our Atlantic and other seaports, it appears that, firom the year 1845 to November 1, 1852, the number of American vessels wrecked on the -Florida reefs, keys, and coast, and brought into Key West, was 252; and the aggregate value of the ships and cargoes was $7,932,000. The salvors were awarded on this property $79S,317, or about ten per cent. average salvage; and the expenses incurred were $389,3SO-about five per cent. more: amounting in all to $1,187,697, or aboutfi.?eenz per cent. loss to the owners or insurers. In this statement, the foreign vessels and cargoes wrecked there, are not included. It is estimated they equal at least one-fifth of our own in number and value, Those vessels that were supposed to be entirely lost, and the- crews of which probably perished, are not estimated in the statement. The S. Doc. 112. 799 system for the regulation of the business of assisting wrecked vessels, and for securing the fidelity, honesty, and vigilance of tile "salvors,'" now enforced by the. admiralty court at Key West, under authority of' acts of Congress, is judicious and salutary. The extended introduction and use in navigation of steam poNer, defying the currents and the storms; the acquisition of more accuirate knowledge of the reefs, and keys, and coasts, and currents, a;nd the course of the winds; and the improved skill and greater care on the part of navigators, and the erection of further necessary light-houses, beacons, buoys, &c.-it is hoped, may decrease the number of' wrecks on those reefs and coasts, and the immense losses sustained thereby, chiefly by eas'ern merchants, or ship-owners, or insurance offices; but there will always be many unavoidable casualties attendant upon that navigation. The subject of devising further means, looking to the prevention of shipwrecks and consequent loss of human life and destruction of property on the reefs in the vicinity of' Key West, conmends itself to the consideration of every philanthropic statesman. Provision for the destitute mariner cast upon those islands or coasts by shipwreck is also a subject meriting attention. There is no navy or ship-yard at Key West. There are no public establishments for the repair or refitting of ships injured in battle or by storm, or by having been ashore, nearer than Pensacola, on the gulf side, and Norfolk, in Virginia, on the Atlantic side. There is no naval hospital at Key West. There are.no naval or military macgazines or storehouses. There are no supplies of naval or military a'rmamenfs or munitions o/ war. There are no public supplies of provisions; no coal for steamers, or other naval or military stores of any kind, or places to deposite theni in, if taken there. There are no materials for the repair or refitting of vessels. There are no public workshops, or artisans, implements, or tools, or machinery, or tackle, for such object. And the case is the same at Tortugas. The nearest government establishments are at Pensacola, six hundred miles across the gulf, and Norfolk, nirle hundred miles up the Atlaltic coast. Every dictate of prudent foresight demands a change in these respects. At the present session of Congress, an appropriation of twenty thousand dollars is made "for establishing a depot for coal, for naval purposes, at Key West." No appropriation allowing further progress in the fortifications at Key West or Tortugas has, however, been made. It is believed, sound economy dictates that such amounts should be given as would enable them to be completed, and the armaments and military stores supplied to them forthwith. Key West will hereafter be more looked to as a rendezvous for our merchant-ships passing near to it. The great utility of a public shipyard and (lock there, must be apparent to all who reflect on the subject. That port should be relied upon as a certain depot for coal and provisions and stores of all kinds, but especially for ship-chandlery and materials for repairing and refitting our ships-ofZwar and Imerchant-vessels, injured in any way, if they should put in there, or be taken in by "salvors." The establishment there of a naval hospital would be a just and a judicious measure. If made a stopping-place for the United States mail steamers between Chagres 800 S. Doc. 112. and New York and New Orleans, and all others going to, or returning from the South, the advantage thereby afforded of shipping wrecked goods by the large steamers directly to New York or to New Orleans would be important to the insurers and others interested. The adoption of the measures suggested could not but result beneficially to the country in every respect. To wait till circumstances of necessity force such results —till private interests are constrained or induced to build up private establishments, and provide the means for making Key Wesl a rendezvous and haven and depot, as suggested —is, it -is conceived, short-sighted policy. Public and general interests are involved, and public governmental aid should be yielded. Key West will become more and more essential as a place of depot for American coal as the steam navy and steam mercantile marine increases. If Tehuantepec should be made a good route of transit or of' passage to the. Pacific, Key West, being in the direct pathway of steamers fiom thence to the Atlantic ports and to Europe, and about midway of the -voyagte to and from New York, will be absolutely indispensable to the steamers in that business as such depot. Cogent arguments are urged in favor of Key West being made a principal naval station, and for establishing a navy-yard there of the first class. Besides those arising from its peculiar advantages of position, before alluded to, in time of war and of peace, the facility of' procuring all kinds of naval timber cheaply, and also of tar, pitch, and turpentine, from the contiguous public domain on the peninsula, is a matter deserving consideration. At any rate, it should be made an auxiliary yard for the repair and reftting of vessels-of-war injured in battle or by storm, even if it should be deemed injudicious to construct or build ships there. Large sums have heretofore been expended'at Port Mahon, and elsewhere in foreign ports, by the United States, for similar limited public establishments. If provision is made by law, allowing, on proper termn-s, the use of such works for the repair and refitting of wrecked merchant-vessels, it would be highly advantageous to the commercial and navigating interests of the Atlantic seaboard. The superior eligibility of Key West as a naval station and depot, and the sound policy of' fortifying it strongly, have long since been urged upon the government by officers of the army and navy at the bead of their profession. President Monroe's- message, January 20, 1S23, and Secretary Thompson's communication referring to Commodore M. C. Perry's report, Am. Sta. Pa., tit. Naval Affairs,p?. 871; also Commodore Rodgers's report, November 24, 1823, ibid., p. 1121; also President Jackson's executive order, April, 1829, and Secretary Branch's report in 1829, Sen. Doc., 1st sess. 21st Cong., vol. 1, NVo. 1, p. 37; and Commodore Rodgers's report, ibid., p. 236; also President Jackson's message, March, 1S30, and Secretary Branch's letter and Captain Tatnall's report, Sen. Doc., 1st sess. 21st Cong., vol. 2, No. 3, pp. 1, 2, and 5; also Secretary Conrad's report, December, 1851, Ex. Doc. No. 5, p. 9, 1st sess. 32d Cong.; and Gen. Totten's report, ibid., pp. 25-52; and Lieutenant Maury's report, ibid., pp. 116 and 179 to 184; and Lieutenant Mauw. ry's essays in Southern Literary Messenger of' May, 1840, pp. 310, 311, &c.; and numerous similar "-papers to be found in the published documents of Congress since 1821, —show this.- The late Commodore S. Doc. 112. 801 David Porter, at different times, officially and unofficially, in communications published in the newspapers, expressed his unequivocal concurrence with Commod(ore Rodgers in the opinion he gave of the great importance of Key West and Tortugas, and of the policy and measures -that should be adopted with respect to those points. And when Commodore Porter was in the service of the republic of Mexico in her struggle for independence with Spain, he used Key West, then first being settled, as a point of rendezvous, from which he was enabled to well nigh destroy the commerce of the Havana and Mantanzas, though sought to be protected by a superior Spanish fleet under Admiral Laborde. In the celebrated report to Congress, April 8, 1836, (Ex. Docs.,,col. 6, No. 243, 1st sess. 24th Coong.,) made by General Cass, then Secretary of War under -General Jackson, and which, it has been considered, embodies all the arguments against the general system of coast fortifications as an economical or as the best means of defence for- this country, positions like Key West and Tortugas are excepted from the general objections to the system, insomuch as they are not within the class of ordinary coast fortifications on the main land. They are rather auxiliary naval works. Ibid., ]pp. 11, 15, &c. The opinions expressed as to the value of Key West and Tortugas to the United States, in the documents and papers above referred to, are by no.ieans peculiar to the eminent men and officers who thus expressed them, nor are they, in the least degree, novel. Similar views, it is well known, were entertained and expressed, by British engineers and other British naval and military officers, to that government a long time ago. Great Britain took the Havana and the provinces of East and West Florida from Spain, in the war of 1762-'63. On the restora-'tion of peace in February, 1763, she relinquished the Havana and Cuba, but retained the Floridas, which remained in her possession till 1783, when they were retroceded to Spain. Whilst in possession of them, the British government caused partial surveys to be made of the reefs, keys, and coasts; and the reports of her officers represented the Tortugas, and other islands and keys adjacent to the coast, as commanding, if fortified and aided by a small naval force, the trade of the Havana, of Mantazas, and of the entire gulf' and straits- of' Florida. Excepting the Floridas, the whole gulf coast (Louisiana and the vice-royalty ot':Mexico) was at that time possessed by Spain. The British officers represented truly, that the Tortugas and the other Florida keys were of more importance to Great Britain, in a naval and military point of view, than the Havana; because, whilst they are a check upon it, and, as has been before mentioned, they could effectually blockade it, aided by an efficient naval force, the Havana has no countervailing check or control over them with such naval force to sustain them. It is true, objections have been preferred to these views. It has- been asserted that Key West and Tortugas are " unhealthy." The census reports of 1S50, as to the number of deaths there, and the official reports of army and navy, medical, and other officers, and the experience of the residents of the F'lorida keys for the last twenty years, disprove this assertion. It has been stated that the isolated position of these two points renders the construction and maintenance of public works there more expensive than at other places. This is not correct to any 52 802 S. Doe. 112. very great extent, and it is not a good reason for withholding the means if the advantages are superior, or the necessities greater, for such works there than at other places. Besides, these two works will cost for the'construction less than the aggregate of the cost of four frigates, (if estimated at only $600,000 each;) and it must be remembered that our naval ships ordinarily require in eight years the amount of their prime cost fobr repairs, refitting, &c. The objection has also been urged that,- if such forts were besieged, there would be difficulty in affording'them subsistence or other succor. It is not easy to imagine the probable necessity of such succor, except produced by a course of flagrant negligence and want of precaution, with respect to them, that it is not likely would be pursued by our government in time of war, nor by our army or navy officers. And it is denied, if such were the case, aid could not be rendered from the adjacent coasts, especially if some of the keys (such as Bahia Honda and Key Vacas) nearer the capes are protected by small defences, as should be, and can be done, at trifling expense; and if it can be supposed tthat there was no naval force of the United States on the gulf competent to repel the enemy. The assertion has been made in crude essays in political newspapers, and it has been elsewhere re-echoed, that Cuba, the Havana, and the Moro Castle, are " the true and only keys to the defence" of the, shores of the South, " and to the immense interests there collected," and that Key West and Tortugas were not the controlling positions stated in the documents referred to. It is believed that but a solitary instance exists where such opinion has been acquiesced in by any distinguished naval or military officer. Such peculiar opinion, with respect to the relative value of these positions, and of Cuba, and of the Havana, and of the Moro castle, is unsupported by any sound reasons founded on undisputed facts, and it has generally been urged to sustain ulterior views of policy beyond the mere protection of our commerce. The idea of the Havana being regarded as a key to the gulf, when Key West and Tortugas are fortified and supported by a small naval force, is preposterous. They are to windward of Cuba, and are located at the centre, while the Havana is outside the periphery of the circle of the commerce of the gulf and, straits; and they have different channels of ingress and egress to the gulf and the straits, while the Havana has but one, and that to the straits. Vessels bound to or from the gulf, or further south, do not ordinarily pass as near to the Havana as to the Florida keys. They seek to avoid the iron-bound and generally leeward coast of Cuba, and the currents near it. As points from which to make an offensive or aggressive demonstration by sea, either in the West Indies or to the south, or in the Atlantic beyond the Caribbean sea, as has before been observed, Key West and.Tortugas are the most favorable positions in possession of the United States. Foreign statesmen and military and naval officers are not un-.apprized of this; and hence, upon the breaking out of a war between us and any naval power of Europe, a large naval force will be forthwith despatched by the enemy to their vicinity, and, as was predicted:.by Commodore Rodgers in 1823, " the first important naval contest in,Shich this country shall be engaged, will be in the neighborhood of this very'island," [Key West.] $S. Doc. 112. 803 In confirmation of the correctness of those remarks, it is not inappropriate to refer to debates in the British Parliament more than thirtythree years ago,. in which eminent and sagacious British statesmen, who doubtless received the views they expressed from British military and naval officers, (as is the practice of wise British:statesmen on such subjects,) unequivocally attest the value to the United States of these positions, obtained by the then recent cessions of the Floridas by Spain. [Vide Lord Lansdowne's speech, in May, 1819,, Hans. Parl. Deb., vol. 40, p. 291; Mr. Macdonald's speech, June 3, 1819, ibid., p. 902; Mr. Maryatt's, ibid., p. 893; Sir Robert Wilson's, ibid., p. 871; Lord Carnarvon's, ibid.,p. 1413; and Lord George Bentinck's, February 3, 1848, ibid., vol. 96, pp. 7 to 42.] This is not the only time similar views were expressed in the British Parliament; and it has been stated on good authority, that, anterior to the cession of 1819, an eminent, watchful, and far-seeing English statesman called public attention to the importance of the Tortugas, and to.the expediency of the British government taking possession of and fortifying those islands. One of the most useful public undertakings in the Union is the " Coast Survey." Its labors on the Florida reef, keys, and coasts were commenced in 1848, and are extending up the gulf and Atlantic coasts. Appended to a statement of wrecks at Key West in 1S47, (published p. 105, Sen. Doc. No. 242, 1st sess. 20th Cong.,) is the following printed note, made by one of the then Senators from Florida: [NOTE EBY J. D. W. IN 1848.] —" It is not a little surprising that, in the twenty-seven years Florida has been held by the United States, no complete nautical survey has been made of the'Florida reef.' During such time the British government has had ships-of war, (among them the brig Bustard,) with scientific officers, engaged for months in such surveys; and even in surveying the harbor of' Key West, and other of our harbors there! The charts used by our navigators are the old Spanish charts, and those made by the British from 1763 to 1784, and of' the recent British surveys alluded to, and compilations of them by Blunt and others-all imperfect in many particulars, and erroneous iln others. [We have no original American chart of all the reefs and keys! That accomplished and scientific officer at the head of the' Coast Survey,' Professor Bache, has informed me, that if the means were appropriated by Congress, the entire reef and all the keys, from the Tortugas up to Cape Sable, could be surveyed in one season. The expense,.to enable the work to' be finished in one season, might not fall short of $100,000; as, to effect it, three or four different parties bf officers nmust be employed. But the benefits of such work would greatly outweigh this amount; and it will not cost less, to devote two or three years to it." No intelligent man, after investigation and reflection, can question the great value of the "6 coast surveys." They have been prosecuted with diligence on this coast, as the results show, since the first appropriation of $7,500 was made in 1848. The annexed map, showing the coast of the Gulf of Mexico, and also the relative positions of Cape Catoche and of Cuba, and of the Bahama banks and'islands, to the peninsula, and to the islands, keys, and reefs of Florida, and also of 804 S. Doc. 112. the Atlantic coast as fatr north as Charleston, has been furnished friom the " Coast Survey" office, upon request, expressly for this report. It will be found to be highly useful. Some portions of' the coasts therein delineated have not as yet been fully surveyed, though the work, as it respects the coasts of the United States, is progressing as rapidly as the limited means yielded will allow. The parts unsurveyed have been laid down from the former surveys alluded to, and from the partial, or preiiminary, rcconnaissances made by the Coast Survey officers. The beneficial effects of the labors of this valuable public establishment (characterized as those labors are by that perfect accuracy attainable only by the highest degree of science and professional skill) should be conceded by all, though it seems such is not the case. It is to be lamented, as a drawback to these and all similar works for the prevcntion of casualties of any kind, and particularly those by shipwreck, that they are not generally appreciated. Their salutary results are silently efficted, and therefore unperceived by many. Even the merchant, whose property is saved from destruction by the charts of hidden dangers, and of safe channels and harbors, furnished by the " Coast Survey," reflects but little to whom he owes its preservation. But the tempest-tossed mariner, when his ship and his life are in peril, fiom which there is no escape except by the aid these charts give him, then feels their inestimable value, and cherishes the guide there found as his best friend. WREcKs. The following statement has been compiled from Sen. Doc. No. 242, Ist session 30th Congress, pp. 25, 26, and ibid., pp. 99 to 105; also Sen. Doc. No. 3, 2d session 30th Congress, 1848, pp. 30, 31, &c.; also Sen. Doc. No. 42, 1st session 32d Congress, 1851-'52, p. 11; and other documents referred to in the foregoing paper, and in Mr. Cabell's let-' ter, which precedes it, See also Mr. Hoyt's (agent) report to "Board of Underwriters " in New York, for 1852: Wrecoks on Florida reefs from 1844 to December 15, 1852. Salvage. Expenses. Loss. Year. Number Value of ves- Salvae and of ves- els and car- expenses. sels. goes. Per et. Amount. Per et. Am3unt. Per et. 1.845............. 29'725,000 12.7 992,694 10.5 $76,370 $169,064 23.3 1846 26 731,000 9.4 69.600 4.9 36 100 105,700 14.3 1847............ 37 1 624, 000 6.7 109 000 6.4 104, 500 213, 500 13.1 1848........ 41 1' 282,000 11.1 125 800 9.2 74; 260 200, 060 2.3 1849....... 46 1, 305 000 11.2 127 810 8.5 91,350 219, 60 18.7 1850....... 30 922, 00 13.2 12 831 8.3 77,169 2900 000 21.5 185....... 34 941,500 12.1 75, 852 8.4 89,148 165,000 2C0.5 1852............ 22 663,800 8.2 80,112 8.2 81,988 162,100 16.4 Total. 265 8,194, 300 10 803 699 12.9 630, 885 1 434 584 22.9 The jbreign vessels are not included in the above, except in the three first years, when there were 17 British, and 84 American, and 6 of other nations; Foreign vessels included, since 1847 the number of wrecks is altogether about 290 vessels.,The expenses are distinct from salvage, being charges against vessels, &c., in port, as harbor fees, wharfage, storage, auction commissions, exchange, commissions for advandes, support of crews, repairs, refitting, &.. S. Doc. 112. 805 THE COTTON CROP OF THE UNITED STATES. This paper is not intended to be an essay upon the questions respecting which much has been written as to the time when, and by what people, "cotton-wool" was first used for making cloth; or when, or by whom, it was first cultivated for use; or when, and with what nations, it first became an article of commerce. Several different and various publications, official and unofficial, readily attainable in most parts of this country, each, afford all the information on these points that can, in any degree, be practically useful to any person. Nor is it intended to discuss in this paper, or even to intimate an opinion respecting those topics of political economy connected with the different "cotton interests," which have divided public sentiment in this country in years past. The sole object is to present data, gathered and compiled from authentic sources,, relating to the cultivation and production of cotton-its past increase in the United States as an article of commerce, and its probable still greater importance and value. Two kinds of cotton are grown in the United States. 1. That indifferently called " long staple," " black seed," "lowland," or " sea-island." When raised inland, it. is sometimes called "Mains." 2. The "short staple," "green seed," "upland," also sometimes called "petit gulf," or "Mexican." The first generally commands twice or thrice the price of the latter kind, and superior sea-island often brings a much higher amount. Very choice qualities of sea-island cotton have commanded upwards of a dollar per pouzd. Sea-island cotton is prepared for market with great care, being mostly cleaned by hand, or by the " roller" gin; the "saw" gin, used to separate the wool of the " short staple" from its seed, injuring the fibre of the "long staple." The long staple is usually put In round bags, not exceeding 350 pounds in weight, whilst the short staple is, in late years, compressed into square bales of generally 450 or 500 pounds each, and in some States more. The annual yield of the long staple is generally from 75 to 150 pounds of cleaned cotton to each acre of average good land cultivated, or from one to one and a half and two bags of 300 pounds to each able plantation hand employed; whilst the short staple yields from 150 to 250 pounds of cleaned cotton to the acre, or from three to seven bales of 400 pounds to each hand. In the best seasons, upon land of the first quality, and with good cultivation, eight, nine, and sometimes ten bales of upland cotton, to the hand, have been produced. The hands employed in the cultivation of cotton, and the product of' whose labor is thus estimated, are estimated as if not engaged in the cultivation of corn, potatoes, and other products, &c., for the support of the plantation. The regions in the United States adapted to the profitable raising of sea-island cotton are not so extensive as those in which the short staple can be advantageously cultivated, and the crop of sea-island has consequently not increased in the same proportion as the short staple. And the demand for sea-island is not so great, as it is chiefly used for the manufacture of laces, fine cotton threads, and cotton cambrics of the most delicate texture. It is now- also used with silk in the manufacture of several articles passed off as silk goods. No country has produced 806 S. Doc. 112. any cotton equal in fineness, length, and strength of fibre, and of such whiteness, as the sea-island of South Carolina, Georgia, and Florida. This superiority is doubtless, in a degree, owing to the peculiar adaptation of the climate and soil of parts of those States to the,fvorable. production of that kind of cotton; but it is also attributable to the great attention given to its cultivation by intelligent and observing planters, availing themselves of the aids of chemical and agricultural sciencemaking experiments from year to year for improving the processes of cultivation, and for increasing the excellence as well as the quantity of the product; and who profit by the practical experience of their antecessors of more than half a century. The treasury accounts exhibit the progress of the " sea-island" cotton crop of this country from 1805 to 1862 inclusive, fuller than they do the progress of the crop of "Iupland" cotton, for the reason that the former has been mostly exported, whilst a large portion of the latter has, always been consumed in the United States. Prior to 1805, no distinction was made in the treasury reports between the " sea-island'~ and "other cotton," styled, in a treasury report of 1836, "commo. cotton." The treasury accounts show, that during the years 1790,'91, and'92, about 733,044 pounds of cotton of all kinds, foreign and domestic,, valued at $137,737, were exported from the United States. There had been imported into the United States previously, and during that period,. foreign cotton to a considerable amount. The importations within the. years named were about 889,111 pounds, which, valued at the same price as that exported, amounted to $202,014. The importations of foreign raw cotton during those three years exceed the exportations 156,067 pounds; and, consequently, either the whole of the domestic crops, and likewise that much of the foreign (and imported) raw cotton, was then consumed in the United States; or a portion of the domestic' crops was exported, and a greater amount than is above stated of the foreign raw cotton was consumed in the United States. The quantity of foreign raw cotton consumed in the United States in these three years is, however, estimated in a treasury report of 180I1 at 270,720 pounds, which would make the exportation of domestic cotton in those years 114,653 pounds. It is known that some, though limited quantities of domestic raw cotton were sent to Great Britain in the years specified; but the correct accounts thereof cannot now be obtained, and therefore, with this explanation, it has been deemed proper to state alt the exportations for those years asforeign cotton, as in fact most of themn were. The only accounts of the entire annual crops of the United States that can be obtained are unofficial, except the decennial census state-, ments. The "commercial" accounts are usually stated as from the first of September of each year, to the 31st of August following; it being presumed that, by the day last mentioned, the entire crop of the previous year will have been received in the home market; and the amount of such receipts, consequently, affords tolerably correct data for estimating the "entire crop" of that year. The official or treasury accounts, ending each year on the 30th day of June, (the last day of' the fiscal year of the federal government,) and before the entire crop of the previous. S. Doc. 112. 807: year has been received in market, the crops of the two preceding seasons are often confounded. Nevertheless, by comparison of the dif-: ferent accounts with each other, estimates may be made of the crop of each season, closely approximating to general correctness. The exports of " sea-island" cotton from the United States, within certain periods, have been as follows: In 1805,'6, and7. —........23,809,752 pounds. In 1SOS8 (embargo)..........949,051 " In 1809,'10, and'11.............25,297,867 In 1812,'13, and'14 (war)... 11,022,993 " In 1815..... 8,449,951 In 1821,'22, and'23...34,731,389 In 1849,'50, and'51.-..- - 28,505,378 " In 1852.. 11,738,076. The annual exports of "sea-island" cotton for the last nineteen years, excepting the years 1845,'46,'49, and'52, were less in quantity thaan the exports of the same kind in 1805. The fluctuations in the prices. of "sea-islarnd" cotton have not been so great as in those of "other: cotton." The "embargo," laid December 22, 1807, and which con-: tinued in force till March 1, 1809, affected the crops of 1808 and 1809, as to quantity produced, and prices; and the war with Great Britain, (declared in June, 1812, peace being fully restored in January, 1815,) injuriously affected the production and prices of all cotton for the years 1812,'13, and'14. The annual consumption in the United States of raw "sea-island" cotton, it is estimated, is not now more. than one-hundredth of the amount exported, being in 1852 estimated to be about 100,000 pounds. Though the treasury accounts from 1805 to' 1820 distinguish in the tables of exports between domestic and foreign ~cottonl exported, and the quantities and values of the different kinds of cotton, and that exported in foreign and that in domestic vessels; since 1820 the separate values of " sea-island" and of "other cotton" are not stated in the published reports. It appears that for many years Great Britain has generally received nearly four-fifths, and France about onefifth, in quantity, of the "sea-island" cotton exported. It has been stated that a process of dividing, or splitting, the coarser "upland" cotton, and of substituting the divided fibre for the fine "sea-island," in the manufacture of the finer muslins, has recently been discovered in Europe; and which, it has been conjectured by some, may cause a diminution of the value of "sea-island" cotton. The account is not fully credited; but if the flact be as stated, it is considered that the expense and labor of dividing the coarser cotton must exceed the additional cost of the production and preparation of the "sea-island" for market, to that of the "upland;" and more than the ordinary difference between the prices of the different kinds. And it is also believed that articles manufactured from cotton naturally fine, must excel in appearance, strength, and durability, any made from cotton the fineness of which is produced by artificial means, like those intimated.; and that for a long time to come, markets equally as certain and as profitable as now exist for all the " sea-island" cotton that can be 808 S. Doe. 112. raised in the United States, (as before observed, necessarily limited in quantity,) may be certainly depended upon. A comparison of the exportations of "sea-island-" cotton with those of "all other" domestic raw cotton will show that, whilst in 1805,'6, and'7 the former amounted to 23,809,752 pounds, the quantity of the latter exported during the same period was 114,182,256 pounds; the proportion of "sea-island" to "all other" being less than a foarth, and to the entire exportation less than a fifth in quantity. In 1821,'22, and'23 the proportion of "sea-island" to the entire exportation was less than a twelfth in quantity; and in 1849,'50, and'51 that proportion was less than a ninetieth! In the year 1852, the "sea-island" exported was 11,73S,075 pounds, and the proportion to the entire exportation of 1,093,230,639 pounds was less than one ninety-third. The "upland" cotton crop of the United States has increased since 1790, with a rapidity unexampled, in history, by any product of agriculture, in any country. Its augmentation in respect of quantity, as well for home manufacture and consumption as for home manufacture for exportation, and as an article of' foreign commerce in its "raw" state, and likewise the increase of its importance and value as an article of commerce after its manufacture in foreign countries, are also unparalleled. The consequence it has attained as an article of necessity, in affording the means of employment to the manufacturing classes of Europe (and especially of Great Britain) and of this country, is also without precedent. The exportations of domestic upland cotton anterior to 1805, separately from " sea-island," cannot be given for the reasons before stated. The exportation of "sea-island" in. certain periods is stated above. The exports of "other cotton," or "upland," and likewise the "total. exports" of all domestic raw cotton, in the same periods, were as follows: Exports of raw cotton from the United States. Years. Domestic "upland" Total domestic cotton Official valuation.. cotton. of all kinds. Pounds. Pounds. In 1805,'6, and'7.. 114,182,256 137,992,011 $32,004,005 In 1808...... 9,681,394 10,630,445 2,220,984 In 1809,'10, and'11. 181,012,086 206,309,953 33,274,408 In 1812,'13, and'14. 54,703,407 65,726,400 8,087,628 In 1815. -74,.548,796 82,998,747 17,529,244 In 1821,'22, and'23. 408,560,381 443,291,770 64,638,062 In 1849,'50, and'51 2,560,715,584 2,589,220,962 250,696,900 In 1852.. 1,081,492,564 1,093,230,639 87,965,732 The official returns show that the increase of the aggregate of the exportations of all kinds of domestic raw cotton, since it has become S. Doc. 112. 809 a prominent article of foreign commerce, (except whilst the emblargo of 1808, and the war of 1812, 1813, and 1814, affected our foreign trade, or when adventitious and unfavorable circumstances shortened the crop,) has been unchecked and regular. That increase, since 1805, has been upwards of twenty-eightfold in quantity, and more than nine hundred per centumn in value, and the steadiness of the augmentation will be manifest by taking the aggregate of each successive three years after 1804, down to and including 1852, omitting only the years when all the commerce of the United States was shackled and reduced, as above noticed. The importations of foreign raw cotton into, and the exportations of foreign raw cotton out of, the United States, (the difference being consumed in the United States) are stated below for certain years, as taken from the treasury returns: Imports of foreign raw Exports of foreign raw Difference. cotton. cotton. Years. Pounds. Dollars. Pounds. Dollars. Pounds, Dollars. In 1805,'6, &'7. 7, 881,415 1,831, 327 6,494, 439 1, 506, 610 1, 386, 976 324, 719 In 1821,'22, &'23. 1,256, 614 229, 020 1,093, 362 203, 327 163, 243 25, 732 In 1849,'50, &'51. 584,127 29, 622 184, 034 11, 340 400, 093 18, 682 In 1852. —----—.... 244, 548 12, 521-24, 548 12,521 The quantities and values for every year have not all been found in the treasury returns; but the one may generally be estimated from the other, and from the prices of domestic cotton the same year. It appears that the price of some foreign cotton was formerly very high; but the average of medium "Iupland" domestic cotton is now too great for the foreign cotton imported. As before observed, the entire exports of 1790,'91, and'92, are set down as foreign raw cotton; insomuch as they were less than the imports of same cotton in same years. The total amount of the crops of the United States in those three years has been variously estimated; but the accounts of the imports and exports of foreign raw cotton, (before stated with explanations,) show that the cotton then produced in the United States was not sufficient Jor the domestic consumption in those three years! Our importations have swelled in the aggregate from about $388,000,000, in 1805,'6, and'7,. to $542,220,689 in 1849,'50, and'51. In the year ending June 30, 1852, they amounted to $212,613,282. In considering this increase, it should be recollected that this statement does not show the increased consumption in the United States of the foreign articles, which in some instances is greater than appears by such account. In former years a large portion of these importations was destined for exportation from the United States to foreign countries, and was not consumed here. We received the freights upon such of them as were carried in our ships, in or out; and import duties, less the drawback on exportation, and the incidental expenses of storage, &c. This "car 810 S. Doc. 112. rying" trade has decreased more in proportion than any other. The following account of such aggregate importations and exportations of all foreign merchandise, and likewise the next following account as to foreign cotton manufjtctures imported and exported in different periods, will illustrate these remarks. The difference is the true amount of such importation consumed in the United States. The accounts, or general tables, annually published by the treasury, do not direct attention to past changes in the course and character of our trade, commerce, and navigation; and therefore its true decrease or increase, and its actual retrogression or progress, izn every respect, is not manifest without close investigation of several different tables. The value of importations and exportations of foreign merchandise, and "difference," (being the amount consumed in the United States,) in certain periods, were as follows: Years. Imports. Exports. Difference, consumed in U. S. 1790,'91, and'92................ $83, 700, 000 $2, 804,295 $80, 895,705 1793,'94, and'95....................... 135,456,268 17,125,277 118, 330,991 1796,'97, and'98....................... 225, 367,270 86, 300, 000 139, 067,270 1799, 1800, and'1...................... 281,685, 427 131, 296, 598 150, 388, 829 1802,'3, and'4....................... 225,999, 999 85,600, 640 140, 399, 359 1805,'6, and'7........................ 388, 510, 300 173,105, 813 215, 404,187 1808 (embargo)........ 56,990, 300 12,997,414 43, 992,586 1809,'10, and'11.................. 198,200, 300 61,211,616 136,988, 384 1812,'13, and'14 (war)................. 112, 000, 000 11,488,141 100, 511,859 1815,'16, and'17.... —................. 359, 394, 274 43, 079, 975 316,314,299 1818,'19, and'20....................... 283, 325, 300 56, 600, 408 226, 724, 592 1821,'22, and'23............-......... 223, 406, 502 71,132, 312 152,274,190 1824,'25, and'26 -................ -261,863, 559 82, 467,412 179, 396,147 1827,'28, and'29............... 242, 486,419 61,656,631 180,829,788 830,'31, and'32....................... 275, 097, 310 58, 460, 478 216, 636, 832 1833,'34, and'35....................... 384,535, 385 63,640,041 320,895, 344 1836,'37, and'38. —.................. 444,686, 656 56,054,117 388,632, 539 1839,'40, and'41....-...... 397, 179, 828 51,153, 918 346,925,910 1842,'43, and'44....................... 273, 350, 921 29,759,102 243,591,819 1845,'46, and'47....................... 385,491,999 34,704,611 350, 787,388 1848,'49, and'50.............. 480,994, 685 49,172, 988 431,821,697 1851.................................. 216,224,932 21,698,293 194,526,639 1852................................. 212,613, 282 12, 037,043 200, 576,239 The "bullion and specie" imported and exported, are included in the above. It corrects some errors (though trivial) in former tables, pp. 288 and 701. The value of' importations and exportations of foreign manufactures of cotton and " difference," being the amount consumed in the United States, in certain periods, was as follows: S. Doc. 112. 811Foreign cotton goods imported and exported, ~4c. Years. Imports. Exports. Difference, consumed in U. S. 1821,'22, and'23.- -............. $'26, 391,495'$5, 863,132 $20,528, 363 1824,'25, and'26 -................. 29,753,307 7,112,522 22,640, 785 1827,'28, and'29 - -................... 28,674,440 5, 646,493 23, 027,947 1830,'31, and'32.-... 34,352,203 7,540, 409 26, 811,794 1833,'34, and'35. - -33,173, 215 9,069, 209 24,104, 006 1836,'37, and'38................ - 35,626,258 6,602,600 29,023,658 1839,'40, and'41....................... 33,169, 701 3,'287,810 29,881,891 1842,'43, and'44....................... 26, 178, 789 1,550,156 24,628,633 1845,'46, and'47-......-....... 42,586,782 1,661,891 40, 924,891 1848,'49, and'50..................... 54, 285, 149 2,214,361 52, 070,788 1851................................... 22,164,442 677,940 21,486,502 1852.................................. 19, 689, 496 991,784 18, 697,712 A reference to the more detailed statement appended will show that, for some years past, most of the above specified importations have been of the finer kinds of manufactures, made chiefly from the " seaisland" cotton, or the best qualities of "upland." Our domestic manufactures, though improved greatly as to quantity, have hitherto been mostly of the medium, or of the coarser or lower-priced goods, made from ordinary "upland" cotton, manufactured with less labor, and more cheaply than the finer goods. A reference to the following compiled account, and to the more detailed table appended, of our domestic cotton manufactures, exported since 1826, will verify this statement, as to the quality thereof. A comparison of these statements with those of our exportations of raw cotton will show that,- whilst our exports from cotton have, since 1821, increased nine-fold, the importations of our foreign' cotton manufactures have but a little more than doubled. Our exportations of domestic cotton manufactures have nearly destroyed the exportations of foreign cotton manufactures, and taken the place of then. The treasury returns of exports show to what countries the foreign cotton manufactures, and also to what countries the domestic cotton manufactures, were sent from the United States; and an investigation as to the facts, in this respect, would be interesting and useful to the merchants and statesmen of this country; but the limits to which this paper is restricted precludes, at this time, anything on this subject blt the suggestion now made. 31S AiS.'Doc. 112 Exportations of domestic cotton manufactures in certain years and periods. Years. "Value. In 1826 ---- $1................ $1,138,125 In 1827,'28, and'29.... 3,429,103 In 1830,'31, and'32..... 3,674,070 In 1833,'34, and'35 ---..7,477,192 In 1836,'37, and'38. —..................-.... 8,845,962 In 1839,'40, and'41 ---- - - - 9,647,186 In 1842,'43, and'44 ------ -.-... —-9,093,110 In 1845,'46, and'47....-....-. 11,955,932 In 1848,'49, and'50........................15,385,758 In 1851 ----......... 7,241,205 In 1852.... --— 7,672,151 Though the quantity of foreign "raw" cotton consumed in the United States is readily ascertainable by deducting the exportations of such cotton from the importations; and though the value of the foreign manufactures consumed may be ascertained by a similar process, and a tolerably correct estimate made of the quantity of raw cotton, (of the United States,) used in such manufactures; yet it is well nigh impossible to ascertain with certainty the quantity of domestic raw cotton consumed in this country. In the first place, the quantity consumed in " household" or "homemade" manufactures of many different kinds, and that which is consumed in the infinite various uses to which it is applied throughout the country, and especially in the States where it is grown, has to be guessed, without very certain data. So also the quantity destroyed by fire, or otherwise, in its transportation to the southern shipping port, or by sea, before it is taken into the account, cannot be ascertained. The rates of insurance from the Gulf to the Atlantic ports are very high, and should be some criteria by which to judge- of the extent of these losses. The last census returns state the value of all th'e "home-made" manufactures in the United States to be $27,544,679. Of these, the States-of North Carolina, South Carolina, Georgia, Florida, Alabama, Tennessee, Arkansas, Mississippi, Louisiana, Texas, and Kentucky, made upwards of $14,635,000; being more than half, though the aggregate of their white population is less than a fourth of the whole white population of the United States. In those States, cotton is a principal material in such manufactures; and they are made by every class, and used by every class of the population. It is not considered extravagant to allow for the rawt cotton used in "home-made" or "household" manufactures in the United States, including that applied to other uses, $7,500,000, equalling, at 11.31 cents per pound, 66,372,000 pounds, or 165,930 bales of 400 pounds each. And it is estimated that 7,500 bales of 400 lbs. each, or 3,000,000 S. Doc. 112. 813 of pounds, are annually lost or destroyed, and not put into the account of the crop, as above stated. It is valued at $339,000. The second item is the amount furnished the domestic manufactories of cotton in the United States, to ascertain which, even approximately, recourse must be had to unofficial statements of manufacturers, and to commercial accounts, that cannot be otherwise than imperfect; and to the more authentic, but still somewhat uncertain accounts, taken from the last census returns. The census returns of 1849-'650 of the cotton mnanufactories in the United States give the following statement: Number of manufactories in the United States-.... 1,094 Amount of capital invested - $74,501,031 Bales of cotton used-(at 400 lbs. each, equal to 256,496,000; at 460 lbs. each, equal to 288,558,000)........ 641,240 Tons of coal used... 121,099 Value of all raw material used. —-— _ —. --— $34,835,056 Number of hands employed-(males, 33,150; females, 59,136) -- d -.....92,2S6 Entire wages per month-(males, $653,778; females, 8703,414) $1,357,192 Value of entire products...... $61,869,184 The quantity of cotton used is stated in bales. A bale is estimated in another part of the census accounts to weigh 400 lbs. It is believed such estimate, as to the cotton furnished our manufacturing establishments, is underrated at least 12J per centum. Most of the cotton used in those manufactories is "upland," the bales generally, for the last five years, averaging 450 pounds. That the other census accounts relating to the "entire crop," (including "sea-island" and "upland,") though stated in pounds, mention the bales as "of 400 lbs. each," does not make the above reduction of these bales to pounds, at 450 lbs. to each bale, incorrect. The estimate of 400 lbs. is carried through all the statements and estimates in this paper, (except in the above,) to enable ready comparisons to be made. The "products" of these establishments are stated to have, been, in 1849-'50, 763,67S,407 yards of sheeting, and 27,860,340 lbs. of thread, yarn, &c., and 13,260 bales of batting, and are valued at $61,S69,184. The value of domestic woollen manufactures is stated at $43,207,555; that of domestic iron manufactures, of all kinds, at $54,600,000. The value of 1,177,924 barrels of ale, beer, &c., or of the 42,133,955 gallons of whiskey and "high wines," or of 6,500,500 gallons of rum, manufactured, is not stated. The annual wages of the hands employed in cotton manufactories, it will be seen by the census returns, amount to $16,286,304. The woollen manufactories employ 22,678 male, and 16,574 female hands-in all 39,252-whose annualwages amount to $S,399,280. The iron manufactories employ 57,017 male, and 277 female hands — in all 57,294-whose annual wages amount to $15,000,000; and breweries and distilleries employ 5,487 hands, the value of whose labor is not given! Deduct friom the value of the " products" of these cotton nmanufactories in 1849-'50, stated to be $61,869,184, the value of the exports of domestic cotton manufactures for the same year, $4,734,424, and the balance, 0814. S. Doc. 112. $57,134,760, is the value of the domestic cotton manufactures, made in our own cotton-manufacturing establishments, and consumed in the United States. The value (and afterwards the quantity) of raw cotton for these respective portions of the domestic cotton manufactures of the United States, may be ascertained by a deduction of 50 per centum of the value of the manufactures, for the cost of manufacture, wastage, profits, &c., and calculating the quantity corresponding to such value, at the price for that year, of fair "upland" cotton. The correctness of this mode will be verified, as to the year 1849-50, by reference to the items in the census account of the manufactures of cotton above given, of the value of raw materials used, and "bales of cotton" used, and "value of entire products," and to the expenses of manufacture, as set forth in that statement. The quantity of domestic raw cotton consumed in the United States, in foreign manufactures, has been estimated by a similar calculation with reference to the "difference" between the importations into, and exportations from, the United States, of such foreign manufactures before given. The enhanced value of the foreign cotton manufactures is stated at 100 per centumr more than the raw cotton, and includes fieight, insurance, duties, and all other expenses; and the cheaper labor in foreign countries, and the higher value of the sea-island cotton, generally used in such manufactures, and profits, &c., have also been considered. The following estimate of the quantity of domestic I" raw cotton" consumed in the United States, in domestic and in foreign manufactures, and in " household" or "home-made" articles, &c., for the year ending June 1st, 1850, is believed to be nearly correct. Consuzmption of cotton in the United States in 1849-'50. In domestic manufactures-deducting value of those exported from value of entire manufactures, and also 50 per cent. for cost of manufacture, profits, &c. —about -...$29,000,000=256,638,000 lbs. Inforeigin manufactures, (from domestic cotton,)-deducting from imports, ($~20,10S,719) value of exports of same, ($427,107)=$19,681,612; and 50 per cent. for cost of manufacture, duties, profits, &c., &c.......... 9,840,800= S7,08S7,000 " In "household," or "home-made" manufactures..a........... 7,500,00000= 66,372,000 " Total consumption of raw cotton in the United States in 1849-'50..$46,340,800 410,097,000 " The total consumption in cotton manufactures same time-foreign and domestic-including " home-made," amounted to more than $82,000,000, upwards of, three-fourths of which were made in the United States. Fractions are equalized in this estimate, and the value stated at the official average valuation of all cotton for that year. The cotton, of S. Doe. 112. 815 which the foreign manufactures consumed in the United States are composed, being mostly "sea-island," its value should perhapsbe higher; but in such case, the values of' the other cotton ought to be reduced in proportion to quantity and price, to make the correct average. The values of "sea-island" and "upland" should be kept separate in the treasury accounts. The domestic consumption, of course, increases each successive year, equally with the population, and the discovery from time to time of' new uses to which cotton may be applied also adds to the consumption; and a full crop increases it. Similar difficulties exist with respect to the ascertainment of the quantity and value of the " entire crop" of raw cotton, in each year. Various means of estimating the entire crop are adopted. In one mode, the first item is the quantity and value of exportations of raw cotton. The quantity is furnished quite correctly for this item, by the treasury returns of exports; except that the value is not always accurately given in them. The value stated in the treasury returns of exports can, however, generally be rectified, if erroneous, by reference to the general "prices current" of the same year, to be found in commercial newspapers. The price stated for 1851-'952 is 8.05 cents; and it is conceived the average is too small according to the commercial accounts of this country, and of Great Britain and France. It should be at least 9 cents. Nevertheless, in this paper the treasury price is adhered to. The second item is the quantity furnished the manufactories of domestic cotton. To ascertain this, even approximately, recourse can generally only be had to the unofficial statements of the manufacturers, and to commercial accounts, which cannot be otherwise than imperfect. The third item is the quantity used in what are generally called "household " or "home-made " manufactures, before adverted to. The fourth item is the quantity destroyed by fire or otherwise, and not received in market, or taken in the above accounts. Another mode of' estimating the "entire crop" is by estimating the number of acres of land in cultivation for cotton, and the number of agricultural laborers employed in cultivating it; the increase of such arable land, and of the labor by emigration to the cotton States, from other southern States; and the general yield of the land compared with past years; all derived from intelligence obtained by correspondence, or the public prints, and information generally diffused as to the effects of the season with reference to a full or a short crop, injuries by drought, storms, rains, caterpillar, &c. Of course this last mode is a mere estimate. The most reliable data is that furnished by commercial and manufacturing dealers; though it has been observed that very often the estimates as to forthcoming crops, by purchasers, are too large, whilst, on the other hand, those who sell are prone to make them too small. The following is an estimate of the entire crop of 1849-'50, given as an example of the first mode above mentioned of estimating such crop, and it is believed to be nearly correct. The year 1849-'50 has been selected, because the entire crop of that year is stated in the "census returns;" between which and the estimate now given a comparison can be made. 816 S. Doc. 112. Entire crop of 1849-'50. Exportations of domestic raw cotton. -.635,382,000 lbs.=$71,984,600 Used for manufactories in the United States -288,58,000 "c= 32,607,000 "Household," or "home-made" manufactures.......-.. 66,372,000 " 7,500,000 Destroyed by fire or otherwise, and not received ih market................ 3,000,000 "= 339,000 Entire crop of the United States in 1849-'50 e -......oX..... 993,312,000 " =112,430,600 Fractions are equalized in this statement, and the values estimated according to the treasury average valuation, for all cotton, that year. A table, giving an estimate of the entire annual crop fiom 1790, up to and including 1852, is annexed. The statement in the census returns of the production of cotton in the United States is for the year ending June 1, 1850. The day specified was before the crop of the season of 1850 could have been ascertained. The statement is, of course, of the crop of the previous season of 1849, stated in the treasury returns of "exports," &c., for the year ending on the 30th of June, 1850. The treasury accounts of the exports of raw cotton for the year ending June 30, 1849, (the crop of the season of 1848,) state that 1,026,602,269 pounds were exported, being more than the entire crop stated in the census returns; and the quantity exported in 1851 (of the crop of the season of 1850) was 927,237,089 pounds. The crop of 1849 was a very short crop. It was also actually less than the crop of the season of 1839, of'42, of'43, of'44, or of'47; though its value, owing to the high prices received for it, was more than that of any previous crop. The exports of the crop of 1848 were 391,220,665 pounds mnore than those of' tlie crop of 1849; and yet its value was $5,587,649 less. The exports of the crop of the season of 1850 were, as above stated, 927,237,089 pounds, and they were valued in the treasury accounts at $112,315,317; whilst the exports of the crop of 1851 were 1,093,230,639 poundsbeing 165,993,550 pounds more than the crop of 1850; and by the treasury account they were valued at $87,965,732, or $24,349,585 less than the exports of 1850. Besides the census returns of the cotton crop of the season of 1849, given below, a statement from the same returns is given of the area of each State producing cotton for sale; the area of acres of improved lands in each; and the population of' each; which may be useful for reference and comparison. Entire crop of the seaso oJ 1849, taken from the census rtaurns. ACRES OF LAND. POPULATION. Bales of 400 lbs. Total number of. STATES. pounds. C71-~~~~ Entire area. Improved. Whites. Colored.. Total. Indiana.-............5 2,000 21,637,760 5, 019,822 977,628 10,788 988,416 Indian? —-- - -----------— 041 846,7104. 5, 03,62 9762 10,888,4i~ Illinois -8 3, 20(0 35,459,.200 5, 114, 041 846, 104 - 5, 366.851,470 Kentucky-...1..... I, 669 667,600 24,115,200 6,068, 633 761,688 220,717 982,405 ----------- -- 39,2~~~~~~ ~ ~ ~~~~~~~~~~65,680 89-2, 7 17' 4821 661 Virginiia. —----....... 3, 947 1,578, 800 39, 265,280 10, 360,135 895, 304 526, 357 1,421,661 Florida....,.....-....45, 078 18, 031,200' 37, 931, 520 349,423 47,167 40, 234 87,401 Texas..'......:...,. 57,945 22,378,000 151,885,440 635,913 154,100 58,492 212,592. Arkansas,..-...........64, 987 25, 994,800 33,406,720 780, 333 162, 068 47, 571 209, 639 North Carolina.-....-,.......'..,. -_. 98, 028 39,.211,200 29, 120, 000 5,443, 137 553, 295 315,608 868, 903 Louisiana-,........... 163, 034 64,213,600 29,715,840 1,567,998 255,416 262, 323 517,739:. Tennessee........ —-...-,,,-..;....., 192, 635 7'7, 054, 000 28, 160, 000 5, 087, 057, -245, 732 1, 002, 625 3 Tennes~~~~~ee ---------- --------— ~~~~~~~~~~-2426`5, 772 054,00 28, M.762 89 Sout.h Carolina-.................30, 901 120, 360, 400 17,920,000 4, 074,855 274, 623 ~393, 884 668,507 Mississippi- 494,774 197, 909, 600 30,174, 08?0 3, 489,640:295,758. 310,797 606, 555 - G~lefi~rgia.-.~499, 091. 199, 636, 400 37,120,000 6,378, 479 521,438 384,561 905,999. Alabama.... -—..-... -..... 564,429 225,771,600 32,462,080 4,435,614 426, 507 345,164 771, 671 ~Total.-................ —-..... 2,484,531 993,'812,400 548,373,120 58,805,080 6,927,989 3, 167,594 10,095,583 *These States are not considered as producing cotton for exportation. The bales only are given in the "census retu'rns," and are stated to be of 400 pounds each. As the entire "sea-island" crop is included in this statemnent, the bags of which are usually less than 400 pounds each, it is perhaps as nearly correct an average as can be made, as to all the cotton produced and put in bags or bales, though bales of "upland" now actually average 450rpounds in most of the Statds. The above is compiled from the published report of the Superintendent of t-he Census, citdDeember, 851. The repo dated eDecember 1, 1852, is variant f'rom the above, and states the cr.tire crop at 2;68,624 bales, or 987,449,600! our4ds. Both are below the actual crop. 818; S. Doe. 112. The cotton crop of the United States now amounts to upwards of seven-tenths of all the cotton produced in the world. The quantity annually exported from the United States is about eight-tenths of' the aggregate of all exported by all countries. The following estimates, compiled from the best authorities, sustain these statements: Cotton crop of the world, of 1851; and exports of all countries in 1852. United States.- 1,350,000,000 lbs. 1,093,230,639 lbs. exported. Egypt, &c.... 40,000,000 " 25,000,000 " East Indies.. 200,00000 150,000,000 " " West Indies.. 3,100,000 " 3,000,000 " " Demerara, Berbice, &c. 700,000 " 500,000 " " Bahia, Macelo, &c-. 14,000,000 " 11,000,000 " " Maranham, &c....... 12,000,000 " 9,000,000 Pernambuco, Aracati, Ceara, &c.....- 30,000,000 " 25,000,000 " " Brazil,. China, and all other places.....250,000,00 " 40,000,000 " " Total... 1,899,800,000' 1,366,730,639 " " The first column of the above states all that is estimated to be consumed, in the countries named, in "household" manufactures and for various domestic uses, as well as that used in their home cotton manufactories, and likewise all exported to other countries. In the second column is estimated the exports to contiguous foreign countries for manufacture, as well as the exports to Europe, &c. In' the East Indies such exportations, to contiguous countries, is not less than the amount stated. An English writer, in 1824, (Smither's History of Liverpool, p. 116,) says, with respect to China, that cotton and cotton manufactures are "' estimated to employ, directly and indirectly, nearly ninetenths of the immense population bf that country. A very large proportion of what is made is used for internal consumption, particularly the very finest and most costly fabrics. Nankeens and chintzes form the principal articles of their exportations. This estimate, -it is believed, overrates the number of persons so employed. One-tenth of the 350,000,000 there may be so employed, but not more. The United States exported, in 1852, upwards of $2,200,000 of domestic cotton manufactures (coarse white muslins) to China. We formerly procured some nankeens from China; but our imports of cotton goods from thence are now comparatively nothing. The above estimate as to the crop in China is doubtless too small, but the production there is decreasing. There is not now any serious ca.use for apprehension by the agricultural, commercial, or manufacturing interests of the United States, of successful competition with the southern States of this confederacy, by any other country, in the production of cotton. From the day our independence was recognised by Great Britain, till within a few years past, her leading statesmen, with but few ex S. Doc, 112. 819 ceptlons, used every effort and devoted every faculty and power to diminish and prevent all necessity for dependence, in any degree, by her capitalists, (having large. and increasing investments in manufactures and commerce) upon any of the products of the United States. The younger Pitt-the most enlightened and sagacious, and therefore the most liberal statesman Great Britain has had in her councils within a century past, did not approve such policy towards us; but he was overruled. In Jay's treaty of 1794, as originally agreed to by the negotiators, it was attempted, by different provisions, to restrict us in the exportation to any part of the world, even in our own vessels, of our own raw cotton! Our negotiator, it seems, did not appreciate the future importance and'value of this product to his own country, which had then recently embarked in its cultivation. British sagacity, however, not only foresaw it, but sought to stifle the enterprise in its infancy. These provisions were of course expunged from the treaty by the United States Senate, befbre that body would "advise and consent'; to its " ratification." If the liberal and wise counsels of Mr. Pitt had been adopted and adhered to by Great Britain, she would have advanced in wealth and prosperity, and in all the true elements of strength, and power, and greatness, in a much greater degree than she has since 1783; and it would not have been any detriment to her that the corsummation of the certain destiny of this country would thereby have been accelerated. We should not, as in former times, before the war of 1812, have had our commerce injured by open spoliations. That war would not have occurred. We should not have had, before and since the war, our agricultural and commercial. interests fettered and crippled by her illiberal restrictions and regulations on the one hand, and by our countervailing legislation on the other. Until within a few years past, Great Britain has not relaxed her illiberal and selfish policy; and the cotton interests of the United States have seemed to be especial objects of her unceasing hostility.* She has used every exertion, and availed herself of'every means she possessed, to create competition and rivals to the southern Sta.tes of this confederacy in the cultivation of cotton, and to relieve herself from any'dependence upon those States for the means of employment for her working classes, in the manufacture of cotton, and in auxiliary avocations. She experimented in its cultivation, at great cost in her West India colonies, with the advantage of slave labor, until she abolished the institution of " domestic servitude" in those colonies, as to those who had been held as "slaves." She then tried "apprentice" labor, with still more unfavorable success. She tried the cultivation of cotton in every one of her numerous possessions in the different quarters of the globe, where the climate and soil allowed any expectation of a favorable result. She encouraged its cultivation in different countries, not politically connected with her. Every kind of labor has been employed in these experiments: free labor; Irish, Scotch, Anglo-Saxon, and African; colonists, apprentices, coolies, Chinese, * A member of the English Parliament-ex-Lord-Chancellor Brougham, who was considered somewhat famous-in a speech respecting our cotton manufactories, soon after the war which ended in 1815, said: "It was well worth while to incur a loss upon the first exportation, in order, by the glut, to stifle, in the cradle, those rising manufactures in the United States which the war had forced into existence, contrary to the natural course of things." 820 S. Doe. 112. convicts, and slaves; Christians and Pagans, civilized and savage, Of her efforts to induce its cultivation elsewhere than in this country, we had no right to complain.: But of her illiberal restrictions and wrongs done to us, we had; and they engendered no little ill feeling towards her in this country. IHer statesimnen, since the war of 1812, have urged in justification of her courses, that they were to " counteract" the measures of the United States, at different times, affecting her commerce and manufictures unfavorably. ~ The conduct of the government of the United States has, however, from the outset, always been solely defensive and countervailing. We have not been in any instance the first to adopt illiberal and injurious measures. We nave been constrained in past times to enact and enforce laws, necessary in proper selfdefence, against her illiberaiity, not only antecedent to the war, but since. That different relations wRere created by measures adopted under the administration of' that profound and able statesman, Mr. Peel, and that they now exist between the two countries, is because Great Britain felt that every attempt to embarrass, or fetter, or restrain, or otherwise injure the trade and comnmerce of-this country, would certainly recoil upon herself The futility of warring' against the hatural laws governing trade and commerce, and aggainit advantages given by the superior adaptationof climate and soil, and experienced and effective (becaLuse united) labor for the production of an article like cotton, and the fblly and presumption of any nation strivin;g to establisl for itself an exclusive and selfish monopoly or control of' all things, is fully demonstrated in the former course of the British people towards us. It is, p( erhaps, best for her that her experiments in making cotton, to "root the Yankees out," have so signally failed; fbr the cotton crop of the United States is the main link connecting the two countries commercially; and if it is broken, the entire trade between themn will soon become comparatively valueless to b1oti.'And the efforts to induce to the production of cotton, to compete with the United States, have not been confined to Great Britain. France attempted it in Algeria, without favorable sccess. It has been tried by * The following has been extracted from an saticle, serjy abusive and denunciatory of this country, and its institutions and people generally, contained in a recent number of " Blackwood's (Edinburgh) Magazine." The parts now italicised betray the'eelings and motives of the author: "In the year 1789, only one million pounds of cotton were grown in the United States; now, the produce amounts to about 1,500,000,000 of pounds! How great: a stimuilus this has proved to the employment of slave hliaor, by which it is raised, and to the rapid multiplication of the slaves themselves, caln easily be imaginled. The ihfluence of the potato on the social, moral, and industrial character of the Irish people, has long been recognised among us. But the history of the cotton-plant shows howv powerful ta control an obscure plant mnay exercise, not only over the social character of a people, but over their general material prosperity, their external political pozoer,,and their relations with the world at large. The cot ton shrub, which sevelnt years'ago wa.s grown only in gardens as a curiosity, yields now to the United States an amoounlt of exportable produce which, in the year ending with June, 1850, amounted to seventy-two millions of dollars, of which firom thirty to forty millions were clear profit to the country. With its increased growth has sprung up that mnercantile navy;' which now wj.zavzes its stripes and stars overr every sea; and that foreign iyflutence clhich has placed the inteunal peace -we?lay say the seubsistence —of n ilio'nis in, eve y manifacturingft country in Europe, tcithin, the power of. an oligarclhy ofplanters. " C * The new and growing commerce soon gave birth, likewise, in the free States themselves, to a large me rcantile, natzujitcturing, and moneyed party, W~nomn.c!f -interest has constantly inclined to support the views.and policy of the southern S. Doe, 112. 821 the Turkish Sultan, and a superintendent and intelligent and experienced slave laborers procured from the State of South Carolinia, but the trial did not succeed profitably. It has been tried in different places, on the extensive shores of ihe Euxine, opened to the commerce of Christendonm by the cannon of the allies at Navarino, in 1827; it has been tried in Mexico, in Central Atnerica, in the different republics of South America, and in the empire of' Brazil; it has been tried in diffirent parts of the East Indies, and in Africa; and the fact has been fully and conclusively tested and established, that the soils; seasons, climate, and labor of no country can successfully compete with t-hose of that vast region of this confederacy which ha.s been appropriately styled the "COTTON ZONE,"'in the raising of this product. It is proper, however, to state that many of the most intelligent cotton planters of that region insist that; their now generally conceded superiority is not so much attributable, to any radical difference of the soil or dissimilarity of the climate in that region, from those of several other countries in like latituides, as it is to the advantages afforded by the aggregated and combined, and cheap, and reliable labor they derive friom that'patriarchal system of domestic servitude existing throughoeut the "Cotton Zone," and to the superior intelligence, and greater experience, and skill, and energy, of the American planter; and to the improved acnd constantly improving systems of cultivation pursued by them-the most affluent attending personally to his own crop. The " Cotton Zone" extends fiom the Atlantic ocean to the Rio del Norte, and includes the States of South Carolina; Georgia, Alabama, Mississippi, Louisiana, and those portions of the States of North Carolinra, Tennessee, and Arkansas, that lie below 350 north latitude; and all of the State of Florida above the 27th parallel of north latitude; and all of the State of Texas' between the Gulf of Mexico and the 34th parallel of north latitude. The region described is an area of uprwards of four hundred and fifty thousand square miles; but large portions are mountainous, or covered with water, and in each State more than twvo-thirds, from various other causes, it has been estimated, is not adapted to the growing of cotton advantageously. The annexed table shows the estimated cotton crop of each of the States mentioned that produced raw cotton. fbr exportation' in 18,52'; the number of agricultural laborers employed in the cultivation of cottonl in each State-; the estimated quantity in each State of lands now appropriated to the growing of cotton; and the quantity, not in cultivation in cotton, but that which may be advantageously' applied to the growing of that product, When a further supply is needed; the number of agricultural laborers necessary to till such lands; and the probably attainable product of such land and labor. 822 S. Doc. 112. Estimate of crop in 1852, and of crop Cotton Zone may produce. States. 0 ~0;; Florin...........-.. -. Texas.............. 100,000 25,000 200,000 10,000 000 1,250,000 5,000,000 Arkansas........... 100, 000 25,000 200,000 3,000,000 375,000 1,500,000 Louisiana..... 00 000 50, 000 400, 000 3,000, 000 375,000 1,500000 Tennessee.......... 220,000 55,000 440,000 2,000,000 250,000 1,,000,0 South Carolina.... 310,000 77,500 620, 000 200000 25,000:100,000 Mississippi... -.. 650, 000 162, 500 1,300,000 6,000, 000 750,000 3, 000, 000 Georgia-..... - 740,000 185,000 1, 480,000 3,000,000 375,000 1,500,000 Alabama. —........... 750, 000 187,500 1,500,000 6, 000,000 750, 000 3 000, 000 Total" -... 3, 150, 000 787, 500 6, 300, 0039, 200, 00 4, 900, 000 19, 600, 000 In the above estimate of the number of hands employed in the cultivation of cotton, it will be noticed that nearly two-thirds. of the slave population of the States within the "Cotton Zone" are excluded. Some are engaged in the cultivation of sugar-cane, rice, tobacco, and other products; others procure'lumber, or superintend mills, or are employed on steamboats; some are mechanics, some domestic servants; and with them must be included those of advanced age, or infirm, and the ~women and children. Many of these doubtless contribute to the cotton crop, when living on plantations, but more labor is abstracted from cotton in various ways, than is given by them to it. A large number of slaves living in villages, towns, and cities, perform no agricultural labor whatever. It should also be stated, that in portions of -some of the States, upwards of fifteen per cent. of the agricultural labor in cultivating cotton is performed by white citizens, who cultivate their small crops themselves. This is full proof that " labor" is not "degraded" there. The hands are estimated at an average of four bales for each hand, and the land is estimated at eight acres for each hanid, or 200 pounds for each acre. A reference to the table, (ante, p. 817,) showing the entire area in acres of each of the States within the " Cotton Zone," and other States, and the area of all the "improved" lands in each of said States, and the population of each free State, is necessary for comparison with the above, and that both may be considered understandingly. It will be seen that the "Cotton Zone" is, when the necessity occurs, capable of sustaining and of employing in the cultivation of cotton, in addition to the slaves now there, a much greater number than the entire slave population of the States of Maryland, Virginia, Missouri, Kentucky, and North Carolina, or the probable increase for a long time. The present free colored population and slave population of those States, and of those in the "Cotton Zone," is estimated as follows: i North Carolina, Yirginia, and'Keintucky are not included, as they cultivate other products more than cotton. S. Doc. 112. 823 States. Free colored. Slaves. Maryland- - --. - -. 74,077 90,368 Virginia - -.-. ------- 53,829 472,528 Missouri - - - - 2,544 87,422 Kentucky............ 9,736 210,981 North Carolina.....-.-.-....... 27,196 288,412 Total. - - - - 167,382 1,149,711 Florida-.-. 925 39,309 Texas -—. - 331 58,161 Arkansas........ 589 46,982 Louisiana...- -- -- 17,537 244,786 Tennessee.... 6,271 239,461 South Carolina....... 8,900 384,984 Mississippi -.- —.8........;... S99 309,898 Georgia. —--- 2,880 38 1,681 Alabama, 2-2,272 342,892 Total aggregate -. —-...-..........207,986 3,197,865 These five first named States are the sources from which the "Cotton Zone" derives additional colored agricultural labor by emigration. If the demand for "raw cotton," or, after its manufacture, for exportation, should increase, as some intelligent persons anticipate will ere long be the case, upon the extension of our commerce to the Pacific, to China, the East Indies, and the Asiatic seas generally, and to our southern sister American republics, the lighter labor required of those engaged in eultivating cotton, and its constant concomitant "Indian corn," in comparison with that necessary in the growing of tobacco, hemp, rice, and other crops —the decreased cost of the support of the labor employed in eultivating cotton in the "Cotton Zone," and particularly in the southern portions'-the healthfulness of such occupation-the cheapness of the lands-the equal, if not greater, certainty of the crop-the certain market it always finds, and the greater profit derived from its cultivation-are causes combining to induce large emigration from the five States above mentioned, within the next few years, to the southern portions of' the "C Gotton Zone." Though the cotton crop will thereby necessarily be greatly augmented, it will not recede; fbr the labor once removes, and the lands settled, it will remain upon them, and the crops will incxease so long as the demand justifies such increase. In process of time the annual product of cotton in the United States can be augmented to six times its present yield, and it will not be more astonishing than its augmentation since 1790. And on this point it should be observed, that when the cultivation becomes more extended, and to all sections of the "Cotton Zone," covering more than eight degrees of latitude, and more than eighteen degrees of longitude, the probability is lessened of any untoward season, or other casualty, affecting the ag 824 S. Doc. 112. gregate crop injuriously, and consequently the average supply, and the prices, will become more regular and uniform. The following table of all the exportations from the United States since 1789, up to and including 1852, will be found useful in estimating the value of the cotton crop. Exportations (specie, 4c., included) from the United States since 1790. Years. Total. Domestic. Foreign. 1790,'91, and'92.., -- - $59, 970,295 $57,166, 000. $2,804,295 1793,'94, and'95........ —-------—.... 107, 125, 277 90, 000, 17,125, 217 1796,'97, and'98..... 185; 441, 400 99,141,400 86, 300, 000 1779, 1800, and'1. —------------- 243,753,227 112,456, 629 131,296, 598 1802,'3, and'4...... -.......205, 982,267 120, 381,627 85, 600, 640 1805,'6, and'7.......... 305,446,134 132, 340, 321 173,105, 813 1808, (embargo). —-.. -—. ---- 22, 43, 960 9,433, 546 12,997,414 1809,'10, and'11..... 180, 278, 036 119, 066,420 61, 211, 616 1812,'13, and'14 (war).-. 73, 310, 674 61, 822,533 11, 488, 141 1815,'16, and'17................... 222, 149,764 179, 069,799 43,079, 975 1818,'19, and'20 —------------.. -- 233, 115, 323. 176,514,915 56,600, 408 1821,'22; and'23.................... 211,833, 799 140,701,487 71: 132, 312 1824,'25, and'26......... —--- ------------- 253,117,367 170, 649,955 82,467,412 1827,'28, and'29.......... 226, 948'184 165,291, 553 61, 656,631 1830,'31; and'32. -242, 337,'034 183, 876, 556 58, 460, 478 1833,'34, and'35........ —-- 316,170,983 252,530,942 63, 640, 041 1836,'37, and'38 —--—. ----------- 354,569, 032 298, 514,915 56, 054,117 1839,'40, and'41...........-... —.. 374,966, 165 323,812,247 51,153,918 1842,'43, and'44. ---.. —------—. 300, 238, 060 270, 478, 958 29, 759,102 1845,'.46, and'47.. ------—........... —- 386, 783, 744 352,079,133 34; 704,'61-1 1848,?49, and'50.- ------ -—....... - - 451,685, 671 402, 513,683 49,172, 988 1851 —-------—. -----—.. —-.. 218, 388, 011 196,689;.718 21,698,293 1852.... -- -209, 641, 625 197,604,582 12, 037, 043 From the foregoing tables, and others contained in this paper, or annexedcl hereto it appears that cotton andi domestic manufactures now constitute more than one-half of the exports of the United States of agricultural products and domestic manufactures thereof.. They constitute more than two-fifths of the total exportations of all kinds, in-, cluding "products of the sea," "products of the forest," as well as the'products of agriculture" and "manufactures," "bullion and specie," &c. The staternents from the treasury books show, with reference to "expiortation," how far behind cotton every other agricultural product is, as to its increase, beyond the necessary consumption of the United States, since cotton has been cultivated fbr the foreign market. Generally a country does not export any but its surplus productions. Vast as the increase of some of our other agricultural products besides cotton'has been, such increase has, in but few seasons, exceeded the increased wants of our population, constantly and rapidly augmenting by emigration. It is important, in connexion with the tables hereinbefore given, to notice the importations and exportations of bullion and specie. The following is a statement thereof since 1821: S. Doc. 112,. 825 Bull7ion and coin imported and exported since 1S21.i Years. Value of im- Difference. asu of ex- Difference. ports. ports. 1821,'22, and'23..-. - $16, 532, 632 - -$........ $27, 661,226 $11, 128,594 1324,'25, and'2 - - 21,411,566 $895,'426 20, 516,140 1 ——.. 1827,'28, and'29 —-. —. 23,044,483 1, 862,107 21,182, 376. 1380,'31, and'32 -. —. —- 21, 369, 413 4,519, 369 16, 850, 044 ---------- 1833,'34, and'35.. —. 38, 113, 447 26, 947, 213 11, 166, 234. 1836,'37, andl'38.. -. 41, 664, 411 27,855, 780 13, 808, 631. 1839,'40, aund'41- -. 19,466, 622 -. —--- 27,228,089 7,761,467 1842,'43, and'44........ 32, 237, 780 2), 449, 236 11,788,544...... 1845,'46, and'47 -. 31,969,263 17,549,761 14,419,502,.. 1848,'49, and'50..- 1.7,640, 256.-. — ------—. 28,769,262 11,129 006 1851 ------------------ 5, 453, 981. —-------- 29, 465, 752 24,011,771 1852.-. —--—. —.. 5, 503, 544.............. 42, 674, 135- 37,170,591 Aggregate.. —--- -. 274,407,398 100, 078,;892 265,529,935 91,201,429-. It is not within the proper range of this paper to comment upon any of the different opinions entertained with respect to the causes and eflfcts of the fluctuations exhibited in the above statement, and in the detailed table annexed hereto of these imports and exports. Some political economists contend that what is called the "balance of trade" being in favor of or against the United States, as shown by the importation or exportation of bullion and specie, is the best evidence of the prosperous or unprosperous condition of our trade and commerce. On the otherhand, others insist that such importation or exportation is no true test on either side; and that when any country has a surplus of bullion and specie, it is best to export a portion of the redundant supply; and that then those articles, besides fulfilling their proper functions of being the media and regulators and equalizers of trade and commerce, become themselves legitimate subjects of trade and commerce like other products; and that the rule especially applies to a country producinig the precious metals. The sole object, however, of the reference now made to the importation and exportation of bullion and specie is to notice the fact, equally forcible as respects both of these theories, that but for exportations of raw cotton, according to the treasury statistics, more than forty-eight millions of bullion and specie would have been required annually, since 1821, to have been exported (in addition to all that, was exported) to meet the balances of trade against us that would have existed but for those exportations of raw cotton. It is true the treasury accounts of exports are not safe criteria as to values, they being in the United States, as in other countries, generally undervalued; but without the exportations of cotton from the United States, the balance-sheet would be a sorry exhibit of our condition as a commercial people, and of general prosperity. Our other exports, and especially of' other agricultural products, are, when separately estimated, really insignificant in comparison with and varois, and inappreciable comforts, which, without it, they would -lave difficulty in obtaining. In yielding them such comforts, it stimuhates them to industry and frugality; it gives them contentment; and it fosters and cherishes that elevated spirit of independence, and that equally ennobling feeling of self-dependence, under favor of Providence, which ought to be universal constituents of American character. Not less than $7,500,000 in value of the products of the cotton-fields of the South is annually appropriated to such uses. Every interest throughout the land —at the north and the south, in the east and west, in the interior and on the Pacific as well as the Atlantic coast —receives from it active and material aid. It promotes essentially the agricultural interests in those States where cotton is not produced. It is the main source of the prosperity of the mechanic, the artisan, and other laboring classes, as well as that ofrthe merchant and manutfacture', in every section of the Union. Everywhere it has laid, broad, and deep, and permanent, the foundations of the wealth and strength of the United States, and of thlir independence of foreign nations. More than anything else has this product made other nations, even the most powerful, dependent on the "United States of' America." More than any other article, nay, more than all of other agricultural products united, has cotton advanced the navigating and commercial interests of the eastern Atlantic States, and of' the whole Union. It, more than any other agricultural product, has cherished and sustained those interests, not merely by its-direct contributions, but by awakening commerce in other countries, from which they have received profitable employment. Neither the whale-fisheries nor the mackerel and cod-fisheries have been of the same importance and value to those interests as the annual cotton crop of the United States (since the war of 1812) has been for its transportation coastwise, and exportation to foreign countries. Like the light and heat of the sun, the genial effects of this inestimable blessing, which Providence hath bestowed upon this tfavored people, reach every'portion of the land. They extend to every city, and town, and village, and hamlet, and fairm-house -to the ship, to the steamboat, to the canal-barge, and to the railroad. Throughout the length and breadth of this vast empire, there is not a tenement in which manufactures of' this product are inot found. In the sacred temples, in the halls of justice and of legislation, in the counting-house, in' the workshop, in the stately mansions of the.rich and lowly dwellings of the poor, wheresoever man resorts, may they be seen. Cotton is found in the silken tapestries and decorations of the fimhsbionable parlor, and it contributes more to various articles in less costly furnished apartments. It is used in the luxurious couch of the affluent, and' in the pallet of the indigent. Every trade, calling, occupation, profession, and interest-all classes, in all seasons, and at all times-in the United States, need and use manufactures of cotton, in habiliments for the person and otherwise, in ways as various as their wants. The editor in his gazette, the author in his book, the lawyer in his brief, and all in their correspondence, use paper made from cotton. And not only have cotton and manufactures from it entered into and become indispensable to the convenience and comforts of the people of the United States-not only has this boon from the Giver of all gcod to less than a third of the States.of the - Union been the primary anJ 836 S. Doe, 112.d copious fountain from which has flowed the chief portion of the vast aggregated wealth of the confederacy-not only has it, for at least forty-seven years,'done Imore than all else to enable us to attain our present advanced position as a commercial people, equalled but by one.nation,-but, unless it is -forbidden by a greater than earthly power, we shall ere long, chiefly by the increase of the cotton crop, hold supremacy over her. The aggregate of our exportations of raw cotton since 1821, including that year, is upwards of one thousand five hundred and t.irtynine mill/ions of dollars, accordingto the Treasury returns; and when.ever the increased wants of foreign countries require an increased supplyf the quantity of at least one thousand and three hundred millions of'pounds, which hereafter will probably be produced annually for foreign and home consumption, can be augmented:to meet the fill dernand, and still further increased for many successive years. We possess the resources in land -and labor to supply the whole world; and, after retaining all that is'required for our own consumption, it may be anticipated that hereafter, whilst we are blessed. with peace and fair crops. and prices, our annual exportat;ons Awill.not be less in value than one hundred millions of dollars. With this we can in a few years; extinguish our foreign debt, both public and private, and amply supply ourselves -with all the necessaries, com-forts, conveniences, and luxuries of other countries which we do not yet produce cheaply or in abundance. There are other important results of the cotton,cop of' the United'States deserving notice. There is one that must suggest and commend itself to all acquaiinted with the subject, and especially to the wise and intelligent statesman who' looks beyond the generation in wvhich he lives, and above the atmosphere of party, upon wrhich comment.is.omitted. in this paper,' lest" the restrictions referred to in the first paragraph might be considered by some as violated. But there are two influences of tbis product.(both moral and podlitical, rather than pecuniary) which should not be overlooked. The first relates to our-own country exclusively, the second to its position with other nations. The influence -of the various "cotton interests" in every section of the.confederacy -in strengthening the bornds and -bands of that If'deral:union of the thirty-one States which constitutes our strength, -and glory:and pride —its po-wer in.insuring the maintenance of the -federal compact inviolate, and the maintenance of the laws of the land enacted under it —that influence which -unites the promptin'gs and also the restraints of self interest with those of patriotism-is neither light nor transient~ It is potent and permanent. Cogent and satisfying to every true Anmern Lcan are its teachings that no "section"' of this confederacy is the rival of any other " section," except in patriotic efforts to advance the.velfare of their common country. Their natural, and rightful, and legitimate interests do not clash; and all are best promoted by aiding, gustainiJngc supporting, and cherishing each other. If any would maintain the falsdoctrine that a "section," or even a single State, may justly have its equality reduced, its rights and interests disregarded and broken down, or that the local interests of one section may be promoted at the expense of any other of inferior numerical strength;. and if, Firee strained by the federative compact, they should attempt the enforcement of such principles,-wbhen the time comes for practical action, the' con S. Doc. 112. 837:servatrve influences above adverted to, in-all sections, may be relied upon for the administration of a rebuke which, though it fhils to convince the misguided of their error, will not be the less withering in its effects upon them, or the less powerful in upholding: right and ini the preservation of concord and union. With respect to foreign nations, it cannot be denied that by means of our cotton crop we have contributed to the necessities and wants of millions of the people of other lands; we have created employment for their manufacturing laborers.; we have done much to ameliorate the condition and alleviate the sufferings of all the oppressed and impoverished working classes of the old countries, and added to the sum of human comfort and happiness more than any other people within the last half century. And it has not been a theoretic principle, a transcendental abstraction, or a utopian scheme of " liberty, equality, and fraternity"a cheat, like "Dead-sea fruits, that turn to ashes on the lips"-that ye have bestowed upon them; but actual, practical, real, tangible, substantial comforts, apparent to the corporeal senses. And, still more,. by it we have been given effective means of check and restraint, and, if need be, of coercion too, as to the governments of those: nations who have become, and must continue: to be, dependent upon the southern States of' this confederacy for the supply of cotton wherewith to provide employment for millions of their working men, women, and. children, and wherewith to obtain raiment for all classes-idle and laboring, rich and poor. The necessity for such supply, and the dependence upon the United States for it, is valuable surety for "the peace and good benaviour" of those governments towards this country, and towards all others, in "the peace of God;" and it is also some guaranty against outrage or oppression iln their own household. The true policy of this confederacy, dictated alike by interest and by duty, is to cultivate friendly relations with every other people. All that we enjoy we hold from the bounty of the great Ruler of' nations, and to fultil his allwise purposes. Those who suppose our high mission is inconsistent with the sacred precept, "on earth peace, good will towards men," are in error. Insults may bhe repelled, wrongs redressed, and justice executed, without violating this rule. Until the people of these confederated sovereignties cease to deserve the blessings of civil and religious freedom, the federal government cannot be transformed into a consolidated military republic, which may, when incited by lust of conquest, wield its mighty power to ravage, despoil, conquer, or subjugate other nations. An illustrious chief magistrate years since proclaimed that " a fixed determination to give no just cause of offence to other nations" was a cardinal rule in the administration of the federal government; and he also said that'with this determination to give no offence is associated a resolution, equally decided, to submit to none." Illiberality, displays of hostility, and officious intermeddling in our affairs, may engender ill feelings, and provoke to recrimination and retaliation, and cause collisions; but in their career to the consummation of the high destiny awaiting the American people, if they do not forfeit it by misconduct, they should rigidly adhere to the rule just quoted, and to the other injunction by the same high authority-to " ASK FOR NOTHING THAT IS NOT CLEARLY RIGHT, AND SUBMIT TO NOTHING THAT IS WRONG.T' Statement of the value of cotton goods itiported during the year ending June 30, 18.52. MIANUFACTURES OF COTTON IMPORTED. Imported from — Painted or White and Tambored or Velvets and Hosiery. Thread and Other manu- Total value. colored. uncolored. embroidered. hatters' plush. yarn, &c. factures of. Hanse Towns........... $259, 640 $21,511 $94, 824 $1, 843 $1, 527, 277 $2, 008 $96, 014 $1,933,117 Holland....................... 1,263 59 201.............. 3, 725........... 4 5, 252 Belgium...................... 39, 722 4, 144 1, 567.... 8,543 850 64 54, 890 England... —-_.........-. 10, 062, 463 1,965,452 1,370,540 285,733 524,791 800,466 476,140 15, 485,585 Scotland....._......... 615, 800 111,112 62, 441 318 4,577 81,406 288 875,942 France...... 553, 837 374, 558 224, 713 11, 009 83, 019 1,572 60, 216 1, 308, 924 Cuba..........99....... 9, 150 32..............931 4. 10, ] 17' British East Indies.. 4, 425 38................ 4,463 Other countries............. 7, 006 580 517 275 4 4e8 607 1, 813 11,206 Total............ 11,553,306 2, 477,486 1,754,803 299,178 2, 152, 340 887, 840 564,543 19, 689,496 rrta..........l;1,653,301 l~lP1,4~6,754,88;1 39W8 i15~j10/- a~t~ii ll~jpj;9,BJ9,~90m S. Doc. 112. 839 Slatement of the value of cotton goods of jbreig, n manm/facture exported during the year ending June 30, 1852. FOREIGN COTTON GOODS EXPORTED. Exported toPrinted & White & All other. Totalvalue. colored. uncolored. Danish West Indies....................... $2, 748 - -..5... $550 $3, 298 Hanse T'owns- -4,210... —. 225 4, 435 England.......................... 7- 26, 344,$22, 570 2, 430 51,344 Scotland................................. 12,365 i —..-. 326 12, 691 British Honduras.-..................... 95 -........ 95 British West Indies-.. 12, 513 736 3, 052 16,301 British American colonies......... 23,204 22, 418 5, 686 51,308 Canada..........- -..-........- 120,383 108,711 37, 889 266, 93 rane...................... r...... 750 -I -I 7501 Cb...- -...... 3,176 812 15, 396 19, 384 Porto Rico........... 370........370 Hayti. -—.......... 29, 983.. —----- 1,3 10 31, 293 M3exico —..-...- 196,535 223,196 65, 095 484, 826 Centsral America.............. 1, 671 1,222 786 3, 679 New Granada............................. 1,003 1, 453 3, 936 6, 392 Venezuela......-......... — -..-......... -422...... —..... —. 422 razil.................................... 4,783 ----- 460 5,243 Chili..Z..... __._.....' - 6, 856 9, 930 172 16, 978 Per...................................... 1,699..... —... 1,699 China.................................... 7,146 --. 7,146 Africa..f..i-........' 882 882 South seas and Pacific ocean............... 4,963 1,302 —.....,265 Tottal..' O..-........452,374 401,215 138,195 991,784 xports of raw cotton and domestic cottM factus durnrig the year ending JUne 80; 18622.' RAW COTToN.-$87,965,732. MANUFACTURES OF COTTON.-$7,672,151. ~~~~~~~..,_Whither exported. Sea Island. Upland. Value. Printed:or col- Uncolored. Thread and Other manufacored. yarn. tures of. i~~~~ussia ~~~~~~~~Pounds. $962,346 Russia~~~ ~ ~ ~ ~.................................... 10, 47 2 168 9:62)-346:...........................................1............ Sweden and Norway. —- 5,939,025 510, 03............................ Sw.edis West.. $2,: 525 $2, 144. DSwenmark.37,es............................ 0 3,219. Denmanish.............W Id.......... 917 19, 923.............. $1,882 -n1, 89W, 807............................................... 300 Hanse Towns.. —-------- --------- 22, 138,228, 1, 899, 807....300. 815; 188........................................... Hollan.10,259,042 815,1.330... Dutch East Indies...............'.............. 67.................. 607 126,736..4................ Dutch West Indies.... 6,117 27,491 88..... Belgium.-.27,157,890 2,227, 826. England.9,478,465.726.383.118 58, 322, 393.. 3, 114......... 2,817 Scotland................ 292,417 15,466, 384 1, 270,5602........................ Irel~ ~~~~~~~~~............ 953,396 73,312....................... Gibraltar.......................... 123, 803 12, 168.. 47,776........383, British E ast Indies..................................... 4,105 300, 382................. Cape of Good Hope......................163...93 Honduras..................................1,....... 909 84,500 —------ 350. British Guiana - - - --- ----- ----—. —- -- ------ --- — 2,373........307 British West Indies....................................443148628371 Canada....,43.4,6612.374.~~~~~~~................. 14,133 1,264 114,203~ 189, 716.~ 20,188 55,501 British American Colo'nies..2,449 270~ 50, 372 142, 977 330 23, 947 Australia............................................... 6,,583.. —.......... 319 France on the Atlantic.......... 12,429, 268 175,199,818 1,6,9.13364 France on the Mediterranean......... 537, 925 9,-047,259 87,45219................ French West Indies. —--............. 275. 11,467. Spain on the Atlantic................... 1,92'2,207 158; 099. 523. 470............... SanOn the Mediterranean..................... 27, 379, 721 2,412,0965............................ Tenerffie and other CJanaries -..................379........ Teneriffe and other Canaries~~~................................................... 379~............................. Manilla and Philippine Islands.................................8 487................... Cuba ----------------------------------—... ---------— 294, 853 2,544 4,7.25 10, 095 9,1369 12,670 Other Spanish West Indies --—. 10, 483 6,462 214 84 Portuga............................................. 98,235 Portugal-98,235 9,340-153-.... 98, 2 3 5......... 153.............................. Fayal and other Azores...................-............................................. 88 1,618 Cape de Verds —-—......................3, 483 -'~~~~~~~~~~~~~~~~~ —-- ----- --..........".................i 6....5,s140, s Italy generally — 12365445 955,851 430 1,138.......................... Sicily ----------------------------------—........................... 214..............-..............'Sardinia..........................-...................... 5, 568, 823 416, 982...................... Trieste and other Austrian ports......- --- 23,948,434 1, 909,717 - 180I.............................. Turkey, Levant, &c......................................... 285. 118,762............................ Hayti...........................................................' 28, 925 205, 103 84 Mexico.................................6............., 700,091 551, 942 26, 285 94,536 131 14, 701 Central Republic of America....... 7, 087 41,309........6,748 New Granada............................ 11,567 19,781 125 8,'628, Venezuela.................................................................. 19,239 141,578..........9,254 Brazil............................. 240, 725. 395, 550 953 85,277. Cisplatine Republic......................1..................................., 676 1, 016 134 20, 621 o Argentine Republic..................... —........................ 28, 532 109, 350 2,521 2,304 Chili....................... 18,000 1,175............... 1,092,293.............. 149,035 BoliVia.............................................................................. 80,000.............. Peru........... 6, 455 27,215.............. 165,313 China_........................ 2,201,496South America generally. -.-. —--—. 6,238.... Asia generally ~~~~~~~~~~~~~................................................................801,4.................. Asia generally —----------------------------------- - -- 80 11, 814........-...... Africa generally...................................................................... 329, 066 231, 828..............6985 South Seas and Pacific Ocean -.........................-.................................... 17,099 56,791 207 294 Ttl18,95,7.. -926 6, 3344718 Total......................... 11, 738~ 075' 1,081,492; 564 87,965 732 9 2,404. 6 139; 391 3,18571,638 842 S. Doc. 112. Specification of exports of foreign cotton. mamfactures. o~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 4Q,,-R f.4 1821 $379,701 $320,302 $6,532.......... $1,581,143 1822 572, 626 341, 371.......... 8, 664,696 1823 1,206, 502 520,506 24,767........- 2,617,293 1824 1,544, 231 608,068.......... 8,474 321,204- - 2,481,977 1825 1,105,252 705, 339 $46,311 9,412 443,271 $94870 2,404455 1826 1,032, 381 682,407 74,462 34,862 336,295 658683 2,226,090 1827 964,904 495,188 46,788 63,413 230,448 38,073 1,838,814 1828.. 1,402, ]03 406,623 44,988 46,736 324,274 18015 2,242,739 1829 751,871 302,435 42,222 27,656 397,033 43723 1,564,940 1830 995, 028 475,171 57,104 58, 310 1,989464 1831 1, 746., 442 973,774 57, 015 70,254 237,330 144,043 3,228,858 1832- 1, 094.,412 78-2, 356 62,2775 29,026 185,945 167,573 2, 322,087 1833 1, 352,286 710,193 45,937 134,229 112,718.149,155.2,504,518 1834 1,818,578 788, 031 43,649 66,403 105,477 48,716 ~2, 866, 854 1835 2,308,636 1, 193, 391 33,994 87 089 55,20 19,526 3,697,837 1836 1, 975, 156 666, 871 16,689 78, 176 16,456 12, 328 2,765, 676 1837 2, 103,527 352, 591 41, 360 86,.756 24, 874 74,310 2,~683,'418 1838 826,111 246, 312 14, 7,46.29,768.25),380. 11, 189, 1,1153,506.1839 945,636 -233, 927.12, 916 34, 082 16, 246 12, 458 1, 255, 265 1840 838,553 183,468 13, 63-2.,53,030 5,630 9,176 1,103,489 1841 574, 503 127,228 15, 943 198, 996 4,404 7,982 929, 056 1842 502, 072 11.0, 069 4,429 208,193 12,129 836,892, 1843" 251,808 33,998 4,881.15,028. - 2,901 308,616 1844 278,434 90, 381 4, 325 24,958 - 6,550 404,648 1845 281, 775 162,599 2,455 10, 922 -...... 44.,802 502,553 1846 290,282 357,047 1,780 8,482 -...... 15,612 673,203 1847 372,877 83,715 -...... 3,808 - 25,735 486,135 1848 640,919 487,456 2022 40,7-83 -,..... 26,742 1,216,'172, 1849 424,941 81,690 10,425 7,718 -...... 46,308 571,:082' 1850 274, 559 44,724 22,943 121,023 -...... 63,858 427,107.1851 440,441 132,020 25,)923 20,546 -...... 59,010 677,940 1852 -452,374' 401,215-...............138,195 991,784 ~'Nine months. S. Ooe-. 112-. 843 Domestic manufactures of cotto n exported fom the Uitted Sat... - coto. exotd Years. Printed and White. Twist, yarn, Nankeens. Not specified. Total ~colored. ~&c. 1826 $68,884 $821,629 $1 1,135 $8, 903 $227,574 $1,138,12 1827 45,120 951,001 11,175 14,750 137, 368 159414 1828 76,012 887,628 12,570 5,149 28,873 1,01,232 1829 145024 981,370 3,849 1,878 127, 336 1,259,457 1830 61,800 964, 196 24,744 1,093 266, 350 1,318,183 1831 96,931 947, 932 17,221 2, 397 61, 832 1,126,313 1832 104,870 1,052,891 12,618 341 58,854 1,229,574 1833 421,721 1,802,116 104, 335 2,054 202,291 2,532,517 1834 188,619 1,756,136 88,376 1,061 51,802 2,08594 1835 397,41 2, 355,2(02 97, 8(08 400 7,859 2,858681 1836 256,625 1,950,795 32,765 637 14,912 2,255,734 1837 549,801 2,043,115 61, 702 1,815 175, 040 2,831,473 1838 252, 044 3,250, 130 168,021 6,017 82,543 3,758,755 1.839 412, 661 2, 525, 301 17,465 1,492 -18, 114 2, 975, 033 1840 398,977 -2,925,257 31,445 1,200 192,728: 3,549,607 1841 450,503 2,3-24,839 43,503. —----- 303,701. 3,122,546.1842 385,040 2,297,964 37,325 — ------ 250,301 2,970,690 1.843' 358, 415 2,575, 049 57, 312. —----- 232,774, 3,223,550 1844 385,403 2,298, 800 44, 421-........ 170, 156 2, 898-870 1845 516,243 2,343,104 14,379 -1,174,038'280,164 4,327,928 1846 380,549 1,978,331 81,813 848,989 255,7909 3,545,481 1847 281,320 3,345,902' 108,132 8,794 338375 4,082,5,23 1848 351,169 4,866,559 170,633 2,365 3-27,479 5,718,205 1849 466, 574 3,955, 117 92,555 -3,203 415, 680 4,933, 129 1850 606, 631 3,774,407 17,405... 335,981 4,734,424 1851 1,006,561 5,571,576 37,6- ~...... 625,808 7,241,205 1852 926,404 6,139,391 34,718 -....... 571,638 7,672,151 Nine months. NoTrE-Prcvious to 1826 the published Treasury statements do not',specify these exports as -above ~844 ~S. Doc 112. Values oJ certain domestic products exported ad total vau Years. Cotton. Tobacco. Rice. Flour. Pork, hogs, Beef, cattle, lard, &c. hide s, & c. 1821 $ ~0,157,484 $5, 648, 962 $1,.494,. 307. $4,298,043- $1,354,116 $698,323 1822 24,035, 058 6, 222, 838 1,563,.482 5,103; 280 357,899 844,534 1823 20,445,520 6,282,672 1,820( 985 4,962, 373 1,291, 2 739,41 1824 2947,401 4,855,566 1,882,-982 5, 759, 176 1489 051 707,299 1825 36,846,649 6,115, 623 1, 925; 245 4, 2127 1,832,679 930,46517 1826 25,j025214 5, 347,208 1,917,445 4,121, 466 1,892,429 733,430 1827 29,359,545 6,816,146 2, 343,908 4,434, 881 1,555,698 772,636 1828 22,487,229 5 480, 707 2,620,696 4 283,669 1,495,830 719961 1829 26,575,311 5,185, 370 2 514,370 5 000, 023 1,493,629 674,955 1830 29,674,883 5,833,112 1,986,824 6 132, 129 1,315245 717,683 1831 25,289,492 4,892:388 2,016,267 10, 461,728 1,501,644 829982 1832 31,724 682 5, 999, 769 2,152, 361 4 974, 121 1,928,196 774087 1833 36,191,105 5,755, 968 2, 774-, 418 5,642,602 151,588 955076 1834 49,448,402 6,595 305 2,122292r - 4,560 379 1, 796, - 755 219 1 835' 64, 961, 302 8,250, 577 2,210, 331 4,394 1777 1,776,732 638,7611836 71,284,925- 10,058,640 2,548,750, 3,572,599 1, 383,3944 699,166 1837 63,240,102 5,795,647 2,309,279 2,987,269 -1,299,796 585,146 1838' 61,556,811 7, 392, 029 1, 71819 3 0,9,32 4 2,3 1.839 61,238,982 9,832,943- 2,460,198 6,925,170 1,777,2-30 371,646 1840 63, 870, 307 9, 883,957 1,942, 076 10, 143, 615 1,894,9 623, 373 1841 54, 330, 341 12,57,0,0017 7759,646 2,621,537 904,918 1842 471,593,464 9, 540, 755 1,907, 387 7,3-75,356 2,629,403 1,212,638 1843* 49, 119, 806 4, 050, 979 1,625,726 3,763,075 2, 129, 020 1, 092, 949 1844 54,9063,501 8, 397,255 2, 182,6 6,759,488 3,236, 49 180, 5561 1845 51,739,643 7,469, 819 2, 6,5,3853 29124 1 92,809 1846 42,767,341 8, 478,270 2, 564-,991 11,668,669 3, 883,884 2, 474,208 1847 53,415,848 7',242,086 3,605,896 26,133,811 -6,639, 842 2,434,082 1848 61, 998,294 7,551,122 2,331,824 13,194,109 9, 003,272 1,905,341 1,849, 66, 396;967 5, 804,207 2,9569, 362 11,280,582 9,245, 8850 2-, 058,' 958 1850- 71,984,616 9,951,023 2,631,557 7,098,570 7,550,287 1,605,608 18501 112,315,317 9,219,251 2,170,927 10,524,331 4,368,015- 1,689,958 1852 87,9905,732 10,031,282 2,471,079 11,869 143 3,765,470 1,500,479 W ine montb$., St Doeb 1. 1845 of domestic ptrodetts exported, includinTg bullion azd specie Butter and Skis and Fish. Lumber. Manufactures& Total domestic cheese, furs - exportss $190, 287 [766,205 $973, 591 $1,512, 808 $2,752,631 $43,671 894 221,041 501,302 915, 838, 1) 307,670 3,121,030 49 874 079 192,778 672,917 1 004,800 1,335,600 3, 139,598 47, 155,408 204,205 661,455 1,136, 704 1,734,586 4) 841,383 - 53 649, 500 247,787 524,692 1,078 773 1, 71.7, 571 5, 729,797 66 944,745 2-07,765 *582, 473 924, 922 2,011,694 5,495,130 53, 055,710 184,049 441,690 987,447 1,697 170 5 536, 651 58 921,691 176,354 626,235 1 066,663 1,821,906 5,548, 354 50 669, 669 176,205 526, 507 968, 068 1,680, 403 5,412,320 55,.700,193 142,370.641,760 756, 677 1, 836, t014 5, 320,980 59 462,029 2,64,796 -750,938 929,834 15 964 195 5,086,890 61,277,057 290,820 691,909 1 056,721 2 096,707 5, 050, 633 63,137 470 258,452 841,933 990,290- 2 569,493 6,557,080 70, 317 698 190, 099 797,844 863, 674 2j 435, 314 6 247,893 81, 024f 162 164,809 759, 953 1 008,.534 3 323,057.7 694,073 101,189, 082 114,033 653 662 967, 890 2 860,691 6, 107, 528 106,916, 680 96, 176 651,908 769,840 3 155,990 7, 136, 997 95,564 414 148S,191 636,945 819, 003 3,166,196 8 397,078 -96,033 821 127,550 732,087 850, 538 3 604,399 8, 325, 082 103, 533 891 210,749 1, 237,789 720,164 2 926,846 9 873, 462 113,895,634 504,815 993, 262 751 783. 3,576, 805 9, 953, 020 106,382, 722 388, 185 598, 487 730, 1(6 3 230, 003 8 410, 694 92, 969, 996 5085 968 453 869 497,217 1, 687,809 6,-779, 527 77 703,783 7585 829 742,196 897,015 3 011,968 9 579 724 99,715,967 878, 865 1V 248,355 1, 012,.007 3, 099 455 10, 329,;701 99, 299,776:1,063 087 1, 063,009 930, 054 3 685,276 10,525, 064 102, 141, 893 1, 741,770 747,145 7955850 3 807,241 10-351 364 150, 637, 464 1,361,.668 607,780 718,797 5, 069, 877 12 786 732 132, 904, 121 1, 654 157 656,228 512, 17- 3 718,033 11 249, 877 132,.666, 555 1, 215, 463 852,466 456,804 4,751, 538 15, 196 451 136, 946j 912 1 124,652 977, 762 481,661 5,055, 778 18 136, 967 1965 689 718 779, 391 798, 504 453 010 5, 246,797 18, 042, 930 192, 368, 984 846 S. Doe. 112. Foreign cotton manufactures importcd, Years. Dyed and colored. White. Hosiery, mits, &c. Twist, yarn, and thread. 1821........... $4,366,407 $2, 511,405 $198,783 $151,138 1822............ 5, 856,763 2,951,627 433, 309 181,843 1823........... 4,899,499 2, 636,813 314,606 103,259 1824............ 5,776,210 2,354,540 387,514 140, 069 1825.............7,709 830 3,326,208 545,915 201,549 1826. —---- 5, 056,725 2,260,024 404, 870 175,143 1827. ------ 5,316,546 2,584,994 439,773 263,772 1828............ 6, 133,844 2, 451,316 640,360 344,040 1829........... 4,404,078 2,242, 805 586,997 173,120 830............ 4, 356,675 2,487,804 387,454 172,785 1831.....- 10, 046,500 4,285,175 887,957 393,414 1832.-........ 6,355, 475 2,258,672 1, 035,513 316, 122 1833 -...... —. 5,181,647 1,181,512 623, 369 343,059 1834-6.. 668, 823 1,766,482 749, 356 379,793 1835.. —-- ---. 10,610, 722 2,738,493 906, 369 544,473 1.836.-....... 12,192,980 2,766,787 1,358,608 555,290 1837............ 7,087,270 1,611,398 1,267,267 404,603 1838........... 4,217,551 980, 142 767,856 222,114 1839 -. -..... 9, 216, 000 2,154,931 1,879,783 779, 004 14U............ 17, 01, lux' O 3O7, o5 1841- 7,434,727 1,573, 505 980,639 863,130 1842... —- --- 6,168, 544 1,285,894 1,027,621 457,917 1843*........... 1,739,318 393,105 307,243 26,227 1844 ----------- 8, 8,94,219 1,670,769 1,121,460 637,006 1845.....-. 8,572,546 1,823,451 1, 326, 631 566,769 1846. -...... 8, 755, 392 1,597,120 1,308,202 656, 571 1847 - 10, 023,418 2, 630, 979 1, 173, 824 511,136 1848- -1...... 12,490,501 2, 487,256 1,383,871 727,422 1849 -........10, 286, 894 1, 438, 635 1,315,783 770,'509 1850.. —-- ----—. 13, 640,291 1,773, 302 1,558; 173 799, 156 1851 ----- -- - 14,449,421 1,499,044 2,117,899 980,839 1852 ----- -- 11 553, 306 2, 477,486 2 152,340 887,840 N ine months. Pro evious to 1821 these returns are not fully specified in detail. S. Doe 112e 847 acd the total exported, consamed, 4c. China nankeens. All others, vel- Total imported. Total exported. Consumled in the vets, &c. United States. $361,978....... $7,589,711 $1,581,143 $03 008,568 823,365....- -10,246,907 1, 664,696 8,582,211 600, 700...... —.8,554,877 2,617,293 5,937,584 188, 633 $48, 791 8, 895, 757 2,481, 977 6,413,780 350, 243 375,771 12,509, 516 2 404,455 10,105, 061 304,980 146,292 8, 348,034 2,226, 090 6, 121,944 256, 221 454,847 9, 316 153 1,838, 814 7 477,339 388, 231 1,038,479 10,996,270 2,242,739 8, 753, 531 542,179 412,838 8, 362,017 1,564,940 6,797,077 228,233 229, 375 7,862, 326 1,989, 464 5, 872, 862 114, 076 363,102 16, 090,224 3, 228, 858 12,861,366 120, 629 313,242 10, 399,653 2, 322, 087 8, 077,566 37, 001 293, 861 7,660, 449 2, 504,518 5, 155,931 47, 337 533, 390 10,145,181 2, 866,854 7,278,327 9, 021 558, 507 15, 367,585 3, 697,837 11,669,748 28,348 974, 074.17,876,0S7 2,765,676 15,110,411:35, 990 744, 313 11, 150,841 2, 633,418 8,467, 423 27, 049 384,618 6, 599, 330 1, 153,506 5,445,824 3,772 874,691 14,908,181 1,255,265 13,652,916 217 904,818 11,757, 036 1 929, 056 10,827,980 53 638,486 97855836, 892 8,741,62-3.............. 492,903 2,958,7961 308,616 2, 650,180............ 1, 318, 024 13,641,478 404, 648'13,236, 830 1,574,885 13,863,282 502, 553 1.3,360,729 -, -, - ~~~~853, 518 15,1.92,875 486,1135 14,706,740...........1,33,539 18, 421, 589.1,216,172 17,205,417............. 1,943, 020 15,754,841 571,082 15,183,759 —....... 2, 337,797 20, 108, 719 427,107 19, 631, 612.............. 3,117,239 22,164,442 677, 940 21,486, 502............. 2),053; 981 19,689,496 991, 784 18,697,712 S448 S. Doet 112. lBullion aid specie ampoited into and exported from the Uitded Stitesd Years ending- Imperted, E ported. Import'n over Export'n over exportation, importation Septe.mber 3Q0.. 182L $8, 064,890 $10 478,059....$2,413,169 1822 3, 369, 846 10,810, 130... ---. 7,440,334 1823 5, 097,896 6, 372,987 1,275,091 1824 8, 39,835 7) 0149 552 $1,365,283 1825 6, 150,765 8797,055 266 246,290 1826 6, 8'89, 966 4 704 533 2 176433.............. 1827 8, 151,130 8, 014, 880 136 250... 1828 7,489,741 8 243 476 —. 753, 735 1829 7, 403,612 4) 924,020 2, 479 592.......... 1830 8,155,964 2, 178,773 5,977, 191... 1831 7,305,945 9,014, 931.........1, 708, 986 1832 5, 9t)7 504 65, 656, 340 251 164.............. 1833 7,070 368 2, 611 701 4, 458 667... 1834 17, 911,632 2, 076,758 15,834 874 ------- 1835 13, 131,447 6, 477,775 6,653,672......... 1836 13) 400,.881 4, 324,336 9, 076, 545.............. 1837 10,516, 414 56 976, 249 4, 540) 165 1838 17,747 116 -3 508, 046 14 239, 070....... 1839 5 595,176 8, 776,743........... 3,181,567 1840 8, 882,.813 8 417,014 465 799. —. —------ 1841 4) 988, 633 10, 034, 332. - - - -- 5,045,699 1842 4, 087, 016 4,813,539.- - - 726,523 D oaths to Jute 30, 1843 292, 320, 335 1 520, 791 20,799, 544. VeAr to June 30....1844 5, 830, 429 5 454,214 376,215 - 1845 4,070,242 8,606,495-..... - 4,536,253 1846 3,777,732 3 905,268 -127,536 1847 24,121 289 1,907,739 22, 213, 550 1848 6, 360, 224 1, 841,620 9,481,396 1849- 6, 651, 240 5, 404,6 48 1,246, 592....... 1850 4) 628,1792 7,522, 994 -2,894,202 1851 5, 453, 981 29,465, 752 -24,011,771 1852 5,503 544 42,674,135 37,170,591.,..,. e _. ~_....: _ r~ Total _... - L 274, 407,398 265,529, 935 112, 290,606 103, 413, 143 te total difference since 1821 is $8,877,463 excess of importation over exportation] Prier to 1851, the same differeace was J70,059,825, S. Doe. 112. 849 STATEMENTS OF THE COTM0MERCE OF THIE ATLANTIC STATES AND CITIES It has been thought proper to place on record, under this head, a few general statements illustrative of the commerce and navigation of our principal Atlantic ports with foreign countries, in a convenient form for comparison with the aggregate of the United States, the-internal conmmerce and navigation of this confederacy, and with that of any or all f6reign countriesin. the world. To this end, some statements relating to the aggregate commerce and tonnage of the United States are also appended. These statements are of an entirely reliable clharacter, most of them having been derived from official sources. It.was under contemplation to prepare specific notices of each of the more prominent of the commercial cities of the seaboard for. this portion of the report; but, Dupon application being made at the several points for the requisite statistics, and the discovery of the entire absence of such accounts as might form a proper basis on which to calculate the value of the coasting and inland or domestic trade centring at the several ports, it has been judged best not to make the attempt. The trade of New York, Boston, and New Orleans receives a larger quota from the' interior than any other cities of the seaboard. This is owing to the fact of their better natural and artificial communication with that region lying between the Alleghany and Rocky ridges. The communication of the -rest of the Atlantic cities with the interior country has been chiefly, hitlherto,'with that portion lying east and south of the Alleghany ridge, and by means of railways and navigable rivers. It will be seen that by far the largest foreign trade is enjoyed by New York-the next in value of importations being Boston; and in value of exportations, New Orleans. The foreign exports of Philadelphia and Baltimore are made up principally of domestic manufactures, for the producing of which they possess facilities seldom surpassed, and of the agricultural prodluctions of the States of which they are respectively the commercial capitals, and of Virginia, or rather those portions of these several States lying east of the Alleghanics. Their importations are chiefly limited to the more bulky and cheaper of such foreign fai.brics, or materials and productions, as incur the least risk, and as are most wanted by those classes for whom they export-the richer and finer articles, to which greater risk is attached, being generally purchased of manufacturers' agents, at the larger importing cities. The southern cities have a large foreigll and coastwise export trade, for the reason that the labor in that portion of the country is principally confined t6 the production of those articles for which there is not a full haome demand. The people of South Carolina, for example, are chiefly devoted to the production of cotton and rice, and the exports from Charleston are principally made up of these articles. The same may be said of Georgia, with respect to cotton more particularly, and the exports from Savannah. Both of these ports }have excellent harbors, of easy entrance, and the trade of Savannah is rapidly increasing. Just below the city some obstructions exist in the Savannah river, caused by the sinking of vessels during the war of 1812 and'15 to prevent the British ifrom reaching aid destroying the city. These are about being removed, and, when their removal is accomplished, vessels 5. 850 S. Doc. 112. of heavy draught can proceed safely to the wharves at the city. These southern cities import largely of northern manufactres. A statement fairly exhibiting the movement of merchandise coastwse would sho a domestic importation into the southern ities having a much nearer ratio than the foreign importations to their exort trade. While a greater portion of the cotton of the southern States is exported from their own ports directly to Europe, the returns, either in money or merchandise, are received principally throuh New York-which explains satisfactorily the excess of imports over the exports of that city. The cities of Baltimore, Charleston and Savannah maintain their communications with the interior principally by railway; and Mobile by the Mobile river and its tributaries. These, lie the northern ities, are pushiig lines of railway into the heart of the country.c The results which are to followv the construction of such works remainto e seen: and it is a question worthy of grave consideratio whether these routes are not calculated to effect remarkable changes in the direction of our interior commerce, which, up. to the present time, has of' necessity heen confined -to few'; and whether an apparent monopoly which has been enjoyed by two or three cities is not to hecome, when commerce shall be liberated from the channels of necessity, the Comm-on p~roperty of all. In any event, there c'an be no iuestion as, to the g ood effect which the works referred to will have upon the business of thd ports where they terminate. By opening a market to extensive tracts of country previousl inaccessible,' ti-i produacing area must -be largely increased; and. the productions will. naturally fbllow these railways to a- market or place of shipm ent... NOTE.-The city of Savannah has also the fine river of -the saename, which divides Georgia fromn South Carolina, navigable by steamboats nearly 200 mil6s westwardly; and Charleston' has tribntary to it the rivers Ashley and Cooper, which are both capacious, anDd unite just below the city, forming Charleston harbor. The latter of these rivers is coniw eted by canal, with the SanteerTiver, by which means steam navigation is opened fromt Charleston to Columbia. Statement ex/libiting thie valve of exports from and imports into the ports oJ Boston and New York, annita[[y, ftom 1834 to 1861. -nclsizTie. BOSTON. NEW YORK. Yea eniValue of exports. Value of exports. Year endinValue of im- - Value of imD)omestle pro- |oreign mer| Total. ports. Domestic pro- Foreign met- Total ports. duce, &c. chandise. duce, &c. chandise..~~~~ ~ ~ ~ ~~~~ ~ ~~~~~~..,......;... __ September 130, 1834..... $3,663, 777 $5,320, 834 $8,984,611 $16,075, 589 $12,180,916 $11,661, 820 $23, 842, 73 $72, 724,210 1835. 4,592,838 4,821,126 9,413,964 18,174,255 19,496,661 9,954,531 29,451,192 87,734,844 1836.... 4,115,497 4, 600, 833 8, 716f 330 24,248 727 18,600,599 9, 067,560 27, 668,159 117,700,917 1837,... 3,784 995 4,231,864 8,016,859 17 949,146 14, 413,69g 11,045,934 25,459,6.27 78 543, 706 1838... 4,729, 818 2,671,181 7,400,999 12,355,131 15,220, 056 6, 434, 709 21, 654, 76i 68, 159, 360 1839. 4, 489 575 3,205,089 7,694, 664 17, 987,754 22, 073,924 9,872,550 31,946, 474 99, 483, 414 1840...... 4 705 242 3 527, 144 8, 232 386 1:4,826,967 20, 900,300 11,508,389 32,408,689 60, 064, 942 1841...... 5,973,994 3,467,192 9, 441,186 18, 912,078 22, 099,856 8, 692,924 30, 792, 780 75,358, 283 1842...... 5 161,962 2 668, 832 7,830, 794 15 796, 600 18 889, 062 6, 578 254 25 467 316 57, 446,081 9 mos. to June 30,1843.... 3,468,914 1,677,148 5,146, 062 15,788,484 12,681,140 3,290,944 15, 972,084 31,112,227 Year to June 30, 1844...... 5,192,495 2, 309,974 7/ 502, 469 18 884,448 23, 861,790 5, 861, 013 29, 722, 803 64,528,188 1845...... 6,576,248 2, 347,590 8, 923, 838 21,230, 381 2.4, 012, 654 9, 542 122 33, 554, 776 69, 897,405 ]846.... 6, 659,615 2, 298, 433 8,958, 048 22,615,117 27,253,599 6, 392,407 33, 646, 006 73 531, 611 1847... 7, 842, 852 1,843,999 9,686,851 33 279,148 43,042,491 3,544,144 46,586,635 8:3, 075,296 1848...... 8,149,583 4, 054, 879 12,204, 462 27,183,777 36,644, 930 13, 097, 308 49, 742,238 92, 947, 176 1849 —-- 6,714,525 1,977,483 8, 692,008 23, 275,953 35, 083, 810 7,704,427 42, 788,237 91,374,584 1850...... 6,953, 528 2,188,124 9,141,652 28,656,163 37,633,344 9, 947, 013 47, 580, 357 116,667,558 1851...... 8,269,672 2,228,508 10,498,180 30,508,139 63, 723, 329 16,133,986 79, 857,315 144,454,016 Statement exhib.itlng the value of exports firom and imp ot into teprso hldthaadBlioe nuly 9oe184~ ~ 16,inclusive. O ~,' ~~~~~PIRLADELPI4IA ~ BALTIMORE. Years endin-a- Value of exports, Value of exports. Value of ira- Valne of 1wports. ports~ Domestic pro- Foreign miet- Total. Domestic pro- Foreign Mer- Total. duce, ce. chan'dise6. duce, &c. - chandise. September 30....18.34.....9, 03),803 $J, 957,943.93, 989, 746 ~lO; 479, 268.$3,010O,458, $1,155, 537' $41 165, 995 94,647,167: 1,835........ 2 416, 099 1,760.191 4~ 176~1 290 12, 389, 937 3, 175, 491 748, 365 a, 923, 859 5,647,153 1836 ~~~~~~~~~.....9 2,5 ~09963, 677,607 15, 06, 333, 026, 154 367,2.90- 3, 393, 444 7,131,50 19-37.... 2,565,712 1,275,857d 3, 841,599 11,680, Oil 3, 365, 173 424,744 3,7997 7, 857, 033 1838.,.... -2, 481,i543 995, 608' 3, 477, 151 9, 323, 840 4,165,168 359~ 407 4, 524,575. 5, 701,869' 1839........4,'148,211 1.l51,204 5; 299, 41.5 15,037,420 4, 313~ 189 R63~ 372 4, 576,561 6, 995, 285' 1840_..... 5,736;.456' 1083, 689 6, 820, 145 8, 464i 882 5; 495, 02.0 2.73, 748- 5,768,768'4,835, 617 - 1841........ 4,404,863 747,638 5,152, 501 102 342,206 4, 787, 340 158, 006 4, 945, 346 6,101, 313 18.... 3, 293, 814 460, 080 3,753, 894 7, 381,770 4, 635, 507 26~731 4,901,238. 4, 416,138''; 9 mos. to June 30, 1843..... 9~.071,945 2,8 3, 0 03 2.~ 354, 948 2,755,95-8 2, 813, 552 195, 34'2. 3, 008, 894 2, 479,132 Year to Jtmie 30, 1844..... 3, 265, 0.~7' 270,229 3, 535,.'256 7, 217,238 4, 835,260 291~ 216 5, 126, 476 3, 917, 73.~. 1845..... 3,199, 678.444, 685 3, 574, 363 8,156, 446. 4, 941, 24fi, 275 1740 5, 216, 989 3, 741, 2861846....... 4, 157, 918 593, 087 4, 751, 005- 7, 989, 39a ~6,744,110 ~ 124, 945 6, 869, 055 4,042, 915 1847....... 8262,%311 277, 856 8, 54,6 9, 586(12 9, 630, 900 119,557 9, 50457 449 1 1848........ 5, 42E, 309 304,024 5, 732,333' 12,147,000 7, 016, 034 113~ 427 7,129, 46.1 5~ 343, 643 1849...... 4, 5~ 872 9 2595,3,41 10, 644 803 7, 785,89'2 213, 965 7; 999, 857 4, 976, 731 1850........ 4,. 049c~,, 464 4520 42, 4~ 501,606 12, 065, 834 6, 566, 743 377,872 6, 944~,6i5. 6, 124; 20!1 1851........ 5JO 1,969 954, 6 5. 356, 036 14J 68,.618' 5~ 416, 798' 218,, 988 5). 635,.786 6, 648,.77,4 8. Doe. 112. Saement exhibiting the value of exports from and imports into the arleston, annually,from 1834 to 1851, inclusive-direct trade. Value of exports. Years ending- Value of i-Domestic pro- Foreignmer- Total. ports. duce, &c. chandise. 30,1834 ——.- -—... $11,119,565 $88,213 $11, 207, 778 $1, 787, 1835........... 11,224,298 113,718 11,338,016 1,891,805 1836....- 13,482, 757 201,619 13,684, 376 2,801,211 1837........ 1 1,135,623 81,169 11,216, 792 2,510,860 1838............ 11,007,441 24,679 11,032,120 2,318,791.1839. ------— 10,301,127 16,604 10 367 731 3084 328 14...- -, 56 63 55 73 10, 011, 916 2, 058,56 1841..-...... 7,970,899 31,892 8,002,791 1,553,713 1842. — 7,477,340 17,324 7,494,664 1, 357, 617 1843 - -........ 7,733,780 -6,657 7,740,437 1,2~94, 389 1844. —. 7,393,134 3,697 7,983 11112 1845 --- ---- 8,- 856,47.1.5,878 -8,86.2,349 1,142,818 1846..- -~~~6,804,313 _18,942'6,823,255 902,427 1847 - - ~~~~10,388,915 3,371 10,392,286 1,588,750 1848 ------- - 8,027,485- - 8027,485 1, 481, 236 1849 - -....... 9,6372, 606 1,301'9,673,907 1,769 -1850..... —----- -11,41-9,290 908 11,420,198 1,933,785 1851 - -.... 15,301,648.-15,301,648 2,081,312 it is a matter of'great regret that the application for fuill statements.of the trade and commerce of the flourishing city of Savannah was,not received in time for this report.' 854 S. Doc. 112. Statement oJ the receipts into the treasury on account oJ dties collected at the ports of Boston, New York, Philadelphia, and Baltimore, from 1835 to the 30th of June, 1852, inclusive. Years. Boston. New York. Philadelphia. Baltimore. 1835............ $2,612,486 10 $11,597,466 90 $2,159,111] 30 $666,937 61 1836............ 236,041 22 13,424,717 87 2,637,796 28 1,127, 989 62 1837............. 1,328,863 67 6, 679,756 05 1,162,610 66 704,247 62 1838......... 2,239,554 67 8, 941,208 80 1,882, 613 06 1,111,741 85 1839 - -...2,162,055 37 14,475,995 91 2,326,384 71 1,166,548 64 1840 - - -..1,820,173 98 7,167,968 53 1,553,373 07 700,315 88 1841.. — --- 2, 307,848 68' 8,418,588 60 1,367,259 08 616, 025 72 1842-.......... 2,789,798 72 11,273, 499 91 1,659,125 67 610,880 21 1843............ 1,311,225 52 4,072, 296 44 559; 649 65 228,367 41 1844 -.. 4, 411, 372 36 16,792,679 41 2, 255, 860 77 603, 574 65 1845 --- ------ 4,676,157 45 17,255,308 60 2,361,325 72 696,724 61 1846 -------. —. 4,844,129 75 16,975,972 34 2,136, 754 70 674, 548 22 1847............ 4,098,226 24 15, 524, 014 27 t1,978; 430 99 600, 497 34 1848.........- 5,033,772 14 20 128 726 89 2,979; 931 31 771,708 06. 1849.. 4, 380, 346 89 18, 377, 814 24 2, 329, 553 66 649, 402 42. 1850.- -.... 6, 177, 970 64 24,952,977 02 3, 122, 660 40 1,004, 961 32 1851....... 6, 520,973 85 31,754,964 26 3, 783, 787 32- 1,047,278 67 1852............ 6,250,588 68 28,772,558 75 3, 715, 126 21 1,063,530 754 &tatemnent exhibiting the number of Americcan and Joreign vessels, and also their tonnage, employed in' foreig trde im4 the disr~ of Boston, which entered and cleared, annut fll'q from 1826 to 1851 inclusive. U. l,', t'i;,Gb'lblC. l,////.;It['-[i'LLfI jy'-~, ~~~~~~~~~~~~.l.,u., 101'/L'.,ydo AMERICAN. VESSELS. FOREIGN VESSELS. TOTAL. Year. Entered. Cleared. Entered. Cleared. Entered. Cleared...... No. Tonls. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. -- 1- -- ~ ~~.,, 1826.........134,854 89, 703 -...... 4, 755 7........ 579 13982 1827...........118,604 85,450.. 4, 798 3 951 123....... 89441 1828....... 111, n439.... 87,811 ------ 5,595........ 4 819....... 11792630 1829.........117, 608.. 88, 593...,. 4, 827 38.1 4. 35 829 2,4 12 1830..........108,665..88, 23'2 23 -- 4,663. 5,176 1....... 3,408 1831..........116,762 94,708..- 9,612....7, 403.126 374...... 102,111 ~~~1832.. ~136,360.. 125,751........ 21,442 22, 427. 157 811.. 148,178 1833.......... 149, 550..- 130, -012 29, 013........, 813.1 1785 1834 —. 763 154,941 674 127,295 307 28,144 314 29,542 1,070 183085 988 156837 158,712 736 144,958 404. 35,708 4t2 36, 335 1, 158 19 1. 779 168,646 767 bi, 214 602 56, 038- 591 53, 120 1, 381 224,684 1,358 204,334 1837......... 853 188,367 662 123,486 691 53,910 -705. 55,887 1,544 242,2~77 1,.367 184,373 1838. 747 161, 595 6.45 1215, 070.483 37,303 498 38,644 1, 235 198,898 1, 143' 163,714.1839. —-.... 865 189, 126 775 1503, 464 575 4 1, 43 0 581 42,210 1,440 230, 556 1, 356 195,674 1840........ 864 191,752 660 128,973, 643 53,581 693 52,620, 1,507 245, 333 1,353 181,593 1841........1,019 224,969 822 166,710 711 66,354 722 68,133 1,730 2133 1,54 23484 1842. —------ 849 197,481 713 146,828 870 78,885 861 78,588 1,719 276,366 1,574 225, 4161843........ 455 100, 815 476 96, 163 483 43, 691 487 44; 597 943 144, 506 963 140,760 1844. 879 199,505 801 168,047 1, 018 89,483 1,013 89,116 1,897 288, 988 1,814 257,163 1845........ 901t 209,461 781 163, 107 1, 265 101, 491 1,248- 103, 097 2, 16 0,92 209 266,204 1846 -------- 816 209,387 809 178,483 1,356 109,449 1,367 111,755 2,17~2 318,836 21,176 290,238 1847 906~~~2 21 8, 212 836. 174, 173 1, 214 107,214 1,224 107,71 2, 120 325, 426. 2, 060 21 7 1848. —----— 1,098 269, 299 1,006 229,850. 1,825 163, 375 1, 834 164,649 2,923 432,674 02, 840, 394,499 1849. —------ 887 248,069 821 214,518 2,053 203,107 2,035 199,882. 2,940 451,176 2, 856- 414,400 1850. —----- 967 260,550 899 215,801 1,905 218,309.1,940 221,959 2,7.82 478,8S59 2, 839 437,760 1851........ 888 236, 900'858 207,993 2, 029 275,317 1,995 286, 069 -2,917 512, 217 2,853 494,062 'Staternet exhibiting the number of: American and foreign vessels, and also their tonnage, employed in foreign trade in the district of New York, which entered and cleared, annually,from 1826 to 1851, inclusive. AMERICAN VESSELS. FOREIGN VESSELS. TOTAL. Years. Entered. Cleared. Entered. Cleared. Entered. Cleared. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. 1826.......... 248g176.208, 202........ 26,285........ 9,655 ------- 274,461.. 227,857 1827 - - —..................... 251,522.. 232,.428 315,.887 - 30, 090 - - 287,409.. 262,518 1828..............2......... 242,660 202,844 42,319 i 40,123 284,979. 24, 967 1829....................... 244,558.. 205, 343........ 26, 049......... I 28, 343.270,607 233, 686.'1830........................ 273,790. 210,535 31,391 32,620 305,181 243,155 1831.................... 278,571.. 225,721 55,107........ 50,688.. 333,678 276,409 1832.... 298,127.. 218, 490 102, 358.90, 900.. 40, 485.309, 390 1833 —................?..?............. 40 1.... -- 1833...................... 314,409..... 232,395.. 106,099.. 101,00.... 20,508. 333,402 1834................. 1,465 342,630 1,011 232,934 485 101,067 474 96,151 1,950 443,697 1,485 329, 085 1835............ 1,528 374,602 1,226 289,268 480 91, 063 433 77,121 2,008 465,665 1, 659 366,389 1836............ 1,545' 396,906 1,079 274,168 660 1.37,632 624 126, 918 2,205 534, 538 1,703 401,086 1837......... 1,408 391,357 890 243,966 814 187, 837": 724 166,111 2,222.579,194 1,614 410,077 t,: 1838............ 1,253 342,900 990:267,906 372 79,597 372 78,593 1,625 422,497 1,362 346,499 1839.............. 1,579 427,627 1,169 3'22, 633 559 135,990 511 124,206 2,138 563, 617 1,680 446,839 1840............ 1,443 417,443 1, 067'!283,149 512 128,488 503 125,619 1,955 545,931 1,570 408,768 1841.............. 1,570 423,289 1, 081 292, 575 528 124,405 484.112,458 2,098[ 547, 694 1,565 405, 033 1842... 1,424 419,076 1,027 299,950 563 150,939 573 151,241 1,987 570, 015 1,600 451, 191 1843.............. 875 247,590 801 221,733 276 64,624. 271 63,748 1,151. 312,214 1, 072 285,481 1844........... 1,562 434,960 1,289 371,968 561 141',520 522 126,286 2,123 576,480 1,811 498,254 1845........... 1,450 439,676 1,127 341,094 558- 139, 542 561 142,431 2 008 579,218 i1, 688 483,525 1846...1,568 493,995 1,237 396,498 564 161,882 564 157,218 2,132 655,877 1,801 553,716 1847... 1,690 543, 065 1,476 495, 509 1, 048 310,603 925 263,236 2,738 853, 668 2,401 758, 745 1848... 1,924 639,305 1,351 491,219 946 293,188 992 297,116 2,870 932, 493 2,343 788,335 1849..1,979 711,720 1,533 569,711 1,239'406, 080 1,140 361,798 3,218 1,117,800 2,673 931,509 1850............... 1, 882 734,431 1,379 596,812 1,281 410,900 1,230 385,666!3,163 1,145,331 2,609 982,478 1851......... 068 956,879 1, 658 793,229 1,579 491,889 1,427 436,853 3,647 1,448,768 3,085D 1,230,08~ Statement exhibiting the number of American and fore;gn vessels, and also their tonnage, employed in foreign trade in the district of Philadelphia, which entered and'cleared, annuaily,from 1826 to 1851, inclusive. AMERICAN VESSELS. FOREIGN VESSELS. TOTAL. Years. Entered. Cleared. Entered. Cleared. Entered. Cleared. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. 1826...................... 81,538...... 69,444 496........ 4, 4445........ 87, 034 73,889 1827.................. 74,705........ 8,753 4,007........ 4, 097 - 78,712 72, 850 1828.....-............-. 80,350........ 61,819... 8,320........ 5,880 88,6'70 67,699 1829.................... 67,222... 52,841......... 6,232........ 4 4,625......... 73,454 57,466 1830 -............ 72, 009........ 62, 959 5, 007........ 4,870........ 77,016 67,829.......... 71,232. 65,149....8,826...... —-- 7,596........ 80,058 72,745 1832.................... 64,268........ 46,726 17,671........ 14,131........ 81,939 60,857 1833 -..............-....... 67,714 ------—. 49,109... 24, 336........ 22, 378........ 92,050 71, 487 1834.............. 332 64,347 262 46,41:1 109 19,457 97 16,236 441 83,804 359 *62,647 1835.............. 348 68,177 318 57,088 68 10,816 71 10,935 416 78,993 389 68, 023 1836.............. 329 69,101 272 49,670 78 15, 383 78 14,349 407 84,484 350 64,019 1837............. 346- 72,684 244 45,185 92 19,031 88 18'284 438 91,715 332 63,469 1838......-....... 374 74, 992 284' 53, 905 54 8, 131 53 8, 528 428 83, 123 337 62, 433 1839...-............ 453 96,887 333 C4, 318 78 14,506 72 13, 381 531 111,393 405 77,699 1840-.......-....... 353 75,479 376 72,288 91 12,223 83 11,340 444 87, 702 459 83,628 1841.............. 428 88, 972 390 74,201 70 10,098 65 9,322 498 99,070 455 83,523 1842.363 80,297 328 65,208 102 14,257 98 13,712 465 94,554 426 78,920 1843.............. - 221 42,419 241 41,573 34 5, 525 34 5, 899 255 47, 944 275 47, 472 1844.............. 376 76,791 394 70, 650 71 12,738 59 ~ 8,627 447 89,529 453 79,277 1845 - 343 77,248 341 63,271 77 14,065 63 1 2, 987 420 91,313 404 76,258 1846 346 78, 843 377 77,272 52 9,205 47 7,627 398 88,048 424 84,899 1847............... 435 101,376 430. 107,930 186 38,398 153 35,213 621 139,774 583 143,143 1848.............. 390 99,772 342 77, 870 134 20, 105 134 20,218 524 119,787 476 98, 088 1849 421 113,825 360 93, 32`2 185 28,798 179 27,005 606 142,623 539 120,327 1850............. 352 100$009 309 81,276 -185 32,361 170 30,342 537 132, 370 479 111,618 1851.............. 404 117,377 357 102,'123 177 42,259 173 38, 051 581 159, 636 530 140, 174 Statementexhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district GO of Baltimore, which entered and cleared, anually,from 1826 to 1851, inclusive. ~~~~~~~AMERICAN VESSELS. -FOREIGN VESSELS. TOTAL. Years. Entered. Cleared. Entered. Cleared. Entered. Cleared. ~~~~~~No. Tons.~ No. Tons. No. To.. No. Tons. No. Tons. No. Tons. 182............. 68,860... 61,095.4,130....... 2,931...... 72, 990....... 64, 026 1827 —.........55,092-66,577.4,515..... 4,191 59,697.... 70,768 1828...................... 55,382 --------- 58,323 5,612 6, 631 60, 994 64, 954 1829-.......... 51,613 54,248 -6,446........ 6,890........ 58,059........ 61,138 n 1830................. 54,806 -54,416 6,315........ 3,836.. 61,121..... 58,252 1831.............. 54,790.. 64,872.10, 455........ 10,276........ 65,245.. 75,148 1832................... 50,936........-48,933 -20,957 15,648........ 71,893........ 64, 581 1833................. 58,170.. 46, 804... 24, 136........ 25, 499 82, 306........ 72, 303 1834......... 248 46, 983 236 41, 595 75 18, 045 75 17, 350 3-23 65, 028 311 58, 946 1835-........ 265 47, 901.268 *45,245 61 15,522 77 18, 526 326 63,423 345 63,771 1836-........ 282 51,782 241 39,416 77 18, 394 8-2 18, 507 359 70, 176 323 57,9-23 1837........ 283 57,1114 230 39,195 158 39,778 141 *578 441 9682 7 4,9 1838-........ 308 54,421 266 43,538 90 22,685 93 23, 163.398 77, 106 359 66,7 70 1839........ 338 58,957 311 49,298 -90 19, 804 89 19,556. 428 78,761 400 68, 854 1849 -........ 309 58,237 352 67,718 101 23, 903 109 25, 546 410 82, 140 461 93,261 1841........ 353 69, 275 347 63,_588 91 20,473 98 23,598 444 89,748 445 87, 186 1842-........ 314 65,479 299 61,447 94 21, 425 95 21, 260 408 86, 904 394 82,707 1843-........ 187 37, 134 222 41,473 68 14, 464 70 15,431 255 51,598 292 56, 904 1844 -........ 298 61,469 346 69,834 111l 21, 344 111 21, 205 409 82,813 457 91,039 1845.......... 286 59, 944 344 69, 716 98 20, 076 106 22, 342 384- 80, 020 450 192, 058 1846 -.... 31.9 65,563 405 88,404 111 24,343 128 30,887 430 89,906 533 119,291 1847-........ 357 82,099 462 114, 702 154 40,966 206 55,228 511 123,065 668 169, 9310 1848........ 361 74,188 406 84, 709 118 28, 342 137 36,221 479 -102,530 543 120,930 1849........ 309 86, 485 490 118,158 115 23,583 143 31,3652 484 110, 068 633 149,810 1850 -........ 295 70, 427 359 89,296 143 29,161 162 37,523 438 99, 588 521 126, 819 1851-........ 329 86, 774 309 75, 406 138 26,253 148 30,383 467 1113,027 457 105, 789 Statement exhibiting the number of. American and fore'ia. vessels,, and also their tonnage, empl ye?in jrintaei district of Portland, which entered and cleared, annually, from.1826 to 1 s5i, inclusive. AMRCNVESSELS. FOREIGN'VESSELS. TOTAL. Years. Entered'. Cleared. Entered..CerdEnrd.lard NO'. Tons: No. Tons. No. Tons. N. Tons. No. Tons. N os 1826............... 33,637..... 43,816..289..... 290..... 33,926......44,106 1827................... 39,716 ----— 3 4.... 317...................... 40,033.... 2 4 1828.............-34,34746,963 57.............452..3.,34. 47,490 1829........ 3 -4 6.... 7 0..................... 0 4 6.... 7 0 1....30; 5 700................ 2642.........30,456082.... 1830~~~~~~~~~~~~~~~~~~~~~~~~....... 1........ 26623,60 70 72,1 38,577' 1831............ 33,621..... 41,830..... 324.....510..... 33, 945..... 42, 340 1832.......'... 975......,...997 43, 858.... 563..... 829 40,538..... 44,687 1833............ 37; 761..... 42,823..... 5 5.. 237..... 37,916.... 43, 060............. 156' 31,968 21"',1 36 12' 1, 572 6 3, 34 2'183~............'"2i7 4013".]'1,66"6'3,4...9.41885' 1'835......... 28,878 2~22 42,669 23 2,095 23 205'6 093 25 4,6 1836 --------- 113] 21,580 237 ~ 45,067 59' 8,580 58 8,444 172 30,160 [ 29 53,5 1837.......... 19,9005 231 [43,746 72 6,745 68 p56 18 270 9 032 1838........ 131 27,70 219 41,400 72 5,718 67 586 20 3348 86 671 1839........126I 25,533 210 { 40,745 78 5,262 73~ 4,901 204 3)75 23 4,4 1840.....6... 18,924 171 [ 32,774 82 5,530 84 5,739 178 24,454 25[8,1 1841.............. 10l2 22,477 195 } 36,895'72 5,024 74 5,258 1741 210 69 4,5 1842' ~~81/ 17,335 164 ~ 32,510 85 9 5 6 8,6 6 68 1 27]4,7.83.............. 9,3 3 932 16 2,7 4 1 7 184........... 42 8, 651' 118 2 2,939 62 5,520 60 5,578 104I 14,171 [ 178 ] -28, 517 1844.............. 90 19,621'162! 32,516 107 9,557 109 9M8 17 2,1777148 2 1845............... 117 26,464 160 ] 28796 [ 8,363 9. 797 23 3~2 5- 4,4 1846.............. 125 [ 7,118 196! 39,512- 115 10,318 118 119 4 746 34 5,1 1847....99 [ 19,760 191 35,814 101! 8,505 0 915!00 2 65 99 494 1848 -------------- 136 28,344 -202 [ 41,1I65 94 [ 6,769 93 6,47g 20 3513 25 767 1849........... 84 19,212 17 38,828 254 22, 013 258 21,966 38 4125 45- 6,9 1850 131 28,624 202 [41,887,316 / 35,571 31 3,5 4 415 53 7,4.............. 204 38)956 2~55- 489 5 28,660 256 } 28,752 459 ] 67,616 51l 77,.725 Statement exhibiting the number of American and foreign vessels, and also their tonnage, wlhich enetered from and cleared for O foreign countries, including their repeated voyages,fromn 1821 to 1851, inclusive. TONNAGE EMPLOYED IN THE FOREIGN TRADE OF THE UNITED STATES. American vessels. Foreign] vessels. Total. Years ending-.'._.___. Entered. Cleared Entered. Cleared. Entered.. Cleared. No. - Tons. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. m No. No. Tons. No. Tons..'-w-~ ~ ~ ol,... Sept. 30,1821....... 765,098......- 804,947...- 81,526.... 83,073 ----- 846,624.. 888,020 18......... 788 961... 813 748.100, 541 97, 490.. 889, 502.. 911, 238 1822 78.................. ~~~1823.. X -- v ~775,271 I.....7 2 81 0,761.. 7- 119,468..."119,740... 894,739 930,501 1824............ 850,033........ 919, 278.' — 102 2,367.. 102,552-..... 952, 400.... 1,021,830 1825.......... 880 754.. 960,366 92,92 95,080 973 6811055446 1 1826........... 942,206....... 953,012..... - 105, 654........ 99,414........ 1,047, 860 1,052 426 1827.......... 918,361.... 980,542... 137,589..""l131,250...: 1,055,950... 1,111, 792 1828.........:... 868,381 -_...:.. 897,404.150,223..... 151,030.... 1,018,604..- 1,048,434 1829......... 872,949 /"- -" 944,799..... 130,743 -.... 133,006.....'" 1,003,692 -- 1,077,805 1830............ 967,227........ 971, 76(i - ---- 131,900........ 133,436........ 1,099,) 127. 1,105,196 1831.... -*...... 922, 952...... 972, 504......... 281,948. 271,994.. 1,204,900 1,244,498 1832.....949, 622. 974,865 * 393,038. 387,505 1,342,660 1,362,370 1833.. —- 1,111,441.. 1.,142,160 --.- 496,705. 497,039....... 1,608, 146 - 1,639,199 1834. 5,628 1,074,670 5, 886 1, 134, 020 3,953 568,052 4, 003 577, 700 9,-581 1,642,722 9; 889 1 711,720 1835... 7,023 1,352,653 7,285 1,400,517 4,269 641, 310 4,230 630,824 11,292 1,993,963 11,515 2,031,341 1836....... 6,103 1,255,384 6,343 1,315,523 4,121 680,203 4,053 674,721 10,224 1,935,597 10,396 1,990,244 1k37.. 6, 024 I1, 299}, 720 5, 942 1,266,622 4, 632 765 703 4,551 756,292 10,656 2, 065,423 10,493 2,022, 914 1838....... 6,079 1,302,974 6,441 1,408,761 3,696 592,110 3,703 604,166 9,775 1,895,084 10,144 2, 012,927 139.. 8,336 1,491,279 8, 312 1,477,928 4,105 624,814 4,036 611,839 12,441 2,116, 093 12, 348 2,089,767 1840....... 7,'211 1,576, 946 7,583 1,647, 009 4,571 712, 363 4, 583 706, 486 11,782 2,289, 309 12,166 2,353,495 1841...... 7,735 1,631,909 7790, 6 4,538 736,444 4, 554 736,849 12i, 73, 368, 353 12 344 2, 371 005 1842 - 6,939 1,510,111 7,024 1,536,451 4,535 732,775 4, 529 740,497 11,474 2, 242,886 11,553 2,276,948 1843- 4872 1,143,523 5,290 1,268,083 2,889 534,752 2,848 523 949 7,761 1,678,275 8, 138 1,792,032 1844. 8,148 1,977,438 8,343 2,010,924 5577 916, 992 5,500 906, 814 I3,725 2, 894,430 13,843 2,917 738 1845-. 8,133 2,035,4 8,197 2,053,977 5,590 910,563 5,583 9307 275 13,723. 946, 049 13, 780 2, 984,252 1846- 8,111 2,151,114 8,451 2,21,028 5,707 959,739 5,770 968,178 13, 818 3,110,853 14,221 3,189,206 1847 - 7,730 2,101, 39 8,102 2,202,393 6,499 1,220,346 6,268 1,176,605 14, 229 3, 321,705 14, 370 3, 378,998 9,643 2,33,42 9,695 2,461,280 7,631 1,405, 191 7,634 1, 404,159 17,274 3,798,673 17,329 3,865,439 1849 - 11.....,208 2,658,31 11,466 2,753,724 8,992 1,710,515 8,847 1,675,709 20,200 4,368,836 20,313 4,429,433 180,r-. 8,412 2,573,016 8,379 2,632,788 10,100 1,775,623- 9,-816 1,728,214 18,512 4,348,639, 18P 19-5 4, 361, 063 1851 - ~~8,951 3, 054, 3-9 9,274 3,200,519 10, 759- 1,939 091 10,712. 1,929,535 19,710 4,993,440 19986 5,130, 054 Np RE-Previous to 1834 the nu er of res$.ms arrivin'g and de~pa'rt g wash not, returned by thie. voeciors, Statement exhibiting the American and foreign tonnage entered and cleared at ports of the United Stat f 3 during the years ending ~ June 30from 1842 to 1851, inclusive, with per cent. incerease.......................... AMERICAN TONNAGE. FOREIGN TONNAGFo Years Entered. Cleared. Entered. Cleared. Tons. Per cent. Tons. Per cent. Tons. Per cent. increase. increase. increase. increase. 1842............... 1510,111........... 1,536,451..- -.....- 732,775.- -........ 740,497 1843....................... 1,143,523 Decrease. 1, 268,083 Decrease. 534, 752 Decrease. 529, 949 Decrease. 1844........................ 1,977,438 72.92 2,010,924 58.58 916,992 71.48 906,814 71.11 1845 ----- ----— * —-* 2, 035,486 2.95 2,053,977 2.14 910, 563 Decrease. 930 275 2.58 1846...................... 2, 151,114 5.68 2,221,028 8.13 959, 739 5.40 968,178 4.07 1847........................ - 2,101,359 Decrease. 2, 02,393 Decrease. 1,220, 346 27.15 1,176,605 21.53 1848......... 2,393,482 13.90 2,461,280 11.75 1,405,191 15.14 1,404,159' 19. 34 1849.....2, 658, 321 11.06 2,753, 724 11.88, 71 0, 515 21.73 1,675, 709 19.34 1850....................... 2,573,016 Decrease. 2, 632,788 Decrease. 1,775,623 3. 80 1,728,214 3.13 1851...................... 3,054,349 18.70 3,200,519 25.56 1,939,091 9.21 1,929,535 11.45 S; Doc. 112. 863 Statement exhibiting the amount of tonnage belonging to the United States, annually,from 1836 to 1852, inclusive. States. 1836. 1837. 1838. 1839. 1840. 1841. Tons. Tons. Tons. Tons. Tons. Tons. Maine.-... 276, 859 251,569 27Q,,232 282,286.308, 062 305, 291 New. Hampshire...... 20,791 25, 114 26, 148 I29, 224 27, 376 25, 7(08 Vermont -...... 1, 152 1, 152 4, 250'4,232 4, 342 4, 343 Massachusetts -.. 490, 389 490, 450 499, 399 506, 375 536, 532 545,.901 Rhode Island. -... 49, 345 45, 651 44,477 44, 573 43,425. 42, 084 Connecticut.. ——.. 70,259 76 307 80, 813 - 82 914 86, 948 65, 279 New York —-.- -—.. 434, 325 445, 149 444, 007 468,411 455, 419 486,654 New Jersey.-........ - 50,513. 57,381 66,121 62, 541 71,916 53,604 Pennsylvania.-. 104, 549 97, 394 102, 427 112, 359 119, 313 118, 968 Delaware........... 17, 046 18, 049 16,772 19, 303 19,772 10,056 Maryland.-... 103, 353 109, 484 104,512: 116,205 120, 334 113,767 District of Columbia.. 17,451 16, 971 19, 300 23, 142 24, 435 16,349 Virginia... —.. 49, 311 43,444 46, 053 51, 987 54, 251 45, 359 North Carolina...... 43, 745 31,951 36, 202 - 40,901 42, 554 28,547 South Carolina. ——. 17,482 23,637 29,684 31,414 33, 666 24; 394 Georgia........... 11,268 15,196 19,552 20, 993 22, 180 16, 147 Florida. ——.. — - 3,677 7, 315 8, 574 9, 673 10, 451 5,994 Alabama —-—. —--- 6,669 10,320 16,107 21,742 17,244 15, 715 Mississippi..... 901 Louisiana.-... 81,711 92,376 104,426 109,076 126, 613 145,799 Texas............. Tennessee --—. ---- 3377 5,194 5, 481 4,241 4, 733 3, 522 Kentucky. --- 1, 714 1, 714 7,734 8, 126 1,.592 8, 360 Missouri --— _ —---. 3, 669 3,669 9, 373 9,735 11,259 11, 370 iis —..... —-..... —-—. —------- ---- —...-.. Ohio......-. 16, 586 19, 373 24,146 23, 926 26, 442 25, 111 Michigan.-...... 6, 864 7, 826 9, 848 11,000 11,902 11,520 Wisconsin. —-....-..... —- ---—...... olego.n —---- -. —-----—.. — -.. —-.. —-------.- - ---- --- California............, -...........-......... Total -. —-— 1,882,105 1, 896,686 1, 995, 638 2,094, 379 2,180, 761 2,130,743 864 S. Doc. c. 112. STATEMENT-ZContinued. States. 1842. 1843. 1844.1845. 1846. 1847. Tons. Tons. Tons. Tons. Tons. Tons. Maine 2...... —-—.- 281, 330 285,381 305, 331 320,060 358, 123 384,353 New Hampshire.-. - 23,922 - 22,709 22,925 23,771 20,708 20,426 Vermont.. —---—.. 4, 343 2, 763 2, 763 2, 319 2, 048 92,560 Massachusetts..-... 494, 895 495, 303 5'01,208 - 524, 995 541,520 568,520 Rhode Island. - -.. 47,243 45, 626 48,172 47, 209 49,438 48, 010 Connecticut-..... —- 67, 749 70, 278 82, 174 91, 568 99, 023 1.02, 890 New York —. —.. —- 516,296 557, 026 591,297 625,875 655, 696 737, 025 New Jersey..- -. 60, 742 63, 379 68, 684 69, 970 76, 016 83, 728 Pennsylvania —...o- 113,479 112,050 128, 341 147,812 148, 058 182, 997 Delaware........ 10, 396 10,321 10,912 11, 935i 11,837 14,662 Maryland —. --—. 106,856 109,019 111,339 118,164. 128,453 139,123 District of Columbia. 1]7,711 19,527 19,538 20,617 2- 2, 355 23,458 Virginia......[ 47,537 47, 203 47, 255 50,.7065 53, 541 59,987 North Carolina. ——. 31, 682 37, 189 37,039 39, 862 41, 225 - 37, 932 South Carolina o.. 23,469 21, 577 21,148 19, 936 27, 019 Georgia. -..;.b 16,536 17,400 17,105 16, 140 18, 111 21, 0'24;Florida.-.-.. 8, 288 10, 046 9, 577 11, 355 11,866 12, 563 Alabama-. -... 15,479 16, 095 15,214 17,9101 22,537 18,431 Mlississippi..................... -31 1,341 055 1,055 392 Louisiana.-.-.. 144,129 150,067 161,769 170,525 181,258 213,539 Texas.....- - - - -2........... 2, 488 Tennessee -....... 3, 811 4,813 - 5,667 2, 809 2,809. 2,707 Ken.tucky -... 4, 619 5. 093 7,114 8, 751 8, 172 10, 388 Missouri - --—.- -. 14,727 13, 589 16, 665 18,906 22,426 31, 636 llin.ois....- - —, *9.........2-.............. --- Ohio....24, 830 29,458 32, 115. 35,297 39,917 50, 781 BMichigan -. —----- 12, 323 12, 690 15, 400 19, 776 25,953 28, 454 Wisconsin................ - - Oregon.................................. — -....... Califomia............ - 2 2 9 Total..,.o.'.... 2, 09'i 392 [2,158, 602 -2,280,-093 [.2,417,001 2.2, 601 2,829,-45 S. Doe. I 2 865 STATEMTENTT-Continued. States. 1848. 1849. 1850. 1851. 1852. Rate per cent. of increase fron 1836 to 1852, inclusive. Tons. Tons. Tons. Tons. Tons. Maine ------ --- 452, 329 466, 489.501, 422 536, 316 592, 806 114. 12 New Hampshire. 23, 956 25, 369 23, 096 25, 428 24, 891 19. 72 Vermont —. —. 3, 630 3, 630 4, 530 3, 932 5,657 391. 00 Massachusetts - 622, 085 636, 699 685, 442 694, 403 767,766 56. 56 Rhode Island. —.-.43, 873 43, 425 40, 489 38, 050 41, 049 Decrease. Connecticut.-. 111., 962 113, 850' 11_3,087 116,180 125,088 78. 04 New York ----.... 845,788 911,281 944, 349 1, 041, 015 1, 134, 831 161.28 New Jersey. 8.-. 78, 455 82, 250 80, 300 88, 896 96, 134 90. 31 Pennsylvania.- -. 211, 552 231, 653 258, 939 284, 374 301,723 188. 59 Delaware....... 17,452 16, 582 16, 720 11, 880 9,598 Decrease. Maryland -—. —.. 158, 495 173, 021 193, 087, 204,5 45 206, 247 99.55 Dist. -of Columnbia 11, 823 13, 776 17, 011 22,903 26,197 50. 12 Virginia....-. 68,184 73, 283 74, (71 68, 799 72, 538 47.10 North Carolina... 41,405 44, 827 45, 219 4 43, 783 50, 621 15. 71 South Carolina.... 28, 659 32, 486 36, 0792 35, 187 46, 735 167. 33 Georgia.-.. —--- 20, 790 19, 866 21 690 24, 85 25,785 128. 83 Florida ------- 15, 165 14, 640 11, 273 9, 365 9,669 162. 96 Alabama-.... 22,11. O 25, 06 24, 158 27, 327 28, 533 327. 84 Mississippi. 1 561 1,516,l7 828 1,405 1,452 Entire ton'ge. Louisiana. —--. —-- 227, 010 241, 497 250, 090 253, 285 268,171 228. 19 Texas-.... ----- 1, 352 2,933 4, 573 i 4,913 - 7, 120 Entire ton'ge. Tennessee.. ——. 2, 446 2, 911, 776 3, 588 4, 634 37. 22 Kentulcky...- -. — 8, 822 13, 955 14, 820 12, 938 1I1, 819 584.54 Missouri. O — -- - 36, 313 32, 355 2(8 908 34,065 37, 862 931. 94 Illinois........,489 10, 49 1 17, 133 2 2, S 03 25, 2t09 Entire ton'ge. Ohio......... 62; 079 57,941 6'2, 462 5 58, 352 60, 338 263. 79 Michigan -.. 27, 250 34,658 38, 145 41,775 46,318 574. 76 Wisconsin........ —--- -—. 2, 946 6, 931 Entire ton'ge. Oregon —-- ----—.... — --- 1, 063 1,063 1, 063 Do. California --- -.' --- - 722 17, 502 58, 436 101, 654 Do. Total.- 3, 154, 035 3, 334, 015 3, 3, 44 13, 772, 437 41, 138, 439 119. 88.' Between 1836 and 1852, Alexandria wvas retlroceed to Virginia, and her tonnage, of course,. credited to that State, and deducted from District of Columbia. r56 866 S. Doe. 112. Statement exhibiting the number and tonnage of vessels built in the United States, annually, from 1836 to 1852, inclusive. 1836. 1837. 1 838. States. No. Tons..No. Tons. No. Tons. Maine — 16................ 20 27,022 149 23,475 144 24,332 New Hampshire...........- 7 2,731 4 1,866 9 3,286 Vermont........... Massachusetts -164 22,273 165 20,794 167 19,548 Rhode Island.............. 8 1,804 12 1,427 10 2,108 Connecticut ----.. 59 4,502 59 4,421 43 3,780 New York-................. 135 19,924 136 22,000 113 14,683 New Jersey -............ 65 4,652 81 6,767 86 7,057 Pennsylvania............. 74 10,215 65 12,034 58 8, 406 Delaware.12 935 5 345 14 1,256 Maryland - -ill 9,691 132 10,992 157.15,464 District of Columbia....... 1 52 6 947 2 200 Virginia -------- ------ 23 1,481 29. 1,618 17 885 North Carolina - -... 7 554 14 865 11 1. 033 South Carolina-............. 4 480 7 939 5 1,377 Georgia- -...... 2 379 2 332 3 416 Florida -- ---—.. — —.... 7 ----- 1 71....... Alabama......................' 57 Mississippi................ Louisiana -------------- 10 649 16 1,742 13 1,444 Texas ~ ~ ~ ~ ~ ~ ~~ -~- --- ----- ------------- --- -------- ---- --- ----------- Tennessee........ 22 3,197 2 972 4 1,266 Kentucky................. 9 1"9714.........' Kenrtucky -s~-. —-—.] 9 1,r714- --- 8 1,377 Missouri -.................. Illinois ----- --- - - -----—.......... —----—...-....-. -Ohio — n......6 451 52 10,385 20 4,201 Wisconsin -----------—. Michigan.- - 9 922 12 996 12 959,Oregon............................................ i~~~~~~~.....9' Oregonia..............'.-........... —-- - -- aliforna890 113,8 949 2,988 898 113,135 Total - ~~890 113,62 94 12,88 88 113,13 S. Doe. 112. 867 STATEMENT —Continued. 1839. 1840. 1841. States. No. Tons. No. Tons. No. Tons. Maine............. 145 27, 706 181 38, 937 131 26,874 New Hampshire- - -.. 7 2,787 6 2,722 8 3,617 Vermont................. Massachusetts............. 146 24, 446 113 17, 812 112 28,653 Rhode Island.............. 9 1,496 6 t 1,589 8 1,180 Connecticut- -.......... 35 2,771 49 4, 130 28 3, 446 New York................. 106 17,951 72 13,786 63 17,438 New Jersey............; 72 6,770 109 6,792 44 3,417 Pennsylvania,-........ -. 49 6,284 103 8,136 107 6,970 Delaware.................. 16 1,221 9 758 6 374 Maryland........ 129 13, 093 111 11,737 109 10,738 District of Columbia..... 14 1,215 2 431 3 94 Virginia-.................. 10 826 12 925 19 1,473 North Carolina............ 25 1, 349 24 1,296 26 1,176 South Carolina-............. 4 443 2 306 5 280 Georgia....7.............. 873 2 254 -.. Florida................... 3 181 2 66 6' 241a Alabama...................... —- - - 2 148 3 109 Mississippi...........-............................ Louisiana........ -.... 11 862 12 1,196 18 1, 172 Texas —---------------- - - -- -- -------- -- -------- ---------- -------- ---------- Tennessee.............. 3 497 " 1 382 1.45 Kentucky.........1.. 2,102 5 1,091 19 4,417 Missouri.................. 5 939 8 1,210..........-,...... Illinois-...................................... —.....-. Ohio- -.44 6,593 33 4,022 45 7,179 W isconsin - -..................................- —.... Michigan —.........7 583 7 585........ Oregon.................... California ——................ Total.... 858 120,988 871 118,311 761 118,893 868 S. Doe. 112. STATEMENT —Continuedo 1842. 1843. 1844. States. No. Tons. NO. Tons. No. Tons. Maine —.......... —-.- 164 38,041 71 15,121 96 20,200 Nlew Hampshire -. —. —---- 5..1, 696 2 7 4 3 754 Vermont... - ~6~F011;. —- -—, —-- ---- - ------- ---------- --------- ---------- -------- --------—,,. MIassachusetts ------ -—. 72. 18, 632 40 9, 974 43 9,585 Rhode Island ------— 11 2,51t6 1 120 7 2,814 Connecticut........... 22 3, 353. 12 1,064 25 2, 914 ~New Yo - - - 184 20,241 124 13,299 181 21,519 New Jersey...............-. 47 3, 116 19 1,480 21 1,333 Pennsylvania -.... 212 13,666 63 6, 40 141 13, 076 Delaware.............. 9 713 3 46 8 586 Maxylarnla..~..- - -- 109 7,937 39 3,679 55 5,418 District of Columbia. 49 951 11 276 31 850 Virginia.. 12 889 9 694 10 717 Worth Carolina ------- 19 1,185 21 2,0(0 12 587 South C arolina 7 ——.... 482 2 206 7 584 Geolrpa. -,,-,~;,,, 1 124 1 45 1 72 Florida...... —........... 6 384 5 522 72 Alabama ------------------ 5 282 2 144 - -. M~Nississilppi ---------------- Louisiana. 14 1, 044 8 288 15 669 Texas..........-.......... Tennessee..- - - - - 2 321 2 322 2 Kentucky. ------- 22 5,608 11 1,664 35 7,165 Missouri...:.. -—. —.. —. —---- -------- --- ---- - -- - —... 9 2,567 Illinois. Ohio...49 7, 904 31. 5, 195 9 9,498 Wisconsin- -.. —-- Mlichigan............. —-... -.- --— 5 305 14, Oregon-. —----- -------- -------- ---------- --- ------ Ca.lifornia. —--- -.... — ----- - - Total........ -...1, 021 129, 085 482 63,.16T8.766 103, 536.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-"''-~5 4 —3 —---- S. Doe. 112. 869 STATENMENT -Continued. 1845. 1846. 1847. States. No. Tons. No. Tons. No. Tons. Maine....................~. 160 31,105 289 49, 748 346 63,549 New Hampshire.. - -... 5 2,501 8 2, 171 10 5,289 Vermont....... 3 135 Massachusetts.....- -. 115 25,962 168 24,321 138 27,770 Rhode Island.. —--- ------- 1,661 10 2,395 10 2,111 Connecticut.............. 2 5 2 2, 608 35 3,712 42 6,028 New York..... 230 29, 343 260 33,253.271 50,995 New Jersey.' 64 4, 465 60 5,856 101 9, 830 Pennsylvania..17 —-8. —-----.18 15, 19 161 15,788 2 28 24,126 Delaware................... 9 669 22 2,264. 25 2,279 Maryland —---------- - 66 7,2 057 137 13, 818 131 12,692 District of Columbia... —. 15 416 23. 951 22 802 Virginia.. ——. --—.. —--- 14 2,057 45 3,465 27 1,525 North Carolina............. 14 859 31 1,885 1 34 2, 385 South Carolina- --—.. —-- 2 102 4 342 3 162 Georgia................. 1 83 1 21 1 | 25 Florida.... 4 257 8 840 2 388 Alabc1L oama..l p I 80 4 558 —---....... Mississippi...... —---.. Louisiana.............14.627 8 451 12 494 Texas..... Tennessee..-....; —--' " i'- 142. 4 575 1 167 Kentucky......... 26 5, 681 46 8,662 31 5,424 Missouri.. —.. —-...... —----- -... --—. 11 2, 338 60 6,073 illinois. -.......... O ---— hio.. ----—; - 56 11,-599- 52 9,616 83 18,192 Ohio............. h........ 56........ Wisconsin-. —---------- —: —------------. ------ ~Michigan.. —-----. 33 2,726 33 5, 174 17.3, 293 Oregon -.. —. —---------------.-.. —----- -------- California.......... Total.....1, 038 146, 019 1,420 188,204 1,598 243,734 870 S. Doc. 112. STATEMENT-Continued. 1848. 1849. 1850. States. ~No. Tons. No. Tons. No. Tons. PMaine._-.-.- — 366 89,974 344 82,256 326 91,212 New Hampshire ---—. —--- 9 5, 326' 12 6,266 10 6, 914 Vermont..... 9 1, 189... ——. -—. —.. 7 Massachusetts —-..- -—... 181 39, 366 118 23,889 121 35,836 Rhode Island —.. —-—. —-- 13 4,058 13 2,760 14 3,587 Connecticut.......55 7,387 56 5,066 47 4, 820. New York-.............. 382 68,435 265 44,104 224 58,343 New Jersey......... 77 8,178 87 8, 026 57 6,202 Pennsylvania. -----—... —.- 296 29,638 197 24,008 185 21,410 Delaware.......- ---—. -. — 31 3,206 f23 1, 880 16 1,849 Maryl and ---------. 146 17,481 152 17, 4'63 150 15,965 District of Columbia -...- -...[ 17 501 22[ 609 8 288,Virginia -- ------— D —----- 34 2,980 38 3,095 34 3, 584 North Carolina. —--------- - 43 2,947 29 2,032 33 2,652 South Carolina —..- - ---- 4 450 8 656...... Georgia. —------------ ----- 1 212 2 756 5 684 Florida.. —. 4 318 1 120 2 80 Alabama ---- ----- - 4 2.65. 3 107 3 114 M rississippi. - i -. --—....................I....... Louisiana. ------------ ------ 18 1, 620 21 1,756 24 1,592 Texas, ---—.......... -—. —- - -------------- -......... 1 106 Tennessee —---- —. — --- 1 55 2 243........... Kentucky.... ——. —----- 39 9,275 34 8,423 34 6,461 Missouri —. —-------—. 38 6,256 19 2,887 5 1,354 Illinois. ----.. —--—... -- -....... 13 2,211 13 1,691 Ohio —--------- ----------- 63 13,656 63 12,817 31 5,214 Wisconsin. -. - -.. —-—. -- 6 —-, —— 1- - -- - --! Michigan.......... 5,302 25 5, 149 14 2,062 Oregon.....2.......... 2 California...................................................... Total - 1,851 318,075 1,57 256,579........2,1 S Doc. 112. 871 STATEMENT-Continued. 1851. 1852. States. No. Tons. No. Tons. Maine-...... -..................-..- 254 77, 399 354 110, 047 New Hampshire...-............ —........... 7 8, 158 14 9, 515 Vermont..................................... 4 561... Massachusetts............................... — -. 133 41, 324 161 48, 002 Rhode Island- -.. -—... —---—.. —-—. —--- 12 3, 057 14 - 3, 205 Connecticut.................................. 35 3, 414 65 9, 035 New York..... - -............................ 229 76, 805 179 72, 073 New Jersey. -- -................................. - - 70 5, 869 38 3, 953 Pennsylvania..................... - -......... 200 28,623 188 31,220 Delaware -...............- — 15 2, 059 - 23 2, 923 Maryland.-.....-.....0....O_ —... 130 18, 027 119 18, 159 District of Columbia —.....-... —. — --- --—. 74 4,439 27 1,995 Virginia.... ——............. —. —- - -.- -- - -- 27 1,778 40 3, 800 North Carolina.- O..................... - 33 1, 725 32 2, 229 South Carolina.......-.........................- 5 625 7 939 Georgia...................................... 6 2, 369 2 323 Florida - - - -..... -....... 4 276 1 30 Alabama.............................. 5 355 2 93 Mississippi................................... D..... Louisianla. -......................-....-..... 24 2, 327 16 1, 285 Texas................................................. - Tennessee................ - -...... 1 225 5 480 Kentucky -------- 38 8, 862 27 7, 314 Missouri -1......................... 2, 066 11 2, 133 Illinois....- --—................................... 4 314 17 1,217 Ohio...................... -._- - - - e 25 6, 036 77 18, 329 Wisconsin...... —-...-..-....... e..... —-.. —.1 ] 76 9 556 Michigan... -..... —--—. —-—... — -.. 9 1,366 16 2,639 Oregon -- - - -. California................................... Total.. -.............-... 357 298,205 1,444 351, 494 I-~ - [ ~'[4- 5,9 Statement showing the national character of the foreign vessels entered and cleared at 2orts in the United States, with their tonnage, Go fJrom 1842 to 1851, inclusive. ENTERED. National character of vessels. 1842. 1843. 1844. 1845. 1846. 1847. 1848. 1849. 1850. 1851. Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. British.. —--.-. —. —--- 599, 502 453, 894 766, 747 760, 095 813, 287 993, 210 1,177,104 1,482,707 1,450, 539 1,559,869 Hanseatic. —--------—. --—.. 48, 728 38, 202 52, 669 51,683- 63, 669 84, 875 82,805 72,392 74,776 109,108 French.... —........... 15,876 13,582 17, 257 11,536 13,666 30,704 24, 970 31,466 30,762 25,252 Swedish and Norwegian......... 23, 067 10, 568 41, 782 38, 670 22,407 34,272 30, 797 31, 172 58, 098 62, 686. Spanish.-....... —.. —-- 11. 677 7, 249 6, 974 13, 418 7, 504 18, 852 29, 342 29, 814 37,296 44,592 Dutch................4..... 3, 471 511 2.501 2, 576 4, 299 13, 621 12,758 7, 594 8, 867 21,708 Belgian.-..... ----- 8, 429 611 2,209 2, 104 3, 306 5, 358 6, 338 5, 265 5, 193 7, 754; Sicilian................9. 4, 030 90 980 3, 8017 5,703 5, 391 m Danish........................ 6, 080 2, 190 5,896 4, 363 5,1265 9,535 11,100 9, 278 11,046 8,662' Prussian...................... 1, 359 1, 916 5, 526 3,279 5, 409 5,117 5,116 4,536 15,901 15,622 Russian-.....-...... 1,973 695 1,824 4, 073 2, 243 1,220 916 6,627 26, 23 17,579, Sardinian —.... —. —--—.. — 1, 777 443 1,317 2, 652 2,315 5, 466 2,964 6,495 11,790 14, 746 Austrian-.-......... —...... -. 462 -.. 1,033 3, 305 1, 844 4,266 2,250 4,178 7,489 6,723 Venezuelan and Colombian....... 3, 395 1,491 1, 608 1,319 763 1, 039 908 978 1,713 1,445 All other foreign vessels....... —--—.. 2,949 2, 480 5,799 6,376 10 901 10, 831 14, 020 14,996 30,167 37,954 Total......-.. 732,775 534i7-2 916,992 910,563 959,739 1,220,346 1,405,191 1,710,515 1,775,623 1,939,091 CLEARED. National character of vessels. 1842. 1843. 1844. 1845. 1846. 1847. 1848. 1849. 1850. 1851. _.: o,.. s.. I Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. }British @ —-.- ----- ----- 599, 950 441, 535 756, 669 770,844 809, 797 966, 219 1,159, 863 1,449,273 1, 404,799 1, 552, 170 anseatic................... 52,975 38, 277 53, 814 55, 269 71, 787 82, 802 81, 801 76, 553 77, 570 110, 570 French...-.. —---- --- 17, 734 12, 384 17, 863 12, 083 14, 761 26, 746 26, 480 31, 292 27, 644 26, 608 Swedish and Norwegian ---—. - 24,544 10, 703 38, 982 40, 494 24, 057 29, 248 41, 080 32, 011 59, 946 65, 689 Spanish ---------- 9, 526 6, 981 7, 105 13, 988 7, 062 17, 847 28, 936 28,294 36,279 41,266 Dutch....... —.... — ----—. 5, 304 637 1,835 2, 527 3, 435 9, 205 19, 932 5, 135 10, 859 19, 965 Belgian -.- -..-.. —.. 6, 983 2,743 2, 867 1, 869 3,190 3, 836 6, 794 5, 624 5,131 5, 560 Sicilian........................ 3, 910 1, 266 4,139 4, 184 4, 318 1, 875 2, 690 2, 866 4, 455 7, 307 m Danish...-.... —----- 6, 489 3, 619 6, 929 3, 333 4, 910 9, 075 11,217 11, 033 11, 220 8, 427 Prussian.... —. -1, 725 1, 646 5,155 3, 627 5, 439 5, 811 4,190 4, 412 12,192 18, 313 Russian......- - —. 2, 598 521 2,675 6, 609 1,517 1, 333 916 5, 057 25, 253 12, 667 Sardinian-. -----------------. 1,801 260 945 2,105 3, 603 5, 307 2, 693 5,171 9, 852 15, 075 g Austrian. ----------------- ---- 753. -.. —-- 565 4,434 2, 355 5, 094 2, 548 4, 264 6, 447 8, 125 Venezuelan and Colombian. - 3, 008 1,429 1,648 1,298 763 557 817 774.1, 938 1, 862 All other foreign vessels..... ——.... —- 3,197 1,948 5,623 7,611 11,104 11,650 14,202 13,950 34,629 35,931 Total. —-- -740, 497 | 523, 949 906, 814 930, 275 968, 098 1,176, 605 1,404,159 1,675,709 1,728,214 1,929,535 5,623[~~~~~~~~~~~~~~~~~~~~~~~~b 874 S. Doe. 112. Statement exhibiting the average tonnage of vessels built in States 1836. 1837. 1838. 1839. 1840. 1841. 1842. Maine —----- - -~~-.,. 166. 80 157. 55 168.97 191. 07 215.13 205.14 231. 96 New Hampshire... -. 390. 14 466. 50 365. 11 398. 13 453.66 452. 12 339.20 Vermont. —. —---- -—. —--------------------------- Massachunetts.....- -135. 81 126. 02 117. 05 167. 43 157.62 255. 83 258.77 Rhode Island........... - 225. 50 118. 91 1 210. 80 166.22 264. 83 147.50 228.73 Connecticut ------—...- 78 74. 93 87.72 79.17 ]84.28 123. 07 152.41 New York,- 147.58 161.76 129. 94 169. 35 191. 47 276.79 110. 01 New Jersey.. 71.57 83.54 82. 06 94. 03 62. 31 77.66 66.30 Pennsylvania...... 138.04 185. 14 144. 93 128.24 78.99 65. 14 64. 46 Delaware -............ I 77.91 69 89. 71 76. 31 84.22 62. 33 79.22 Maryland............. 87.30 83.27] 98.49 101.49 105.73 98.51 72.81 District of Columbia... 52 157.83 100 86. 78 215. 50 31, 33 19.40 Virginia.............. 64. 39 55. 79 52.051 82. 60 77. 08 77.53 78. 08 North Carolina.........- 79, 14 61.78 93, 91 53. 96 54 45.23 62.37 South Carolina......... 120 134.14 275. 40 110. 75 153 56 68. 86 Georgia ----------- 189.50 166 138.66 124.71 127.. 124 Florida......... 71........ 60. 33 33 40.16 64 Alabama............... 28.50 —.... 74 36. 33 56.40 Louisiana.- - 6490 108. 87 111. 08 78. 36 99. 66 65.11 74.57 Texas..-.-..................:.... Texas.-,,,.,,,,,,,,,IIIILCI —~lIP- -— I-I-~ —-— D ------- ----- ------- Tennessee.............- 145.32 486 316. 50 165.66 382 45 160. 50 Kentucky-... 190.44.. —— 172. 12 191.09 218.20 232.47 254.91 Missouri. — - -- --- --- - 187.80 151.25............. Illinois -- -—..................... Ohio... 75. 17 199. 71 210, 05 149.84 121.88 159. 53 161. 36 Wisconsin...........................b..i..:.'........'.....'i....,ichigan,.......... 102. 44 83 79.91 83.29 83. 57. Oregon ~...~:...~.......:...:......:.t::..................::........... Oreg.on...' California.............. United States..... 27. 78 127. 67 129."60 125.9 149. 01 135.-83 156.23 S. Doc. 112. 875 the United States, annually, Jrom 1836 to 1852, inclusive. 1843. 1844. 1845. 1846. 1847. 1848. 1849. 1850. 1851. 1852. 212.97 210.42 194.41 172. 14 183. 64 245.83 239.12 279. 79 304.72 310.84 117 251. 33 500.20 271.37 528. 90 591.78 522.17 691.40 1165. 43 679. 64...............45 132.11.-. 77 140.25 249. 35 222.91 225.75 144.77 201.23 217. 49 202.45 296. 16 310.71 298. 15 120 402 207.62 239. 50 210.10 310. 61 212.30 256.21. 254.75 228. 93 88.66 116.56 118.54 106. 06 143.52 134. 30 90.26 102.55 97.54 139 107. 25 118.88 127. 58 127. 89 188. 17 179. 15 166. 43 260. 46 335. 39 402. 64 77. 89 63.47 69.76 97.60 97. 32 106.20 92. 25 108, 80 83. 84 104. 02 106. 98 92.74 88.87 98. 06 105. 81 100 13 121. 86 115.72 143, 13 166. 06 82 73.25 74. 23 102. 90 91. 16 103 42 81.74 115. 56 136. 60 127.08 94. 79 98. 50 109.95 100.88 96.88.119. 80 114. 89 106. 43 138, 67 152.59 25. 09 27. 42 27. 73 41. 35 36. 45 29. 47 27.68 36 59, 98 73.89 77. 11 71.70 146. 93 77 56.48 87. 65 81.44 105.41 65.85 95 95.23 48. 92 61. 35 60.81 70 15 68. 53 70.07 80, 36 52. 27 69, 65 103 83.43 51 85.50 54 112. 50 82..... 125 134.14 45 72 83 21 25 212 378 136.80 394. 83 161.50 104. 40 72 64. 25 105 194 79. 50 120 40 69 30 72. 80 139.50.. 66.25 35. 67 38 71 46.50 36 44.60 44.78 56, 37 41.17 90 83 62 66. 33 96. 96 80. 44 o............................................ 106............... 161 135. 50- 142 143,75 167 55 121.50.. 225 96 151.27 204. 71 218. 50 188. 30 174. 97 237 82 247.73 190. 03 233. 21 270. 89,.2... 284.89......-IO 212.54 101.21 156.73 151.95 270, 80 171. 82 193. 91.1............. I........... X -r 70. 07 130, 08 78 50 71. 59 167. 45 193, 84 207. 12 184. 92 219. 18 216, 76 203. 44 168, 19 241. 44 238. 04.............................. 76 61.78 61 163,21 82,60 156.79 193. 70 265. 10 205,96 147 28 151.78 164,94 1o,43 131. 97 135. 16 132. 5............... 8 / 200............... 61.......................................... 70....... 876 S. Doc. 112. Exports anzd imports from the princifpal commercial States of the- Union for the years 1810, 1820, 1830, 1840, 1850, and 1851. EXPORTS. FLORIDA. ALABAMIA. Year. Amount. Increase. Amount. Increase. 18310. 8S20.... $96,936 1830.... $30,495 From 1830 to 2,294,594 1840.. 1,850,709 1851122 12,854,694 707 per ct i550..... 2607,968 per cent. 101544 S5 IS51.... 3,939,910 p 1,528,824 VIRGINIA. NORTH CAROLINA. Year. Amount. Amount. Increase. 1810.... -... -$. $4,822,611 $403,949 1820 - --------------------- 4,557,957 808,319 1830 -4,791,644 399,333 1840... - - * *4,769,937 387,484er ct 1850 -. s. D 3,413,158 416,501 1851....... -....... -... 3,087,444 426,748 J SOUTH CAROLINA. GEORGIA. Year. Amount. Increase, Amount. Increase. 1810... -- $5,290,614 $2,238,686 ) 1820...... 8,882,940 46 per et. 6,594623 1>38 per ct. 1830 - 7,627,031 5,336,626 ) 1840 -..... 9,981,016 100 ~ 6,862,959 71 G 1850 —.. 11,446,892 7,551,943 1851...... 15,316,78J 9,158,879 J $, Doe. 1 12. 877 EXPORT S-Continu ed. MARYLAND. LOUISIANA. Year. Amount Increase. Amount. Increase. 1810..... $6,409,018 -.. $ 000 3820..... 6,609,364 - -- — c' 7,969,157 500 per ct. 1830.... 3,791,482 --- 15,488,6921)'1840. 5a -,495,020 o D.- o. 32,9983059 1850..... 6,589,481 37,698,277 135 per t 1851..... 5,416,798......... 53,968,0013 SMAINE. MASSACHUSETTS, Year. Amount. Increase. Amount. increase. 181io0....................- $13,013,0 48 1820..... $1108, 031.. 11,008,922 1830.... 670,522 ) 7,213,194 4 1840.1~. 1,009,910 1'6,263,1t 1840. 19009 ~91:0 >126 per ct. 6,268,158' 36,- per cto 1850. 1,536,818 per 8,253473, 1851 1,51...,487 9,857,537 NEW YORK. PENNSYLVANIA,. Year. Amount. Increase. Amount. Increase. 1810..... $17,242,330 $10,993,398 1820.. 13,163,244 14 per et. 5,743,549 1830. 19, 697,983 ) 3,791,482 ] IS40, 11,587 471 5,736,456 1850. 411502,00 o 245 per et. 4049,464 33 per C 1851 w b. 68,104,5429 5,101,969 J 878 S. Do. 11 9. IMPORTS. FLORIDA. ALABAMA. Year, Amount. Year - Amouut. 1830 $32,689 1830. $144,823 1840...... - 190,728 180 L4.... 74,651 18o50.. oo.. 9,o709 1850.. -. 865,362 1851 94,937. 1851.... 413,446 VIRGINIA. XORTH CAROLINA. Year, Amount. Year. Amount. 1830 -----—. $406,739 1830 - -. - - $221,992 1840 — 45,085 -1840. 4 8,. 252,532 1850.o o, o.... 426,599 1850. o s 323,392 1851.......... 552,932 1851.......... 206,931 SOUTH CAROLINA,b GEORGIA. Year I Amount. Year. Amount, 1830 $1,064,619 1830 $ 1,,...... 1 $282,346 1840 o o-...... 2,058,870 1840..... e. 491,428 1850. o. e 1,933,785 1850........... 636,964 1851......-0.I. 2,081,312 1851. -. 721,547 S. Doc. 112. 879 IMPORTS —Continued. MARYLANDi LOUISIAN Year. Amount. Year. Amount. 1830.. o.... J $4,523,866 1830..... $9,766,693 1840........, 4,910,746 1840.....,.. 10,673,190 1850.......... 6,124,201 1850..... 10,760,499 1851 -.......... 6,650,645 1851.....o.. 12,528,460 MAINE. MASSACHUSEVTST Year. Amount. Year. Amount. 1830........... $572,666 1830......... $10,453,544 1840.....,... 628,762 1840... 16,513,858 1850 856,411 1850........ 30,374,684 1851......... 1,176,590 1851...... 32,715,327 NFEW YORK, PENNSYLVANIA. Year. Amount. Year. Amount. 1830........... $35,624,070 1830........... $8,702,122 1840............ 60,440,750 1840..... - 8,464,882 1850 - 111,123,524 1850........... 12,066,154 1851............141,546,538 1351........... 14,168,761 880 S. Doc. 112. Statement extibiting' thle value of foreign imlports into the principal commercial States. States. 1825. 1835. 1840. 1850. 1851. ATorthern commercial States. 5Maine —....... $1,169, 940 $883, 389 $528,762 $856,411 $1,176 590 Massachusetts. ---—. 15,845, 141 19, 800, 373 16,513, 858 30, 374,684 32, 715, 327 Rhode Island. -- 907, 906 597, 713 274, 534 258, 303 310, 630 Connecticut. —..-. —- 707, 478 439, 502 277, 072 372, 390 342, 994 New York... 49,639, 174 88,191,305 60,440,750 I11, 123, 524 141;, 546, 538 Pennsylvania -- — o. 15, 041,797 -12, 389, 937 8, 464,882 12, 066,154 14, 168, 761 T- otal....-.. 83, 311, 436 122, 302,2119 86,599, 858 155, 051, 466 190,260, 840 Southern commnercial States. Maryland.- -...-.. 4,751, 815 5, 647, 153 4, 910, 746 6, 124,201 6, 650, 645 Virginia ---- -—... 553, 562 691,255 545, 085 426, 599 552, 933 North Carolina....... 311, 308 241,981 2521,532 323, 692 206, 931 South Carolina —.. 1, 892,2 97 1, 891, 805 2, 058, 870 1,933,785 2, 081, 312 Georgila. --. —..- -- 343, 356 393, 049 491,428 636, 964 721, 547 Louisiana... 4, 290, 034 17, 519, 814 10, 673,190 10,760, 499 12, 528,460 Alabama............. 113, 411 525, 955 574,651 865, 372 413, 446 Florida.-....... 3, 9218 98,173 190, 728 95, r09 94, 997 Total............ 12,259, 001 27,009, 185.19, 697,230 21, 166, 821 23,250, 271 Unenumerated States. 769, 638 584, 338 844, 431 1,920, 031 2,713, 821 Total of all States.. 96, 310, 075 149, 895,742 107, 141,519 178, 138, 318 216, 224, 932 S. -Doc. 112. 881 Statement exhibiting the value of domestic exports from the principal commercial States. States. 1825. 1835. 1840. 1850. 1851. Northern commercial States. Maine -------------. $964, 664 $1,044,951 $1,009,910 $1,536,818 $1,517, 487 Massachusetts.-.-. 4,262,104 5,564,499 6, 268, 158 8,253, 473 9, 857,537 Rhode Island........ — 519,589 182,188 203, 006 206,299 223,404 Connecticut.......... 684,686 466, 347 518, 210 241, 262 433, 894 New York.. —-. —.. 20, 651,558 19,126, 513 22,676,60(}9 41,502, 800 68, 104, 542 Pennsylvania......... 3, 936, 133 2, 125,736 5,736,456 4, 049,464 5,101,969 Total.............. 31,:018, 734 28, 510, 234 36,412,349 55, 790, 116 85,238, 833'Southern commercial States. Maryland............ 3,092, 365 2, 250, 642 5, 495,020 6, 589, 481 5, 416, 798 Virginia.-.. 4, 122, 340 5, 564, 785 4,769, 937 3,413,158 3, 087,444 North Carolina...-. 553, 390 282, 715,387, 484 416, 501 426,.748 South Carolina.. ——. 10,876,475 6, 978, 698 9, 981,016 11, 446, 892 15, 316,578 Georgia ---—............. 4, 220, 939 4,951,000 6, 862, 959 7, 551, 943 9,158, 879 Louisiana.....-..... 10, 965, 234 23, 916, 582 32, 998, 059 37, 698,277 53, 968, 013 Alabama.. —......... 691,897 5, 751,645 12,854,694 10,544,858 18, 528,8 24 Florida —. —--—. 2, 865 45,259 1,850,709 2,607,968 3, 939,910 Total.............. 34,525,505 49, 741,326 75,199, 878 80, 269, 078 109, 843,194 UTenumerated States.. 1,400, 506 22, 937, 522 2, 283, 407 887,718 1,607,691 Total of all States.-. 66, 944, 745 101, 189, 082 113,895,634 136, 946, 912 196, 689,718 Statement of toniage entering and departing from the United States to foreign countries. 1S25. 1835. 1S40. States. Iwad Otad To. Ina.Otad Tt. res nward. Outard Total.- Increase. Outward. Totnal. Inward. Outwal nrdas. Maine..................... 1 r3, 573522 116, 581 190,1.03 113, 907 127, 079 240,986 50,883 128, 147 157,589 285,736 44,750 New Hampshire............ 16,614 8, 035 24,649 6, 564 3, 996 10,560 *14,089 12,757 4,864 17, 621 7, 061 Ml~assachusetts.............. 177,491 150,915 328,40 6 269,497 248,188 517,685 189,279 821, 450 246,769 568:210 50,595 Rhode Island............... 23, 354 23, 923 47,273 20, 871 21 735 42, 606 4, 667 19, 397 17) 436 36, 833 "5,773 Connecticut................ 22, 072 24,395 46,467 18,557 ~i0 146 38, 703`7, 764 23, 416 24, 601/ 48, 017 9, 314 New York.................. 294,W772 275, 729 520, 501 1,033, 748 932,933 1,066,681 496,180 l, 006,990 81,316 1,868,306 801,625 Pennsylvania............. 88, 266 84, 820 173, 086 78, 993 68,023 147, 016,0 70 87,702 83,628 171,330 24, 314 M.~aryland.................. 68, 744 70, 073 338, 817 63, 476 63,8 24 127, 300'11, 517 82,140 93. 264 175, I0 4 48,104 Virginia................... 23, 236 48, 919 72,155 27, 904 57] 649 85, 553 13, 398 34) 779 541 858 89.637 4,084 ~ North Carolina........... 32, 439 45, 593 78, 032 22, 742 35,8 20 58, 562 *19, 470 26,193 41,159 67, 352 8, 790'? South Carolina.............. 45, 696 74,601 120, 297 53, 404 82, 179 135, 583 15,286 60,645 1.07,555 168,200 32, 617 Georgia.................... 16,885 28, 875 45,760 37, 265 58, 385 95, 650 49,890 64,925 88,041 1512,966 57, 316 Florida.................... 682 323 1,005 8,258 ]1,250 19,508 -18, 503 11, 374 12, 508 23,882 4, 374 Alabama.................... 6, 728 10, 730 17,458 30:.884 45,460 76:344 58:886 66,772 118,103 184,875 108,531 Louisiana.................. 72, 978 77, 378 { 150, 356 156, 370 196,169 352,539 202,183 255,)477: 350,371 605, 848 253, 309 963.469 1, 039,890 2, 003,369 1, 942, 443 1,979,046 3,- ~, 489 1- 918, t20 2,202,164 2, 262, 053 4,464,217 542,7 Sta~ttes unenum~eratecl,,,,,.I"l —,1, ~ 2 yi ~ 3~6,5 6,21 4,..d........ 10202 15, 556 J25, 758 51,520 52,295 103, 815 78,057 I 87,145 91,442 178, 587 74, 77 Trotal of all States.,. 973,681 1,055,446'2,029,127 1,993,963 2i03- 341 4,025,304 1,996,177 26289,309 2,-53,495 -4,642,804 617 59 Decrease., STATEMENT —Continued. 1850. 1851. States,.. Inward. Outward. Total. Increase. Inward. Outward, Total. Increase. Maine................. 143,186 202,137 345,323 59, 587 147, 184 195,741 342, 925 2,398 New Hampshire..-.....11, 044 8, 213 19,257 1, 636 7, 397 7,693 15,090'4,167 Massachusetts ---- -.. —-. 611,449 546, 952 1,158, 401 590, 191 661, 574 626, 800 1,288, 374 129,973 Rhode Island-.- -.... 19, 922 18,475 38, 397 1, 564 22,892 23,585 46,477 8,080 Connecticut -.....-34,152 27, 317 61,469 13,452 34,712 30, 661 65, 373 3, 9(4 New York -2.......,...-..2277,720 2,1499096 4,426,816 2,558, 510 2,746,129 2,467,132 5,213,261 786, 445 Pennsylvania....- 132, 370 111,618 243,988 72, 658 159,638 140, 174 299,812 55,824 laryland.......;..... 99, 588 126,819 226,407 51,003 113,027 105, 789 218,816''7, 591 Yirginia..-........ 30,965 65,458 96, 423 6,786 34,563 65,347 99,910 3,487 Q North Carolina......... - - 28, 300 42,232 70, 532 3,180 20, 318 42,388 65,706 *4,826 South Carolina... —..-. 96,916 125, 052 221,968 53, 768 93064 140, 508 233, 572 11,604 Georgia ------- --— 57, 017 72,563 129,580 *23,386 47,096 69,709 116, 805 *12,775 Florida. —.. —, —~-~- 17,980 22,156 40,136 16,254 25,225 29,303 54 528 14;392 Alabama..-........-.... 96, 020 112,985 209,005 24, 130 55,684 121, 265 176,949 32, 056 Louisiana......... 350,853 369,937 720,790 114, 942 328,932 421,566 750, 498 29,708 4,007,482 4, 001,010 8,008,492 3, 544,275 4, 497,433 4,487,661 8,985,094 976,602 States unenumerated -. -.. 341, 157 359, 992 701, 149 522, 562 496,007 642, 393 1, 138,400 437,251 Total of all States......... 4,348, 639 4,361; 002 8, 709, 641 4,066,837 4,993,440 5, 130, 054 10,123, 494 1,413,853 - Decrease. Statement of tonnage entering and departing from northern and southern States. C1 1825. 1835. 1840. States. Inward. Outward. Total. Inward. Outward. Total. Increase. Inward. Outward. Total. Increase. Maine....... -........ 73,522 116,581 190, 103 113,907 127,079 240, 986 50, 883 128, 147 157,589 285,736 44, 750 New Hampshire............ 16,614 8, 035 24,649 6,564 3,996 10,560 14, 089 12,757 4,864 17,621 7,061 Massachusetts.............. 177,491 150,915 328,406 269,497 248,188 517,685 189,279 321,450 246, 760 568,210 50, 525 ~Rhode If~slanz~d ~ —23, 354 23, 923 47,273 20,871 21,735 42,606`4,667 19,397 17,436 36, 833 5, 773 Connecticut............. 22,072 24,395 46,467 18,557 20,146 38,703 *7,764 23,416 24,601 48, 017 9,314 New York-..... 294,772 275,729 570,501 1,033,748 932,933 1, 066,681 496,180 1,006,990 861,316 1,868,306 801,625 Pennsylvania.,-... 88,266 84,820 173,086 78,993 -— 68,023 147,016 *26,070 87, 702 83,628 171,330 24,314 696,091 684,398 1,380,489 1,542,137 1,422,100,064,237 683,748 1,599,859 1,396,194 2,996,053 937 816. nenumerated —............. 1,423 3,214 4, 637 37,461 39, 230 76,691 72, 054 52, 600 52, 809 105,409 64,299 Totalof northern States. 697,514 687,612 1 385,126 1,579,598 1,461,330,140,928 755,802 1,652,459 1,449,003 3,101,462 996,115 Nsrp_ —r —------, ~. ~.....'., C Maryland —..68, 7714 70, 073 138, 817 63, 476 63, 824 127, 300' 1, 517 82, 140 93,264 175, 404 48,104 Virginia.............. 23, 236 48, 919 72,155 27, 904 57, 649 85,553 13, 398 34,779 54, 858 89,637 4,084.North Carolina.-.........-. 32,439 44,593 78,032 22,742 35,820 58,562 *19,470 26,193 41,159 67,352 8,790 South Carolina... —........... 45, 696 74, 601 120,297 53, 404 82,179 135,583 15,286 60, 645 107,555 168,200 32,617 Georgia......-........... 16, 885 28, 875 45,760 37,265 58,385 95,650 49,890 64, 925 88, 041 152,966 57,316 Florida.................... 682 323 1,005 8,.258 11,250 19,508 I18, 503 11, 374 12, 508 23, 882 4,374 Alabama —........ 6, 728 10,730 17, 458 30,884 45,400 76, 344 58,886 66,772 118,103 184, 875 108,531 ~Louisiana —...... 72, 978 77, 378 150,3566 156,370 196, 169 352, 539 202, 183 255, 477 350, 371 605, 848 253, 309 267,388 355,492 622,880 400,303 550,7136 951,039 327,159 602,305 865,859 1,468,164 517,125 T exas -- -- -- - --- -- -- - -- --- - -- -- --- -- -- -- - --- -- -- -- -- Total of southern States - 267, 388 355,492 623, 880 400, 303 550,736 951,039 327,159 602,305 865, 859 1, 468,I 464'517,125 I~ ~ ~ ~ ~~~~~ ~..,I- ~' ~ ~'~3~ ~o, — a,,. ~* ~., Other States not enumerated.....- - -. 7,?63 8,846 16,209 ---------- 24, 1263 2- 120 47, 392 31, 183 1 / —------—' —-~~~~~~~~~~~~~~~~ —-~o, I._" _ o ~ District of Columbia...8,779 2 342 26, 6 1, 429 1 25 5 10,.282 18,.66 Total ----------------— 2973,681 81,055,446 2,029,127 1,993,960 2,031,341 14,025,301 1,996,178 2,289, 309 12,353,495 14, 642, 864 617,503 STATEMENT-C ontinue d. 1850, 1851, States. - Tot. _ Inward. Outward. Total. Increase Inward. Outward. Increase. Maine........ —.143, 186 202,137 345,323 59, 587 147, 184 195, 741 342, 925 * 2, 398 New Hampshire..............!,044 8, 213 19,257 1,636 7,397 7, 693 15, 090 * 4, 167 Massachusetts —-. —----—. — 611,449 546, 952 1, 158,401 590,191 661,574 626, 800 1,288, 374 129, 973 Rhode Island -. -.... 19,922 18,475 38, 397 1,564 22, 892 23,585 46,477 8,080 Connecticut - -. —-..- -....... 34,152 27,317 61,469 13, 452 34,712 30, 661 65, 373 3, 904 New York... —. —--------—. 2,277, 720 2,149, 096 4, 426,816 2,558, 510 2, 746, 129 2,467,132 5, 213, 261 786,445 Pennsylvania.... - -..... 1322,370 111,618 243,988 72,658 159, 638 140, 174 299, 812 55, 824 3, 229, 843 3, 063,808 6,293,651 3,297,598 3,779,526 3,491,786 7,271, 312 977,661 Unenumerated................ 101,036 83,987 185, 023 79,614 129,201 122,776 251,977 66, 954 Total of northern States- 3,330, 879 3, 147,795 6,478,674 3, 377,212'3,908,727 3, 614, 562 7,523,289 1,044,615 Maryland.-..-.....-........ 99,588S 126,819 226,407 51,003 113,027 105,789 218,816 * 7,591 Virginia........ 30,965 65, 458 96, 423 6,786 34,563 65, 347 99, 910 3,487 North Carolina 2............. 8, 300 42, 232 70, 532 3, 180 20, 318 42,388 65, 706 4, 826,South Carolina.. —.... 96, 916 125, 052 21, 968 53,768 93, 064 140,508 233, 572 11,604 Georgia -.................. 57,017 72,563 129,580 * 23, 386 47, 096 69,709 116,805 * 12,775 Florida....................... 17,980 22,156 40,136 16,254'25,225 29, 303 54,528 14,392 Alabama..................... 96,020 112, 985 209,005 24, 130 55,684 121,265 176,949 * 32, 056 Iouisiana-.................... 350,853 369,937 720,790 114,942 328,932 421,566 750,498 29,708 777, 639 937, 202 1,714, 841 246,677 717, 909 995, 875 1,716,784 1,943 Texas..-.................... 3,671 3,608 7, 27 — 9 3,363 2, 337 5,700' *1,579 Total southern States.... 781,310 940,810 1,72.2, 120 246, 677 721,272 998,212 1,722,4841, 943 Other States not enumerated.. 235, 036 270, 677 505,713 458,321 361,766 515,421 877, 187 371,474 District of Columbia........... 1,414 1,720 3,134, 22,652 1,677 1,859 3,536 402 Total.-...... 4,348,639 4,361,002 1 8,709,641 4,066, 837 4,993,442 5,130,054 10,123,496 c1,413,855 Decrease 886 S. Doc. 112. -INLAND WATER-ROUTES. The. following tables are submitted in reference to the inland waterroutes, and the character and value of their trade, so far as they couldhbe obtained. Application was made to persons in each of the principal cities for information relating to their inland trade, which was unsuccessful. It is mentioned with the hope that the principal commercial cities on the Atlantic and in the interior will promptly take measures to have this matter receive proper attention. It is due to the interests of the cities, to the inland trade, and to the railroad interest, that all the information relating to routes, facility of transportation, expense, distance, &c., should be correctly prepared and promptly given to the public in annual statements. It is necessary to state again, if any complaints are made of intereating local points being unnoticed in this report, the fault is not with the undersigned, but is chargeable to the indifference of those to whom repeated applications were made for the requisite data. The appended statements have been compiled from official and authentic returns; exhibiting the estimated value of the tonnage of the leading inland water-routes which connect the tide-waters of the Atlanic,with those o0f the Gulf of Mexico. There are at the present time ffour great routes to which the interior trade of the country has been chiefly confined-the St. Lawrence, the Erie canal, the Penmnsylvania improvements, and the Mississippi river and its tributaries. All these routes are mutually connected by an interior network of railroads and canals, and merchandise may be forwarded from the respective termini of each, upon tidewater, to any part of the country, (and by water except upon the Pennsylvania line,) and may be passed with convenience from one to the other. There are important works recently completed, and others in progress, designed to occupy a similar relation to this trade to those already described; but these have too recently come into operation to allow their results to be compared with the above-named. None of the former have passed into the great interior basin of the country save the Georgia line, which is yet wanting in those connexions which are necessary to secure to it the trade of an extensive range of country. When completed, the Baltimore and Ohio railroad will add another to what may be termed the national lines, and others equally extensive, and perhaps equally important, will soon follow. Up to the present time, consequently, the routes of commerce between the interior and the seaboard have been those first described. We have, however, unfortunately, accurate and satisfactory returns of.the quantity and value upon one route only-the Erie canal. The excel-'lent system prevailing upon that work gives, in great detail, every fact,of interest in reference to the source whence received, tonnage, value, character, and direction of all property passing over it. Upon the St. Lawrence canals, values are not given in the reports of the Board of'Works of Canada; and these have been estimated to agree, as nearly'as'possible, with the returned values of the same articles upon the Erie (canal. The tables showing the values of produce received at New' Orleans from the interior, are compiled from the annual statements which S. Doc. 11'2. 887 have appeared in the "' New Orleans Price Qilrrent'" for a'series of years. There is:no mode of-ascertaining the value of property passing up the Mlississippi river from New Orleans: it has, therefore, bee. estimtated in the fbllbwing tables to;equal three times t:he:amzount o importations of foreign goods. The want of correct statistical information relaling to the trade, comm- erce, and navigation of this:confederacy is a sufficient reason for commendcing, in a special manner,:to the public, the voluaies recently published, by Professor DeBow,;of the University of Louisiana, entitled i" The Industrial Resources of the'South and West," w-hich can be profitably consulted by -a-l desirous of obtaining commercial information minute in its.details and philosophical in its arrangement. ERIE CANAL aROUTE. Statement shtowing the value of each class of property reach~ing tide-water on the Hudson duaring a series of years, endcling December 31. Years.' Products of the A'griculture. 3Manufactures. Merchandise. iOther articles.:foresto 1.81.. $10J,160,656 $36,394,913 $4,335, 783 $329,423 $2,706,733 1850.. 1'0,315,117 38,311,546:3,9G60,864 563,615 2,323,495 IS49o. 79192,706 3S,455,4:56 3,899,238 508,048 2,319,9.83 1848.. 6,909,015 37,336,290 3,S34,360 593,619 2,210,623 1847.. S,798,873 54,624-,849':6,024,518 517,594 3,127,0S0 1846.... 8,589,-291 3:3,66:2,818 1 4,805,799 276,872 3,770,476 1'845.. 7,759,596 27,612,281 3,432,259 -S8,'497 3,.559,658 1844.. 7,716,032 21,020,065. 3,4S9,570 86,153 2,328,-526 1843.. 5,956,47'4 18,211,629 2,561,159 5'6,224 1,667,922 888: S. Doe. 112. The following brief notices and accompanying tables will serve more fully to illustrate the character of the business of this route in detail, and also convey to the mind of the reader some idea of the influence which the commerce flowing through this channel has had in building up the towns and cities on the tide-waters of the Hudson river. Albany.-This city, one of the most ancient, and at one time of first commercial importance among the marts of America, has direct relation with colonial trade and lake commerce and navigation. When it is -considered that the extraordinary facilities furnished by tile Hudson river toward reaching the great marts on the Atlantic coast called into existence, if they did not actually create a necessity fr, those artificial channels through which the great lake commerce finds its way to tide-water, it will be seen that there is a most intimnate commercial connexion between the great lakes and the ports on the tide-waters of the Hudson. The whole effect, therefbre, of the vast trade under consideration, is not visible without a sketch of the business of those ports-especially as much of the Canada trade, indeed nearly the whole of it, with this country, reaches tide-water by way of Albany, and makes part of the commerce of the Hudson. There are several cities on the banks of this noble river worthy of notice. Albany, Troy, Lansingburgh, and Waterford, are all places of thriving business. W aterfbrd is the most northerly, and lies on the west bank of the river, nearly opposite Lansingburgh, at the point where the Champlain and Erie canals form their junction: It is not a large town, but has some flourishing manufactories, among them several flouring mills, which add much to its canal commerce. Lansingburgh, on the opposite side of the river, a little further south,:is an old town, which was engaged in a flourishing river commerce, carried on by means of sloops and schooners, as early as 1770, with New York and the West Indies. The introduction of steam has caused that trade to cease; and Lansingburgh, being off the line of the canal, has little use for her docks and warehouses at this day. Troy, three miles south of Lansingburgh, is a large and enterprising modern city of about 30,000 inhabitants, having increased in population, from 1840 to 1850, 9,451. The city lies on both sides of the Hudson, six miles north of Albany, and one hlundred and fifty-six from New York. The principal portion of the city is on the eastern bank of' the river, over which communication is kept up by ferries and a bridge. Troy is at present, therefore, virtually at the head of steamboat navigation on the Hudson. On the west bank, the canal is connected with the river by a lock, through which boats may pass and thence tow by steam to Albany and New York, or, which is more frequently the case, discharge their cargoes on board barges, of great capacity, which are towed down the river to New York, while the canal craft receive another cargo and return northward or westward. It is this business S Doe. 112.- 889 of transhipment and exchange which forms the principal commerce of Troy, and occasions its rapid growth. It is connected with Boston and New York, as well as Burlington, Rutland, Montreal, and all western cities, by railway, as will be observed by the accompanying railway map. Albany is the oldest and most important of all the river cities. It was first visited by Hendrick Hudson in 1609, and was settled a few years later, under the appellation of the manor of 6" Renssellaers-wyck,"' by a colony of Dutch, under the manorial superintendence ofJeremais Van Renssellaer. It has steadily. increased in population, wealth, and enterprise since the date of its settlement, but has throughout adhered to many of its old Dutch customs and names. In 1754 it had attained a population of 1,500 to 2,000; in 1800, 5,349-since which time the number of inhabitants has been doubled, on the average, once in fifteen years, giving it, in 1840, a population of 33,721, and in 1850, 50-,771. It is the capital of the great State of'New York, and is now easily accessible from all parts of the commonwealth. The capitol is situated on the till back from the river, commanding a fine view for many miles up and down the stream, as well as over the surrounding country.. The elevated position of the city makes it a healthy and delightful residence. The country around is uneven, and in some parts mountainous, but mostly susceptible of a high state of' cultivation. The commerce of Albany is almost as ancient as its settlement, though it was first made a port of' entry in 1833. No reliable records of its river commerce were kept previous to that date. As early as 1770, Albany sloops visited the West Indies in large numbers, and in 1785 the, "Experiment," a sloop of 80 tons, was fitted out here fbr China, being the second adventure from this country to Canton. She created great interest in the China seas, returned in safety, and made several subsequent trips. The application of steam as a propelling power has nearly revolutionized the commerce of the ports on the Hudson; and the ancient foreign trade of Lansingburgh, Troy, and Albany is now extinct. In 1791, no less than forty-two sail were seen to arrive at or pass Albany, on their way to places above, in a single day. After Albany was erected into a. port of entry, Congress made an appropriation for the removal of the obstructions to navigation, about six miles below the city, known as the Overslaugh. Although much was done to clear the channel and prevent future accumulations, yet the passage is still difficult at low water, and requires further and more efficient improvements. No detailed statements of the river commerce of Albany are at hand; but much may be learned firom the excellent reports of the auditor of the canal department with regard to the quantity and value of'articles arriving at and going from tidewater. This will give nearly all the commerce of the river at Albany and points above. The number of vessels arriving and departing from Albany, consisting of schooners, sloops, brigs, steamers, propellers, and scows, was, in 1848, 788, and in 1iS19, 785. The tonnage entered and cleared 890 S. Doc. 112. at this place, of the same:61ass of vessels, for a series of years, was as follows:,Tonzs. In 1 8 38..-..o36,721 1839.........40,369 1 8403........... 39,416 1841..........50,797 1842. f.................49,356 1843 -.......................55,354 1844. -. - 65,507 1845..... 70,985 i846................71.,011 1847.'. 97,019 1848........-......77,983 18 49..., 79, 122 Much of this tonnage traded to Boston, New York, and Philadelphia. The following table shows something of the value of the commerce of all the tide-water ports for a series of years, as given in the canal returns: Property going from tide-water. Aryriving at tide-water.'Years. Tons. Vlue. Tons. Value. 1837...... - 122,130 $25,784,147 611,781 $21:,822,354 1838. 1;42,802 33,;062,858 640,481 23,038,510 1839. -...... 142,03;5 40,094,302 602,128 20,163,19'9 18'40.-. 129,580 36,398,039 669,012 23,213,573 1841........162,715 56,798,447 774,334 7,2225,;322 184l2..-. 1'23A,294:32,314,998 666,626 2297511,013 s843... - 143,55:95 42,258,488 836,861 28,453,408 1 844 o o 1'76,737 53,142,403 1,019,094 34,183, 167 1i84 5. O _ - 9 - 195,0'00 55,453,9 98 1,'204,:943;45,1452,321 1'846'213,795 64,628,474 1,362,319:51,105,;256 18-47........- 288,267 77,878,766 1,744,283'73,092,414 1848.329,6557 77,477.,781 1,4417,905 50,883,907 1849 315,550 78,4S1,941 1,579,946 52,375,521 1850 418,-370 74,8-26,999 2,033,863 55,474,6637 18 —5S1 o.o' o o467,961 8'0,739,899 1,977,151 53,927,508 185~2 ""owoo 5351,5i27 118,896,444' 2,234,822 66,893,102 S. Doc. 112. 891 The following table-exhibits the proportion: of each class of property coming to tide-water. That going west was chiefly merchandise: Years. The forest. Agriculture. Manufactures. Merchandise. Other articles. Tons. Tons. Tons. Tons.- Tons. 1835.. 540,202 170,945 8,848 2,085 31,1'02 1.836. -473,668 173,000 12,906 1,176 35,597 1837. - 385,017 151,499 10,124 354: 64,777 1-838- -.....400,877 182,142 8,487 298 48,(677 183:9,.. - 377,720 163,785 8,565 499 51,559 1840. 321,709 302,356:8,665 104 36,178 18414... 449,095 270,240 17,891 155 36,953 1842......... 321,480 293,177 16,01.5 185 35,769 18.43- -... 416,173 346,140: 299493 201 44,854 1844-....... 545,202 378:,714 32,334 245.62,599 1845. — 607,930 447,627 49,s812 253 99,321 18:-46... - 603,010 628,454 46,076 1,796 82,-982 1847 -------- 666,113 897,717 51,632:4,831 124,090 1848-:603,272 685,896 44,867 6,343 107,527 S849- -.:665,547 769:,600 44,288 5,873 94,638 1i850-...-. 947,768 743,232 39,669 7,105 11 3,273 1851.- L.... 913,267 891,418 527302 4,O580 1.15,581 1852. 1,06 4,677 989,268 47,512 10,605 122,760 The following table shows the character, quantity, and value of the property coming to tide-water on the State canals during the year 18S1:: Alrticles. Quantity. Tons. Value. The Forest. Fur and peltry - pounds. 484,000 242 $605,200 Boards and scantling. -. feet. 427,038,600 711,731 7,213,226 Shiigles ---------- M. 47,900 7,185 203,971 Timber-. cubic feet. 4,237,750. 84,755 505,251 Sta:ves - -. —- pounds. 155,304,000 77,652 737,686 Wood.-. cords. 8,726 24,432 53,591 Ashes, pot and pearl.barrels. 29,084 7,271 841,731 Total of the forest..9.......... 91 3,268S 10,160,656 Agriculture. Pork.... barrels. 45,019 7,203 663,898 Beef..-.-.-..do... 76,344 12,215 468,054 Bacon.- -pounds. 10,904,000 5,452 980,956 892 S. Doc. 112. STATEMENT-Continued. Articles. Quantity. j Tons. Value. Cheese. - pounds. 25,602,000 12,801 $1,663,606 Butter -.-.... do... 9,568,000 4,784 1,338,997 Lard.-............ do..- 10,814,000 5,407 973,324 Lard oil. - gallons. 240,800 1,204 168,537 Wool -. —------ - pounds. 10,518,000 5,259- 4,101,415 Hides -.. —-—. -- do... 572,000 286 68,434 Tallow d -..o... 244,000 122 16,976 Flour......... barrels. 3,358,463 362,714 13,436,542 WNheat.. bushels. 3,163,666 94,910 3,051,110 Rye............... do... 288,679 8,083 186,986 Corn... -.. —----- do... 7,915,464 221,633 4,427,175 Corn meal.. barrels. 7,065 763 20,172 Barley --------—. bushels. 1,809,417 43,426 1,429,332 Oats. do... 3,594,31.3 57,509 1,348,019 Bran and shipstuffs... pounds. 44,036,000 22,018 352,285 Peas and beans......bushels. 127,500 3,825 141,698 Potatoes..do... 599,950 17,949 341,531 Dried fruit -pounds. 1,424,000 712 114,108 Cotton......do.. 220,000 110 23,994 Un rmanufact'd tobacco -.do... 3,702,000 1,851 8.13,712 Hemp. -.....do... 1,160,000 580 75,469 Clover and grass seed.do... 534,000 267 39,876 Flaxseed -..do... 122,000 61 2,426 Hops....do... 552,000 276 146,287 Total agriculture........ 891,420 36,394,913 Manmjfactures. Domestic spirits...gallons. 2,787,600 13,938 627,406 Beer.... barrels. 56 9 315 Oil meal and cake..pounds- 6,810,000 3,405 85,150 Starch.. do... 2,560,000 1,280 135,732 Leather. —. —---—. do... 8,204,000 4,102 1,230,384 Furniture......do... 1,046,000 523 104,385 Agricultural implements.do... 320,000 160 15,842 Bar and pig lead....do... 36,000 8 820 Pig iron..............do.. 5,916,000 2,958 59,158 Castings... do... 2,448,000 1,224 73,438 Machines & parts thereof. do... 148,000 74 14,931 Bloom and bar iron.....do... 33,350,000 16,675 666,993 Iron ware.-.-........do... 4,000 2 111 S. Doc. 112. 893 STATEMENT-Continued. Articles. Quantity. Tons. Value. Domestic woollens. -.pounds. 824,000 412 $725,419 Domestic cottons.......do-.. 2,248,000 1,124 539,312 Domestic salt...dO.. 12,816,000 6,408 56,387 Total manufactures.. -.. 52,302 4,335,783 Merchandise...... -. 9,160,000 4,580 329,423 Other articles. Live cattle, hogs & sheep.lbs.. - 868,000 434 26',100 Stone, lime and clay.....do. - 86,286,000 43,143 122,000 Gypsum.. do.. 3,242,000 1,621 6,475 E - do.. 3,676,000 1,838 220,652 Mineral coal - do. 26,110,000 13,055 5S,753 Fish-. do_. 170,000 85 7,101 Copper ore -do - 418,000 209 62,667 Sundries...... do. 110,392,000 55,196 2,202,985 Total other articles.. 115,581 2,706,733 Grand total...:... 1,977,151 53,927,508 Besides this array of tonnage arriving at tide-water on the canals, there was, in 1851, of the same classes of properly, to the amount of $8,332,441 landed at Troy and Albany by railway firom the west. There also went west by railway fiom Albany and Troy 29,112 tons of merchandise, furniture, and other property. From the foregoing statements it may be seen that all the property from the Canadas via Lakle Champlain, and all that from the western States via the canals or central line of railways, destined for New York or Boston, must pass through these tide-water ports, which it rarely does: without being either transhipped or handled sufficiently to pay a tribute to the commerce of some one of them. Albany and Troy are advantageously connected with Boston, New Ycrk, and the lakes Ontario and Erie by excellent water and railway routes, and, from present appearances, must continue to increase in commercial wealth and importance so long as the Atlantic cities on the one hand and the west on the other mai'ntain and multiply their present traffic with each other. MISSISSIPPI RIVER ROUTE. Statement showing the value of cotton, hemp, tobacco, sugar, molasses, pork, bacon, and lard, at New Orleans, during a series of years, ending Sectemnber 1. Years. - Cotton. Hemp. Tobacco. Sugar. Molasses. Pork. Bacon. Lard. 1851.. $48,592,222 $257,235 $7,291,765 $11,827,350 $4,026,000 $5,250,541 $6,348,622 $3,925,845 1850... 48,756,764 452,088 7,736,600 1.2,678,180 2,625,000 4,134,632 5,879,470 3,381,404 1849. 41,886,150 695,840 6,166,400 12,356,150 2,400,000 6,632,554 2,992,787 5,024,340 -n 1848...'30,844,314 436,832 3,938,290 8,800,000 2,288,000 6,621,911 2,989,385 4,970,113 1847.. 35,200,345 410,096 3,430,544 9,600,000 1,920,000 3,934,047 2,098,788 4,611,050' 1846.. 32,589,436 903,570 3,604,468 9,800,000 1,440,000 4,511,162 2,935,349 3,804,515 c 1845.. 33,716,256 309,800'4,144,562 10,265,750 1,710,000 3,666,054 1,671,855 2,729,581 1844.. 23,501,712 462,740 3,697,390 9,000,000 1,260,000 2,651,172 906,970 1,767,211 t. 1843 ---------------------—. —- —.... —1842.................- - 1841.. 24,425,115 18,165 3,699160 3,600,000 45 0,000 1,542,467 521,912 1,138,919 S Doc. 112. 895 Statement of the comparative value of prop)erty sent from the seaboard to the interior via the St. Lawrence, the Hudson, and the Mississippi. Years. St Lawrence. Hudson. Mississippi. 1851 n o...... -.. $10,956,793 $80,739,899 $38,874,782 1850. 74,826,999 33,667,325 1849 o -..................... 78,481,941 30,152,091 1848..,.. - _-.-.. 77,477,781 25,141,317 1847. -...... 77,878,766 27,667,512 1846 -. —... 64,628,474 21,66S,823 1845. -. -........ 55,453,998 21,035,030 1844. — 53,142,403 23,480,217 1843 -. -...... - 42,258,488 24,510,045 1842 -. —.-.,.......... 32,314,798 24,093,570 1841 --'_ 56 798,447 30,768,966 There should be added. to the foregoing table, in order to exhibit fairly the tonnage of the New York or Erie route, the amount of freight carried to and taken fiom tide-water by the several lines of railway. The following is the estimated business, in tons, taken from'official sources, of the Northern. or Ogdensburg, the New York. Central, and the New York. and Erie. lines. These different lines landed at tideNwater, in the aggregate, 228,107 tons, valued at $11.,405,350; and took: from thence to the interior 89,112 tons, valued at $44,556,000. Conmparative statement showing an estimate of the tons of some of the principal articles landed at tide-water, and going from thence to the interior, via the different routes, in 1851. St. Lawrence. Hudson. INew Orleans. Articles. Tons up. Tons down. Tons up. Tons down; Tons down. The Forest. Lumber...10,220 62,351........ 711,731........ Timber. -1,725 9 895 84,75-5 Shingles -76... 76,185 2 Staves. 90 9,177. 77,65'2 58,552 Furs. -....... 522-,500 Ashes..... 7 5,'576 7,27'1 a.. 896 S. Doc. 1I 2. STATEHMENT-Continued. St. Lawrence. Hudson. New Orleans. Articles. Tons up. Tons down. Tons up. Tons down. Tons down. Ag riculture. Flour - 2,177 70,966 - 362,714 10 0,138 Wheat - - 821 16,867....... 94,910 - 5,193 Corn - 171 3,052.. 221,633 109,989 O)ats. 1,501 1,746.. -57,509 6,949 Rye...n. 38 284 8,0S3 3Barley - - 43 69. 43,426. Potatoes ---- 110 403.. 17,949 22,809 Cotton......110 321,566 Hemp. 2 74..... 580 2,858 Wool.. 15. 5,259 Eggs............ 1,s38. —- Oil cake.. — - 3,405 - Tobacco.. 52 135......... 1,851 54,187 Beef. -- - --- - - 89 —- -12,215 9,077 Pork. 1,399 8,454. 7,203 47,205 Bacon 1,635 164.... 5,452 37,291 Butter,. - 2 1,122... 4,784 2,417 Cheese... —- 37 —.. 12,801 1,811 Lard.-.-.-. - - —.-. 150.5,407 22,766 Tallow 30 413 122 196 Malzafacures. Whiskey 230 649.13,938 29,270 Lard oil. 25. 1,204 2,117 Leather... 4,102 Lead.- __. —- -...... 8 9,592 Railroad iron.. 27,994-... -.... Pig iron. 14,179 66.- -. 2,958 62 Blooms. 9,794..-.........-. 16,675 - Castings..... 1,563 77 -. 1,224 Nails and spikes 1,745..-....Sugar 3-...... 3,596..-....... 118,273 Molasses.... 398 1.....- - -. 91,500 Salt-... 7,297 134.... 6,408.. Coal 9,054 86....-.. 13,055 85,000 Furniture 1,465........-.....-, Merchandise - 15,295 923 349,230 4,580.. Sundries... 12,510 141,412 117,266 74,722 153,350 Total tens.. 120,779 329,621 467,961 1,977,151 1,292.670 S. Doe". 1 12. 897 These figures show" correctly the tonnage arriving at and departing firom.tide-water on the Hudson by canal, and that passing up and down the St. Lawrence canals, during the past year. Upon the Mississippi routes the estinLates are based upon the best data obtainable. There are no mueans at hand of estimating with any probable degree of accuracy the "' up" tonnage of the Mississippi. With these additions, the following table would show the comparative movement Iupon the different route s: Comparative statement showiwg tonnage and value qf merchandise sentfrom and received at seaboard by way of th/e New York canals and St..Lawrence and Mississilppi r ivers for 1 S51. Tons. Value. Downward. New York canals. -.. 1,977,151 $53,727)508 New York railroads - 228,107 11,405)360 St. Lawrence -. —------.-.-. 329,621 9,153,589 [Mississippi,o o -.. -. 1,292,670 108,051,708 Upward. New York canals- -1..-0..... - 67,961 80,739,899 New York railroads -.... —--—.. 89,112 44,556,000 St. Lawrence..................... 120,779 10,956,793.Mississippi. -....-......... 38,874,782 The movement on the Pennsylvania, line is not entered in: the comparative statement, because only the through-tonnage, which is sup-.. posed to be represented by the amount transported over the Portage railroad, is shown. The amount of this tonnage going ea.st upon this road ior i86i was 13,696 tons, valued at l25o,000; LotLd iuilnage goi-ing west, 10,961 tons, valued at $2,779,731. The tonnage of the public works of Pennsylvania having an eastern direction is derived chiefly from the produce of the State, which is of great magnitude and importance. For this trade there are two outlets-one b5 the Columbia railroad, and one by the Tide-water canal,' the returns of the tonnage of which will be fbund annexed. 58 898 S. Doc. 112:. Tabular statement showing the value of property received at seaboard by the foregoing routes. Years. St. LaWrence. Hudson. Mississippi. 1851$ ~ 8 9,1653,580 $53,927,508 $108,051,708 1850 -. — - - - 55,474,637 106,924,083 1849-.. - -52,375,521 96,897,873 1848... 50,883,907 81,989,692 1847-... 73,092,414 79,779,151 1846 - -51,105,256 90,033,256 1845 - -45,452,321 77,193,464 1844 -. 34,183,167 57,196,122 1843 -----------------. ---—.. 28,453,408 60,094,716 1842 ---------- ----------- 22,751,013 53,782,054 1841 — - -.-.... - 27,225,322 45,716,045 4854,924,474 857,658,164 The movements for the past year upon the St. Lawrence and Portage routes only are given, for the want of convenient data. The downward tonnage upcon the St. Lawrence canals for 1850 was 212,135, against 329,621 fobr 1851, upon which the above estimate is made. The tonnage is estimated to correspond in value with the estimated value of similar articles on the Erie canal. Statement of property sent westwvard from Philadelphia by railroad in 1851. Articles. Amount. Agricultural productions not specified. pounds.... 1,422,600 Barley.-.... barrels 7,248 Cotton.-.p............pounds. 1,631,600 Hemp-........ do ----- 347,400 Hops...do.. 52,000 Potatoes ---...bushels.. - 1,788 Seeds. do. 661 Tobacco, not manufactured pounds.. 213,500 Wheat.-.-.... bushels.- 2,637 Hides, dryv -. pounds... 1,178,500 Do. green..do...... 735,000 Leather.. do ----- 684,600 Wool.-.............................do...... 196,600 Boards, plank, &c. - feet. 546,000 Ale, beer, and porter.. -........... barrels..... 1,156 S. Doc. 112. 899 STATEMENT —Continued. Articles. Amount. Bonnets, boots, &c.- -, pounds.. 5,029,500 Clinaware and queensware. o. 5,111,900 Coffee.... do. 6,851,700 Drugs and medicines...- -. do-. 2,149%200 Dry goods.- do-..... 36,514,700 Dyestuffs -- -..do. 63,500 G lassware... -do - 166,100 Groceries --- - -.....-do..- 33,735,800 Hardware and cutlery.. do. -. 10,071,500 Bagging...-. do.. 193,900 Liquors, -foreign-..gallons. 38,187 Paints.. —.. pounds 465,300 Salt...bushels-. 44,558 Tobacco, manufactured - -pounds. 151,400 Anvils....- - do - 232,500 Coal, mineral...... - tons....... 5,162 Copper-. —.. pounds.. 76,800 Gypsum.-....-. —......tons 1,244 Iron, pigs. _pounds. 836,400 Iron castings - - -.do - 29480,300 Iron, bar and sheet - do -. —. 2,801,300 ~Nails and spikes - -do3.. - 561,200 Alachinery -do -1,089,400 Sp nish, whiting ------— do. 460,400 Steel -do...... 760,600. Tin-.-. do-.. 1 247,500 Bacon -------- ---------— do. 109,300 Cheese. -.-... - - -do. 257,700 Fish. — barrels.. 33,210 Pot, pearl, and soda ash. - -pounds...- 1,726,500 Marble-...do-. —. 2,656,000 Agricultural implements - - do.... 7,400 F urniture. —...do... 777,200 Oil (except lard oil)-. gallons. 350,377 Paper - -pounds. 1,981,600 Rags - -do....... 1,30,900 SStraw paper - -do. 10,200 Tar and rosin - _do. 2,526,100 Sundries -do.. 3,359,800 Live stock. do....... 73,600:Number of cars cleared. 56,755 Passengers, miles travelled by emigrants going west -...-....-. 865,456 Amount of toll received - -. $392,764 64 900 S. "Doc. 112. Statement of property received at Philadelphia byt railroad from the West, in 1851. Articles. Amount.Agricultural productions not specified -...pounds. - 4,142,000 Barley. bushels..... 21,048 Rye..-do. 31,193 Corn -d. -.-.-.-. — — do d -464,595 Cotton-.pounds.. 581,300 Hemp-.do 829,60 0 Oats - ---—. —-----. bushels. 451,768 Potatoes. do.. 38,6587 Seeds.- do....... 26,039 T6obacco, not manufactured-..pounds.. 6,324,000 Wheat -. - -bushels.. 121,656 Deer, buffalo, and moose skins -pounds.... 463,300 Feathers-..-....-do.......... 432,700 Furs and, peltry-.-do. 179,600 Leather.-.... ——.. do. — 3,363,900 Wool. -..do ------- 3,344,200 Bark, ground...... do. —---- 3,064,600 -Boards, plank, &c-.....feet- 4,551,100 Drugs and medicines -.. pounds. 48,400 Dry goods-.. do. - ---- 1,465,200 Dyestuff's....-. do. 377,800 Earthenware..........do.. 215,800 Glassware.....do.. 425,500 Hardware and cutlery. do. 589,800 Bagging...........................do - --- -. 46,300 Tobacco, manufactured................do - 1,500 Whiskey....gallons.. 632,362 Coal, mineral. -.tons. 3,1 04 Copper...pounds.. 156,100 Iron, pigs — do-.... 2,479,900 Iron castings.. do-.. 156,1.00 Iron blooms and anchonies - -..-.do.. — 1,335,900 Iron, bar and sheet-. do 9,071,700 Nails and spikes.do. —. 1,759,100 Machinery -- do - 7 1.,600 Steel.-. do -- 9,400 Bacon-........ do.. 11,693,500 Beef and pork. -barrels.... 4,543 Butter......pounds. 1,917,700 Cheese.-... do. — 8,000 Corn-mea] b-.... barrels..... 6,220 Flour..-....do.. 315,257 Lard and lard oil-.pounds.. 3,817,200 Soda ashes................do.. — 131,000 Tallow. -.-...............do....... 292,200 S. Doc. 1 12. 90P1 STATEMENT -Continued. Articles. Amount. Furniture. -..................pounds 638,000 Oil (exceptlard oil)..................gallons..... 1,862 Paper....................... pounds. 891,100 Rags-....... do....... 811,800 Straw paper do....... 986,700 Live stock. do. 7,594,700 Passengers, miles travelled - -4,264,653 Comparative statement of pward tolls on the Susquehanna and Tide-water cana7s.. Articles. 1849. 1850. 1851. Ale........................ barrels........... Ashes, soda and other......... pounds 292, f87 1,189,017 15,237 Boats cleared.....................numler.... 4, 676 4, 613 5,210 Bacon, pork, beef........... pounds... 662,261 1,117, 541 695, 070 Bone dust, guano................o..... 564,146 76565 894, 428 Bricks........................do...... 1,245, 595 1,478, 669 936, 548 Burr-tlocks, cement, mill-stones..........do...... 1,927,245 6,738,287 187,642 Clay, German and fire...................... 1, 328, 767 1,437, 938 966, 212 Cotton............... pounds... 290, 125 92, 396 132, 936 Cheese. do....................... 37, 295 Coffee *d.................do........ 22, 062 Fish.............................barrels... 23, 270 23 192 22, 367, Grin dstones....... pounds... 185,879 170, 94.5 219, 500 Glass....................................................... e........ 18, 236 Hides.............................pounds.......................... 1, 3i8,293 Iron............................. do...... 12,050,837 4, 658,855 1,283, 130 Iron ore.............................4do.... 264, 420 Iron castings..........................do..... 1,009,498 1, 072,053 1, 854, 261 Leather............... do...................'2, 322 IMalrble..............................do........ 562, 045 618, 487 656, 070 M'ft chandise' not specified............... do.... 29, 701,790 30, 835, 069 31,944,140 Nails............... e.............ke s.... 4,779 5,865 5,415 Passengeres...... *..... n.....number... 109 89 132 Plaster............................tons. 10, 94 9,286 8, 103 Salt.,..........,......... bushels... 173,050 138, 214 129,278 SoaBostone.............. pounds.... 806, 155 I, 448, 255 1, 31(1,400 Sand.............................. do.... 569,2 290 421,061f 563, 483 Sundties,................. 1,016, 2-9 1, 133, 393 1,1i98, 226 Tar, rosin, pitch.......... barrels s 2,'528 3,535 3,658 Wheat......................... bushels.. 19, 545 461 8, 277 902 S. Doe. 112. Comparative statement of downward tolls on the Susquehanna and Tide-water canals. Articles. 1849. 1850. 1851. Agricultural products not specified... pounds... 620, 003 332,242 1, 307,017 Bacon anti beef.....................do.. 259,632 11,711 2,312, 093 Baik..k......................cords.... 3, 304 2,654 3,(26 Boats......Not....,..,.. o. 6, 173 6,169 6, 861 Bricks, fire and common..............do.. 1, 128, 193 307, 950 485, 695 Butter, cheese, lard, and tallow.........pounds.... 382,803 388, 512 783,789 Coal, anthracite........................tons.... 107, 638 109, 611 129, 276 Coal, bituminous........................do.. 20, 640 17,679 20, 673 Charcoal..............pounds.. I, 005. 000 30, 000............ Corn and other grain.............bushels... 508, 897 109, 691 591, 105 Flour.......................barrels.... 86, 458 108, 227 142, 36'2 Ice..................p.............pounds......... 526,400 Iron, bar and railroad, and nails..........tons.... 3, 212 6, 334 4, 128 Iron, bloom, tons, 2,464.....p.......ounds.... 2, 095 2, 188 1,984 Iron ore...........................tons.... 2, 188 357 1, 135 Iron, pig and cast..........do... 25, 409 17,839 17,860 Leather........................ pounds... 1,260, 689 8t;8, 325 891,811 Lime............... bushels.... 183, 970 290, 167 34!),281 Limestone........... perches... 9,258 9,300 5,548 Liquors, domestic.................. barrels... 24,050 18,265 17, 312 Live stock................pounds.. 54, 375 15,200 19,000 Locust treenails.................do..... 59, 750 246, 180 280, 000 Lumber, sawed..................sup. feet... 52, 344,215 62, 636, 416 77,182,255 Lumber, maple, cherry, and walnut......do..... 270, 478 395,225 217,618 Merchandise' and manufactures not specified..... 571,916 1,104,740'1,539,971 Poles, hoop....................No... 320,700 326,307 516,790 Passengers...........................do..... 1,377 2, 009 818 Rags..............pounds.... 212,479 278,633 318,133 Seeds, flax, grass, &c............. bushels.... 16, 427 8,259 14, 004 Shingles................................. No.... 9,049,585 8,850,636 8, 775, 615 Slate, roofing................tons.... 646 945 604 Staves...............................No... 898,600 952,270 755,030 sumac, shaved and ground bark.......pounds.. 472, 374 184,322 305, 742 Timber.................cubic feet... 89,417 24,076 24,070 Tbbacco......... pounds.... 66,356 49,134 633,366 Wheat...................bushels.. 840,575 1,131,767 1,032,4'0 Wood..............................cords.... 1,436 3, 218 3,573 Wool.........................pounds.... 121,683 55,484 27,810:Value of 2produce received via canals on the Hudson, and at New Orleans via Mississi2pi, with United States exports and imports. Years. N.Y. canals, at tide- At New Orleans. Total. water. 1840.......,...- $23,213,572 1842............. 22,751,01.3' $45,716,045 $68,467,508 1845.............. 45,452,321 57,199,122 102,651,44-3 1848.',,..6 f0,883,907 70,779,151 130,663,058 1850 - - -,........,55,480,941 96,S97,873 152,378,814 1851-.... 6. 53,927,508 106,924,083 160,851,591 1852- -,,,,.. 66,893,102 108,051,708 174,944,810 S. Doc. 112e. 903 INTERNAL TRADE OF THE UNITED STATES. Under this title an estimate will be formed of the aggregate value of the lake and river commerce of 1851, and also an estimate of the value,of the entire coasting, canal, and lailway commerce of the'United States for 1852. It will readily be perceived that all our commerce, which is not composed of transactions with foreign countries, properly comes under the head of "internal" or "domestic" commerce, as it is a trade or system of exchanges which exists among ourselves, and through which we are enabled to consume so large a share of our own prod uctions. It is very probable, especially in domestic trade, that the same merchandise or produce may enter into the computation of the aggregate for the whole country, several different times; but the fact that it is obliged to pay a commercial tribute at every point where it is handled, sold, or exchanged, in the shape of commissions, storage, cartage, cooperate, insurance, etc., renders it as appropriately a portion of the commerce of the place where its value is enhanced by these expenses, as though they occurred each time in foreign countries. Thus, a computation of the value of the entire commerce of the world would show the value of the imports and exports at each and every port of all countries; and yet such a computation would scarcely give any definite idea of' the true "money value" or "quantity" of the property entering into one exchange; or, -in other words, the proportion of the aggregate productions of the world which are exchanged or put into'a market previous to consumption. In these estimates, therefobre, the gross value of the domestic trade will be considered, and if the results arrived at be correct, they should nearly correspond with the aggregate business transacted by all the commercial houses in the country. It has been shown that the domestic or coastwise trade of the lakes in 1851, was valued at $314,478,45&. As it is usual for prices of all agricultural produce to fluctuate, it is important to know the quantity as well as value composing the commerce, in order to decide upon the actual increase or decrease of production. The returns of the district of "Buffalo creek" show the tons of property composing the imports and exports at that port; and as the commerce of that district is a very fair representation of the character of the whole lake commerce, the tonnage, and value per ton, of the commerce of that port will be used as a basis in ascertaining the tons of the lake commerce. In this way, the average value of exports and imports is ascertained to be $79 19 per ton, which into $314,473,458, as above, gives 3,971,126 tons as the gross imports and exports at all the lake ports. The licensed American tonnage engaged in this trade was 215,975 measured tons, which into 3,971,126 tons, gives a fraction over eighteen gross tons per ton measurement, or eighteen tons, as it may be called for convenience, received and discharged per ton licensed. Applying this rule to the tonnage of the Mississippi and its tributaries, with an addition of twenty-five per cent. in consideration that the river tonnage is employed the whole year, instead of eight to nine months as on the lakes, will show an approximation to\the gross tons of the river commerce. Mr. CORWIN's report on the "Steam-marine of the Interior" 904 S. Doe. 112. states the river tonnage at 1.35,560 measured tons, which multiplied by twenty-four, gives 3,253,440 tons. Adding one-fourth, 813,360 tons, to this amount for flat and keel-boat transportation, and the aggregate is 4,066,800 gross tons. The average value per ton of such property received at New Orleans during the year ending August 31, 1852, was $83 58, which is assumed as a fair representative value of the whole trade. The gross value of the river commerce in 1851 was $339,502,744; and the total of lake and river, according to these estimates, $653,976;202. None of the enrolled and licensed tonnage of the United States is engaged in foreign trade. It amounted in 1851 to 2,046,132 tons,' 87,476 of which was engaged in the cod-fisheries, 50,539 tons in the mackerel fisheries, and 1,854,318 tons in the "coasting trade." The tonnage of the lakes and rivers is all included in the " coasting trade," as classified in the treasury returns. The treasury returns fbr, 1852 show that the aggregate registered, enrolled, and licensed tonnage has been augmented since June 30, 1851, by about ten per cent. If this increase of ten per cent. be added to 1,854,318 tons, an aggregate is arrived at for 1852, of 2,039,749 tons of' shipping employed in our dofmestic "carrying trade" or "exchanges," besides considerable registered tonnage which frequently enters the coasting trade between the Atlantic ports and those on the Gulf and the Pacific. Itshould be remarked here that a large proportion of this tonnage is sail, and, therefore, incapable of as frequent trips as steam. An investigation, howover, shows that there is very little difference in the carrying capacity per ton measurement; as the fuel and machinery of steamers take-up so much room, and add so largely to the weight, that but a small proportion of freight is required to put a steamer in the "passage trade" in "running trim." Hence, the annual "carrying trade" of a large steamer is generally less per ton measurement than that of a"' sailing vessel. As some of' this coasting tonnage is employed only in summer months, but the major portion of it during the whole year, the capacity per ton measure ment will be assumed in this estimate at 20 gross tons. This forms an aggregate of property received and discharged, in the transaction of our domestic trade, of' 40,794,980 tons; which estimated at the mean value ($81 36) per ton of the lake and river commerce of 1i, vwouldu constitute a gs sumill oU $33,31,03o,372. The canal commerce of' the United States is prosecuted upon about'3,000 miles. of canal, which, excluding the coal trade, cleared and landed an average of about 6,000 tons per mile. The New York State canals averaged, in clearances and landings, about 9,000 tonlls per mile, but this is above the average for all the canals. At 6,000 tonlls per mile, 3,000 miles give 18,000,000 tons, valued at 866 the ton, and forming a gross sum of $91,188,000,000. There are also completed in this country, 13,315 miles of railway; but as 2,500 miles have been opened since January 1, 1852, only 10,815 miles call be considered as having participated in the trade of 1852; Several of the longest freight lines have received and delivered an aggregate amounting to an average of 2,000 tons per mile;.but as many other lines do a comparatively light fi'eighting business, the average as S. Doc. 112. 9- 05 sumed'will be 1,000 tons per mile, or a gross business of 10,815,000 tons, which, from the general character of railway freight, as being of a lighter and more costly character than water freight, may be:valued at $100 the ton: this would give an aggregate of'gross railway commerce amounting to $1,081,50(0,000. This is undoubtedly a very unsatisfactory way of computing the value of our domestic trade, but, until better data can be arrived at, the fairness of this statement cannot be denied; and it is only put forth as the nearest approximation that can be made to accuracy, under our present system of internal trade returns, in the hope that the startling results here obtained may arouse those interested in this important trade to a full investigation of the subject by the collection of authentic data. It has been customary heretofore, in making up these or similar estimates, to call the net money-value of property one-half the gross amount. Though this process may correctly denote the number of tons transported, it will by no means decide that the same property has not entered and re-entered, several times, into the general account, as it moved from point to point in search of a consumer. For convenience, however, the followving tabular statements, showing the gross and net tons and value, are presented: NET. |GROSS.!851 __ __ _ eTons. Value. Tons. Value. Lake commerce -. —---—. 1,985, 563 $157, 236, 729 3, 971,126 $314, 473, 458 River commerce............ 2, 033, 400 169, 751, 372 4, 066, 800 339, 502, 744 Aggregate......... 4, 018, 963 326, 988,101 8,037, 926 653,'976, 20 NET. GROSS. Estimt te of 1852. Tons. Value. Tons. Value. Coasting tra e -.-. — -20, 397, 490 $1, 659, 519, 686 40, 794, 980 $3, 319, 039, 372 Canal commerce.. —.. 9, e000, 000 594, 000, 000 18, ()000, 000 1,188, 000, 000 Ralaway commerce -. —- 5, 407,500 540,750, 000 10, 815, 000 1,081,500, 00O Aggregate.......... 34, 804, 990 2, 794,269, 686 69, 609, 980 5,588,539, 37 The returns already made from some of the lake ports indicate an increase over 185 1 of over twenty-five per cent. in value of trade, and twenty per cent. increase of tonnage. This commerce and its necessities have occasioned the construction in the United States of nearly twenty thousand miles of marignetic tele-.graph, at a cost of little less than $6,000,000. Comment upon such {icts as are here presented, will readily suggest 59 90d6 S. Doe. 1120 fhiemselves to the mind s of all intelligent men. -It will be seen that our d omestic commerce- is of incalculable value to us, even as. represented by the "coasting" trade; but when to this is added the value of our whale, cod, and mackerel fisheries, and our California- trade, that is carried on in registered bottoms, its magnitude wvill be still more astonishing..T"he fact that our domestic exchanges amount, by sale and resale and by the additional value gained by the labor bestowed in transportation, sale, &c., annually to over five thousand million dollars, as the sum upon which one commission or profit is paid, and that in this trade is employed actively and profitably over two million tons of shipping, which cost not less than one hundred and twenty million dollars, three thousand miles of canal, thirteen thousand miles of-railway, and twenty thousand miles of telegraph, costing about four hundred and fifty million dollars, is one calculated not only to astonish, but to excite admiration of the energy, industry, and enterprise- which, in so short a period, have achieved this, high position ERRATA. Page 1N, third paragraph, first line-for "beginning portion " read beginni~n. Page 51, in table, "Excess of lake and river "-instead of " 1,406" readA 1430 Page 52, third line from'the top-for "'latter " read former. Page 149. The value of lumber in this table should be $1,066,972. Page 176, fifth paragraph-for "Bad river" read MIad river. Page 177, in the heading of export table-for " total exports " read principal expormt Page 336, first paragraph, fourth line from top —for "longitude " read latitude. Page 447, in the head of table-for "St. - "read St. Ann's. Page 700. The paragraph commencing "The following table " refors to the table on the preceding page. Page 702. The fourth paragraph, commencing " The principle," &e., should be considered as stricken out. Page 794, first paragraph incorrectly punctuated: for " deltas " read delta; flow-and lear out the word " flow" in preceding line. Page 804, in the table of wrecks, the different per-centages of salvage expenses and aggreo gates are erroneously printed. Page 822. In some of the copies the figures were erroneously placed, and the additions aro therefore incorrect. The hands employed, 787,500; and acres in cotton in 1852, 6,300,00 i. and same corrections at page 829.