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HN DGLX. .
E con 7310.1
Barbard College Library
CLUB s DEGISTRA 1215 VE MARVAGDIANI D\S DO QUANK
J homas L. L.Smith, Esq.
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U.S.- Treasury 1012
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32d CONGRESS,
[SENATE.]
Ex. Doc.
1st Session.
No. 112.
3
COMMUNICATION
FROM THE
SECRETARY OF THE TREASURY,
TRANSMITTING,
IN COMPLIANCE WITH A RESOLUTION OF THE SENATE OF MARCH 8, 1851,
THE
REPORT OF ISRAEL D. ANDREWS,
CONSUL OF THE UNITED STATES FOR CANADA AND NEW BRUNSWICK,
ON THE
TRADE AND COMMERCE
OF THE
BRITISH NORTH AMERICAN COLONIES,
AND UPON THE
TRADE OF THE GREAT LAKES AND RIVERS;
- ALSO,
NOTICES OF THE INTERNAL IMPROVEMENTS IN EACH STATE, OF THE GULF OF
MEXICO AND STRAITS OF FLORIDA, AND A PAPER ON THE
COTTON CROP OF THE UNITED STATES.
WASHINGTON:
ROBERT ARMSTRONG, PRINTER.
1853.
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Econ 7310.1
127/33
of
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Mills the Compliants if
COMMUNICATION
main
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.
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SCHEDULE OF DOCUMENTS.
General Introductory; comprising a review of the trade of the great
lakes, internal commerce, and also of the trade and com-
merce of the North American Colonies.
I. The Sea-fisheries of British North America on the Bay of Fundy,
along the coasts of Nova Scotia, on the Grand Bank of New-
foundland, and within the Gulf of St. Lawrence.
II. The Trade of the Great Lakes; accompanied by returns exhibiting
the rise and progress of that trade, and its present condition
and value, with a particular description of each of the lakes,
in relation to its extent, resources, tributaries, outlets, and pros-
pective commerce.
For Part III, see Appendix.
IV. Review of the Canals and Railroads of the United States, showing
their influence upon, and connexion with, the trade of the
Great West; accompanied by a general map of railroads and
canals, American and Colonial.
V. The Province of Canada, with a general description of its physical
features and resources, intercolonial trade, foreign commerce,
transit trade, internal traffic, and public works; accompanied
and illustrated by a map of the Basin of the St. Lawrence, pre-
pared specially for this report.
VI. The Province of New Brunswick, with descriptions of its physical
characteristics, rivers, seaports, and harbors, its forests and its
fisheries, with statistical returns and observations on the free
navigation of the river of St. John.
VII. The Province of Nova Scotia, with a description of its geographical
position, its most striking features and various resources; as
also returns in relation to its trade, commerce, fisheries and
coal mines; as also special notices of Cape Breton and Sable
Island.
VIII. The Island Colony of Newfoundland, with a description of its posi-
tion between the Atlantic ocean and Gulf of St. Lawrence, its
physical features and abundant fisheries, accompanied by re-
turns of its trade and commerce; as also descriptions of the
Labradore coast, and of the harbor of St. John, in connexion
with the proposed establishment of a line of steamships from
that port to Ireland, and connected by electric telegraph
from thence to the United States.
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vi
IX. The Colony of Prince Edward Island; its agricultural capabilities
trade, commerce, and position, in relation to the fisheries of
the Gulf of St. Lawrence.
X. The Intercourse between Great Britain and her North American Colo-
nies; 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 re-
turns, accompanied by a map of the Lower Colonies; pre-
pared expressly for this report.
XII. Review of the present state of the Deep-sea Fisheries of New England;
prepared specially for this report by Wm. A Wellman, assist-
ant collector of the port of Boston, under the direction of P.
Greely, esq., collector of that port, with valuable statistical
statements and tabular returns.
XIII. The French Fisheries of Newfoundland, translated from official
French documents, obtained in Paris purposely for this re-
port.
APPENDIX:
Containing notices of the internal and domestic commerce-Tendency
of Ohio commerce, Cincinnati, Pittsburg, Louisville, St. Louis—
Steam-marine of the interior, New Orleans, Mobile, Gulf of Mexico,
and Straits of Florida-Cotton crop of the United States-Commerce
of the Atlantic States and cities, and tables of the tonnage of each
State, during a series of years.
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NOTE.
In the progress of the preparation of the report, it was found neces-
sary 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 water-
routes, the increase and value of the foreign and domestic trade, navi-
gation, &c., &c.; as also tables showing the exports and imports of the
principal Atlantic States for a series of years, and statements of the
increase in the tonnage of the several States from 1836, with the per
cent. increase of the total tonnage, and that of the several States.
It was conceived very desirable to publish a particular account of
the inland, coasting, and foreign trade of the principal Atlantic cities,
and a portion of the materials were collected for that purpose; but,
for the want of correct statistical data, it was found to be impossible to
have them of a character suited to this report.
It is proper to state in this place my thanks to Mr. N. Davidson, late
of the Buffalo Advertiser, for his very valuable and intelligent services
in the preparation of the report, particularly in those portions relating
to the trade of the lakes and the importance and value of the internal
trade.
The importance of the Mississippi trade, through the Gulf of Mexico,
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 pre-
pared. The annexed map of the Gulf of Mexico and Straits of Flor-
ida, and Isthmus of Tehuantepec, furnished, as before stated, by the
Coast Survey, is the first one of the kind ever published from au-
thentic sources. It will be found interesting in illustration of the views
taken in the paper contained in this report respecting this American
sea, and generally with reference to other considerations. The labors
of the Coast Survey are progressing in that quarter, and ere long their
results will be published. This map is but an index of what they will
be. Thorough and exact as the severest labor and the highest order
of scientific skill can render them, their usefulness to our commerce
will be unappreciable, and their benefits will extend through ages.
I. D. A.
WASHINGTON, 1852.
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CONTENTS.
INTRODUCTORY.
Page.
Introduction to report, setting forth resolution of Senate and instructions
1
Imperfect system of managing the lake trade; incorrect returns, and necessity for a
correct account
2
Statistical returns in the United States behind those of other countries
2
The annual returns of commerce and navigation incomplete and unsatisfactory
2
In the absence of official returns, the value of works containing statistical statements
greatly enhanced
3
The basin of the great lakes and the St. Lawrence
3
Influence of emigration upon the West
3
Growth of the lake trade, illustrated by statistical statements
4
Trade of the Erie canal, illustrated by statements of its traffic
4
The great lakes, and their natural outlet to the sea
5
Harbors on the lakes; more extensive accommodations needed
5
The necessity of establishing marine hospitals at principal ports on the lakes
6
Proposed canal at Sault Ste. Marie
7
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 and commerce of the British North American colonies
12
Area and population of the colonies in 1851
13
Exports of the colonies, and tonnage outward in 1806, and at various periods since
14
Ship-building; its increase, and present extent
15
Tonnage owned in the colonies in 1806, 1830, 1836, 1846, and 1850
15
Tonnage outward and inward in 1851
16
Several statistical statements relating to the trade and commerce of Canada, the colonies
of New Brunswick, Nova Scotia, Prince Edward Island, Newfoundland
16
The total trade of the colonies of North America in 1851
16
Negotiations, respecting colonial trade, between the United States and Great Britain-
convention of 1830
22
Quantity of wheat, corn, and rye raised in the United States and Canada, with several
tables showing imports and exports of wheat, &c., in the United States, Great Britain,
and the colonies
22
Proposition in 1848 from Canada for reciprocal free trade in certain articles
21
The free 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 America.
Limits to which American citizens are confined by fishery convention of 1818
39
Coasts and places to which American fishing vessels principally resort
40
Codfish caught in the Gulf of St. Lawrence
40
Mackerel caught in the gulf
40
The herring fishery of the gulf
41
Navigation of the St. Lawrence in connexion with a free participation in the fisheries
42
French fisheries at Newfoundland, and new measures of the French government
42
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CONTENTS.
PART II.
The Trade of the Lakes.
Page.
Introduction-embracing a general view of the rise and progress of the commerce of
the great lakes of North America
45
Subjects discussed
45
Relations between inland and maritime commerce
46
Extent of great lakes
49
Value of traffic
49
Number and tonnage of vessels
51
Dangers of lake navigation
53
Losses
54
Effect of canals on lake trade
55
Railroads and canals connected with lakes
57
Growth of cities connected with lake trade
59
No. 1. Vermont district-Described, with summary statements of coasting and Canadian
trade, and the amount of tonnage
60
No. 2. Champlain.-General description, with statements showing the nature, quantity,
and value of the Canadian and coasting trade and tonnage of this district
63
No. 3. Ostegatchie.-General description, and tables showing the nature, quantity, and
value of the articles composing the Canadian and coastwise trade of this district
66
No. 4. Cape Vincent.-A general description, with tables exhibiting the Canadian trade
and tonnage of the district in detail
70
No. 5. Sackett's Harbor.-A general description, with returns showing in detail the coast-
wise and Canadian imports and exports, and the Canadian and coasting tonnage of the
district
71
No. 6. Osicego.-General description, with several statements exhibiting in detail the
Canadian and coasting trade and tonnage of the district
75
No. 7. Genesee.-General description, with tables illustrative of the Canadian trade and
tonnage of the district
82
No. 8. Niagara.-General description, with tables exhibiting in detail the Canadian and
coasting trade and tonnage
84
No. 9. Buffalo Creek.-Description, with eleven statements showing the coasting and
foreign commerce of this district in detail and with abstracts
87
No. 10. Presque Isle.-Description, with tables showing the commerce of this district in
detail
161
No. 11. Cuyahoga.-General description, with statements showing the imports, exports,
and tonnage of the district in detail
165
No. 12. Sandusky.-Description, with tables giving details of Canadian and coasting trade,
imports and exports.
175
No. 13. Miami.-General remarks, with five tables showing import and export trade, and
tonnage
184
No. 14. Detroit-General description, with tables illustrative of the nature and value of
the commerce of this district
191
No. 15. Mackinaw.-Description, with a table showing the quantity and value of for-
eign imports
202
V No. 16. Milcaukie.-Description, with a table showing the imports and exports of this
district
210
V No. 17. Chicago.-Description, with statements showing the commerce of the port and
district
215
No. 18. Summary.-A description of each of the great lakes in extent, resources, tribu-
taries, 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 dis-
tricts on the lakes, and the aggregates of the lake commerce, for year 1851
246
No. 2. Statement showing the quantity and value of the principal articles imported
into each collection district on the lake frontier from Canada in 1851
249
No. 3. Statement exhibiting the quantity and value of some of the principal articles
of domestic produce and manufacture exported from the collection districts on the
lake frontier to Canada during the year 1851
255
No. 4. Statement showing the value of some of the principal articles of foreig mer-
chandise exported from the collection districts on the lake frontier to Canada in
1851
260
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CONTENTS.
B.
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 draw-
back, and if exported in American or British vessels
263
No. 6. Statement giving a tabular view of the Canadian import trade on the lake
districts, and also the tonnage entering and clearing at each port, distinguishing
American from Canadian, and steam from sail, in the year 1851
264
No. 7. Statement showing the produce received from Canada, and transported by the
Erie canal, for the year 1851
267
No. 8. Statement showing the quantity of some of the principal articles imported and
exported coastwise on the lakes in 1851
268
(For Part III, see Appendix.)
PART IV.
Review of the canals and railroads of the United States, showing their influence upon, and con-
nezion with, the trade of the Great West, accompanied by a general map of railroads and canals,
American and colonial.
Introductory
275
New York
277
Comparative statement showing the tolls, trade, and tomage of the New York State
canals, and the progress in commerce, navigation, population, and valuation of the
four principal Atlantic cities, and the foreign commerce of the United States, from
1820 to 1851, inclusive
280
Railroads of New York
290
Railroads of New England
296
The Massachusetts system
297
Connecticut and Rhode Island
302
Maine
304
New Jersey
308
Pennsylvania
310
Delaware
318
Maryland
318
Virginia
323
North Carolina
327
South Carolina
328
Georgia
331
Florida
335
The system of Alabama, Mississippi, and Louisiana
335
Alabama
337
Mississippi
340
Louisiana
341
Texas
344
Arkansas
346
Tennessee
346
Kentucky
350
Ohio
353
Indiana
362
Michigan
366
Illinois
368
Missouri
373
Wisconsin
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
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xii
CONTENTS.
PART V.
The Province of Canada.
Page.
General position; commercial, military, and geographical position
407
Commerce of Canada; extract from Mr. Keefer's prize essay on the canals of Canada
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 Mon-
treal
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
420
Sea and inland imports compared
422
Value of imports from 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 and lower colonies
427
Trade between Montreal and St. John and the United States
427
Inland ports; inland trade between 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 under bond
433
Quantity and value of Canadían flour and 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
Comparative statement of Canadian and American flour exported to the lower colonies
from 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 1851
438
Up and down trade of St. Lawrence canals in 1850 and 1851
439
Number of vessels, tonnage, tolls, and movement of property and passengers on Cana-
dian canals, for 1851
440
General remarks on the Erie and Welland canals; rates of toll on heavy freight
441
Quantity 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 Magdaien islands
43
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, distinguishing 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 ria St. Lawrence, in 1851
453
Table 6. Direct imports from sea at inland ports, by St. Lawrence, in 1851
455
Table 7. Comparative statement of imports, 1850 and 1851
456
Table 8. Comparative statement of exports "inland" and "by sea" in 1851
457
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CONTENTS.
XIII
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 manufacture 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
Tables 15 and 16. Showing the imports into the district of Gaspé in 1851
480
Tables 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 from the port of Bruce to the
United States; imports at Sault Ste. Marie, Hamilton, Toronto, Kingston, and St.
John, in the year 1851
494 to 500
Tables 30 to 38, inclusive. Showing 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 from customs
duties in the years 1848, 1849, 1850 and 1851
505
Table 40. Statement showing the relative amount of business done in American and
Canadian vessels at the ports of Oswego, Rochester, and Buffalo, in 1850
505
Table 41. Statistical view of the commerce of Canada, exhibiting the value of imports
and exports from Great Britain, the colonies and foreign countries, together with the
tonnage of vessels inward and outward, in 1850
506
PART VI.
The Province of New Brunswick.
Geographical position; agricultural capabilities
507
Extent and character of river St. John
508
Harbor of St. John; never frozen
508
The Petikodie; new mineral found there
508
Harbors on the gulf coast of this province: Shediac; Cocagne; Buctouche; Richibucto;
Miramichi
509
Shippagan; Little Shippagan; Bathurst
510
The bay of Chaleur; Restigouche
510
Imports and exports of New Brunswick in 1849 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 of St. John; tonnage inward 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 ex-
ported to the United States, in 1850 and 1851
515
Quantity and value of principal articles of colonial produce and manufacture exported
from St. John to the United States in 1851
516
Quantity and value of the various articles of American 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. John in 1851
522
Value of hacmatac ships; resolution of underwriters at Lloyd's
522
Number of vessels owned at St. John
522
Trade of St. Andrews and outbays in 1850
523
Shipping built and owned at Miramichi; tonnage inward and outward in 1851
524
Exports from 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 1851
527
Fisheries of New Brunswick in the bay of Fundy
528
Grand Manan; Campo Bello; West Isles
528
Harbor of St. John; Cumberland bay
528
Total value of these fisheries in 1850
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xiv
CONTENTS:
Page.
The free navigation of the St. John
509
Length of the river; different jurisdictions
529
Export duty upon timber cut on American territory and floated 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
Mills 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 Brunswick and Nova Scotia, by Dr. Charles T. Jackson 533
to
551
PART VII.
The Province of Nova Scotia.
Extent and physical character
553
Tonnage inward 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 of the United States, im-
ported into Nova Scotia in 1850
555
Tonnage inward and outward, and value of imports and exports, in 1851
556
Imports and exports of 1849, 1850, and 1851, compared
557
Quantity and value of principal articles of colonial produce exported to the United
States in 1851
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 ensus returns
558
Port of Halifax; its character and advantages
559
Imports and exports; ships inward and outward in 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 and 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 and 1850
565
Cape Breton described
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
568
Imports and exports in 1850
569
Sable Island described
570
Its exact geographical position stated
570
Valuable fisheries in its vicinity not prosecuted
571
PART VIII.
The Island Colony of Newfoundland.
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
Salmen, mackerel, and whale fishery
579
The seal fishery
580
Fish and oil trade of Newfoundland
581
Number and tonnage of vessels, and number of men engaged in the seal fishery, in the
last ten years.
588
Exports of Newfoundland 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
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Page.
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
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 pro-
ducts 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
586
Vessels inward, and value of imports, in 1851
589
Vessels outward, and value of exports, in 1851
590
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
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, Germany, 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 every month of the years 1848,
1849, and 1850
603
PART IX.
The Colony of Prince Edward Island.
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 from Great Britain to British North American colonies in 1800,
1805, 1810, and 1815
613
Official value of import and export trade in 1818, 1819, and 1820
614
Tonnage inward and outward in 1800, 1805, and 1815
614
Tonnage outward and inward, to and from the British North American 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
617
PART XI.
The trade of some of the Atlantic ports of the United States with the North American colonies
by sea.
The extent of the seacoast of these colonies
619
New Brunswick and Nova Scotia, an extension of New England
620
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CONTENTS.
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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
and the lower colouies in 1851
627
Comparative statement of all tonnage inward and outward at the principal seaports of
the United States, and of the colonies, in 1851
628
PART XII.
Review of the present state of the 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.-Statements of the quantity and value of dry and pickled fish im-
ported and exported from Boston to foreign countries from 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 in the fiscal years 1843 to
1850, inclusive
640
Table No. 6.-Imports of dry and pickled fish during the fiscal years 1843 to 1850, in-
clusive
642
Table No. 7-Exports of dry and pickled fish from the United States during the fiscal
years 1843 to 1850, inclusive
644
Table 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
United 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 Newfoundland
Laws as to fishing bounties in France
661
Report on the great sea fisheries of France by a committee of the National Assembly,
May, 1851
661
Abstract of the law granting bounties to the fisheries, passed July 22, 1851
671
Return of vessels fitted out in France for the cod-fishery from 1842 to 1850, both years
inclusive
673
Amount of sums paid as bounties from 1842 to 1850, inclusive
674
Number of persons enrolled annually for the navy, in the several maritime districts of
France, from 1840 to 1850, inclusive-
675
Quantity of dried cod exported from place where caught to colonies of France, and
bounty paid thereon, from 1842 to 1850, inclusive
680
Quantity of dried cod of French catch exported from warehouse in France to French
colonies, and bounty paid thereon, from 1842 to 1850, inclusive
681
Quantity of dried cod of French catch exported from ports and curing-places of France,
from 1842 to 1850, inclusive, and amount of bounty thereon
682
Quantity of dried cod exported from place where caught by fishermen of France to for-
eign countries, from 1842 to 1850, inclusive, and amount of bounty thereon
683
Quantity of dried cod of French catch exported from ports of France to foreign_coun-
tries, from 1842 to 1850, inclusive, with amount of bounty thereon
684
Total amount of bounties paid out of the treasury of France for the encouragement of
the cod and whale fisheries, from 1829 to 1849, inclusive
685
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APPENDIX.
Page.
Notice of the internal and domestic commerce of the country
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
Valuation 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
Remarks upon the agricultural 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 exhibiting the value of foreign merchandise imported, re-exported, and con-
sumed, annually, from 1821 to 1851, inclusive, and also the estimated population and
rate of consumption, per capita, during the same period
701
Total imports consumed 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
702
Notes on the amount and tendency of Ohio commerce
705
Aggregates of the receipts in leading 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
Exports of Cincinnati for 1845 and 1850
710
Table of manufactures in Cincinnati for 1840 and 1850
711
Destination of principal article of export of Cincinnati
711
Specific notice of Cincinnati
712
Statement of imports from all sources for five years
713
Statement of exports from Cincinnati for five years
715
Commercial 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, Kentucky
723
Its growth, population, and commerce
724
Pork business, steamboats, navigation, and manufactures
725
Railroads
726
Commercial 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 interior
735
,
Statements of the number of boats and the amount of tonnage employed, and the direction
at several centres of interior commerce
738 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
744
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CONTENTS.
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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, with the cause and manner of loss, and number of persons
who perished thereby
747
General averages respecting steam marine of the interior
749
Tabular view of the entire steam marine of the United States
751
Marine disasters on the western waters in 1852
752
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
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
760
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
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 commercial position of Florida
764
Letter from W. 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
Exports of 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 from 1821 to 1852
844
Total domestic produce exported, including specie, &c., since 1821
845
Specification of foreign cotton goods imported, and total exported and consumed, from
1821 to 1852
846
Bullion and specie imported and exported since 1821
848
Statements of the commerce of the Atlantic States and cities
849
Statement of the value of exports and imports of Boston and New York from 1834 to
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 vessels, and their tonnage,
employed in foreign trade in the district of Boston, which entered and cleared from
1826 to 1851
855
Statement exhibiting the same in the district of New York
856
Statement exhibiting the same in the district of Philadelphia
857
Statement exhibiting the same 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 and foreign tonnage entered and cleared at ports
of the United States from 1842 to 1851
862
Statement of amount of tonnage belonging to the United States from 1836 to 1852
863
Statement exhibiting the number and tonnage of vessels built in the United States, an-
nually, from 1836 to 1852
866
Statement showing the national character of foreign vessels entered and cleared at
ports in the United States, with their tonnage, from 1842 to 1851
872
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Page.
Statement exhibiting the average tonnage of vessels built in the United States, an-
nually, from 1836 to 1852
874
Exports and imports of the principal commercial States of the Union for six 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 commercial States
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 from northern and southern States for a
series of years
884
Inland water rontes, 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
Internal trade of the United States for 1852
903
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INTRODUCTORY.
WASHINGTON, August 19, 1852.
SIR: The undersigned was personally honored with your instruc-
tions on the 28th July, 1851, to report on the following resolution of the
Senate of the United States:
"That the Secretary of the Treasury be requested to communicate
to the Senate, as early as possible, at the next session, full and com-
plete statements of the trade and commerce of the British North Amer-
ican colonies with the United States, and other parts of the world, on
land and by sea, in the years 1850 and 1851, with such information as
he can procure of the trade of the great lakes."
You directed his attention to the general importance of all the sub-
jects embraced in the resolution, their intimate relation to many
branches of national interest, and the necessity of having such report
submitted to you in the most correct form, and as full and detailed, as
the shortness of time would permit.
You were pleased, also, at a subsequent period, to direct the atten-
tion of the undersigned, to that part of the resolution relating to the
commercial interests of the great lakes, and to desire that it should
receive prompt and careful attention; and that all the information ob-
tained 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, ger-
mane 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 con-
sideration of the government.
These instructions, and the great interest now generally manifested
as to the colonial and lake trade of the United States, have induced
the undersigned to give careful attention to each distinctive feature of
the various important subjects involved in your instructions and the
resolution of the Senate.
The undersigned is fully aware that it is his duty (as it most cer-
tainly is his wish) to notice the questions under consideration in the
briefest manner consistent with their proper elucidation. In justifica-
tion of any notice that may be considered too much extended, it must
be remembered that the weighty matters involved are not confined to
any particular locality; that they affect not only the British colonies,
but various and important domestic interests of the United States; that
they are interwoven with all the elements of our national strength;
that they bear, in an especial manner, upon the navigation and the
foreign and coasting trade of this country, upon its various manufac-
tures, 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 re-
ark, that although the statements as to the internal trade Google of the
2
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S. Doc. 112.
United States are fuller than any before presented to the government
in this form, and such as could only be obtained by great labor
and expense, they may be relied upon as being generally correct.
They have been collected from various sources, official and unofficial
and it is due to the public to state, that it is principally owing to the
different 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 and
incomplete, causing loss of time and great trouble in rectifying and
perfecting them.
The necessity for a well organized system, in order to obtain a cor-
rect 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 satisfac-
tory 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 incal-
culable annual increase of this trade and commerce.
This ill-arranged and imperfect system of managing the lake trade
and internal commerce of the country is presented to the notice of the
government, and offered as an apology why the report on this trade
and commerce is not more worthy the high importance of the interests
involved. If national considerations should induce a desire on the
part of the government to possess other reports on the internal trade
of the country, it will be necessary to provide for a more perfect sys-
tem 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 unques-
tionably their natural right. There can be no doubt that a system
might be easily devised, under the authority of the Treasury Depart-
ment, which would meet every requirement and promote the 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 com-
merce of the country as the right arm of national strength. This com-
merce 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 marine of a country
scarcely second to any in the world. It is also necessary that more
complete statements of the trade and commerce of the great cities of
the Atlantic seaboard and on the Gulf should be laid before Congress
annually, and these improvements in their arrangement could be made,
and they might be fuller in detail than those hitherto submitted, with
comprehensive statistical accounts of the coasting trade and naviga-
tion, and distinguishing between steamers and other vessels.
It is proper to remark that the present arrangement of returns of the
internal and coasting trade is mostly governed by the law of 1799,
when the trade was in its infancy, and commerce received rather than
created law.
In the discussions which have taken place in Congress, of late years,
in relation to great public questions, such as the public lands, or the
improvement of rivers and harbors, the most meagre statistical state-
ments have been adduced in many cases, and loose hypotheses assumed
in others. This is attributable to the absence of authentic official re-
turns, 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 author-
ity, the value of works containing statistical returns upon which reli-
ance can be placed is greatly enhanced; and this opportunity is em-
braced of commending, as one source of valuable information in ma-
king this report, the publications called Hunt's Merchants' Magazine,"
" De Bow's Review," the Bankers' Magazine," and the " American
Railroad Journal," as the most valuable in this country.
The undersigned is fully aware of its having been asserted by those
who 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 want of official data, are, of necessity,
resorted to; but that is not the fault of those who have the matter in
charge.
The basin of the great lakes, and of the river St. Lawrence, is fully
delineated on the map attached to the report on Canada. Its physical
features, and the influence it must exercise on future moral develop-
ments, are without parallel and historical precedent. It is an American
treasure; its value to be estimated less by what it has already accom-
plished, 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 pre-
sent age have multitudes, and, in some instances, communities, been
transferred from continent to continent, and from one hemisphere to the
other, by such means as are now afforded in the New York packets
clipper ships, and ocean steamers. These vehicles but represent the
genius of an era destined in future times to be designated as the "age
of enterprise and progress."
That portion of the Great West" at the western extreme of the
basin of the St. Lawrence has received a larger share than any other
portion of our country of the valuable addition to our national riches
4
S. Doc. 112.
arising from the industry, intelligence, and wealth, of the hundreds of
thousands of foreigners who, within a comparatively brief period, have
landed upon our shores. It is, therefore, impossible to estimate the
enormous and continuous accumulation of wealth, having its basis on the
ample resources and natural riches of that great western region, over
which the star of American empire seems now to rest.
In connexion with an unequalled increase of population in the Great
West, the growth of the lake trade has been so extraordinary and so
rapid, that but few persons are cognizant of its present extent and
value.
In 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 1848, according to the estimate of Colonel Abert, of the
topographical engineers, the value of the commerce of the lakes was
one hundred and eighty-six millions. Owing to various causes, but
particularly to the great influx of foreigners, and the opening of new and
extensive lines of intercommunication, it has recently increased still
more largely, until, in 1851, it amounted to more than three hundred
millions. And these estimates do not include the value of the property
constantly changing hands, nor has any notice been taken of the cost of
vessels, or the profits of the passenger trade.
It is not within the scope of this report, nor is it practicable therein,
to attempt a full exposition of the trade and commerce of the Mississippi,
the Missouri, or the Ohio, flowing through that great valley, unsurpassed
in all the elements of wealth by any region in this or the Old World.
This trade and commerce is worthy of the particular and earnest
attention of American statesmen. And it is here proper to state, that one
great cause of the growth of the lake trade is the fact that a cheap
and expeditious route from the Atlantic to the Great West is afforded
by the internal communications, by railroads and canals, opening the
way through the great lakes and through the Alleghanies, instead of
being restricted to the rivers flowing southward.
The following facts in relation to the trade of the Erie canal are
presented as confirming the above, and justifying farther and full offi-
cial 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 1851 the total amount of wheat and flour which reached tide-
water by the New York canals, was 457,624 tons; showing that while
between the lakes and tide-water the State of New York furnished
97,729 tons, or over 75 per cent. of the whole quantity delivered, in
1851 it only furnished 56,437 tons, or about 11 per cent. of the whole
# The facts hereinafter stated with respect to the trade and commerce of the Mississippi
and its tributaries, and of the States and cities on their shores, and on the Gulf of Mexico, and
connected with them, are important not only in regard to that specific trade and commerce,
but for their relation to that of the lakes and, inland, by canal and railroad to the Atlantic
seaboard. It has been found in some degree necessary to refer to the former in full elucida-
tion of the latter. The great interests of the southwestern and southern States demand, how-
ever, a fuller and more perfect notice than the resolution calling for this report, and limiting
it togother sections, will allow to be now made.
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S. Doc. 112.
5
quantity, the remaining 89 per cent. having been received from the West,
and from the territory of Canada on the lakes.
The total tonnage ascending and descending on all the New York
canals in 1836 was 1,310,807 tons, valued at $67,634,343, and paying
tolls amounting to $1,614,342; while in 1851 it amounted to 3.582,733
tons, valued, ascending and descending, 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 incom-
plete without a proper reference to the trade of such routes; which will be
found attached to Part IV, with a reference to the commerce of some of
the principal Atlantic and interior ports and comparative statements.
The great lakes are not a straight line of water, but present a
zigzag course. Their surplus waters all find their way to the ocean
by one great outlet, the noble. St. Lawrence. Notwithstanding the
opinions that may be entertained adverse to that mighty river as
a channel of communication between the West and the Atlantic, it is
nevertheless certain to be more used, and to increase in importance,
in proportion to every material stride in the prosperity and advance-
ment of the country bordering on the lakes.
Stretching down into New York, as if for the especial accommoda-
tion of a comparatively southern region, is Lake Erie; while ex-
tending far into the regions of the northwest, to meet the requirements
of that region, Lake Superior spreads his ample waters. An ex-
amination 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 conti-
nent, and that the St. Lawrence is their natural outlet to the sea.
There are those who maintain that the improvement of the naviga-
tion of the St. Lawrence, and the widening and deepening of the Welland
and St. Lawrence canals, so as to allow vessels of a larger class than at
present ingress and egress, with their cargoes to the ocean, and the
extension by-the British government, to the United States, of the free
use of both, would cause a commercial city to grow up on the banks
of that river which would successfully rival New York in European trade;
but important as the results doubtless would be to the interests of the
Canadas, and especially of Lower Canada, and greatly as those interests
would be promoted by such measures, there is little cause for believing
that such anticipations of injury to New York or to any of our Atlantic
cities would be realized. Their trade would not be decreased, whilst that
flowing down the new outlet would be increased. New resources
would be created by the new stimulants thus given.
Although the subject of harbors has been referred to in the report
which follows the lake trade, yet its great importance demands some
farther notice. While the commercial connexion between the East and
the West by canals, steamboats, and railroads, is increasing with such
rapidity under the combined influence of enterprise and necessity, it is
quite evident that provision must soon be made for adequate harbor
accommodation on the lakes, to meet the necessities of their commerce,
already rivalling that on the Atlantic,
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S. Doc. 112.
It is a remark/able fact that there are but few natural harbors on the
lakes, the shores differing in that respect from the seacoasts of the
United States, and of the northern colonies, which are amply provided
with the finest harbors.
While the commerce of Chicago, Buffalo, Oswego, and other lake
ports, is of more value than the commerce of any of the ports on the'
Atlantic, except New Orleans, Boston, and New York, the harbors of
the lake ports, even whilst their commerce is yet in its infancy, are
wholly inadequate to the number of vessels already on the lakes. The
numerous disasters in consequence of the insecurity of these harbors,
call loudly for the improvement of such havens as can be made secure
and convenient by artificial means.
The commercial and navigating interests in that section have from
the outset been sensible of the drawbacks arising from the absence of
security to life and property, and have unceasingly presented their
claims for the artificial improvement of their harbors to the considera-
tion of the State and Federal governments.
At a public meeting held at Milwaukie, in 1837, with reference to
the improvement of harbors, it was "Resolved, That we will not desist
from memorializing and petitioning Congress, and presenting our just
rights and claims, until we have finally accomplished our object." The
spirit of this resolution, it cannot be doubted, is the prevailing senti-
ment throughout the entire West, connected by its trade with the lakes.
It is not presumed, in any part of this report, to argue the question of the
constitutionality of such improvements by the federal government; but it
is unquestionably due to that great interest, and to the 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 Fed-
eral, and by some means; and whether these should be public or pri-
vate, enlightened statesmen must decide. The work should be done.
If the government of the United States, sustained by the patriotic affec-
tion of the people, is restrained by the constitutional compact from doing
things undeniably needed for the promotion of important national inter-
ests and the security of its citizens and their property, some other means
of relief should be devised. If it does possess adequate constitutional
power, it should be exercised.
The past action on this subject has paralyzed, rather than aided,
many improvements. Harbors and havens, the construction of which
was commenced by government, have not been completed, and are in
a state of dilapidation; and while the public have waited for farther
aid, many valuable lives and great amounts of property have been lost.
It is extremely doubtful (even if there were sufficient local wealth, and
if we could allow the expectation of that unity of action in the vicinity
of the lake coast necessary to secure the construction of any one of the
many harbors and havens their lake commerce now so absolutely re-
quires) 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 commercial ports upon the lakes. The casualties of that
navigation are little different from those of the sea and while the "fresh-
water sailor" contributes, from his monthly wages, to the same hospital
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S. Doc. 112,.
7
money," as he who " goes down upon the great deep," equal justice de-
mands equal expenditure for the benefit of both.
It is not enough to say that these hospitals would be beneficial ;
they are imperatively demanded by the mariners and the ship-owners
of these inland seas." There is every year much suffering, espe-
cially at the large towns of Buffalo, Oswego, Cleveland, Sandusky,
Toledo, Detroit, Chicago, and Milwaukie, all of which have a large
steam and sailing marine, and are rapidly taking rank among our
leading commercial cities. At these ports a large number of sail-
ing vessels and steamers pass the winter; the number of sailors need-
ing relief from suffering is thus increased. Some of these sailnrs are
now often let out on hire, by the collectors of customs, to those wanting
labor. No censure is intended of those officers: such course is forced
upon them by the necessities of the case, but such a state of things
ought not to continue. That these seamen could be comfortably pro-
vided for at a trifling cost to the government, by the expenditure of no
more than the monthly contributions received from those engaged in the
lake trade, if proper hospitals were erected, cannot be doubted.
One link in the chain of communication through the great lakes is
yet to be supplied. This will be effected by the construction of a ship
canal around the Falls of St. Mary, which will open to the lower lakes
a navigation of fully a thousand miles. Our shipping will have an un-
interrupted sweep over waters, which drain more than three hundred
thousand square miles of a region abounding in mineral and agricultural
resources. They may be water-borne nearly half way across the con-
tinent. 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. Na-
ture has developed its mineral treasures upon a scale as grand as its
waters. Its copper mines, the most extensive and productive in
the world, furnishing single masses of the unparalleled weight of
sixty tons, supply half of our consumption. from localities where, ten
years since, the existence of a single vein was unknown. The iron
mines near the shores of this lake surpass those of Sweden or Russia
in extent, and equal them in the excellence of their material. It is pre-
dicted by acute metallurgists that its silver mines, though as yet unde-
veloped, will one day vie with those of Mexico.
While we behold with wonder the munificence of the gifts which Prov-
idence 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, commen-
surate in grandeur to those gifts, for their distribution throughout our
country and the world. Reflection upon these bounteous gifts leads us
to the conception of the means necessary to be adopted for their ade-
quate use and enjoyment. When the Caughnawaga canal shall have been
finished by the Canadian government, uniting the St. Lawrence and
Lake Champlain by a ship canal, thus completing the judicious and
successful improvements on the St. Lawrence, so creditable to the en-
terprise and national views of that government and when a ship canal
shall be constructed from Champlain, by way of Whitehall, to the Hud-
son river-and commercial necessities will not be satisfied with less—
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8
S. Doc. 112.
when the waters of Superior thus flow into the Hudson, and the ship-
ping of New York can touch upon the plain in which, with their branches
interlocking, the Mississippi and the St. Lawrence both have their
origin, it will be a stride equivalent to centuries for the nation. A
boundless field of commerce, and a vast expansion of transportation,
will thereby be opened, and a development of wealth, such as the
world has never witnessed, afforded.
The commercial results anticipated will not alone belong to those
whose labor and enterprise may primarily effect them. Commerce, ex-
ternal and internal, by steamships on the ocean or on the lakes, by rail-
roads over, or canals through, the land, is the advance guard of
civilization. Whenever true commerce receives any new impulse, its
beneficial effects accrue not only to the country from which it springs,
but to the world. Its advancement is therefore one of the highest
duties not only of enlightened statesmanship, but of philanthropy.
Although this report may have been elaborated more than might
seem to have been designed by the resolutions or instructions under
which it has been prepared, it is believed that no apology is necessary
for thus devoting a few pages to the evidences of the rising wealth of
this broad empire. So complete is the dependence of one section of
the country upon another-so varied are the productions furnished in
the different degrees of latitude embraced within the present bounds
of the confederacy, and yet so admirably are the channels for trans-
portation supplied by nature and art, that the prosperity of each sec-
tion overflows into the other. This diffusion of prosperity, produced
by community of interests and sympathies, freedom of trade and
mutual dependence, is a sure pledge that our political union can never
be broken.
The undersigned is not without hope that the facts presented in this
report may tend to promote the struggling railroad interests of the
West. That section needs capital, and greater facilities for transport-
ation; the former creating the latter. The magnificent systems of rail-
roads in course of 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 benefit 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 West, are
seeking a market among the capitalists throughout the world. Ignor-
ance of the resources of the country which will support the roads, and
of the progress of the regions through which they pass, causes the de-
pression of these stocks far below their value. The large amount of
money, required to complete the works already contemplated, makes it
a matter of high importance, which has not been lost sight of in this
report, that such information should be given to the financial world as
may remove some of the obstacles encountered by the great interests
of the West; owing to ignorance of their true condition and resources
which prevails in the money markets of Europe.
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S. Doc. 112.
This ignorance is not confined to foreigners, but exists among a
portion of our countrymen. The former cannot understand how rail-
roads can be built, and made to pay, in comparatively new countries:
the latter, living near the banks of great rivers, and on the Atlanic
coast, where alone surplus capital, as yet, abounds, cannot appre-
ciate the necessity existing for the constant creation of these iron lines.
Commerce depends for its existence and extension upon channels af-
forded as its outlets. Primarily it follows what may be termed the
natural routes, which are often not convenient ones.
Modern commerce has sought, and is constantly creating, at great
expense, artificial channels; and this is so true of the United States,
that such channels have, in a great degree, superseded the natural
routes; for the reason that the direction of American internal com-
merce is between the agricultural, and the commercial and manufac-
turing 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 80 great consequence to the leading
artificial lines of communication, such as the Erie canal, Erie rail-
road, 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 forward their products to the great leading or national routes
of commerce. Their products are comparatively valueless, on account
of the cost of transportation to market. The wheat and corn grown
in the central portions of Kentucky, Illinois, and Missouri, will not, on
the spot, command one quarter their value in New York or the other
markets on the Atlantic coast.
This difference in value, between the points of production and con-
sumption, is owing to the cost of transportation. Hence the necessity
of local as well as national channels to the development of our re-
sources, and to the further creation and wider extension of inland com-
merce. 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
"
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10
S. Doc. 112.
have cost four hundred millions; those in progress will cost at least
two hundred and sixty millions more-making an aggregate of six
hundred and sixty millions. These roads are indispensable to keep
alive and develop the industry ot the country.
The cost of these roads will not be less than twenty thousand dollars
per mile, requiring an annual outlay of about eighty millions for works
in progress.
The capital of the country is not equal to this demand, without
creating embarrassment in the ordinary channels of business; and
unless we can avail ourselves of foreign capital, a portion of our works
will be retarded, or we shall be involved in financial trouble.
We could borrow from England, Holland, and France, at compara-
tively low rates, the money needed for our works; and it is believed
by statesmen that by a judicious extension of our commerce with
other parts of Europe to which hitherto less attention has been paid
than it deserves, inducements could be created for the investment of a
portion of their large surplus capital in profitable works of internal
improvement in this country, yielding high rates of interest, provided
the foreign capitalists could be made to fully understand our condition,
the necessity that exists for these works, and the prospect of their yield-
ing 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 ob-
jects, value, and productiveness of our works.
One, course adopted by many of those who are constructing the roads
in progress is to raise money upon what are called road bonds. These
bonds are based upon the 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 public-
spirited companies who are struggling under heavy burdens may receive
what their securities are actually worth, and may not be compelled to
heavy sacrifices. Our companies during the present year will be bor-
rowers in the market for fifty millions, to be raised, in a great degree, on
these railroad bonds. This amount will be borrowed mostly from Eu-
ropean capitalists, at a discount of 12 to 15 per cent., making an aggre-
gate 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 81 per
cent. per annum.
These bonds are sold at the above rates, because so little is known
of the projects, or of the real strength of the country. The purchasers
demand a premium in the nature of insurance, and as soon as it is found
there is no risk they demand and receive a premium equal to a perfect
security.
It is no part of this report to advocate, in any way whatever, any
particular railroad, or any particular route of commerce; but in
view of the unquestionable necessity that exists for more knowledge
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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 ac-
companying report on the railroads and canals of the United States,
prepared with the assistance of Mr. Henry V. Poor, the editor of the
American Railroad Journal, New York, with his map annexed, to which
reference has been made, may, it is hoped, prove to be of value not
only to the railroad interest, but to the country generally, and important
at this period to American and European capitalists.
The undersigned conceives that the position of our internal commerce,
as illustrated in this report, may well be a subject of national pride.
For the last few centuries, the attention of the world has been given to
maritime commerce, created by the discovery of America and the ocean
path to the East Indies. The world entered upon a new epoch when
the great maritime powers struggled for dominion on the high seas. As
an eloquent American writer* has said Ancient navigation kept near
the coasts, or was but a passage from isle to isle; commerce now se-
lects, of choice, the boundless deep.
"The three ancient continents were divided by no wide seas, and
their intercourse was chiefly by land. Their voyages were like ours
on Lake Erie-a continuance of internal trade. The vastness of their
transactions was measured not by tonnage, but by counting caravans
and camels. But now, for the wilderness, commerce substitutes the
sea; for camels, merchantmen; for caravans, fleets and convoys."
Our time presents another epoch in commercial history. Internal
trade resumes in this country its ancient dominion. Commerce now
avails itself of lakes and rivers, as well as of the sea, and often substi-
tutes the former for the latter. For merchantmen, it now substitutes
steamboats; for fleets and convoys, canal boats and freight trains on
railroads. Upon this commerce that of the sea depends. Its prosperity
is the surest foundation of national power. As has been said by a
philosophical bistorian,+ "An extensive and lively commerce would
most easily, and therefore the soonest, be found on the banks of large
rivers running through countries rich in natural productions. Such
streams facilitate the intercourse of the inhabitants; and a lively trade
at home, which promotes national industry, is always the surest foun-
dation of national wealth, and consequently of foreign trade. The course
of the latter depends in a great measure upon exterior circumstances
and relations, which cannot always be controlled; but internal com-
merce, being the sole work of the nation, only declines with the nation
itself."
Bancroft.
t Heeren.
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12
S. Doc. 112.
THE TRADE, COMMERCE, AND NAVIGATION OF THE BRITISH NORTH AMER-
ICAN 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 in-
terest to citizens of the United States, he submits the same without
delay, in the briefest possible form, to the consideration of the gov-
ernment.
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 govern-
ment, to meet the important commercial changes which have taken
place within the last few years. He has also had the honor of sug-
gesting the necessity of wise and liberal legislation in relation to this
important and valuable trade, with the view of securing its profits
and advantages to citizens of the United States, in whose immediate
neighborhood it exists, and to whom, under a fair and equal system of
commercial intercourse, it may be said to appertain.
In the beginning portion of this report, the undersigned 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 atten-
tion 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 in-
terest.
The undersigned also invites particular attention to the sketch of the
early history, and present state of our knowledge of the geology, min-
eralogy, and topography, of Nova Scotia and New Brunswick, pre-
pared expressly for this report by one of our most distinguished geolo-
gists, 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 full confidence may be placed in the statements relating to
trade and commerce of the colonies embraced in this report, it may be
proper to state that each colony has been visited-the three following:
Canada, Nova Scotia, and New Brunswick-several times in person by
the undersigned, and that the returns have been carefully compiled not
only from official documents, but from trustworthy private resources;
and in this connexion the undersigned gratefully expresses his obligations
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S. Doc. 112.
13
to Thomas C. Keefer, esq., Montreal, for his contributions respecting the
resources, trade, and commerce of Canada.
The possessions of Great Britain in North America, exclusive of the
West India Islands, are, the united provinces of Canada East and
Canada West, the province of New Brunswick, the province of Nova
Scotia, which includes the island of Cape Breton, the island colonies
of Newfoundland and Prince Edward Island, Labrador, and the
wide-spread region (including Vancouver's Island, the most important
position on the Pacific ocean) under the control of the Hudson's Bay
Company, extending from Labrador to the Pacific, and from the north-
ern bounds of Canada to the Arctic ocean, except the districts claimed
by Russia.
These possessions, viewed merely with reference to their vast super-
ficies, which exceeds four millions of geographical square miles,
comprise a territory of great importance, more especially when the
manifold advantages of their geographical position are taken into con-
sideration. 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 com-
merce is susceptible and the extensive field they present for coloniza-
tion and settlement.
The British North American provinces, to which these reports
and documents are more especially confined, occupy comparatively
but a small portion of the aggregate superficies of the whole of
the British possessions on this continent; yet they cover a wide extent
of country, as will be perceived by the following statement of their
area:
Canada East, (acres)
128,659,680
Canada West
31,745,539
160,405,219
New Brunswick
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 1851, give the
following as their present population:
Canada, East and West
1,842,265
New Brunswick
193,000
Nova Scotia and Cape Breton
277,005
Newfoundland
101,600
Prince Edward Island
62,678
Total
2,476,548
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S. Doc. 112.
The following table is an abstract from the late Canadian census
Lower
Upper
Total.
Origin.
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
12
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 eigh-
teen 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 con-
ceded 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 in-
crease, 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 1831, 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.
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S. Doc. 112.
15
Equal with this constant increase in the value of exports, has been
the increase of shipping and navigation.
The tonnage outward, by sea, from all the ports of these colonies, in
1806, was but 124,247 tons.
In 1831 the tonnage outward by sea amounted to 836,668 tons, exhib-
iting 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 main-
tained; yet the increase, which has taken place during the twenty years
since elapsed, has been nearly as remarkable. In 1851, the tonnage
outward by sea from the North American colonies amounted to
1,583,104 tons, or nearly double what it was in the year 1831.
At an early period 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 for this purpose,
and are rossessed of unrivalled facilities for the construction and launch-
ing 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 con-
struction of ships of large size, for sale in the United Kingdoms. New
ships may therefore be classed among the exports of the British North
American colonies to the parent State.
The new ships built in these colonies in 1832 amounted, in the ag-
gregate, to 33,778 tons. In 1841 the new vessels were more than three
times as many as in 1832, and numbered 104,087 tons. In 1849
the tonnage of new ships increased to 108,038 tons. In 1850 there was
a still farther increase, the new ships built in that year numbering
112,7S7 tons.
That the colonies have great capacity for the profitable employment
of shipping, is demonstrated by the steady increase of their mercantile
marine. From those periods in their early history, when each colony
owned but one coaster, their vessels, year by year, without a de-
crease at any period, and without a single pause or check, have regu-
larly 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 of
the present century.
Aggregate tonnage of the provinces of Canada, New Brunswick,
Nova Scotia, Newfoundland, and Prince Edward Island, at various
periods since 1800:
Tons.
1806
71,943
1830
176,040
1836
274,738
1846
399,204
1850
Digitized by
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 sub-
mitting to you in 1850, it will be of great interest to notice its present
extent and importance.
The tonnage entered inward by sea, at the several ports of the North
American colonies, amounted in 1851 to an aggregate of 1,570,663 tons.
The tonnage cleared outward in that year from the same ports
amounted to 1,583,104 tons.
Commensurate with this large amount of tonnage, employed in
a commerce which may be said to have had its beginning since 1783,
has been the extent of colonial trade during the year just past.
The value of this trade is exhibited in the condensed statements
which follow:
The total exports of Canada for 1851, made up, from United States
and Canadian returns, for this report, give a different, but a more cor-
rect result, as will be seen by the following statements:
The total exports from Canada for 1851, as per returns
$13,262,376
Of which Quebec exported
$5,622,388
"
Montreal
2,503,916
"
Inland ports
5,136,072
13,262,376
Exported to Great Britain
$6,435,844
"
United States
4,939,300
"
British North American colonies. 1,060,544
"
Other countries
826,688
13,262,376
The character of the above, and the comparative value of the chief
material interests of the colony, may be seen by the following table:
Mines
$86,752
Sea
249,296
Forest
6,063,512
Agricultural
817,496
Vegetable food
3,766,396
Other agricultural products
38,028
Manufactures
55,124
Unenumerated
2,115,772
13,262,376
Digitized by
Google
S. Doc. 112.
17
Imports into Canada by river St. Lawrence, giving only the principal arti-
cles and values, for the year 1851.
Articles.
Values.
Tea
$168,084
Tobacco
18,924
Cotton manufactures
3,018,332
Woollen manufactures
2,301,816
Hardware manufactures
1,627,208
Wooden ware
11,612
Machinery
6,852
Boots and shoes
6,868
Manufactures of leather
53,156
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
Furs
90,032
Manufactures of silk
407,492
Manufactures of India rubber
233,324
Dye stuffs
38,916.
Coffee
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.
3
Digitized by Google
18
S. Doc. 112.
Exports from Canada to other countries, (principally Great Britain,) giving
the principal articles and ralues, for the year 1851.
Articles.
Values.
Apples
$2,404
Ashes, pot
86,900
Ashes, pearl
37,372
Ash timber
14,900
Barley
408
Battens
1,960
Beef
5,268
Birch timber
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
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
382,136
Tamarac wood and sleepers
6,096
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
Digitized by Google
S. Doc. 112.
19
As nearly as can be ascertained, the following statements exhibit the
natural products, domestic manufactures, and foreign goods imported
into the colonies from the United States for 1851.
Natural products.
Domestic manu-
Foreign goods,
factures.
&c.
Canada
$2,024,188
$3,471,685
$2,712,675
New Brunswick
869,683
335,515
325,702
Newfoundland
803,946
115,397
34,923
Nova Scotia
817,361
415,943
157,160
Prince Edward Island
77,858
Aggregate of colonial imports from Great Britain, United States, and
other countries, for the year 1851.
Great Britain.
United States.
Other countries.
Canada
$12,876,828
$8,936,236
$1,447,376
Nova Scotia
2,133,035
1,390,965
2,003,640
New Brunswick*
2,292,390
1,654,175
954,935
Newfoundland
1,600,750
998,735
1,655,695
Prince Edward Island
279,898
41,603
305,974
Total
18,878,706
12,678,279
6,191,405
Aggregate of colonial exports to Great Britain, United States, and other
countries, for the year 1851.
Great Britain.
United States.
Other countries.
Canada
$6,731,204
$4,939,280
$1,035,538
Nova Scotia
142,245
736,425
2,663,640
New Brunswick
2,909,790
415,140
535,190
Newfoundland
2,162,755
99,970
2,538,680
Prince Edward Island
84,966
55,385
184,638
Total
11,568,925
6,218,060
6,877,831
New Brunswick returns for 1851 show an increase in exports of about 15 per cent., and
of 19 per cent. in the imports, greater than in any other colony.
"
Digitized by Google
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
+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
10,000,000
NEWFOUNDLAND.
Imports
$4,609,291
Exports
4,276,876
8,886,167
in all
9,000,000
PRINCE EDWARD ISLAND.
Imports
$630,475
Exports
360,465
990,940
in all
1,200,000
New shipping, 15,000 tons.
Grand total
70,200,000
#
This amount includes goods in transitu.
t By United States returns, $4,928,888.
Digitized by Google
S. Doc. 112.
21
Although it appears by this statement, that, as in most new countries,
the amount of imports greatly exceeds the estimated value of the ex-
ports, 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 inter-
esting questions which they will, on examination, unquestionably
present to the statesmen of England and America more especially
as the question of reciprocal free trade between the United States
and the British North American Colonies is now before Congress, and
received especial attention in a previous report of the undersigned
submitted to yourself, and printed as Executive Document No. 23,
31st Congress, 2d session.
From 1794 to 1830 the trade of the colonies was a subject of much
negotiation between the two governments, and was always considered
by John Quincy Adams as one of great consequence to the United
States. This protracted and almost useless negotiation produced no
other results than a contraction of the trade of the colonies and an
estrangement between the people of both countries.
It is well known to the Department of the Treasury that Mr.
McLane's arrangements with England in 1830, in relation to this
trade, were most unsatisfactory to the commercial community, and called
forth from that interest urgent remonstrances against their partial
character. Time has, however, proved their beneficial operation
upon the general interests of the American and colonial trade, thus
furnishing another proof that profitable commerce can only exist in
perfect freedom.
Although the convention of 1830, upon the whole, had a beneficial
influence, yet it still left the trade of the United States with the colonies
subject to many onerous and unnecessary restrictions, which have had
a very injurious effect upon it. Until near the year 1840, that trade did
not rapidly increase but then it suddenly expanded. From that pe-
riod to the present time there has been a constant increase, but by no
means to the extent which would have unquestionably taken place if
the trade had been wholly unfettered, and allowed to flow freely in its
natural course.
It is somewhat singular that, notwithstanding the geographical po-
sition of these colonies with reference to the United States, and the
national importance of the various relations with them, no change has
taken place in the policy of this country toward them for nearly a
quarter of a century (while so much that is wise and great has been
accomplished during the same period for the benefit of commerce in this
and other countries) except the drawback law of 1846, which has in-
creased the export of foreign goods from $1,363,767 in 1846 to 2,954,536
Digitized by
22
S. Doç. 112.
in 1851. For many years after the Revolution, under a wise and saga-
cious policy, the colonial trade received a very considerable share of at-
tention, and efforts were made to place it on an equitable, if not a liberal
basis; but it unfortunately became involved with questions embracing
the whole foreign policy of the country, which prevented the adoption
of permanent measures of a liberal character.
Soon after the imperial act of 1846, which had such a disastrous
effect upon colonial trade, delegates were sent from Canada to this
country to arrange the terms of a reciprocal free trade in certain speci-
fied articles. The proposition was favorably received by Mr. Polk's
administration, and was ably supported in Congress by leading gentle-
men of both parties. A bill was introduced in 1848 for reciprocal free
trade with Canada in certain articles, which passed the House of Re-
presentatives, 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 col-
onists only: especially, it was supposed that it might prove prejudicial
to the agricultural interests of this country, as Canada for a few years
has been an exporter of wheat to a small extent; but the subject having
since been discussed, it has exhibited itself in a new light, and is
now considered by many as one of equal interest to the United States
and to the colonies.
The agriculture of a country is well considered as its most valuable
interest. It was natural, therefore, that the first question, raised as to
the policy of reciprocal trade, should have related to the effects of free
Canadian consumption upon our agricultural interests. The accom-
panying 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
eonsumption.
Agricultural Abstract-Upper and Lower Canada, 1851.
Lands, produce, live stock, and domestic manu-
Lower
Upper
Total.
factures.
Canada.
Canada.
Number of persons occupying lands
94,449
99,860
194,309
Of whom those held 10 acres and under
13,261
9,976
23,237
10 to 20
2,701
1,889
4,590
20 to 50
17,409
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 cultivation
3,605,517
3,697,724
7,303,241
"
"
"
crops in 1851
2,072,953
2,274,586
4,347,539
"
"
"
pasture
1,502,355
1,367,649
2,870,004
64
"
"
gardens and orchards
30,209
55,489
85,698
N
"
wild or under wood
4,508,398
6,125,509
10,633,907
44
44
under wheat
427, 111
782, 115
1,209,226
Digitized by Google
S. Doc. 112.
Agricultural Abstract-Continued.
Landa, produce, live stock, and domestic manu-
Lower
Upper
Total.
factures.
Canada.
Canada.
Number of acres under barley
42,927
29,916
72,843
"
"
"
rye
46,007
38,968
84,975
"
"
"
peas
165,192
192,109
357,301
"
"
"
oats
590,422
421,684
1,012,106
"
"
"
buckwheat
51,781
44,265
96, 046
"
"
"
maize
22,669
70,571
93,240
"
"
"
potatoes
73,244
77,672
150,916
"
"
"
turnips
3, 897
17,135
21,032
"
"
"
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
"
"
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
"
"
Oats
8,967,594
11,193,844
20,161,438
"
"
Buckwheat
530, 417
639, 384
1,169,801
"
"
Maize
400,287
1,606,513
2,096,800
as
"
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
"
"
Mangel wurtzel
103,999
54,226
168,225
"
68
Beans
23,602
18,109
41,711
"
lbs.
Hops
111,158
113,064
224,222
"
tons
Hay
965,653
681,682
1,647,335
"
lbs.
Flax or hemp
1,867,016
50,650
1,917,666
"
"
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
754,930
"
yards
Fulled cloth
780,891
527,466
1,308,357
"
44
Linen
889,523
14,955
904,478
"
"
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, except-
ing the townships.
Beef and pork are very incorrectly given in both parts of the province.
The fish in Lower Canada is exclusive of the Gaspè and Bonaventure fisheries, of which
there is a separate report.
W. C. CROFTON,
Secretary Board of Registration.
Digitized by Google
&
24
S. Doc. 112.
Abstract of the cereal produce of the United States in 1851.
State.
Wheat, bushels of.
Rye, bushels of.
Indian corn,
bushels of..
Maine
296,259
102,916
1,750,056
New Hampshire
185,658
183,117
1,573,670
Vermont
535,955
176,233
2,032,396
Massachusetts
31,211
481,021
2,345,490
Rhode Island
49
26,409
539,201
Connecticut
41,762
600,893
1,935,043
New York
13,121,498
4,148,182
17,858,400
New Jersey
1,601,190
1,255,578
8,759,704
Pennsylvania
15,367,691
4,805,160
19,835,214
Delaware
482,511
8,066
3,145,542
Maryland
4,494,680
226,014
11,104,631
District of Columbia
17,370
5,509
65,230
Virginia
11,232,616
458,930
35,254,319
North Carolina
2,130,102
229,563
27,941,051
South Carolina
1,066,277
43,790
16,271,454
Georgia
1,088,534
53,750
30,080,099
Florida
1,027
1,152
1,996,809
Alabama
294,044
17,261
28,754,048
Mississippi
137,990
9,606
22,446,552
Louisiana
417
475
10,266,373
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
-
12,236
TERRITORIES.
Minnesota
1,401
125
16,725
Oregon
211,943
106
2,918
Utah
107,702
210
9,899
New Mexico
196,516
-
365,411
100,503,899
14,188,639
592,326,612
itized by Google
S. Doc. 112.
25
Wheat, average price per bushel
80 cents.
Rye,
do
do
50 "
Corn,
do
do
45 "
Total-Wheat, 100,503,899 bushels
value, $80,403,119
Rye,
14,188,639
"
7,094,319
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 gratifying to notice that the agricultural interests of the United
States are increasing in a ratio proportionate to its other material in-
terests, 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 into
England, our principal market in Europe, from the United States and
other foreign countries.
Digitized by Google
An account for the years 1849 and 1850, respectively, of the number of quarters of wheat, barley, and oats, and of the number of
26
sacks and barrels of flour, imported into England, Ireland, and Scotland, severally, from the United States of America, from
Cunada, 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 flour from each country
are all equivalent.
Year 1849.
Quantities imported from-
Articles, &c.
The U. States
Canada.
France.
All parts of Eu-
All other parts.
Aggregate of im-
of America.
rope except
portation from
France, in-
all parts.
cluding the
Asiatic parts
of Turkey.
S. Doc. 112.
quarters.
quarters.
quarters.
quarters.
quarters.
quarters.
Into England
103,172
6,747
362,091
2,251,101
95,050
2,818,161
Scotland
2,872
3,551
10,705
445,050
21,532
483,710
Wheat imported
Ireland
2,097
78,535
419,906
42,969
543 507
the United Kingdom
108,141
10,298
451,331
3,116,057
159,551
3,845,378
Digitized by Google
cwt.
cwt.
cwt.
cwt.
cwt.
cwt.
Into England
1,506,733
258,326
759,455
91,408
16,638
2,632,560
Scotland
Wheat flour (actual weight)
164,829
192,512
133,311
6,846
1,449
498,947
Ireland
97,545
5,755
113,492
1,534
6
218,332
imported
the United Kingdom
1,769,107
456,593
1,006,258
99,788
18,093
3,349,839
quarters.
quarters.
quarters.
quarters.
quarters.
quarters.
Into England
430,495
73,808
216,987
26,117
4,754
752,161
Wheat flour, reduced to its
equivalent in quarters of
twheat, imported
—
Scotland
47,094
55,003
38,089
1,956
414
142,556
Ireland
27,870
1,644
32,426
438
2
62,380
the United Kingdom
505,459
130,455
237,502
28,511
5,170
957,097
Into England
533,667
80,555
579,078
2,277,218
99,804
3,570,322
Scotland
49,966
58,554
48,794
447,006
21,946
626,266
Aggregate of wheat and
Ireland
29,967
1,644
110,961
420,344
42,971
605,887
wheat flour imported
the 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
234,368
Barley imported
Ireland
4,054
64,780
68,834
the United Kingdom
86,567
1,290,845
3,596
1,381,008
Into England
1,142
1,181,409
192
1,182,743
Scotland
74,376
74,376
Oats imported
Ireland
190
9,791
7
9,988
S. Doc. 112.
the United Kingdom
1,332
1,265,576
199
1,267,107
Digitized by Google
1%
STATEMENT-Continued.
28
Year 1850.
Quantities imported from-
Articles, &c.
The U. States
Canada.
France.
All parts of Eu-
All other parts.
Aggregate of im-
of America.
rope except
portation from
France, in-
all parts.
cluding the
Asiatic parts
of Turkey.
quarters.
quarters.
quarters.
quarters.
quarters.
quarters.
Into England
98,751
6,045
465,603
1,748,661
172,795
2,491,855
Scotland
1,948
2,729
21,642
440,591
28,232
495,142
Wheat imported
Ireland
108,110
565,766
78,122
751,998
S. Doc. 112.
the United Kingdom
100,699
8,774
595,355
2,755,018
279,149
3,738,995
cwt.
cwt.
cwt.
cwt.
cwt.
cwt.
Into England
1,397,797
121,012
1,524,512
97,960
8,379
3,149,660
Scotland
Wheat flour (actual weight)
116,992
121,341
201,889
10,061
784
451,067
Ireland
imported
12,369
2,939
198,774
4,608
23
218,713
Digitized by
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
Scotland
33,426
34,669
57,682
2,875
224
128,876
equivalent in quarters of
Ireland
3,534
840
56,793
1,316
6
62,489
wheat, imported
the United Kingdom
436,331
70,083
550,050
32,180
2,624
1,091,268
Into England
498,122
40,619
901,178
1,776,650
175,189
3,391,758
Aggregate of wheat and
{
Scotland
35,374
37,398
79,324
443,466
28,456
624,018
Ireland
3,534
840
164,903
567,082
78,128
wheat flour imported
814,487
the United Kingdom
537,030
78,857
1,145,405
2,787,198
281,773
4,830,263
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
91,888
Oats imported
Ireland
1
14,673
14,674
the United Kingdom
2,926
1,151,481
66
1,154,473
S. Doc. 112.
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29
30
S. Doc. 112.
Abstract consumption of foreign grain for four years, from 1847 to 1850.
Quantity in quarters.
Value.
Wheat
14,238,313 at 51s. 9d. stlg.
$184,208,170
Other grains
25,031,823 at 31s. 5d.
...
197,123,110
Totals
39,276,136
381,331,280
Yearly average
9,817,534
95,332,820
Abstract of grain imported for five years, from 1846 to 1850.
Quantity in quarters.
Value.
Wheat
16,452,555 at 52s. d.d. stlg.
$210,769,750
Other grains
27,485,078 at 33s.
225,251,885
Totals
44,067,533
436,021,635
Yearly average
8,813,526
87,204,375
Table exhibiting the flour and wheat exported from Canada in 1850 and
1851-year ending January 1.
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
*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 the United States.
90,819
562,695
Increase in sea export from Canada
90,992
72,847
# Exported by sea via Montreal and Quebec.
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S. Doc. 112.
31
Total quantity imported into the United States from Canada,* for the year
ending June 30, 1852.
Wheat, bushels
870,889
value, $609,681
Flour, cwt
496,201
1,008,928
Rye, oats, &c., &c
203,570
1,802,179
Of the above, there was exported to England, viz :
Wheat, bushels
427,615
value, $455,204
Flour, cwt.
343,533
924,079
1,379,283
To the British North American colonies other than Can-
ada, viz :
Wheat, bushels
24,259
value, $23,132
Flour, cwt.
139,661
346,895
370,027
Total
1,749,310
Total domestic flour, &r., exported from 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 bushels
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 colo-
nies; 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.
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32
S. Doc. 112.
or Canada East. The origin, language, and other distinctive features
of the inhabitants of Lower Canada, make their affinities with the United
States much less than those of the Upper Canadians. Moreover, the
geographical position of Upper Canada makes New York a more con-
venient, while it is at the same time a larger and more secure, market
for her produce, than Montreal or Quebec. The various lines of rail-
way, leading from the Atlantic to the lakes, give to the inhabitants of
the upper province facilities of communication with New York, during
a part of the year when access to Quebec is extremely difficult.
The canal tolls levied by the State of New York on Canadian pro-
duce passing through her canals toward tide-water amounted, in 1850
and 1851, to over $1,000,000 ; and property from tide-water to Canada,
through the same channels, probably pays half as much more, making,
at the least, $300,000 annually contributed by the Canadian trade to
the New York canals.
Imports into Canada from the United States, giving the principal articles and
values, for the year 1851.
Articles.
Values.
Tea
$893,216
Tobacco
403,860
Cotton manufactures
565,124
Woollen manufactures
439,260
Hardware manufactures
318,844
Wooden ware
53,724
Machinery
85,768
Boots and shoes
42,592
Manufactures of leather
47,388
Hides
89,204
Tanned leather
126,232
Oil, not palm
47,804
Paper
32,996
Rice
19,920
Sugar
278,468
Molasses
19,296
Salt
79,816
Glass
18,828
Coal
38,652
Furs
44,264
Manufactures of silk
80,768
Manufactures of india rubber
53,960
Dye stuffs
12,680
Coffee
116,988
Fruit
81,144
Fish
17,544
Uneuumerated
4,780,372
8,788,712
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S. Doc. 112.
33
Exports from Canada to the United States, giving the principal articles and
values, for the year 1851.
Articles.
Values.
Ashes
$65,992
Lumber
766,628
Shingles
20,732
Cattle of all kinds and sizes
140,176
Horses
185,848
Wool
41,896
Wheat
491,760
Flour
1,181,484
Barley and rye
75,596
Beans and peas
41,588
Oats
135,708
Butter
38,004
Eggs
38,008
Unenumerated
1,705,664
4,929,084
As can be seen by referring to table No. 9, in Canadian returns, the
dutiable and free goods are thus stated for the year 1851 :
Dutiable imports into Canada from the United States
$7,971,380
Free imports into Canada from the United States.
1,147,388
*9,118,768
Amount of duties collected on $7,971,380, is $1,166,144, or about
142 per cent.
The active character of the inland trade between Canada and the
United States may be seen by the following statement of the tonnage
inward and outward:
INWARD.
OUTWARD.
TOTALS.
American.
British.
American.
British.
Inward.
Outward.
Steam
1,224,523
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 amounts is explained in a note in table No. 9.
4
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34
S. Doc. 112.
Inward and outward.
Steam-American
$1,977,841
British
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.)
Mem.
Districts.
Gross revenue.
Expenses of
Net revenue.
Excess of
collection.
expenses.
Over.
Under.
Vermont
$181, 915 02
$27,472 47
$154, 442 55
1
Champlain
133, 326 68
22,965 22
*109, 751 44
2
Oswegatchie
42, 842 41
16, 002 22
26, 840 19
3
Cape Vincent
22, 410 78
14, 222 58
8, 188 20
4
Sackett's Harbor
16, 603 54
27,000 95
$10, 397 41
1
Oswego
273, 173 92
38, 210 43
1234, 947 50
5
Genesee
45, 324 66
13,368 47
#31, 722 66
6
Niagara
44,076 44
21, 277 69
22, 798 75
7
Buffalo
148,740 03
49, 601 19
1198, 885 78
8
Erie, (Presque Isle)
1, 155 26
31, 924 35
30,769 09
2
Cuyahoga
126, 677 24
13, 228 71
113,448 53
9
Sandusky
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
Michilimackinac
1, 797 42
4, 535 02
2,737 60
Chicago
10,670 41-
10,360 73
$154 75
12
1, 130, 912 21
331, 436 14
844, 338 50
46, 129 96
#
After deducting $610 02-moiety of sales merchandise distributed per act April 2, '44, 8. 3.
"
"
15 99-duties on merchandise refunded.
"
"
233 53-expenses attending prosecutions.
"
"
253 06-moiety of sales merchandise distributed per act April 2, '44, 8. 3
$
"
"
154 93-duties on merchandise refunded.
Total
1, 267 53-deducted from net revenue.
RECAPITULATION.
Gross revenue
$1,130,912 21
Net revenue
$844, 338 50
Expenses
331, 436 14
Excess of expenses
46, 129 96
793, 208 54
Add amount deducted
1,267 53
799, 476 07
799, 476 07
Digitized by
S. Doc. 112.
85
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 effected and carried out for the free interchange
between the United States and the colonies, of all the products of either,
whether of agriculture, of mines, of the forest, or of the sea, in connex-
ion with an agreement for the free navigation of the rivers St. Law-
rence and St. John, the concession of a concurrent right with British
subjects to the sea fisheries near the shores of the colonies, and the re-
mission 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 northeast-
ern portion of the Union. The repeal of the export duty on American
lumber floated down the St. John to the sea would be but an act of
justice to the lumbermen of that quarter, upon whom it now presses
severely, and who have strong claims to the consideration of the gov-
erninent.
At present there are no products of the colonial mines exported to
the United States, except a small quantity of coals from New Bruns-
wick, 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 colo-
nies is regarded as the just prescriptive privilege of our fishermen.
Without such participation, our deep-sea fisheries in that region will
become valueless.
With reference to this important subject, the undersigned feels that
he would be wanting in his duty to the government if he did not ear-
mestly call its attention to the critical state of the colonial fishery ques-
tion, which, owing to à recent demonstration of imperial and colonial
policy, has assumed a very threatening aspect.
Since the Fishery Convention of 1818, by which this government, on
behalf of American. citizens, renounced forever their right to fish within
three marine miles of the seacoast of New Brunswick, Nova Scotia,
and Prince Edward Island, many of the hardy and industrious fisher-
men of our country have been compelled to pursue their adventurous
calling (the importance of which cannot be over-estimated) near the
shores of these colonies, in a manner by no means creditable to the
standing or character of the people of the United States.
The files of the State Department furnish abundant evidence of the
losses sustained by our citizens in consequence of their vessels having
been seized an confiscated for alleged violations of the fishery conven-
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36
S. Doc. 112
tion, to which the necessities arising from the nature of their pursuit
compelled them.
For several years past, the colonists have constantly urged the im-
perial government to station an armed force on their shores, to pro-
tect the fisheries from the unjustifiable and illegal encroachments of
American fishermen." The force hitherto provided has not been such
as the colonists desired, having usually been limited to three or four
vessels, under the command heretofore of discreet officers of the Royal
Navy, who have generally exercised the powers with which they were
invested with liberal discretion.
With the view of bringing matters to a crisis, the colonial legisla-
tures have lately renewed their appeals to the imperial government for
aid to drive American fishermen from their shores, and compel them to
follow their calling in places where fish are not so plentiful or so easily
caught. And in order to show their own determination, the provinces
of Canada, New Brunswick, and Nova Scotia have entered into an
agreement to provide a certain number of small cruisers, at their own
expense, to be stationed at various places agreed upon, to assist in
effecting the object they desire.
The last appeal of the colonial authorities has been viewed favor-
ably by the new administration of Earl Derby. A change has taken
place in the British policy with reference to this fishery question;
and a circular letter has been sent to the governors of the several
colonies, announcing that her Majesty's government has resolved to
send a small force of armed vessels and steamers to North America, to
protect the fisheries against foreign aggression. The colonial govern-
ments have fitted out six cruisers, fully manned and armed, which
have sailed for the best fishing grounds, and there is imminent danger
of a collision. The colonial cruisers threaten to make prize of every ves-
sel fishing or preparing to fish," within certain limits, which the colo-
nial authorities contend are within three marine miles beyond a line
drawn from headland to headland, and not three miles from the shores
of the coast, which our citizens contend is the true reading of the con-
vention.
Our fishcrmen generally entertain the conviction that the threatened
exclusion by the British and colonial governments is a violation
of rights, accruing to them under the laws of nations applicable to
this subject and to that region, fortified by former use, till it has well
nigh created a right by prescription; and many regard such threatened
exclusion as an illiberal and uncalled for measure at this period, doing
the British or the colonies no good, while it injures them seriously. In
such a state of feeling it is next to impossible to prevent difficulties and
collisions between them and the British authorities, and wrongs may
be done on both sides. Every dictate of prudence and of wise policy,
and just protection to our citizens against an- uncalled for interference
by imprudent subordiuates, therefore, imperiously demands that the
Federal government should, as soon as practicable, despatch to those
waters, and maintain there, a respectable naval force, under command
of discreet officers. It may be here not inappropriately observed,
that, ships-of-war bearing the American flag is a rare spectacle in the
Digitized by Google
S. Doc. 112.
37
waters of Maine, while British armed vessels often visit our coasts and
harbors.
In conclusion, the undersigned would respectfully state, that, although
the returns and statements herewith submitted furnish gratifying evi-
dences of the commercial intercourse between the United States and
the British. North American colonies, and although those returns may
be deemed perfectly correct, having been derived from official sources,
yet it is proper for him to remark, that they do not represent the whole
value of the trade.
It is well known that in many instances colonial produce is entered
at prices much below its real value; and on the northeastern and north-
western frontiers of the United States there is ever an active barter
trade carried on with the neighboring colonies, of which no account can
be taken by the public officers on either side. It is therefore perfectly
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 sea-
men and navigation, upon which our strength depends; that supply us
with such commodities as we absolutely want. for carrying on our trade,
or for our safety, or carry out more than they bring in, upon which our
riches depend."
The trade with the colonies fulfils all these considerations. It takes
from us largely of those products and manufactures which enhance the
value of our soil, and give profitable employment to the labor of our
people. It greatly increases our ships and the numbers of our seamen,
giving us the means of maintaining our navy, and adding materially to
our strength as a nation. It supplies us cheaply with those commodi-
ties we absolutely require for conducting our foreign trade, and sup-
plying the necessities of home consumption. And lastly, it carries out
infinitely more than it brings in, and so adds vastly to our individual
and national riches.
The undersigned has the honor to be your obedient servant,
I. D. ANDREWS,
United States Consul.
Hon. THOMAS CORWIN,
Secretary of the Treasury, Washington.
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S. Doc. 112.
PART I.
THE DEEP-SEA FISHERIES
IN
The Bay of Fundy, along the coast of Nova Scotia, on the Grand Bank
of Newfoundland, 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 Gaspé, occupy a prominent position.
It is sufficient at this moment to state that, except near certain por-
tions of the coasts of Newfoundland and Labrador, and around the
Magdalen islands, our citizens are not permitted to fish, save at the
distance of three marine miles from the land.
It has been contended by the provincial authorities, acting under the
opinion of the law-officers of the Crown in England, that these three
miles are to be measured from headland to headland, and not from the
bays or indents of the coast. Under this construction of the convention
of 1818, our vessels have been sometimes seized and confiscated; but
the imperial government has inclined to the opinion that this construc-
tion of the convention was too strict, and that our vessels might enter
bays, straits, or estuaries, the entrances to which were more than six
miles wide.
But even this modified construction of the convention bears hardly
upon our industrious fishermen in a variety of ways, as I now proceed
to show.
The fishing grounds to which our vessels principally resort, are in
the bay of Fundy along the Atlantic coast 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 also
take herrings at the Magdalen islands, or on the coast of Labrador. It
is true that they have a concurrent right of fishing on the west coast of
Newfoundland with the fishermen of England and France, and a
joint right of fishing, with British subjects, on the coast of Labrador
and at the Magdalen islands; as also the right of landing at such places
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40
S. Doc. 112.
on those coasts as are uninhabited, for the purpose of curing and drying
their fish; but this privilege is seldom, if ever, exercised, because it is
of no practical value to our fishermen.
Those portions of the coasts of Nova Scotia, Cape Breton, Prince
Edward Island, and New Brunswick, on which it would be advan-
tageous for our fishermen to land for purposes connected with the
fishery, are prohibited by reason of their settlement and actual occu-
pation, while they are shut out from the best fishing grounds by reason
of the convention of 1818, which excludes them from taking fish within
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 Miramichi, the straits of Northumberland, and
George's bay, within which the greatest quantities of the best mack-
erel 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 and cured. A liberal
supply of salt is used, in which the fish first caught lie four months,
and the last caught, one month. The vitality, so to speak, of the meat-
its strength and flavor-is quite destroyed. When unladen from the
vessel, the fish are found to be of a dead, ashy color, instead of 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
Digitized by Google
S. Doc. 112.
41.
three marine miles of the land is very important, as regards the mack-
erel 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 trim, and fresh
bait could be more readily procured; the fish would be more perfectly
cured, and fitter for food, than under the present mode of salting and
curing. A superior quality of this description of fish would open to us
not only the market of California, but also several foreign markets
from which our fish are now excluded, by reason of their imperfect
cure.
Immediately after the disappearance of the ice in the Gulf of St.
Lawrence, every spring, vast quantities of herrings draw near the
shores, in order to deposite their spawn. Our fishermen cannot partici-
pate in this fishery, because they are unable to enter the gulf so early.
The quantity of ice passing out by Cape Breton prevents their doing SOe
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 her-
ring and cod which might thus be taken before our vessels are now
able to enter the gulf, these cod would be dried and cured in the best
manner, by shore crews; and rendered fit for any market. The ves-
sels and their fishing crews might at the same time be constantly and
profitably occupied in pursuing closely the several fisheries, as they
succeed each other, throughout the 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 mack-
erel, might be prosecuted until some time after the period when our
vessels are now obliged to leave the gulf on their homeward voyage, at
which late period the finest fall mackerel are always taken.
Permanent fishing stations within the gulf, with boats and vessels
always there, would render the fishing season considerably longer for
our fishermen. They would then share in. the early spring and late
fall fisheries, from both which they are now excluded by the existing
arrangements.
It is only necessary to advert to the frightful loss of life and property
which occurred in the Gulf of St. Lawrence last October, to show how
advantageous it would be to our citizens, if, instead of remaining at sea
through the heavy gales which frequently occur in the gulf, their fishing
vessels had each some convenient fishing station, well sheltered, to
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42
S. Doc. 112.
which they could resort at all times, and where the crews could be ren-
dered 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 mat-
ter 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. Law-
rence, might reach any or all of the ports or places on the great lakes,
where a supply of sea-fish is highly prized.
The numerous and constantly increasing body of consumers in the
great West, even to its remotest extremity, would thus be furnished
with good fish at reasonable 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 singu-
larly interesting at the present time, because it will be found, from what
follows, that the changes which take place during the present year in
the allowance of those bounties are calculated to exercise a powerful
effect on the deep-sea fisheries of the United States.*
Hereafter, we are to have fish caught and cured by citizens of
France, entering our markets under the stimulus of an extravagant
bounty, to compete with the fish caught and cured by our own citizens:
This altogether new and unexpected movement on the part of France
has already attracted attention, and excited much interest and uneasi-
ness among the fishermen of the eastern States. 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 ap-
pended 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.
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S. Doe. 112.
43
bardy seamen for her navy, who would cost the nation much more if
they were trained to the sea on board vessels of war.
A committee of the National Assembly reported at length upon the
proposed law, and the state of the deep-sea fisheries. From this re-
port, it appears that these fisheries, although enjoying large bounties
and privileges, were langnishing, 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 Janu-
ary, 1852, until the 30th June, 1861, the bounties for the encourage-
ment 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
eoast of Newfoundland, 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 colo-
nies in America or India, or to the French establishments on the west
coast of Africa, or to transatlantic countr s, provided the same are landed
at a port where there is a French consul, per quintal metrique, (equal to
220₫ pounds avoirdupois,) 20 francs.
2. Dried cod of French catch, exported either direct from the place
where caught, or from ports in France, to European countries or foreign
States within the Mediterranean, except Sardinia and Algeria, per
quintal metrique, 16 francs.
3. Dried cod of French catch, exported either to French colonies in
America or India, or to transatlantic countries, from ports in France,
without being warehoused, per quintal metrique, 16 francs.
4. Dried cod of French catch, exported direct from the place where
caught, or from the ports of France, to Sardinia or Algeria, per quintal
metrique, 12 francs.
Bounty on Cod Livers.
5. Cod livers which French fishing vessels may bring into France as
the product of their fishery, per quintal metrique, 20 francs.
From the foregoing scale of bounties, it will be seen that there are
some grounds for the fears entertained by the fishermen of New Eng-
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44
S. Doc. 112.
land, that the dried cod caught and cured by the French at Newfound-
land 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 ob-
tain for their dried fish when brought to market. It must not be over-
looked, 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 far-
ther bounty of twenty francs per quintal metrique on the cod-oil which
he lands in France; and farther, 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 pur-
suing 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.
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S. Doc. 112.
45
PART II.
THE TRADE OF THE LAKES.
In obedience to your instructions, the following detailed report is
submitted on the condition, history, and prospects of the trade and com-
merce 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 state-
ments of the present and past years; the facilities and obstructions to
their free navigation and the transportation of goods; the internal im-
provements completed, under way, projected, or imperatively re-
quired; the character for productiveness, whether of agricultural or
mineral wealth, or of that arising from fisheries or the forest of the cir-
cumjacent 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, re-
moval of obstacles, and general improvements of navigation, requisite
for the development and exploration to the fullest extent of the inesti-
mable resources of these noble waters, and the vast territories sur-
rounding them.
It has been difficult to obtain much information and full detailed
statements on some of these points, owing, it is believed, to the absence
of proper legal requirements and authoritative departmental instruc-
tions 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 com-
merce, and in the shipment and transportation of produce and mer-
chandise, and especially incorporated companies or associations, have
frequently furnished the public with useful information on the lake trade
and commerce.
The interests of those engaged in such business are ordinarily ad-
vanced 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 in-
structions 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
Digitized
46
S. Doc. 112.
should be enforced by legal enactments. The organization of a sta-
tistical office, the duties of which should include the decennial census,
as a permanent bureau attached to the proper department at Washing-
ton, to which full information and data from all the departments and
offices at the seat of government and throughout the Union, and from
all our officers abroad. should be rendered. and which could obtain
like information from the State governments and other trustworthy.
sources, and from foreign governments likewise, might prove eminently
useful.
Properly established, and conducted by intelligent, accurate, indus-
trious 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 transporta-
tion, of our growing resources in every quarter, and of our coast-wise
trade. And all statistical data that might be wanted, could be advan-
tageously 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 para-
mount duty of this government is to relieve the people from all un-
necessary 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 infi-
nitely worse, upon the false data and incorrect and deceptive statistics
furnished by interested persons.
Notwithstanding the difficulties now existing, it is believed that an
approximation, sufficiently near the realities of the case to convey
an adequate understanding of the subject, has been attained in the
following pages ; and that the results, as shown, will be alike gratify-
ing to the enlightened and patriotic statesman, as displaying the im-
mense development and incalculable prospects of the resources of his
country, and astonishing to the casual observer, who has, it is 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, pros-
perity, and progrèss.
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 col-
lection, 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
Digitized by Google
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 re-
lation 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 fostered 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 mar-
kets the surplus productions of our country, whereby to purchase im-
ports 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 com-
merce would be carried on under such àn 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 ex-
port 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 manufac-
turing 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
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S. Doc. 112.
manufacture, and tends thereby SO far to change the balance of trade in
our favor.
It is contended by some political economists, that of nations engaged
in commercial pursuits, the largest exporters and the smallest im-
porters must be the gainers, since a large excess of importation must
cause a drain of the precious metals to pay for such excess. It does
not follow that if this be true as to foreign or maritime commerce, it
is equally so as to inland or interior trade.
The former cannot exist but by means of the latter; the latter may
exist, and in some sort flourish, without the aid of the former.
Again, for articles of bulk and weight, no means of transportation
can compete with water carriage, especially for great distances. It is
the best and the cheapest.
This, then, is the position of our inland and maritime navigation and
commerce : the former is the feeder of the latter, the source of its
greatness for at such a vast distance do our granaries and storehouses
of agricultural and mineral wealth lie from our marts and workshops,
that but for the network of lakes, rivers, and artificial improvements
with which our country is so wonderfully intersected, they could never
be rendered available for exportation, or home consumption on the sea-
board, and in the old and thickly settled districts.
These considerations show the interest which the external or mari-
time commerce has in the advancement of the lake trade and naviga-
tion; and establish that the maritime commercial communities, and the
commonwealth, should, as a matter of justice and duty, as well as of
expediency, aid liberally all improvements which may facilitate the
prosecution of business, the cultivation and exploitation, and yet more
the transportation, of that produce which is necessary to the existence
of the one, and the well-being of the other. The lake trade is obliged
to effect much more by its own means than the foreign, and it has
infinitely less means whereby to effect it.
It is well known that this inland or lake trade is in the hands
of new States, peopled, for the most part, by emigrants, whose chief
possession is their industry, swelling the coffers of the older and
wealthier communities. The latter now virtually demand that these
infant States shall not only produce, but transport produce, and clear
the way for that transportation, for their benefit, at their own expense.
Hence the expediency and justice of lending, under these circumstances,
federal aid to the new States, so far as removing or surmounting such
obstacles in free channels of trade open to all or any States, as are
offered by the flats of the Lake St. Clair, the rocks and shoals of Lake
George, or the Sault St. Marie, is, it is considered, incontestable.
The details of the districts, and the general synopsis of the lakes
and lake country, will undoubtedly suffice to establish the facts and
show the realities of the vast extent of the existing trade, its past
growth, and its gigantic future. But a brief glance at its general fea-
tures may be useful for the concentration of ideas and ready percep-
tion 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
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S. Doc. 112.
49
St. Lawrence, Lake Ontario, the Niagara river, and Lake Erie, to the
dividing line between New York and Pennsylvania; thence the southern
coast of Lake Erie to the Pennsylvania and Ohio line; thence the
southwestern coast of the same lake to the Michigan line; and thence
the whole southern banks of the Detroit river, St. Clair lake and river,
the western coast of Lake Huron, along the southern peninsula of Michi-
gan, the whole coasts of Lake Michigan, including the shores of Illi-
nois, Ohio, Wisconsin, and Michigan, and all the southern and south-
western coast line of Lake St. George, the river St. Mary's, and Lake
Superior, including the shores of northern Michigan, Wisconsin, and
Minnesota, to the frontier of the British possessions at the outlet of
Rainy lake and Lake of the Woods into the waters of Lake Superior.
The extent of the whole line exceeds three thousand miles in length,
and embraces portions of the following States, several of them the
wealthiest of the entire 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.
Fest.
Square miles.
Superior
355
160
900
627
32,000
Michigan
320
100
900
578
22,000
Huron
260
160
900
574
20,400
Erie
240
80
84
565
9,600
Ontario
180
35
500
232
6,300
Total
1,555
-
-
-
90,000
These lakes are estimated to drain an entire area of 335,515 square
miles, and discharge their waters into the ocean through the river St.
Lawrence, which is rendered navigable from Lake Erie downward to
all vessels not exceeding 130 feet keel, 26 beam, and 10 feet draught,
and the free navigation of which for American bottoms may, it is antici-
pated, be acquired by the concession of reciprocity of trade to the Ca-
nadian 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 al-
most a pathless wilderness, of 215,000 tons burden. It may be inter-
esting 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
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50
S. Doc. 112.
Another point should be here mentioned in regard to this vast aug-
mentation of maritime force and tonnage, which is that the increase of
business is most inadequately represented by the increase of tonnage
since, by the increased capacities of the vessels, their speed while under
way, their despatch in loading and unloading, and the substitution of
steam as a motive power, both for sail on the waters and for human
labor at the dock, the amount of traffic actually performed by the same
amount of tons in 1851, as compared with that performed in 1841, is
greater by ten-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 week to ten days was allowed to a first-
rate steamer for a voyage from Buffalo to Detroit and back. In 1851,
three days only were required by first-rate steamers, and four to five
by propellers.
These facts show that four times as much business is transacted in
1851 by ten steamers, as was effected by the same number in 1841.
The substitution of steam for sail in the same period has, it is evident,
effected a yet greater increase in the speed of transit and celerity of
transhipment; and this substitution is hourly on the increase; in proof
of which, of 7,000 tons of shipping now on the stocks at Buffalo, 250
only-one brig-are sail; all the remainder steam or propellers.
Of this latter species of vessels the increase is so great and so reg-
ular, and so rapidly are they growing into favor, that there can be but
little doubt that they are destined ultimately to supersede vessels pro-
pelled by sail only, especially for voyages of moderate length, and in
localities where fuel is abundant and easily to be procured. In no re-
gion of the globe are these two conditions, on which rests the availa-
bility of screw-steamers, more perfectly complied with than on the
lakes, where the longest voyages do not exceed three weeks, at an ex-
treme calculation, and where bituminous coal of a very fine quality can
be procured at an average price of three dollars and a half per ton,
and at many points at two and a half on the docks.
The following table, taken from a very valuable report by Messrs.
Mansfield and Gallagher, of the statistics and steam marine of the United
States for 1851, will show the comparative force of the steamers em-
ployed in the oceanic and the lake trade, and will exhibit a result suf-
ficiently surprising to readers unacquainted with the business of the in-
terior.
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S. Doc. 112.
51
Description of vessels.
Number.
Tonnage.
Officers
and crews.
Ocean steamers, (coast)
96
91,475
4,548
Ordinary steamers "
382
90,738
6,311
Propellers
"
67
12,245
542
Steam ferry boats
"
80
18,041
369
Total coast
625
212,500
11,770
Ordinary steamers, (lake and river)
663
184,262
16,57
Propellers
"
"
52
15,729
817
Steam ferry boats
"
"
50
4,733
214
Total lake and river
765
204,725
17,607
Steam marine, coast
625
212,500
11,770
" inland
765
204,725
17,607
Total
1,390
417,226
29,377
Excess. of lake and river
1406
7,775 dim.
5,837
The distribution of steamers in the basin of the lakes is as follows :
District of Burlington
11
Plattsburgh
6
Ogdensburgh
4
Sackett's Harbor
1
Oswego
9
Rochester
2
Niagara
1
Buffalo
42
Presque Isle
7
Cleveland
13
Sandusky
1
Toledo
4
Detroit
47
Michilimackinac
12
Chicago
4
The number on each lake is-
Champlain
17
Ontario
17
Erie
114
Straits
12
Michigan
14
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52
S. Doc. 112.
The entire number of vessels and crews of the interior trade amounts
to 140 bottoms, and 5,837 men, in excess of the whole ocean and coast
navy, though the tonnage employed in the latter is smaller by 7,775
tons.
It is for this wealthy commerce of the interior that all the Atlantic
cities are now striving, in earnest competition, by the creation of new
outlets and avenues, for its transaction; and this very competition is
good evidence that all the eastern or New England and middle States
are, in some sort, more or less affected by it.
The great system of exchange between the cities of the ocean 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.
Years.
N. E. States-
population.
Per ct. increase
Middle States
population.
Per ot. increase.
N. W. States
population.
Per ct. increase.
Tonnage of lakes.
1790
1,009,823
958,632
958.6
None.
None.
1800
1,233,315
22.1
1,401,070
46.15
50,240
1810
1,471,891
19.3
2,014,696
43.79
272,324
442.04
1820
1,659,808
12.8
2,699,845
34
792,719
191.09
3,500
1830
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
1850
2,728,106
22.07
5,898,735
30.32
4,721,430
59.08
215,787
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S. Doc. 112.
53
In this scheme it must be observed that the six New England States,
Maine, New Hampshire, Vermont, Rhode Island, Massachusetts, and
Connecticut, possess an area of 63,326 square miles, with a population
of 2,728,106, being 43.09 persons to the square mile.
The Middle States, New York, New Jersey, and Pennsylvania, pos-
sess an area of 100,320 square miles, with a population of 5,898,735,
or 58.80 persons to the square mile; while the northwestern States,
Ohio, Indiana, Illinois, Michigan, Iowa, Wisconsin, and the Minnesota
Territory, have an area of 373,259 square miles, with a population of
4,721,430, or 12.70 persons to the square mile.
When this last division shall have become as densely populated as
the middle States now are, it will contain a population, directly tribu-
tary 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 won-
derful 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 ag-
gregate 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-
ment, for the benefit of all rivers and harbors, since its first organiza-
tion, 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 unavoida-
ble disadvantages, in the present condition of the lake coasts and har-
bors, 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 lamenta-
ble, but which become far more deplorable when it is considered that
at a small outlay the navigation could be rendered as safe, at the least,
as that of any other waters.
The disadvantages alluded to above are to be found in the facts,
that while the lakes are exposed to squalls, gales, and tempests, as
violent as those of the ocean, they have not sufficient sea room to
allow of a vessel scudding before the weather, since, if the gale were of
any duration, she would soon run from one end to the other of the lake,
on which she might be caught, and so incur fresh and perhaps greater
danger. In like manner, the breadth of these basins is so comparatively
diminutive, and so much beset with dangerous reefs and rocky islands,
that a vessel cannot long lie to, in consequence of the terrible and in-
sidious 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-
ous seas of the interior.
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54
S. Doc. 112.
Years.
Property.
Lives.
1848
$420,512
55
1849
368,171
34
1850
558,826
395
1851
730,537
79
Total of four years
2,078,046
563
The excess of lives lost in 1850 was occasioned by the explosion of
the boilers on board two steamers, and the burning of the third, which
had on board a large number of emigrants; this may be therefore
in some degree deemed accidental and extraordinary, as such catas-
trophes are of rare occurrence on the lakes. The great preponderance,
however, of the year 1851 over those of 1848 and 1849, has no such
palliation, since they were the effect of heavy gales, the absence of
harbors necessary for the protection of mariners, and the obstruction of
the mouths of such as do exist, by bars, on which a terrible surf breaks,
and which entirely preclude the possibility of entering the place to which
they have in vain fled for refuge. It is of little benefit to the mariner
that the government has expended comparatively inconsiderable amounts
in the erection of piers and light-houses at the entrance of a few bar-
mouthed 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 worthy of remark that a single
powerful government steam-dredge could be kept continually in com-
mission, and employed during seven months of the year, which could,
with perfect ease, remove the obstructions on the flats of Lake St.
Clair and Lake St. George, open the bars, and deepen the beds of all
the harbors, from one extremity of the lakes to the other, in the course
of a very few years, and keep them unobstructed, thenceforth to the
end of time, by an annual appropriation of one-fourth the amount of
the augmented compensation recently granted to the Collins line of
steamers; and, of course, two such vessels, materially lessening the
duration of the work, for one-half that appropriation.
Nor does it appear that the opening an area 80 vast to the enterprise
and efficiency of our inland commerce, giving perfect protection to so
important a branch of the national marine as that employed in the navi-
gation of the lakes, is an end less worthy than the furthering and en-
couraging any system of post office transportation, and ocean steam-
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S. Doc. 112.
55
marine, however incomparable its deserts; and this without regarding
the preservation of what is generally held invaluable among earthly
things-the life of human beings.
The expediency and justice are thus shown of extending some meed
of protection and encouragement to the regions, with their ports, har-
bors, and marine communications, which are the theatre of a commerce
so valuable as that for which all the Atlantic cities are contending; and
to perfect the internal and inland communications of which, by canals
and railroads, the young States, in which that theatre is placed, are
making so great efforts.
The policy of doing SO cannot but be seen on considering the effect
which the construction of railways, the opening of canals, and the
facilitation by all means of transportation and intercommunication, has
upon the growth of cities, the population, cultivation, wealth and pros-
perity of districts, which actually seem to grow and expand in arith-
metical progression to the ratio of their improved accessibility, and the
number of their outlets and avenues for commerce and immigration.
It may not, therefore, be now impertinent to examine the operation
of these influences on the unparalleled increase of the West, which can
in fact be traced directly to these causes.
It has been shown already that, however remote the period of the
discovery, exploration and partial colonization of these wilds and
waters, anything like practical navigation of them for commercial pur-
poses 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
with trade, was not followed up. In 1797, as has been before stated,
the first American vessel was launched on the lakes. In 1816 the first
steamer was built on the waters of Lake Ontario, and the first on Lake
Erie in 1818. For some considerable time the first vessels put in com-
mission on Lake Erie were used merely for facilitating the movements
and operations of the Indian traders, carrying westward supplies and
trinkets for the trade, and returning with cargoes of furs and peltries.
In 1825 the Erie canal was completed, and its influence began at once
to be felt through the western country. The western portion of the
State of New York immediately began to assume an air of civilization
and to advance in commercial growth. This influence continued still
to increase until the Welland canal and the Ohio canals were completed.
The tonnage, which had then increased to about 20,000 tons, found at
this time full employment in carrying emigrants and their supplies 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
augmented to 1,519,467 individuals. In 1835 she exported by the
lakes the equivalent of 543,815 bushels of wheat. In 1840 her ex-
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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 se-
lected, 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 opera-
tion something over four hundred miles of railroad, and rather a greater
length of canals, while the population had increased to 1,908,408, and
her exports, by lake, of wheat and flour, were equivalent to 5,754,075
bushels of wheat, and that, too, in spite of the fact that the crop of 1849
was almost an absolute failure throughout the West.
In 1851 the exports of wheat and flour, by lake, were equivalent to
no less than 12,193,202 bushels of wheat and the cost of freight and
shipping charges on this amount of produce falls little, if any, short of
$510,000 nearly the whole amount having reached the lakes via the
canals and railways of Ohio.
Similar sketches of the other northwestern States, during their rise
and advancement to their present condition of prosperity, and influence
on the confederation, might be adduced in this place, all equally flat-
tering to the energy and enterprise of the western people, and to the
influence of internal improvement on commerce; but this narrative of
the eldest State of the group will suffice to illustrate the subject, and
give some idea of the unexampled progress of the whole.
Westward of Ohio, the 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 re-
cent improvements.
It is worthy of note here that, in addition to its vast commercial bu-
siness 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
animal 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
commercial transportation.
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S. Dec. 112.
57
The southern Michigan and northern Indiana railway terminates
both at Toledo, Ohio, and at Monroe, Michigan, on the lakes, and runs
westward, through the southern counties of Michigan and the northern
counties of Indiana, to Chicago, at the head of Lake Michigan, on the
eastern border of Illinois. This road passes through some of the most
fertile portions of these States, and, being recently completed through
its entire length, may be confidently looked to as sure to add greatly to
the commerce of the lakes at its termini.
Farther to the northward, on the Detroit river, the central Michigan
railway communicates across the peninsula, from the city of Detroit,
with New Buffalo and the lake; and, having been open some years, has
done more to develop the matchless resources of this State, and to urge
it forward to its present commanding position, than any one other route.
Cities, villages, and large flouring mills are springing into existence
everywhere along the line of this road, depending upon it as the avenue
of their business to the lakes.
The Pontiac railway and many plank roads connect various other
points of the interior, and are vastly beneficial to the commerce of the
lakes.
Following the line of the lakes westward, Lake Huron may be passed
over, as presenting no internal improvements worthy of note: One of
the principal of those which are already projected, is the extension of
the Pontiac railroad to Saginaw, touching at a point on the St. Clair
river, opposite to Sarnia, Canada West, where it is destined to com-
municate with a branch of the great western railway from Hamilton,
on Lake Ontario, to Lake Huron. Another road is also projected in
Canada, from Toronto, across the peninsula, by Lake Simcoe, to Pene-
tanguishine,' 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 lumber-
men, trappers, traders and voyageurs, and naturally hitherto the theatre
of no internal improvements tributary to the commerce of the lakes.
Passing southward, however, to Green bay, and its sources in the
interior of Wisconsin, there are lately completed some improvements
in the internal navigation of that State, which are, perhaps, of more im-
portance to the future growth of the .lake commerce than any yet per-
fected 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
versû. although it is scarcely probable that the same vessels which nav-
igate 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
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S. Dor. 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 trans-
portation of goods being by an uninterrupted line of steamboat navi-
gation throughout the whole chain of lakes and across the State of
Wisconsin, the trade 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 des-
tined to become, in a few years, great commercial cities.
Southward of this route there are no very important channels of com-
munication 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.
ailroads are also projected from Milwaukie, one of which is com-
pleted some forty miles to the westward, which is destined to extend to
the Mississippi. There are also plank roads from many points, more
or less useful as avenues of commerce to the lakes: at present, howev-
er, the only communication between the northern and southern routes
is by the Illinois and Michigan canal. This was originally intended to
be a ship canal, connecting Chicago with Peru, on the Illinois river, but
was only constructed equal to the admission of ordinary canal boats,
which can, on reaching the latter point, be towed by steam down the
river to St. Louis, and return thence laden with sugar, hemp, tobacco,
flour or grain, and thence by horse power to Chicago.
Whether the original plan of this canal will ever be carried out, is at
best very problematical, since there are obstacles in the periodical shal-
lowness of the waters of the Illinois which would frustrate the only object
of the improvement, to wit, the through-navigation of the works by
lake craft.
This canal was opened in May, 1848, and the first section of the
Chicago and Galena railroad in March, 1849. In 1847, the year pre-
vious to the opening of the canal, the real estate and personal property
in Cook county, of which Chicago is the capital, was valued at $6,189,385,
and the State tax was $18,162. In the year following, when the canal
had been one season in operation, the valuation rose to $6,986,000, and
the State tax to $25,848. In 1851 this valuation had risen yet farther
to the sum of $9,431,826, and the State tax to $56,937. In 1840 the
population of Chicago was 4,479, and the valuation of property not far
from $250,000; while in 1851 the population was about 36,000, and the
assessed valuation of real and personal property was $8,562,717. In
1847 the population, according to the city census, was 16,859; in 1848
it was 20,023 in 1849, 23,047; and in 1850, according to the United
States census, 29,963; having increased twice more rapidly than before,
since the completion of the canal. The population of Chicago at this
time-August, 1852-is nearly, if not quite, 40,000.
In regard to this train of argument, and to this view of the effect of
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S. Doc. 112.
59
internal improvements on the growth of the West, and on the commer-
cial 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, Bos-
ton, and other cities directly affected by the same commerce, through
the internal channels of communication in New York and Massachu-
setts.
In 1800, the city of New York, with its suburbs, had a population
of
63,000-in 1850, of
700,000
Boston
38,000
"
212,000
Philadelphia city and co. 73,000
"
450,000
Cincinnati
750
"
115,436
Buffalo
"
42,260
Oswego
"
12,205
Albany
5,349
"
50,763
Chicago
"
29,963
St. Louis
2,000
"
77,860
Hence it appears, that between the years 1800 and 1850 the popula-
tion of New York and its suburbs doubled itself once in every 16 years
Boston, once in every 251; Philadelphia, in every 20; Cincinnati, in
every 6}; Albany, in every 15; St. Louis, in every 91 years.
This covers a term of half a century; but from 1810 to 1850, a pe-
riod of forty years, the population of New York doubled itself once
in every 15 years; Philadelphia, in 18}; Boston, in 18}; Albany,
in 16; Cincinnati, in 7; St. Louis, in 91 ; Buffalo, in 81, and Detroit,
in 81.
From 1820 to 1850, a period of thirty years, the population of New
York doubled once in 13 years; Philadelphia, in 16; Boston, 15; Al-
bany, 15} Cincinnati, 7}; St. Louis, 7; Buffalo, 6}; Detroit, 8.
From 1830 to 1850, a period of twenty years, the term of duplica-
tion-this being the first census taken after the opening of the Erie
canal, but before its influence had been much felt on the seaboard,
owing to the non-completion of the Ohio and lateral canals-was, in
New York, 15 years; Philadelphia, 17}; Boston, 20; Albany, 20;
Cincinnati, 81; St. Louis, 5}; Buffalo, 8}; Detroit, 6; Cleveland, 5;
and Sandusky, 5. And from 1840 to 1850-a period of ten years, du-
ring which nearly 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 12}; Baltimore, in 13}; Albany, in 16}; Cincinnati, in 6;
St. Louis, in 4; Buffalo, in 81; Detroit, in 9; Cleveland, 6}; San-
dusky, 5}; Chicago, 4; Milwaukie, 3}; Toledo, 6; Oswego, 8.
Hence it appears, that every new improvement is bound by inevi-
table laws to pay its tribute to some great channel of internal com-
merce. The existence of such a channel has indirectly created the
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60
S. Doc. 112.
necessity for the improvement; and the same law which called it into
existence as necessarily requires it, by a reactionary impulse, to in-
demnify its creator.
Before the present century shall have passed away, the United States
will undoubtedly present to the world a spectacle unequalled in past
history. More than fifty millions of republican freemen, all equal citi-
zens 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 com-
mon 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.
I
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 44° 27', longitude 73° 10'; pop-
ulation in 1830, 3,525; in 1840, 4,271; in 1850, 6,110.
This, which is the easternmost of all the lake districts, comprises the
whole eastern shore of Lake Champlain, from its southern extremity at
Whitehall to its northern termination, excepting only a few miles at the
head of Missisquoi bay, which fall within the Canadian line; and em-
braces all those portions of the State of Vermont which are subject to
custom-house regulations.
Lake Champlain is about one hundred and five miles in length, and
varies in breadth from one to fifteen miles; it contains several islands,
principally toward the upper end, of which the largest are North and
South Hero, and La Motte island; and, in addition to all the waters of
Lake George, its principal affluent, the outlet of which enters it at Ti-
conderoga, receives nine considerable streams: the Otter creek, the
Onion river, the Lamoile, and the Missisquoi, from Vermont to the
north and eastward; the Chazy, the Saranac, the Sable, and Boquet
rivers, on the west, and Wood creek on the south, from the State of
New York. It discharges its own waters into the St. Lawrence by the
Sorel or Richelieu river, in a northeasterly course; the navigation of
which has been improved by the works of the Chambly (Canadian)
canal, so as to afford an easy communication for large vessels to the
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61
St. Lawrence, and thereby to the great lakes. From its southern ex-
tremity 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 nav-
igation from the lakes of the far northwest to the Atlantic seaboard.
The whole length of the Champlain canal, including about seventeen
miles of improved natural navigation on Wood creek and the Hudson
river, is about sixty-four miles. It is forty feet wide on the surface,
twenty-eight at the bottom, and four deep. The amount of lockage is
eighty-four feet. On account of this artificial line of intercommunica-
tion, 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 productive-
ness 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 forest, almost within
sound of great and populous cities.
By its means of communication with the St. Lawrence, and its out-
let to the Hudson, this lake has become the channel of a large and im-
portant trade with Canada, especially in lumber, employing nearly
two hundred thousand tons of craft and shipping, counting the aggre-
gate 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 con-
trary, 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 per-
manent 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, ascend-
ing gradually from the head of Burlington bay, on the southern side of
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S. Doc. 112.
the debouchure of the Onion river into the lake, and is the capital of
Chittenden county, and by far the most considerable commercial place
of the State. It has, moreover, a fine agricultural back country, of
which it is the mart and outlet. Burlington is distant from New York,
by railway, about three hundred miles; from Boston two hundred and
thirty-five; and from Montreal one hundred. By its possession of a
central position, with the advantages of both land and water steam
facilities, alike for travel and transportation to the grand emporia of
Canada, New England, and New York, it is making rapid advances
in wealth and population; and now, with railroad communications
open on either side of the lake, can scarcely fail to improve and increase,
in a ratio commensurate with that of the improvements in its vicinity.
The only method, within our reach, of arriving at the aggregate
amount of the lake commerce and traffic, is by taking the accounts of
the canal office at Whitehall, which exhibit the amount and value of
merchandise delivered at the lake, and the quantity and value of pro-
duce received from 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 dis-
tricts of Vermont and Champlain, we arrive at the gross amount of the
aggregate coasting trade of the whole lake, as comprising both the col-
lection districts; but owing to this compulsory mode of procedure, no
definite understanding of the proportion of commerce attaching to each,
separately, of the two districts, can be reached.
The amount of assorted merchandise delivered into Lake Champlain
in 1851 was 125,000 tons, at $1 75 per ton.
A verage 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
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The tonnage in the Canadian trade for the two years was as follows
Year.
No.
Tons.
No.
Tons.
1851
788 94.235
695 91.967
1850
818 122.813
731 105.359
Decrease in 1851
30 28.578
36 13.390
The aggregate shipping of Lake Champlain, both foreign and coast-
wise, is represented to have numbered 3,950 entrances, measuring
197,500 tons, and employing 11,850 men, with a corresponding num-
ber of clearances of the same measurement and crews.
The enrolled tonnage of this district in June, 1851, was 3,240 tons
of steam, and 692 tons of sail.
Tonnage.
Tons.
Inward.-American
166 steam.
56,421
338 sail.
17,490
504
73,911
British
122 steam.
9,566
162 sail.
10,758
284
20,324
Outward.-American
147 steam.
58,024
318 sail.
17,020
*565
75,044
British
119 steam.
9,321
111 sail.
7,602
230
16,923
Value of produce imported from Canada in bond
$311,512
Value of imports from Canada
251,211
Value of goods of domestic produce and manufacture ex-
ported to Canada
458,006
Value of foreign goods
108,712
Value of goods of foreign produce and manufacture ex-
ported to Canada in bond
200,854
Value of property cleared at Whitehall for the South
3,515,895
No. 2.-DISTRICT OF CHAMPLAIN.
Port of entry, Plattsburgh ; latitude 44° 42', longitude 73° 26' ; pop-
ulation in 1830, 4,913 ; in 1840, 6,416 ; in 1850, 5,618.
"The Canadian trade of this district, principally, is in American vessels.
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S. Doc. 112.
This district, which is situate on the western side of Lake Cham-
plain, 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 Platts-
burgh, near to the upper extremity of the lake, at the head of a fine
and spacious bay at the debouchure of the Saranac river, by which it
is connected with the mineral and lumbering regions of the interior, and
with the recesses of the Adirondack chain. The village is well laid
out, 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 agricul-
tural 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, there-
fore, 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 White-
hall, 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 1851
was as follows:
1850.
1851.
Exports of domestic produce
$322,378
$375,549
foreign merchandise
316,843
373,453
Total exports
639,221
749,002
Total imports
435,383
294,2S4
Total commerce
1,074,604
1,043,2S6
1,043,286
Decrease in 1S51
31,318
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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 num-
ber 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
$375,549
Foreign goods exported
$267,587
Foreign goods entitled to drawback
105,866
373,453
6
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S. Doc. 112.
No. 3.-DISTRICT OF OSWEGATCHIE.
Port of entry, Ogdensburg; latitude 44° 41'; longitude 75° 32'; pop-
ulation in 1830, not defined; in 1840, 2,526; in 1850, 7,756.
This district extends along the southern shore of the St. Lawrence,
from the point where the boundary line of New York and Canada
strikes the great river-43°, 73° 20'-to Alexandria, nearly opposite to
Gananoque, on the Canada side, and the thousand isles of the St. Law-
rence. The extent of this coast line is about eighty miles, trending in
a southwesterly direction; it includes the considerable commercial de-
pot 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 Can-
ada, and coastwise, particularly since the opening of the Ogdensburg
railroad.
This important line was opened from Ogdensburg to Rouse's Point,
where it combines with the eastern and southeastern routes, in the au-
tumn 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 thor-
oughfare. There being no line of transportation whatever through
this district from the Canadas, except the above-mentioned road, and
previous to the opening of that way none of any kind-the district itself
being, moreover, a mere strip of ten miles' width between the river
shore and the Adirondack highlands-the effect of this road has been
very great on the general commercial prosperity, and particularly on
that of Ogdensburg, which monopolizes the Canadian transportation
business, for the other ports mentioned are merely river harbors, doing
a small coasting business, and driving some small traffic with their
neighbors across the water. In consequence of these advantages large
quantities of freight find their way. into this port from all parts of the
upper lakes and of Canada, for transmission to various marts on the
Atlantic seaboard; and large amounts of merchandise, both foreign and
domestic, are thence distributed through the different lake ports, both
of Canada and the United States, from New York and Boston.
The following statistics will show the comparative coasting trade of
Ogdensburg in some of the principal articles during the past five years,
the results for 1849 being made up only to the 1st of October of that
year.
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S. Doc. 112.
67
Imports coastwise.
Articles.
1847.
1848.
1849.
1850.
1851.
Flour
barrels
5,000
4,500
3,800 3,
158,600
375,000
Whiskey
do
1, 217
1,157
865
452
1,291
Pork
do
3,000 3,
2,500
1,800
2,612
2,887
Beef
do
2,758
6,034
Sugar
hogsheads
325
375
300
37
43
Pig iron
tons
300
350
275
300
100
Coal
do
3, 000
3,054
2,500 2,
490
371
Wheat
bushels
15,000
25,000
18,000
149,310
377,725
Corn
do
3,000 3,
4,000
3,500 3,
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
tons
320
320
320
Included in m
erchandise.
Tobacco
boxes
2, 000
2,000
1, ,200
15
37
Sundry merch 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 rail-
way has created a complete revolution in the trade of Ogdensburg, a
large demand having suddenly sprung up for coastwise imports of pro-
duce, to be exported seaward by railroad, while the call for foreign
merchandise, formerly imported coastwise for home consumption, has
been entirely superseded, goods of that description being now largely
introduced by railway from the seaboard, for distribution through Can-
ada and all the lake regions.
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 for-
warding, foreign importing, and domestic exporting traffic; nor, in view
of the incalculable hourly increase of western productiveness and con-
sumption, can any one pretend to assign any limits to the future im-
provement of this branch of commerce.
The coastwise exports during the same period, of a few leading ar-
ticles, were as follows:
Articles.
1847.
1848.
1840.
1850.
1851.
Whiskey
barrels
142
120
140
408
135
Starch
pounds
193,600
180,000
190,000
5,900
18,600
Ashes
barrels
3,758
3,400
3,800
4,544
615
Shingles
M
6,669
4,000
3,000
4,841
1,757
Lumber
Mft
7,182
5,000
4,000
2,052
199
Pig iron
tons
311
250
100
660
776
Cheese
pounds
1,099,280
990,000
800,000
1,332,300
40,200
Flour
barrels
3,267
500
100
1,158
129
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
Nails
kegs.
796
6,394
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S. Doc. 112.
The estimated value of the imports and exports for the years above
named, is as follows:
1847.
1848.
1849.
1850.
1851.
Coastwise imports
$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
48,395
205, 815
214,520
Foreign exports
81,844
32,685
618, 648
Total commerce
3, 193, 475
3, 461, 623
2,874,859
3, 029, 396
4, 175, 900
The report of inward and outward bound vessels is as below, for
the last two years:
Years.
Number of
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 open-
ing 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.
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Abstract of the number of vessels, tonnage, and men employed upon the same, which entered and cleared from the port of Ogdensburg,
district of Oswegatchie, New York, distinguishing American from British, during the years 1850 and 1851.
INWARD.
OUTWARD.
AMERICAN.
BRITISH.
AMERICAN:
BRITISH.
No.
Tons.
Crew.
No.
Tons.
Crew.
No.
Tons.
Crew.
No.
Tons.
Crew.
1850
414
179,339
7,941
255
63,441
4,523
413
180,980
7,924
242
61,951
4,294
1851
598
253,808
11,266
404
97,619
8,272
583
263,274
11,226
390
96,013
8,115
S: Doc. 112.
COLLECTOR'S OFFICE, DISTRICT OF OSWEGATCHIE, N. Y.,
Ogdensburg, December 31, 1851.
J. C. BARTER, Collector.
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70
S. Doc. 112.
Canadian Trade in 1851.
Imports and exports in American vessels
$332,420
Do
do
British vessels
500,747
Exported foreign goods entitled to drawback-
In American vessels
$74,367
In British vessels
193,807
$268,174
Goods not entitled to drawback
98,424
366,598
Domestic produce and manufactures—
In American vessels
52,369
In British vessels
199,681
252,050
Total exports
618,648
Imports paying duty-
Duty collected.
In American vessels
$18,305
$3,732
In British vessels
63,727
13,742
On the sea
9,425
1,893
91,457
19,367
Produce imported in bond
115,286
Free goods
7,775
Total imports
214,518
No. 4.-DISTRICT OF CAPE VINCENT.
Port of entry. Cape Vincent; latitude 44° 06', longitude 76° 21';
population in 1830, not defined; in 1840, not defined; in 1850, 3,044.
This district, commencing at Alexandria, on the southwestern border
of Oswegatchie, extends about eleven miles southwesterly up the St.
Lawrence, to the outlet of Lake Ontario, and Black river bay, on which
Sackett's Harbor is situated. Cape Vincent, owing to the sinuosities and
irregularities of its shores, has a coast line of nearly thirty-eight miles, and
embraces the shipping ports of Cape Vincent, Clayton, and Alexandria,
which are for the most part mere stopping-places for the lake steam-
ers plying between Montreal, Ogdensburg, and the ports of Lake On-
tario, which touch at these landing-places to procure wood, vegetables,
milk, and other necessaries. To this fact is owing the very considera-
ble amount of tonnage entering and clearing from these little ports,
though it is at once evident that no indication is thereby afforded of the
actual business transacted in the district. It has some small trade with
Canada, carried on principally in skiffs across the St. Lawrence and
among the thousand islands; but, if there be any coasting traffic at all,
it is so slender that no returns of it appear to have been, at any time,
regularly kept.
Cape Vincent, the port of entry, is some twelve to thirteen miles
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S. Doc. 112
71
from Kingston, C. W.; the distance being about four miles over the
main channel of the St. Lawrence from Kingston to Long Island, then
between seven and eight miles across the island, and then a mile over
the channel on the American side to Cape Vincent.
The imports from Canada, 1851
$61,358
The exports to Canada, 1851
33,188
Total Canadian commerce, 1851
94,546
Imports from Canada, 1850
$50,756
Exports from Canada, 1850
69,284
Total Canadian commerce, 1850
120,040
Do do do 1851
94,546
Decrease
25,494
The Canadian commerce of this district previous to these years was
of the following values:
Total Canadian commerce of 1849
$90,484
Do do do 1848
91,597
The enrolled tonnage of the district amounts to 2,496 tons, all sail.
Years.
Entries.
Tons.
Crew.
Clearances.
Tons.
Crew.
1851
749
439,930
19,207
749
439,930
19,207
1850
708
329,545
14,548
708
329,545
14,545
Increase
41
110,385
4,659
41
110,385
4,659
Canadian Trade.
Imports in American vessels
$61,358
duty, $1,370
Exports, domestic produce and manufactures
$32,389
Tonnage inward.
In American vessels, 696 sail
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 43° 55', longitude 75° 57';
population of township in 1850, 4,136.
This district is composed of that portion of the coast of Lake Ontario
which runs almost in a due southerly direction from Tibbits' Point,
round Chaument bay, Black river, and Henderson's bay, terminating
at Stony Point, and embracing a coast line estimated at one hundred
miles, following the sinuosities of its very irregular and deeply indented
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S. Doc. 112.
shores. It includes the shipping places of Three-Mile bay, Chaument
bay, Point Peninsula, Dexter, Sackett's Harbor, and Henderson.
Sackett's Harbor, the principal commercial place and port of entry
of the district, is situated on the southwest side of a deep. inlet known
as Black River bay, at about eight miles distance from the lake. Its
bay and harbor are well situated for shelter and defence. The harbor
is by far the best on Lake Ontario for ship-building, and as a naval
and commercial depôt. A crescent of land stretches off from the
lower part of the village, forming an inner and outer harbor. The
latter has a depth of water sufficient for the largest ships-of-war within
two fathoms of the shore. The same depth of water extends to Black
river, where there is another excellent position for ship-building.
The first settlement of this place was made in 1801; it advanced
little until the commencèment of the last English war, when it became
a considerable naval and military depôt; 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 ad-
jacent country is a fine agricultural region, and its abundant water-
power renders it well adapted to the growth of manufacturing enter-
prise, 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 diver-
sion of supplies for the inland home consumption, and of agricultural
produce for export, from the coast trade to canal and railroad trans-
portation, 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 pro-
duce, 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 depôts.
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
21,980
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
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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 viâ the lakes, now seeks the
same ultimate destination inland, viâ 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 con-
tent to be stationary, and do not endeavor to keep up with the move-
ment, enterprise, and energy. of the times, must needs retrograde; nor
can any natural advantages insure to. them a long monopoly of pros-
perity 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 coastivise for 1847 and 1851.
Articles.
1847.
1851.
Lumber
thousand feet.
4,406
2,896
Staves
thousand
919
25
Shingles
do
371
57
Ashes
barrels
420
366
Pork
do
339
145
Oats
bushels
37,583
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
barrels
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
56,250
Do.
cottons
yards
334,000
Total estimated value
$841,478
$303,258
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S. Doc. 112.
For the same years the importations of some few articles of coast-
wise 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
11,984
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 6,768.
Years.
Entries.
Tons.
Crews.
Clearan-
Tons.
Crews.
ces.
1851
684
348,438
14,706
679
347,394
14,650
1850
737
328,126
13,624
751
332,433
13,670
Difference.
53
20,312
1,082
72
14,961
975
Canadian Trade in 1851.
Imports-American vessels
$56,118; duty, $16,399
Exports-American vessels
$21,980
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Entrances and Clearances, District of Sackett's Harbor, New York, during
the year 1851.
No. vessels.
Tons.
Men.
Boys.
FOREIGN TRADE.
Entered-American vessels
200
163,816 56
6,835
349
British
do
31
2,994 00
193
Cleared-American vessels
207
162,760 91
6,834
340
British
do
31
2,994 00
193
COASTING TRADE.
Entered-Number of vessels
453
181,626 61
6,982
347
Cleared-
do
do
441
181,639 45
6,936
347
No. 6.-DISTRICT OF Oswego.
Port of entry, Oswego; latitude 43° 25', longitude 76° 37'; pop-
ulation in 1830, 2,703 ; in 1840, 4,665; in 1850, 12,205.
The district of Oswego has eighty miles of coast-line, from Stony
Point to the western shore of Sodus bay, and embraces the ports of
Texas, Salmon river, or Port Ontario; Sandy Creek, Oswego, Little
Sodus, and Sodus Point. None of these ports, with the exception of
Oswego, although they are all-important to the accommodation of their
own immediate neighborhoods, for the shipment of produce and the intro-
duction of merchandise of all kinds, can be said to be valuable in re-
gard to the facilitation of trade and the centralization of commerce, as
connected with distant portions of the country.
Possessing advantages, both for coastwise and Canadian commerce,
rarely equalled and never surpassed, this port of entry has by rapid
strides, within the last few years, attained an importance among the
great business marts of the lakes, which guaranties an indefinite in-
crease of its commercial and maritime power, until the whole territories
of the British and American northwest shall have become densely pop-
ulated; 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 per-
fectly secure and accessible, at the nearest point on the lakes to tide-
water; 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 lake-country.
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S. Doc. I12.
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 in-
creased by the piers. Once removed, it can never return while the piers
stand.
The principal harbor-light is on the pier-head on the west side of the
entrance. The tonnage of the port in 1840 was 8,346 tons; by com-
paring which with the present tonnage, as given below, the general in-
crease of the port will be readily seen.
The population of the town is about 13,000 persons.
The Oswego canal, formed principally by improvement of the natural
course of the river, passes through the great salt districts of the State
at Salina and Liverpool, to Syracuse, where it connects with the Erie
canal from Albany to Buffalo. Oswego is, therefore, the great outlet
for the western exportation of domestic salt. The Syracuse and Os-
wego 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:
Digitized by Google
S. Doc. 112
7.7
Articles.
1849.
1850.
1851.
Flour
barrels
317,758
302,577
389,929
Wheat
bushels
3,615,677
3,847,384
4,231,899
Corn
"
383,230
426,121
1,251,500
Barley
"
65,286
120,652
194,850
Rye
"
31,426
86,439
106,518
Oats
"
133,697
113,463
175,984
Peas and beans
"
24,012
25,068
63,634
Pork
barrels
35,098
26,262
27,950
Beef
"
20,375
6,789
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
11,496
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 flour, there were forwarded by canal 888,131 barrels,
showing that of the remaining 2,555,686 bushels of wheat there were
manufactured by the Oswego mills and sent forward by canal, 498,200
barrels of flour, while probably 13,000 barrels of flour in addition were
absorbed by local consumption.
According to this calcúlation, the capacity of the Oswego flouring
mills cannot fall short of 511,000 barrels of flour per annum. The val-
ue 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
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78
S. Doc. 112.
Exports of foreign merchandise
$915,900
Exports of domestic merchandise
2,291,911
Total exports to Canada
$3,207,S11
Total foreign commerce
4,992,223
This, it should be observed, amounts to very nearly one-half the entire
Canadian commerce with the United States. Owing to the large pro-
portion of Canadian produce entered in bond, the amount of duties col-
lected is comparatively small, when contrasted with that received in
other districts; but this fact renders the trade none the less valuable to
Oswego.
The whole amount of duties collected in Oswego, in 1851, was
$89,760, while there was assessed and secured on the property entered
in bond the further sum of $226,937, making a total of $356,697 duties
assessed on property entered at the port of Oswego during the year.
The coastwise imports at the port of Oswego, for the year
1851, amounted to
$6,083,036
Coastwise exports of 1851
11,471,071
Total coastwise
17,554,107
Add foreign commerce
4,992,223
Total 1851
22,546,330
The enrolled and licensed tonnage of the district amounts to 21,942
tons sail, and 4,381 tons steam, being an aggregate of 26,323 tons.
The whole number of entrances and clearances 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; for 1846, 15,513 for
1847, 18,460 ; for 1848, 17,391 ; and for 1851, 26,323 tons.
The value of the commerce of Oswego, for several years, has been
declared as follows: in 1846, $10,502,980; in 1847, $18,067,819 ; and
in 1851, $22,546,330.
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79
CANADIAN TRADE IN 1851.
Imports.
In American vessels—
In bond
$197,040
Paying duty
174,212
Free
9,513
$380,765
In British vessels—
In bond
1,137,308
Paying duty
260,941
Free
5,398
1,403,647
Total imports
1,784,412
Exports foreign produce and manufactures.
Entitled to drawback.
Duty collected.
Not entitled to drawback.
In American vessels
$90,532
$36,381
$287,288
In British vessels
170,603
53,379
367,477
261,135
89,760
# 654,765
In this are included—
Tea
825,606 pounds, 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
1,100,863
2,291,911
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S. Doc. 112.
Imports at the District of Oswego, coastwise, during the year ending Do
cember 31, 1851.
Articles.
Quantity.
Value.
Fish
barrels
335
$2,345
Ashes-pot and pearl
casks
3,895
97,375
Lumber
feet
21,295,574
213,000
Staves and heading
M
1,799
8,995
Laths
M
1,179
4,716
Shingles
M
1,423
3,557
Wheat
bushels
3,561,697
2,849,358
Flour
barrels
130,054
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
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
number
50
5,000
Cattle
do
15
400
Grass-seed
casks
406
4,872
Hemp
bales
266
7,980
Hops
do
377
18,850
Malt
bushels
7,955
4,773
Tobacco
hhds
282
25,380
Broom-corn
bales
300
4,500
Whiskey
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
Salæratus
casks
132
1,960
E
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Imports, coastwise, at the District of Orvego-Continued.
Articles.
Quantity.
Value.
Glass
boxes
2,305
$5,763
Starch
do
303
606
Oil cake
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, from the District of Oswego, 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
15,075
Horses
number.
150
12,000
Pork
barrels
595
8,925
Hams and bacon
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
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S. Doc. 112.
Exports, coastwise, from the District of Oswego-Continued.
Articles.
Quantity.
Value.
Furniture
$29,250
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
328,941
Leather
pounds
150,000
30,000
Boots and shoes
30,000
Hats
16,000
Drugs, &c
16,000
Glass, glass-ware, and earthenware
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
chests
1,440
43,200
Coffee
pounds
3,380,799
338,080
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 43° 08', longitude 77° 51' ; pop-
ulation in 1830, 9,207 ; in 1840, 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 shipping place,
which is situated at the mouth of the Genesee river, at a distance of
about three miles from Rochester city. The passage of the Erie canal,
and a parallel line of railroad through the entire length of the district,
but a few miles distant from the coast, offering better facilities for the
transportation of passengers and merchandise, whether eastward or
westward, than the lake can afford, confines the commerce of the port
entirely to Canadian trade. Rochester is well situated on the
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83
Genesee, which are three in number, with an aggregate descent of 268
feet within the city limits, affording almost unbounded resources in
the shape of water-power, applicable to most manufacturing purposes,
and applied largely to the flouring business ; the greater part of the
wheat shipped by canal from Buffalo being floured and reshipped by
canal to its ulterior destination.
It occupies both sides of the river, and had a population, in 1820, of
1,502 individuals. In 1830 it had increased to 9,269 in 1840 to 20,191,
and in 1850 to 36,403. In 1812 it was laid out as a village, and incorpo-
rated 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 reg-
ularity. 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
913,654
Total
962,694
1850. Imports
$95,283
Exports
326,899
422,182
In 1851
$962,694
1850
422,182
Increase
540,512
The amount of tonnage entered and cleared from this port was :
Year.
Entrances.
Tons.
Men.
Clearances.
Tons.
Men.
1851
487
212,794
7,997
487
212,794
7,997
There are enrolled in this district 429 tons of steam and 57 of sail
shipping.
Exported to Canada.
In British vessels, foreign goods
$335,708
In British vessels, domestic goods entitled to drawback
445,967
In British vessels, foreign goods entitled to drawback
131,979
913,654
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Imported from Canada.
Duty collected.
In American vessels
$8,456
$1,765
In British vessels
40,584
8,773
49,040
10,538
No. 8.-DISTRICT OF NIAGARA.
Port of entry, Lewiston; latitude 43° 09', longitude 79° 07'; pop-
ulation in 1830, 1,528; in 1840, 2,533; in 1850, 2,924.
This district embraces all the lake coast of Ontario, from the Oak
Orchard creek to the mouth of the Niagara, and thence up that river to
the falls on the American side, and includes the ports of Oak Orchard
Creek, Olcott, and Wilson, on the lake shore, Lewiston and Youngstown
on the river, and an office of customs at the suspension bridge which
crosses the Niagara, at three miles' distance below the falls.
There is a very considerable trade from Buffalo passing through this
district to Canada, across the suspension bridge; especially in the
winter season, at which time it is by far the better route, on account of
the railroad communication from the falls, which were, in former years,
generally considered as the head of navigation.
At that time the trade of the Niagara district was of the greatest im-
portance; but since art and science have opened new channels of com-
munication 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 rail-
ways, 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 for its respective termini. One or two other
roads, however, are in process of construction, designed to connect
Rochester and Canandaigua with the great western railway through
Canada, as it is intended, by means of a second suspension bridge
across the Niagara, near Lewiston.
It is, however, a question with many minds whether it will be pos-
sible 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 remark-
able that, while the success of railroad communication by means of sus-
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pension is so entirely problematical, no attempt should have been made,
or even proposed, to throw a permanent arched bridge across the river
near the mouth of the Chippewa creek, which could be effected, one
would imagine, by means of stone piers and iron spans, without great
risk or difficulty. Should the suspension plan, however, prove unfea-
sible, 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 Ni-
agara district will very shortly be brought into the line of a great direct
eastern and western thoroughfare, which will add greatly to its Cana-
dian commerce overland, and materially increase the size and progress
of Buffalo.
In former days, all freight coming up Lake Ontario, destined for con-
sumption, was transported by land from Lewiston across the portage
around the falls of the Niagara. The noble river itself affords an ex-
cellent harbor at Lewiston, being far below the rapids and broken
water, which extend to some distance downward from the whirlpool.
Youngstown, a few miles lower down the stream, is also a good landing
place for steamers.
A line of fine mail-steamers plies regularly between these places and
Ogdensburg and Montreal daily. The other ports above mentioned
are mere local places for shipment of domestic country produce, and
the receipt of merchandise. No definite returns have been made of
their business, so that it is not possible to enter upon this branch of the
subject in detail.
The returns of the commerce of this district prove it to be as follows
Imports from Canada during the year 1851,
$103,985
Imports coastwise
"
"
"
236,684
Total imports
340,669
$340,669
Exports to Canada, foreign
$150,023
"
"
"
domestic produce
426,023
"
"
"
coastwise
433,634
Total exports
1,019,418
1,019,418
Grand total
1,360,087
Total foreign commerce
$689,769
Total coastwise commerce
670,318
Total commerce of the district
1,360,087
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The tonnage employed in this district for the following years, was:
Years.
Entrances.
Tons.
Men.
Clearances.
Tons.
Men.
1851
990
427,968
21,188
990
427,968
21,188
1850
903
358,048
16,950
903
358,048
16,950
Increase
87
69,920
4,238
87
69,920
4,238
The enrolled and licensed tonnage of this district for 1851, was:
Steam
100 tons.
Sail
505 "
Total tonnage
605 "
The increase in this district will be seen by a glance at the follow-
ing tables :
Enrolled shipping for the year 1838
119 tons.
"
"
"
"
1843
112 "
"
"
"
"
1848
730 "
"
"
"
"
1851
605 "
The foreign commerce for the years 1847, 1850, and 1851, compare
as follows:
1847.
1850.
1851.
Exports, domestic
foreign
an
$260,074
$426,761
"
$166,541
65,464
159,023
Imports from Canada
18,015
353,954
103,985
184,556
679,492
689,767
Canadian trade in 1851.
Imports.
Duty collected.
In American vessels
$42,115
$7,854
In British vessels
61,870
12,102
103,985
19,957
Exports-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
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Exports-domestic produce and manufacture.
In American vessels
$212,924
In British vessels
213,837
426,761
Total exports and imports in American vessels
$311,813
Total exports and imports in British vessels
378,956
690,769
Statement of men and tonnage employed in the Canadian trade with this
district.
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 "
54
"
Total in foreign vessels
9,339 "
545
"
Statement of crews on board coasting vessels.
No. entries.
Tons.
Men.
Boys.
Steam vessels
282
203,120
6,930
818
Sail vessels
19
1,695
80
17
Total
301
204,815
7,010
835
No. 9.-DISTRICT OF BUFFALO CREEK.
Port of entry, Buffalo; latitude 42° 53', longitude 78° 55'; popula-
tion in 1830, 8,668; in 1840, 18,213; in 1850, 42,261.
This district has a coast-line one hundred miles in extent, commenc-
ing at the great falls on the Niagara river, and thence extends south-
ward and westward, embracing the ports of Schlosser, Tonawanda,
and Black Rock, on the river; Buffalo, on Buffalo Creek, at the foot of
Lake Erie; and Cattaraugus Creek, Silver Creek, Dunkirk, Van Buren
harbor, and Barcelona, on the southern shore of Lake Erie; being all
the ports between the Falls of Niagara and the eastern State line of
Pennsylvania.
Buffalo Creek" has a commerce larger than that of any other lake
district in the United States, amounting to nearly one-third of the whole
declared value of the lake trade, and showing the astonishing increase,
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in the single year 1851, of $19,087,832. This increase may partly
be attributed to the opening, in May, 1851, of a new avenue of trade
to one point of the district, in that noble work, the New York and Erie
railroad. The commencement of operations on this route necessarily
increased the competition for the 'trade of the lakes;" and, while 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 following great avenues to the seaboard: the Albany and Buffalo
railway, the New York City and Buffalo railway, the New York City,
Corning, and Buffalo railway, the Buffalo, Canandaigua, and New York
City railway, the Buffalo and Niagara Falls railway, the Buffalo and
State Line railway, extending to Erie, Pa., through Dunkirk; the New
York and Erie railway, extending from the port of New York to Lake
Erie at Dunkirk; and last, not least, the Erie canal, intercommunica-
ting between the lakes and the Atlantic tide-water.
The three Buffalo and New York roads, and the State Line road,
have been put into operation since the commencement of the present
year—1852-and cannot, of course, be taken into account as operating
upon the commerce of this district previous to that date.
Of the ports above named, as being embraced in this district, the city
of Buffalo is by far the most important; of the others, Dunkirk and
Tonawanda, only, have any actual claims to consideration. Schlosser,
being situated three miles only above the falls, where the current is
already so rapid as to be almost dangerous, enjoys few commercial
advantages, and is remarkable only as a landing-place for pleasure
parties, and the seat of a small Canadian trade, carried on by means
of skiffs across the river.
The Niagara, to this point, is navigable for steamers and other vessels
of the largest lake-class; but, the channel being difficult and the cur-
rent perilously strong, vessels of any magnitude rarely venture them-
selves so near the falls. The Canadian port of Chippewa is nearly
opposite this point; and. during the summer season, a small steamer
plies regularly twice a day between Chippewa and Buffalo, entering
the Niagara from the Chippewa creek, by means of a cut, and thence
proceeding up the river to the Buffalo harbor.
Tonawanda is more eligibly situated for trade, on the Tonawanda
creek-a fine navigable stream-the Niagara, and the Erie canal; the
river and creek forming an excellent harbor. It is twelve miles north
from Buffalo, on the canal; and, owing to its facilities for the tran-
shipment of produce saving twelve miles' tolls, its business has in-
creased rapidly during the last three years. This business is princi-
pally 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
Digitized by Google
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, is 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 Dun-
kirk, also connects it with Erie, Pa.
The city of Buffalo, the port of entry of this district, had a popula-
tion in 1810, of 1,508 persons; in 1820, of 2,095; in 1830, of 8,668;
in 1840, of 18,213; and in 1850, of 42,261; showing an increase of 113
per cent. from 1830 to 1840, and of 132 per cent. from 1840 to 1850.
This would lead to the conclusion, on the average rate of increase on
the last ten years, that on the 1st of January, 1852, its population did
not fall far short of 50,478 persons.
Buffalo occupies a commanding business situation at the western
terminus of the Erie canal and the eastern terminus of Lake Erie,
constituting, as it were, the great natural gateway between the marts
of the East and the producing regions of the West, for the passage of the
lake commerce. It is distant from Albany, on a straight line, 288
miles-by canal 363, and by railroad 325. From Rochester, 73
miles; from Niagara Falls 22, SSE.; from Cleveland 203, ENE.; from
Digitized by Google
90
S. Doc. 112.
Detroit 290, E. by N.; from Mackinaw 627, SE.; from Green Bay
807, ESE.; from Montreal, Canada East, 427, sw.; and from Wash-
ington, D. C., 381, NW.
The harbor of Buffalo is constituted by the mouth of Buffalo creek,
which has twelve to fourteen feet of water for the distance of a mile
from its mouth, with an average width of two hundred feet; and is pro-
tected by a fine, substantial stone pier and sea-wall jutting out into the
lake, at the end of which there is a handsome light-house twenty 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 accom-
modation for vessels and for their security when the ice is running; yet
the harbor, which is perfectly easy of access in all weathers, is very far
from being adequate to the commerce of the place, and is often so much
obstructed by small craft and canal-boats, especially when forced in
suddenly by stress of weather, that ingress or egress is a matter not
easily or rapidly effected. The extension of the Erie canal a mile to
the eastward of its original terminus, and the construction of side-cuts
into it for the refuge of boats, will do something to relieve this pressure
and much has been effected by the enterprise of the city authorities, who
have already expended large sums in the excavation of ship-canals
inside the sea-wall, on which warehouses for the storing of goods and
facilitating the transhipment of merchandise are in progress of erection.
Two very large canal basins are also in progress, under the auspices
of the State, for the better and safer accommodation of canal-boats.
This will tend to attract them from the main harbor, and will materially
increase its capacity for lake shipping. One of the above named basins
is being constructed near the mouth of the harbor, and the other some-
thing more than a mile distant, easterly. The two, being in the imme-
diate vicinity of the creek and communicating with it, and also with
each other by canal, will afford ample facilities for transhipment to
both sides of the city.
More than this, however, is required, to meet the demands of the
large and daily increasing commerce of the place, and it is contempla-
ted to open a new channel from the lake to the creek, at above a mile's
distance from its mouth, across the isthmus, which is not above two
hundred and fifty yards in width; and this improvement, with the
erection of a new breakwater, would render it sufficiently capacious for
the computed increase of shipping for many years to come.
Buffalo is a handsome and well built city, with streets, for the most
part, rectangular and rectilinear, and many handsome buildings. It is
the terminus of that stupendous State work, the Erie canal; of three
lines of railway connecting it directly with New York; and of one com-
municating, through Albany, with both the cities of New York and Bos-
ton. It is also the eastern terminus of the Buffalo and State Line rail-
way, which is destined to extend westward, by means of the south
shore railways, to Toledo, Detroit, and Chicago. A railroad is also
projected hence to Brantford, in Canada West, which will open to the
city the whole trade of the rich agricultural valley of the Grand river,
with the adjacent lumbering districts, and is destined to connect with
Digitized by Google
S. Doc. I12.
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 ma-
rine railway to facilitate the hauling out and repairing of vessels.
There is also near the same ship-yard in which these are to be found, a
large derrick for the handling of boilers and heavy machinery. In
short, it appears that this city is resolved to keep fully abreast with the
progress of the times, and not to lose the start which she took by force
of her natural advantages, through any want of energy or exertion.
As being the oldest port on Lake Erie, and having taken, and thus
far held, the lead in the amount and value of her lake commerce, the
commercial returns of Buffalo are fuller than those of most other ports;
and as the history of her commercial progress is little less than the
history of the rise and advancement of all the commerce west of it,
no apology will be necessary for entering somewhat fully into the his-
tory 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 Penn-
in sylvania, 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 54 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 1841
"
"
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, 13}
"
"
1841 to 1846, 12
"
"
1846 to 1851, 14
"
"
Astonishing and unprecedented as is this increase, it yet gives no ade-
quate 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 dis-
charging 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
Digitized by Google
92'
S. Doc. 112.
a single cargo, during which time the vessel would, on an average, lose
one or two fair winds; whereas the largest cargoes are now readily
discharged by steam, in fewer hours, than in days at that time.
Again; steamers now require but twelve hours to make trips for
which three days were then, at the least, necessary.
Up to the year 1835 the trade consisted principally of exports of
merchandise to the West. During that year, however, Ohio commenced
exporting breadstuffs, ashes, and wool, to some extent. The following
table exhibits the quantities of several leading articles of western pro-
duce, during the various periods from 1835 to 1851
Articles shipped eastward from Buffalo by canal.
Articles.
1835.
1840.
1845.
1850.
1851.
Flour
barrels
86,233
633,790
717,406
984,430
1,106,352
Wheat
bushels
95,071
881,192
1,354,990
3,304,647
3,668,005
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. Wm. Ketchum,
the collector, showing the receipts at Buffalo, Dunkirk, and Tonawanda,
by lake, together with their tonnage, their value at each point, and their
aggregate for all the points combined.
The following table was made up from day to day, during the several
seasons, and will be found substantially correct. By 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:
Digitized by Google
S. Doc. 112.
93
Articles.
1848.
1849.
1850.
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
pounds
included in pork
5,193,996
6,562,808
7,951,300
Seeds
barrels
22, 020
21,072
9, 674
11,126
Lumber
feet
21,445,000
33,935,768
53,076,000
68,006,000
Wool
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
Coal
do
12,950
9,570
10,461
17,244
Hemp
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
347,108
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
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 sig-
nify that it reached that point by canal from Cincinnati, to which place
it had been brought from the southward by the Ohio river. The same
remarks will apply to tobacco, and in some sort to flax and hemp.
The latter, however, arrive in nearly equal quantities by this route,
and by the Illinois river, the Illinois and Michigan canal, and by lake
from Missouri.
Nothing can be more interesting or instructive, as connected with the
lake trade, than statistics like these, showing whence come these vast
supplies, and what superficies of country is made tributary to this
immense commerce.
The recapitulation of the tables, referred to, shows the commerce of
Buffalo to have been-
In 1851, of imports, 731,462 tons, valued at
$31,889,951
"
exports, 204,536 "
"
44,201,720
Making an aggregate of
76,091,671
In 1850 it was
67,027,518
Increase on 1851
9,064,153
Digitized by Google
94
S. Doc. 112.
Of the trade there were, in 1851, imports from Canada
$507,517
"
"
"
exports to Canada
613,948
Total Canadian trade of 1851
1,121,465
Of the trade there were, in 1850, imports from Canada
$307,074
"
"
"
exports to Canada
220,196
Total Canadian trade of 1850
527,270
Increase of Canadian trade on 1851
$594,195
It is, perhaps, proper here to observe that much of the property
purchased in Buffalo for the Canadian market passes over the Niagara
Falls railway to the suspension bridge, where it is reported as passing
into Canada from the Niagara district, and is as such reported as the
trade of that district.
The tonnage of this port exhibits an increase no less gratifying than
that of the commerce.
Tonnage for 1851.
BRITISH.
AMERICAN.
Crews,
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
inc. 255
dec. 5, 084
dec. 153
inc. 12, 979
Aggregate increase for 1851
255
5,084
From and to foreign ports
102
7, 895
Coasting trade for 1851.
No.
Tons.
Men.
Outward
3,719
1,448,772
60,374
Inward
3,762
1,433,777
59,705
Total coasting
7,481
2,882,049
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
Digitized by Google
S. Doc. 112.
95
This array of tonnage would suffer little by comparison with that of
any of our Atlantic ports. It is composed of 107 steamers and steam-
propellers, and 607 sailing vessels, varying in size from steamers of 310
feet length and 1,600 tons burden, to the smallest class of both steam
and sailing vessels. It is a significant fact, that out of nearly 7,000 tons
of vessels building at Buffalo on the 1st of January, 1852, there was
but one sailing vessel-of230 tons-the remainder consisting of steamers
and propellers; showing conclusively that steam is daily growing more
rapidly into favor in a trade so admirably adapted to its successful ap-
plication as that of the western lakes.
The present population of Buffalo, as stated above, is estimated at
50,000 persons; the principal part of the inhabitants being employed
in occupations more or less closely connected 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 ar-
rive at the value of such commerce, it cannot be doubted that it would
swell the aggregate amount of the trade, by many millions of dollars.
The enrolled and licensed tonnage of this district is 22,438 tons, of
steam measurement; and 23,619 tons of sail, enrolled.
Digitized by Google
Statement of property shipped westward from the principal ports in the district of Buffalo Creck, New York, during the year ending
96
31st December, 1851.
Shipped at Buffalo.
Shipped at Dunkirk.
Shipped at Tonawanda.
Total from the District.
Class of property.
Tona 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 the forest
181
$5,406
2
$3,909
183
$9,315
Product of animals
234
33,138
None.
234
33,138
Vegetable food
118
3,554
None.
118
3,554
Other agricultural products
999
491,626
7
3,471
1,006
495,097
Manufa tures
11,795
512,618
1,000
112,876
12,795
625,491
Merchandise
169,519
42,234,896
15,867
$5,394,780
3,234
1,551,329
188,621
49,181,005
Other articles
21,689
920, 402
794
20,838
22,483
941,923
204,535
44,201,720
15,867
5,394,780
5,038
1,692,423
225,440
51,288,923
S. Doc. 112.
DISTRICT OF BUFFALO CREEK, NEW YORK,
WM. KETCHUM, Collector.
Custom-house, Buffalo, February 19, 1852.
Digitized by Google
S. Doc. 112.
97
Statement of property, moving eastward, received at Buffulo, coastwise and
from Canada, for the year 1851: showing the kinds of property, and quan-
tities of each kind, from each American port and Canada.
Ashes.
Ale.
Alcohol.
Barley.
Ports.
Casks.
Barrels.
Dozen.
Casks.
Bushels.
Silver Creek
Dunkirk
Barcelona
Erie
296
31
4, 638
Conneaut
66
1
Ashtabula
113
Madison Dock
Fairport
478
Black River
78
Vermillion
72
Cleveland
1,515
4
125
440
Huron and Milan
536
100
Sandusky
1,038
17
340
Fremont
292
Toledo
2,590
5
255
Monroe
772
Gibraltar
38
Detroit
2, 843
Trenton
St. Clair
Seginaw
Mackinaw
Green Bay
11
Beaver Islands
Grand Haven
209
St. Joseph'
2
Sheboygan
579
Milwaukie
507
88,564
Racine
27
17,719
Kenosha
42
18,579
Waukegan
6, 368
Chicago
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
Digitized by Google
98
S. Doc. 112.
STATEMENT-Continued.
Bark.
/
Ports.
Barrels.
Boxes.
Bags.
Packages.
Bundles.
Silver Creek
Dunkirk
Barcelona
Erie
Conneaut
Ashtabula
6
Madison Dock
Fairport
Black River
Vermillion
Cleveland
Huron and Milan
Sandusky
Fremont
Toledo
Monroe
Gibraltar
17
27
21
3
Detroit
6
38
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
11
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
Racine
Kenosha
Waukegan
Chicago
Michigan City
23
44
21
3
38
Canada
Total
23
44
21
3
38
Digitized by Google
S. Doc. 112.
99
STATEMENT-Continued.
Beef.
Beeswax.
Ports.
Barrels.
Tierces.
Casks.
Barrels.
Casks.
Boxes.
Silver Creek
Dunkirk
Barcelona
Erie
54
2
1
Conneaut
1,092
2
Ashtabula
589
2
Madison Dock
Fairport
91
Black River
Vermillion
106
10
Cleveland
3,129
4,630
46
5
11
Huron and Milan
1,325
1
Sandusky
986
2
23
6
Fremont
11
Toledo
6, 646
86
46
104
2
Monroe
1, 109
310
13
Gibraltar
Detroit
290
20
2
1
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
2
St. Joseph's
Sheboygan
1
Milwaukie
1,806
Racine
2,526
3
Kenosha
Waukegan
Chicago
34,322
1, 504
23
2
Michigan City
443
1
54,414
6,222
356
253
9
32
Canada
4
Total
54,414
6, 222
356
257
9
32
Digitized by Google
100
S. Doc. 112.
STATEMENT-Continued.
Bacon and hams.
Ports.
Boxes.
Barrels.
Tierces.
Casks.
Hhds.
Tons.
Silver Creek
Dunkirk
5
Barcelona
Erie
6
1
Conneaut
1
30
Ashtabula
6
2
Madison Dock
Fairport
7
Black River
35
2
Vermillion
5
28
20
Cleveland
99
141
126
1,332
12
Huron and Milan
8
23
Sandusky
21
337
197
Fremont
24
16
Toledo
52
1,010
1,600
1,087
94
53
Monroe
1
7
15
Gibraltar
Detroit
1
432
30
31
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
38
Racine
55
Kenosha
14
Waukegan
34
Chicago
44
2,008
26
836
1
1,216
Michigan City
46
17
236
4,215
1,792
3,560
95
1,2841
Canada
Total
236
4,215
1,792
3,560
95
1,2841
Digitized by Google
S. Doc. 112.
101
STATEMENT-Continued.
Brooms.
Broom corn.
Books.
Boots
Bladders.
and shoes.
Perts.
Dozen.
Bales.
Tons.
Boxes.
Boxes.
Barrels.
Silver Creek
Dunkirk
Barcelona
Erie
172
11
Conneaut
13
Ashtabula
1
Madison Dock
71
Fairport
197
Black River
Vermillion
1, 382
Cleveland
314
348
74
30
Huron and Milan
59
9
Sandusky
2
58
69
2
Fremont
Toledo
211
529
132
5
5
Monroe
79
Gibraltar
Detroit
465
52
8
29
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
194
2
Milwaukie
849
81
1
5
Racine
82
295
2
2
Kenosha
Waukegan
116
Chicago
536
1, 494
28
13
Michigan City
2, 280
5,238
81
337
84
7
Canada
3
Total
2, 280
5,238
81
340
84
7
Digitized by Google
102
S. Doc. 112.
STATEMENT-Continued.
Butter.
Beer
bottles.
Ports.
Kega.
Firkins.
Barrels.
Casks.
Hhds.
Number.
Silver Creek
Dunkirk
40
Barcelona
318
Erie
3, 532
149
81
1, 600
Conneaut
671
32
31
Ashtabula
684
39
42
4
Madison Dock
61
Fairport
332
10
22
Black River
61
40
Vermillion
52
5
Cleveland
4, ,496
869
667
14
8
Huron and Milan
353
6
Sandusky
2,711
54
Fremont
671
6
Toledo
2,064
4
229
Monroe
12
34
2
Gibraltar
Detroit
209
5
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
6
Milwaukie
256
2
4
Racine
109
Kenosha
1,581
Waukegan
Chicago
787
22
Michigan City
11
30
19,017
1,229
1, 156
18
8
1,690
Canada
234
Total
19,251
1,229
1,156
1 8
8
1,600
Digitized by Google
S. Doc. 112.
103
STATEMENT-Continued.
Beer
Bath brick
Brick.
Bones.
pumps.
Ports.
Number.
Number.
Number.
Tons.
Tons.
Hhds.
Silver Creek
Dunkirk
Barcelona
Erie
24,000
26
Conneaut
Ashtabula
Madison Dock
Fairport
Black River
Vermillion
Cleveland
13,800
30
5
Huron and Milan
6
Sandusky
2
Fremont
Toledo
Monroe
Gibraltar
Detroit
38
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
Racine
Kenosha
Waukegan
Chicago
217
Michigan City
11
2
37,800
56
5
272
Canada
805
Total
2
805
37,800
56
5
272
Digitized by Google
104
S. Doc. 112.
STATEMENT-Continued.
Bristles.
Brandy.
Buffalo
Candles.
robes.
Ports.
Sacks.
Casks.
Hhds.
Casks.
Bales.
Boxes.
Silver Creek
Dunkirk
Barcelona
Erie
Conneaut
Ashtabula
Madison Dock
Fai.port
20
Black River
Vermillion
Cleveland
10
18
990
Huron and Milan
Sandusky
160
Fremont
Toledo
8
1,419
Monroe
Gibraltar
Detroit
11
13
Tienton
St. Clair
Saginaw
Mackinaw
Green Bay
10
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
1
Racine
Kenosha
Waukegan
Chicago
12
3,216
959
Michigan City
10
20
3,246
3,551
Canada
4
1
Total
10
20
4
1
3,246
3,551
Digitized by Google
S. Doc. 112.
105
STATEMENT-Continued.
Carpeting.
Carriages.
Cedar posts.
Cement.
Ports.
Rolls.
Number.
Cords.
Number.
Barrels.
Silver Creek
Dunkirk
Barcelona
2
Erie
5
Conneaut
Ashtabula
6
Madison Dock
Fairport
21
480
Black River
Vermillion
Cleveland
41
15
500
521
Huron and Milan
3
Sandusky
1
3
681
500
Fremont
20
Toledo
1
14
32
Monroe
1
Gibraltar
Detroit
3
72
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
2
Milwaukie
7
30
Racine
Kenosha
W. ukegan
1
Chicago
8
5
29
Michigan City
55
156
742
1, 530
521
Canada
2
15
Total
57
171
742
1,530
521
Digitized by Google
106
S. Doc. 112.
STATEMENT-Continued.
Cheese.
Cider.
Cigars.
Coal.
Ports.
Boxes.
Casks.
Tons.
Barrels.
Cases.
Tons.
Silver Creek
Dunkirk
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
Gibraltar
Detroit
10
5
5
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
1,864
St. Joseph's
Sheboygan
Milwaukie
9
Racine
Kenosha
Waukegan
Chicago
Michigan City
163,099
701
62
77
57
17,017
Canada
17
Total
163,099
701
2
84
57
17,017
Digitized by Google
S. Doe. 112.
107
STATEMENT-Continued.
Coin.
Copper.
Coffee.
Ports.
Dollars.
Packages.
Barrels.
Tors.
Pieces.
Sacks.
Silver Creek
Dunkirk
Barcelona
Erie
3
1
Conneaut
Ashtabula
3
2
Madison Dock
Fairport
Black River
Vermillion
Cleveland
13
146
166
13
Huron and Milan
6
Sandusky
15
1
5
remont
18
Toledo
5
26
Monroe
4
Gibraltar
Detroit
160, 400
114
313
76
1
20
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
2
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
1
4
1
Racine
Kenosha
2
Waukegan
Chicago
30
Michigan City
2
1
160, 400
173
538
2421
15
53
Canada
2
:
Total
160, 400
173
540
2431
15
53
Digitized by Google
108
S. Doc. 112.
STATEMENT-Continued.
Corn.
Corn meal.
Cotton.
Cranberries.
Deer skins.
Ports.
Bushels.
Barrels.
Bales.
Barrels.
Packs.
Silver Creek
Dunkirk
Barcelona
Erie
13,269
25
Conneaut
12,121
26
Ashtabula
84
Madison Dock
,300
Fairport
2, 200
Black River
13,201
Vermillion
30,387
Cleveland
458,502
227
2
33
Huron and Milan
220, 051
43
Sandusky
297, 114
28
61
Frement
43, 740
Toledo
1, 828, 502
1, 043
310
323
165
Monroe
19,615
264
Gibraltar
283
Detroit
223,204
1,582
740
13
Trenton
2, 100
St. Clair
Saginaw
Mackinaw
Green Bay
2
Beaver Islands
Grand Haven
43
St. Joseph's
20, 907
2
Sheboygan
5
Milwaukie
23,548
55
Racine
9,577
1
Kenosha
6,498
Waukegan
12,639
Chicago
2,351,888
32
8
181
Michigan 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
Digitized by Google
S. Doc. 112,
109
STATEMENT-Continued.
Earthenware.
Eggs.
Feathers.
Felt.
Ports.
Casks.
Barrels.
Crates.
Barrels.
Sacks.
Rolls.
Silver Creek
Dunkirk
Barcelona
3
12
Erie
79
1
35
161
Conneaut
170
1
Ashtabula
263
Madison Dock
Fairport
428
12
Black River
1
39
Vermillion
37
Cleve'and
68
2
65
6,380
1,152
695
Huron and Milan
96
7
Sandusky
2,140
412
362
Fremont
252
9
Toledo
7
13
664
1,407
Monroe
64
Gibraltar
Detroit
101
34
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
292
6
Racine
47
Kenosha
39
Waukegan
Chicago
223
252
Michigan City
154
3
116
11,371
3,331
1,057
Canada
61
5
Total
154
3
116
11,432
3,336
1,057
Digitized by Google
110
S. Doc. 112.
STATEMENT-Continued.
Fish.
Firewood.
Flax and hemp.
Flaxseed.
Ports.
Barrels.
Cords.
Bales.
Tons.
Sacks.
Barrels.
Silver Creek
Dunkirk
7
Barcelona
Erie
4
181
73
13
Conneaut
Ashtabula
1
Madison Dock
Fairport
Black River
Vermillion
173
Cleveland
443
301
460
Huron and Milan
6
Sandusky
6
120
347
Fremont
28
Toledo
353
852
963
803
Monroe
1
Gibraltar
Detroit
1,507
4
Trenton
St. Clair
697
Saginaw
Mackinaw
2,495
Green Bay
973
Beaver Islands
1,506
Grand Haven
7
43
St. Joseph's
Sheboygan
728
Milwaukie
544
4
182
Racine
266
Kenosha
Waukegan
2
1
Chicago.
430
1, 133
70
13
Michigan City
9
9,979
2,471
113
1, 338
1, 848
Canada
2
82
9
Total
9, 981
82
2,471
113
1, 338
1, 857
Digitized by Google
S. Doc. 112.
111
STATEMENT-Continued.
Flour.
Fruit,
Fruit, dried.
green.
Ports.
Barrels.
Barrels.
Barrels.
Boxes.
Baskets.
Sacks.
Silver Creek
Dunkirk
5
Barcelona
6
104
93
40
Erie
4,079
28
144
8
Conneaut
63
88
2
28
Ashtabula
24
7
278
Madison Dock
38
Fairport
618
18
82
4
Black River
558
Vermillion
6,952
1
130
88
Cleveland
360,059
97
645
5
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
Gibraltar
Detroit
270,551
209
12
Trenton
St. Clair
Beginaw
400
Mackinaw
33
Green Bay
Beaver Islands
Grand Haven
8,285
St. Joseph's
6,461
Sheboygan
506
3
Milwaukie
80,025
Racine
17,721
7
24
Kenosha
1,913
Waukegan
2,118 2,
Chicago
53,151
136
13
6
Michigan City
118
1,204,643
847
2,095
208
153
303
Canada
11,960
1,261
Total
1,216,603
2,108
2,095
208
153
303
Digitized by Google
112
S. Doe. 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
Conneaut
2
2
Ashtabula
7
14
4
Madison Dook
7
Fairport
28
1
2
Black River
Vermillion
2
18
1
Cleveland
24
506
227
24
25
Huron and Milan
45
50
Sandusky
3
51
18
467
24
1
Fremont
9
2
6
Toledo
93
180
3
425
6
6
Monroe
2
32
1
Gibraltar
160
1
Detroit
134
a
369
31
4
Trenton
St. Clair
Saginaw
1
Mackinaw
1
Green Bay
5
1
4
Beaver Islands
Grand Haven
20
82
St. Joseph's
Sheboygan
47
6
4
Milwaukie
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
Michigan City
317
1, 917
37
2,274
115
59
Canada
10
8
6
11
Total
327
1,925
43
2, 285
115
59
Digitized by Google
S. Doc. 112.
113
STATEMENT-Continued.
Ginseng.
Glass.
Ports.
Barrels.
Boxes.
Packages.
Boxes.
Tons.
Silver Creek
Dunkirk
Barcelona
Erie
2,010
18
Conneaut
Ashtabula
5
Madison Dock
Fairport
Black River
Vermillion
Gleveland
23
6
24
764
Huron and Milan
Sandusky
13
Fremont
Toledo
143
112
2
Monroe
1
Gibraltar
Deroit
3
1
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
40
Racine
2
Kenosha
Waukegan
Chicago
38
19
1
Michigan City
122
7
195
*3,183
18
Canada
Total
122
7
195
3, 185
18
# 400 boxes from Ogdensburg.
9
Digitized by Google
114
S. Doc. 112.
STATEMENT-Continued
Glass ware.
Glue.
Grease.
Ports.
Boxes.
Casks.
Packages.
Tons.
Barrels.
Barrels.
Silver Creek
Dunkirk
Barcelona
Erie
642
302
349
1
Conneaut.
14
Ashtabula
1
34
Madison Dock
Fairport
Black River
Vermillion
Cleveland
1,162
270
325
48
73
422
Huron and Milan
19
Sandusky
14
7
10
Fremont
Toledo
12
14
28
5
568
Monroe
3
Gibraltar
Detroit
10
4
Trenton
St. Clair.
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
11
50
Racine
6
Kenosha
Waukegan
Chicago
102
125
Michigan City
10
1,830
610
710
49
288
1,154
Canada
1
3
Total
1,830
611
710
49
291
1,154
Digitized by Google
S. Doc. 112.
115
STATEMENT-Continued.
Grindstones.
Hats.
Hair.
Hides.
Ports.
No.
Tons.
Cases.
Packages.
No.
Bundles.
Tons.
Silver Creek
Dunkirk
Barcelona
Erie
2
10
532
Conneaut
Ashtabula
54
21
Madison Dock
Fairport
151
Black River
82
158
Vermillion
203
190
Cleveland
4,123
1,433
20
270
8, 210
34
Huron and Milan
425
18
1
971
6
Sandusky
1
2
9
550
5
Fremont
51
Toledo
13
74
7,000
11
Monroe
3
315
Gibraitar
643
360
Detroit
86
1, 822
Trenton
St. Clair
Saginaw
Mackinaw
18
Green Bay
Beaver Islands
Grand Haven
1
St. Joseph's
Sheboygan
303
19
Milwaukie
875
Racine
1,308
2
Kenosha
17
Waukegan
89
21
Chicago
1
24,550
107
26
Michigan City
397
4,753
1,723
180
364
47,963
604
26
Canada
50
Total
4, 753
1,723
180
364
48,013
604
26
Digitized by Google
116
S. Doc. 112.
STATEMENT-Continued.
High
Hogs.
Horned
Horses.
Hops.
Horns and
wines.
cattle.
hoofs.
Ports.
Barrels.
Number.
Number.
Number.
Barrels.
Hhds.
Silver Creek
202
Dunkirk
348
Barcelona
10
Erie
193
2,149
265
126
2
Conneaut
10
2
Ashtabula
222
90
19
.4
Madison Dock
Fairport
8
399
40
Black River
Vermillion
Cleveland
22,183
27,033
3,752
920
100
Huron and Milan
1,5c0
582
Sandusky
8,313
28,469
851
341
Fremont
Toledo
10,954
29,978
833
344
82
Monroe
1,033
7
5
Gibraltar
Detroit.
4,156
6, 657
594
710
1
Trenton
St. Clair
400
1
Saginaw
Mackinaw
12
4
Green Bay
Beaver Islands
Grand Haven
29
1
St. Joseph's
20
Sheboygan
1
2
Milwaukie
2
19
Racine
2
2
56
Kenosha
23
19
1
Waukegan
Chicago
2,086
468
1,307
93
2
20
Michigan City
61
51,015
96,182
8,097
2,630
7
269
Canada
1,515
497
131
Total
51,015
97,697
8,594
2,761
7
269
Digitized by Google
S. Doc. 112.
117
STATEMENT-Continued.
Hardware.
Iron.
Ports.
Boxes.
Barrels.
Bundles.
Pieces.
Pigs.
Tons.
Silver Creek
Dunkirk
Barcelona
62
1, 491
23
29
Erie
19
9
8
139
5,320
735
Conneaut.
1
1
57
Ashtabula
39
19
Madison Dock
135
Fairport
1
16
Black River
4
Vermillion
7
9
1
30
Cleveland
385
59
462
609
630
766
Huron and Milan
4
1
1
Sandusky
33
28
25
8
12
Fremont
4
Toledo
32
14
4
Monroe.
5
17
4
Gibraltar
Detroit
10
143
16
46
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
1
St. Joseph's
Sheboygan
4
Milwaukie
13
6
12
1
Racine
2
36
Kenosha
3
13
3
10
Waukegan
Chicago
29
9
5
100
Michigan City
9
643
81
2,210
890
6,050
*2,195
Canada.
14,991₫
Total
643
81
2,210
890
6,050
7,1861
# 335 tons from Ogdensburg.
t From England.
Digitized by Google
118
S. Doc. 112.
STATEMENT-Continued.
Iron.
Lard.
Ports.
Casks.
Bundles.
Kegs of
Barrels.
Casks.
Kegs.
nails.
Silver Creek
Dunkirk
Barcelona
Erie
207
72
2,694
24
Conneaut
Ashtabula
Madison Dock
Fairport
Black River
3
Vermillion
1
6
11
Cleveland
93
80
503
2, 112
571
133
Huron and Milan
13
5
Sandusky
44
374
385
Fremont
9
7
Teledo
30
2
2,767
551
1,401
Monroe
13
1
Gibraltar
Detroit
64
2
21
14
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
13
Racine
23
54
Kenosha
18
Waukegan
7
Chicago
8
3,646
826
598
Michigan City
329
529
456
197
*3,951
9, 354
2, 482
2,574
Canada
84
3
Total
540
197
3,951
9, 354
2,482
2, 577
*750 kegs from Ogdensburg.
Digitized by Google
S. Doc. 112.
119"
STATEMENT-Continued.
Lead.
Lead pipe.
Leather.
Ports.
Pigs.
Tons.
Packages.
Rolls.
Boxes.
Silver Creek
,
Dunkirk
Barcelona
33
Erie
207
18
Conneaut
177
4
Ashtabula
267
3
Madison Dock
Fairport
40
4
Black River
Vermillion
12
Cleveland
3,127
20
Huron and Milan
21
Sandusky
1
545
1
Fremont
121
Toledo
14
2,218
16
Monroe
134
Gibraltar
236
4
Detroit
1
150
1
Trenton
St. Clair
28
1
Saginaw
Mackinaw
Green Bay
39
Beaver Islands
Grand Haven
2
St. Joseph's
21
Sheboygan
Milwaukie
8, 997
300
9
Racine
231
Kenosha
Waukegan
Chicago
10,964
80
448
28
Michigan City
927
20,888
80
18
8,343
121
Canada
Total
20,888
80
18
8,343
121
Digitized by Google
120
S. Doc. 112.
STATEMENT-Continned.
Lumber.
Ports.
Black walnut.
Oak timber.
Feet.
Tons.
Pieces.
Feet.
Tons.
Piecos.
Silver Creek
Dunkirk
Barcelona
Erie
Conneaut
Ashtabula
Madison Dock
Fairport
Black River
39
Vermillion
10,000
Cleveland
19,677
36
Huron and Milan
Sandusky
100
120
Fremont
27
Toledo
33,915
26
523
Monroe
166,870
717
160}
1,488
Gibraltar
Detroit
76
386
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
140,000
St. Joseph's
Sheboygan
Milwaukie
Racine
Kenosha
Waukegan
965
Chicago
464
2
Michigan City
360,462
153
1,511
10,000
624}
2, 2,841
Canada
301,017
376,957
Total
661,479
153
1,511
386,957
6241
2,841
Digitized by Google
S. Doc. 112.
121
STATEMENT-Continued.
Lumber, shingles, &c.
Ship plank.
Sawed pine,
Shingle bolls.
Shingles.
Laths.
white wood,
Ports.
&c.
Feet.
Feet.
Cords.
M.
Bundles.
Silver Creek
Dunkirk
375,998
Barcelona
520,500
36
Erie
151,142
9,757,297
447
Conneaut
5,697,614
Ashtabula
2,986,118
1,450
Madison Dock
871,400
Fairport.
71,000
405,415
Black River
220,000
256,000
Vermillion
193,000
Cleveland
110,000
181, 143
5
Huron and Milan
650,053
Sandusky
86,000
304,950
Fremont
51,000
121,287
Toledo
1,616,814
66
Monroe
1,745,640
Gibraltar
271,000
Detroit
8,953,714
329
3,874
Trenton
309,192
St. Clair
1,989,023
Saginaw
3,938,549
425
80
Mackinaw
Green Bay
61
390
Beaver Islands
1,192
Grand Haven
982,000
20
St. Joseph's
164,000
Sheboygan
Milwaukie
Racine
Kenosha
Wauk gan
Chicago
106,000
77
Michigan City
789,142
42,399,697
421
2,951
5,404
Canada
39,373,936
268
3,148
7,239
Total
789,142
81,773,633
310}
6,099
12,643
Digitized by Google
122
S. Doc. 112.
STATEMENT-Continued.
Malt.
Machines.
Mattresses.
Ports.
Bushels.
Number.
Pieces.
Boxes.
Number.
Silver Creek
5
Dunkirk
Barcelona
Erie
8
Conneaut
Ashtabula
Madison Dock
Fairport
9
5
2
Black River
1
Vermillion
Cleveland
694
23
8
15
160
Huron and Milan
Sandusky
20
Fremont
Toledo
9
Monroe
Gibraltar
Detroit
2
8
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
Racine
2
Kenosha
Waukegan
Chicago
14
Michigan City
694
73
21
15
182
Canada
202
Total
896
73
21
15
182
Digitized by Google
S. Doc. 112.
123
STATEMENT-Continued.
Medicines.
Merchandise.
Ports.
Boxes.
Barrels.
Sacks.
Boxes.
Packages.
Barrels.
Silver Creek
Dunkirk
2
27
Barcelona
3
22
21
1
Erie
180
36
63
Conneaut
4
5
Ashtabula
58
Madison Dock
2
Fairport
16
Black River
Vermillion
Cleveland
93
19
145
641
Huron and Milan
8
Sandusky
30
4
92
14
3
Fremont
5
Toledo
115
24
65
96.
34
38
Monroe
2
8
Gibraltar
Detroit
29
63
392
Trenton
St. Clair
Saginaw
Mackinaw
1
4
Green Bay
12
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
3
Milwaukie
37
28
86
Racine
2
27
Kenosha
3
6
Waukegan
196
Chicago
62
127
Michigan City
1
557
43
69
654
1,590
42
Canada
5
Total
557
43
69
654
1,590
47
Digitized by Google
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
70,891
794
157
Huron and Milan
6
1
60,274
10
Sandusky
231
17
73, 734
362
18
Fremont
38
14,644
Toledo
192
70, 397
4, 699
51
Monroe
33
5, 962
63
Gibraliar
Detroit
47, 797
36
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
3
Grand Haven
St. Joseph's
Sheboygan
385
Milwaukie
36,883
15
Racine
62,739
1
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
2,378
Total
978
69
16
1, 133, 811
6,023
232
Digitized by Google
S. Doc. 112.
125
STATEMENT-Continued.
Oilcake.
Oilcloth.
Oilstone.
Paint.
Ports.
Hhds.
Tons.
Packages.
Boxes.
Barrels.
Kegs.
Silver Creek
Dunkisk
13
Barcelona
Erie
5
50
11
20
Conneaut
Ashtabula
Madison Dock
Fairport
2
2
Black River
Vermillion
Cleveland
500
210
7
25
5,846
32
Huron and Milan
Sandusky
14
48
1
Fremont
Toledo
62
1,537
4
40
549
56
Monroe
Gibraltar
Detroit
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie.
Racine
Kenosha
Waukegan
Chicago
Michigan City
583
1,845
23
78
6,417
88
Canada
Total
583
1,845
23
78
€,417
88
Digitized by Google
126
S. Doc. 112.
STATEMENT-Continued.
Paper.
Pianos.
Plaster.
Peas and
beans.
Ports.
Bundles.
Boxes.
Rolls.
Number.
Tons.
Barrels.
Silver Creek
Dunkirk
Barcelona
5
Erie
474
33
2
22
Conneaut
1
68
Ashtabula
2
Madison Dock
Fairport
Black River
Vermillion
Cleveland
3,706
88
200
1
41
Huron and Milan
2
Sandusky
294
1
84
10
Fremont
204
Toledo
580
1, ,000
3
48
Monroe
285
Gibraltar
Detroit
42
1
6
39
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
6
Sheboygan
Milwankie
Racine
1
12
Kenosha
Waukegan
4
Chicago
3
10
Michigan City
5,096
122
1, 200
18
89
753
Canada
1
196
Total
5,096
122
1, 200
18
90
949
Digitized by Google
S. Doc. 112.
127
STATEMENT-Continued.
Poultry.
Pork.
Potatoes.
Railroad
Rags.
ties.
Ports.
Pounds.
Boxes.
Barrels.
Bushels.
Number.
Tons.
Sacks.
Silver Creek
Dunkirk
Barcelona
Erie
88
Conneaut.
266
2,156
8
Ashtabula
9
73
503
Madison Dock
Fairport
300
1
113
321
Black River
138
2
Vermillion
130
6
Cleveland
50
5,089
480
320
Huron and Milan
255
229
2
180
Sandusky
15
1,371
145
84
Fremont
150
Toledo
9,259
1,736
8
453
Monroe
289
1,105
2
Gibraltar
Detroit
286
2,746
15
7,628
Trenton
St. Clair
200
Saginaw
Mackinaw
72
6
Green Bay
26
15
Beaver Islands
121
Grand Haven
2
St. Joseph's
Sheboygan
124
Milwaukie
1,333
10
493
Racine
311
182
Kenosha
96
Waukegan
115
Chicago
9,215
234
700
Michigan City
4,833
300
75
32,814
10,095
27
10,288
Canada
11
1,351
12,334
61
20
Total
300
75
32,825
11,446
12,334
33
10,308
Digitized by Google
128
S. Doc. 112.
STATEMENT-Continued.
Reapers.
Roots.
Rope.
Rye.
Salaratus.
Sausages.
Ports.
No.
Barrels.
Pkg's.
Bushele.
Boxes.
Barrels.
Barrels.
Silver Creek
Dunkirk
Barcelona
Erie
6
7,534
16
Conneaut
2,500
Ashtabula
144
Madison Dock
Fairport
188
Black River
Vermilion
Cleveland
26
90
89
197
11
Huron and Milan
2
Sandusky
1
3
8,892
27
4
Fremont
25
Toledo
178
105
51
6
Monroe
6
Gibraltar
11
Detroit
12
1
169
203
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
44
St. Joseph's
Sheboygan
Milwaukie
79
Racine
Kenosha
Waukegan
Chicago
175
12
Michigan City
100
3
289
202
138
19,348
270
617
46
Canada
87
Total
289
202
138
19,435
270
617
46
Digitized by Google
S. Doc. 112.
129
STATEMENT-Continued.
Sheep.
Sheep-skins.
Seed.
Ports.
No.
Tons.
Bandles.
Barrels.
Boxes.
Casks.
Silver Creek
Dunkirk
Barcelona
Erie
162
856
111
28
Conneaut
101
12
Ashtabula
224
Madison Dock
Fairport.
801
101
Black River
70
25
Vermilion
Cleveland
5,363
1,197
271
3
Huron and Milan
112
$
Sandusky
9,075
746
1,091
3
Fremont
53
Toledo
1,900
942
358
37
63
Monroe
14
18
8
Gibraltar
70
18
Detroit
890
606
35
3
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
14
Grand Haven
St. Joseph's
2
Shehoygan
Milwaukie
8
37
Racine
70
51
Kenosha
3
30
Waukegan
Chicago
125
7
281
1,722
201
Michigan City
33
18,316
7
5,333
3,706
277
112
Canada
590
2,043
52
Total
18,906
7
7,376
3,758
277
112
10
Digitized by Google
130
S. Doe. 112.
STATEMENT-Continued
Stone.
Soap.
Starch.
Ports.
Tons.
Boxes.
Boxes.
Barrels.
Boxes.
Silver Creek
Dunkirk
Barcelona
Erie
1
227
622
Conneaut
Ashtabula
Madison Dock
Fairport
Black River
Vermilion
Cleveland
460
272
102
2,226
Huron and Milan
Sandusky
27
52
Fremont
Toledo
184
174
35
Monroe
Gibraltar
Detroit
206
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
1
Racine
Kenosha
Waukegan
Chicago
1
10
117
Michigan City
461
485
338
227
3,206
Canada
1,711
Total
2,172
485
338
227
3,206
Digitized by Google
S. Doc. 112.
131
STATEMENT-Continued.
Staves.
Stave bolls.
Sundries.
Tallow.
Tea.
Tin.
Ports.
M.
Cords.
Packages,
Barrels.
Chests.
Boxes.
boxes, &c.
Silver Creek
Dunkirk
67
Barcelona
35
Erie
1, 117
155
106
Conneaut
28
3
Ashtabula
1, 754
58
111
Madison Dock
55
Fairport
313
26
29
Black River
837
2
Vermilion
584
Cleveland
112
1, 246
104
5
38
Huron and Milan
1,060
9
146
1
1
Sandusky
512
566
292
26
Fremont
265
34
13
Toledo
989
1, 012
728
2
1
Monroe
195
82
Gibraltar
616
7
Detroit
1,595
1, 431
20
Trenton
240
St. Clair
45
3
Saginaw
38
Mackinaw
3
Green Bay
21
2
Beaver Islands
8
Grand Haven
52
6
St. Joseph's
Sheboygan
200
162
3
Milwaukie
436
Racine
44
82
Kenosha
12
Waukegan
12
Chicago
60
1, 464
814
Michigan City
2
26
10, 639
6, 924
2,432
62
66
Canada
57
311
Total
10,696
311
6,924
2, 432
62
66
Digitized by Google
182
S. Doc. 112.
STATEMENT-Conrinued.
Tobacco.
Tongues.
Tripe.
Type.
Varnish.
Ports.
Hhds.
Boxes.
Barrels.
Barrels.
Barrels.
Boxes.
Barrels.
Silver Creek
Dunkirk
1
Barcelona
5
2
Erie 8
2
1
Conneaut
1
ЭУ
1
Ashtabula
4
Madison 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
1
35
1
*
Trenton
St. Clair
13
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
16
1
12
Racine
10
Kenosha
7
Wankegan
Chicago
36
24
44
7
22
Michigan City
1, 417
852
18
217
219
113
10
Canada
Total
1, 417
852
18
217
219
113
10
Digitized by Google
S. Doc. 112.
133
STATEMENT-Continred.
Veneering.
Ware.
Wine.
Wheat.
Ports.
Boxes.
Tons.
Packages.
Boxes.
Casks.
Bushels.
Silver Creek
Dunkirk
Barcelona
1
Erie
9
6
600
Conneaut
2
Ashtabula
Madison Dock
Fairport
Black River
Vermilion
28,619
Clevel nd
2
83
24
673,403
Huron and Milan
267,728
Sandusky
4
17
619,529
Fremont
44,224
Toledo
5
4
73
802,564
Monroe
168,664
Gibraltar
Detroit
25
512,759
Trenton
St. Clair
Saginaw
Mackinaw
3
Green Bay
Beaver Islanda
Grand Haven
30,776
St. Joseph's
20,534
Sheboygan
2
Milwaukie
2
83,602
Racine
104,902
Kenosha
1
95,894
Waukegan
82,447
Chieago
1
315,598
Michigan City
1
96,812
39
2
107
116
1
3,948,655
Canada
10}
101,655
Total
39
2
107
116
111
4,050,310
Digitized by Google
134
S. Doc. 112.
STATEMENT-Continued.
WOOD MANUFACTURES.
Whiskey
Wool.
Ports.
Sundry articles.
Curriers'
Hand-
1
blocks.
spikes.
Barrels.
Bales.
Tons.
Boxes.
Bundles.
No.
No.
Silver Creek
Dunkirk
21
Barcelona
200
166
Erie
235
2,484
99
585
1,480
Conneaut
74
42
Ashtabula
221
82
Madison Dock
156
Fairport
88
873
141
173
Black River
887
Vermilion
180
Cleveland
2,023
27,180
64
145
1, 376
825
Huron and Milan
1,098
Sandusky
3,613
8,356
102
Fremont
25
12
Toledo
4,941
3,963
356
Monroe
23
1,036
2
Gibraltar
Detroit
228
7,817
185
Trenton
St. Clair
Saginaw
12
Mackinaw
Green Bay
Beaver Islands
Grand Haven
166
St. Joseph's
1
Sheboygan
11
6
Milwaukie
38
1,004
21
Racine
394
27
Kenosha
1
150
Waukegan
149
Chicago
575
4,728
20
Michigan City
204
11,765
61,290
9f
387
3,132
825
1,480
Canada
46
391
7
Total
11,765
61,336
48:
387
3,139
825
1,480
Digitized by Google
S. Doc. 112.
135
S'TATEMENT-Continued.
WOOD MANUFACTURES.
Ports.
Oars.
Wagon woods.
Tons.
M. feet.
No.
Hubs.
Spokes.
Pieces.
Felloes.
Silver Creek
Dunkirk
Barcelona
Erie
40
413
85,792
38
4,000
Conneaut
Ashtabula
Madison Dock
Pairport
400
22,000
Black River
Vermilion
Cleveland
600
Huron and Milan
Sandusky
Fremont
Toledo
250
Monroe
Gibraltar
Detroit
Trenton
St. Clair
Saginaw
Mackinaw
Green Bay
Beaver Islands
Grand Haven
St. Joseph's
Sheboygan
Milwaukie
Racine
Kenosha
Waukegan
Chicago.
Michigan City
40
413
85,792
1,250
22,000
38
4,000
Canada
Total
40
413
85,792
1,250
22,000
38
4,000
CUSTOM-HOUSE, BUFFALO,
WM. KETCHUM,
February 19, 1852.
Collector.
Digitized by Google
136
S. Doc. 112.
Statement showing the estimated volue of each aggregate of the several arti-
cles received at each of the several ports in the district of Buffalo Creek
coastwise and from Canada, and total values of all, for the year ending
the 31st December, 1851.
RECEIVED AT BUFFALO.
Quantities.
Articles.
Value.
Packages.
Pounds.
Ashes
13, 721 casks
6,860,500
Ale
$291,550
62 barrels
18,600
Ale
39 dozen bottles
720
388
Alcohol
789 casks
284,040
16,569
Barley
166, 188 bushels
7,977,024
Beef
116,332
54, 414 barrels
17,412,480
Beef
6, 222 tierces
2,488,800
Beef
521,894
356 casks
178,000
Bark
129 packages
12,900
645
Bacon and hams
236 boxes
70,800
Bacon and hame
4, 215 barrels
1,348,800
Bacon and hams
1, 792 tierces
716,800
Bacon and hame
3, 540 casks
1,770,000
405,765
Bacon and hame
95 hogaheads
66,500
Bacon and hams
1, 2841 tons
2,568,500
Beeswax
257 barrels
38,550
Beeswax
9 casks
2,700
Beeswax
8,890
32 boxes
3,200
Brooms
2, 200 dozen
22,800
Broom-corn
3,420
5, 238 bales
1,047,600
Broom-corn
81 tons
16,500
63,879
Books
340 boxes
102,000
Boots and shoes
8,500
84 boxes
5,040
Bladders
3,360
7 barrels
2,100
84
Butter
19, 251 kegs
1,925,100
Butter
1, 229 firkins
122,900
Butter
1, 156 bariels
289,000
Butter
234,859
18 casks
7,200
Butter
8 hogsheads
4,800
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
112,000
33Q
Bones
5 tons
10,000
Bones
272 hogeheads
113,500
1,820
Bristles
10 sacks
2,000
Bristles
20 casks
600
400
Brandy
4 hogsheads
Brandy
4 casks
4,200
1,480
Buffalo robes
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
Cedar posts
8,550
1,530
Cedar posts
42 cords
97,800
858
Cement
521 barrels
156,300
Cheese
1,042
163, 099 boxes
Cheese
701 casks
Cheese
846,256
62 tons
3,596,280
Cider
84 barrels
25,000
252
Cigars
58 cased
11,400
2,850
Coal
17, 009 tons
34,018,000
68,036 66,
Copper
540 barrels
Copper
243 tons
266,700
Copper
15 masses
Digitized
S. Doc. 112.
137
STATEMENT-Continued.
RECEIVED AT BUFFALO.
Quantities.
Articles.
Value.
Packages.
Pounds.
Coffee
53 sacks
5,300
$530
Corn
5, 938, 746 bushels
332,469,776
2,672,436
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
Eggs
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 barrels
2,994,300
59,886
Firewood
82 cords
164,000
246
Flax and hemp
2, 471 bales
1,337,950
44,478
Flaxseed
113 tons
Flaxseed
1, 338 sacks
21,609
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
Fruit, dried
153 baskets
14,711
Fruit, dried
303 sacks
528,850
Furniture
327 boxes
Furniture
1, 925 packages
65,400
Furniture
2 tons
487,100
Furs
2,285 packs
Furs
115 boxes
245,900' ,
Furs
59 casks
245,900
Ginseng
222 barrels
Ginseng
7 boxes
6,052
Gineeng
195 packages
22,710
Glass
3, 185 boxes
Glass
18 tons
195,250
7,810
Glass ware
1, 830 boxes
Glass ware
611 casks
Glass ware
33,360
710 packages
Glass ware
48 tons
533,100
Glue
291 barrels
29,100
4,365
Grease
154 barrels
259,650
17,310
Grindstones
4,753
Grindstones
1, 723 tone
3,921,300
}
30,598
Hats
180 cases
9,000
4,500
Hair
364 packages.
109,200
1,092
Hides
48,013
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 caule
8,594
5,156,400
257,820
Horses
2,761
2,208,800
165,660
Hops
1 bales
2, 100
784
Horns and hoofs
269 hogeneads
201,750
4,304
Hardivare
643 boxes
Hardware
81 barrels
Hardware
2, 010 bundles
18,849
Hardware
890 pieces
209,720
Digitized by Google
138
S. Doc. 112.
STATEMENT-Continued.
RECEIVED AT BUFFALO.
Quantities.
Articles.
Value.
Packages.
Pounds.
Iron
6, 050 pieces
Iron
7, 1861 tons
Iron
540 casks.
$301, 436
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
20,888 pige
Lead
80 tons
1,622,160
81,100
Lead pipe
18 packages
3,600
180
Leather
8, 343 ro Is
Leather
121 boxes
864,550
758,130
Lumber, black walnut
661, 479 feet
Lumber, black walnut
153 tons
14,000
Lumber, black walnut
1, 511 pieces
3,706,500
Oak timber
386, 967 feet
Oak timber
2, 841 pieces
74,722
Oak timber
6, 2141 tons
4,643,100
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
Machines
21 pieces
Machines
15 boxes
92,200
~n
8,260
Mattresses
182
5,460
1,092
Merchandise
654 hoxes
Merchandise
1, 590 packages
113,550
Merchandise
47 bales
6-7,300
-
Medicines
679 packages
35,500
1,340
Nuts
978 barrels
Nuts
69 casks
-
160,720
3, 444
Nuts
16 boxes
Oat*
1, 133, 811 bushels
36, 281, 952
340,143
Oil
6, 023 barrels
Oil
232 boxes
-
1,818,500
151,503
Oil-cloth
23 packages
6,900
1, 380
Oil-cake
583 hogsheads
Oil-cake
1, 845 tons
}
3,981,500
30,007
Oil-stonea
78 boxes
3,120
156
Paint (clay)
6, 417 barrels
Paint (lead)
88 kegs
1,933,900
22,899
Paper
5, 096 bundles
Paper
122 boxes
289,200
86,016
Paper
1, 200 rolls
Pianos
18
9,000
1,800
Plaster
90 tons
180,000
540
Peas and beans
949 barrels
189,800
2,847
Poultry
300 pounds
Poultry
75 boxes
-
4, 050
399
Railroad ties
12,734
3,546,800
4,202
Pork
32, 825 barrels
10,504,000
393,90U
Potatoes
11, 446 bushels
686,760
6, 868
Rags
33 tons
Rags
10, 308 sacks
~~~
2,128,100 2,
53,202
Reapers
289
S. Doc. 112.
139
STATEMENT-Continued.
RECEIVED AT BUFFALO.
Quantities.
Articles.
Value.
Packages.
Pounds.
Roots
202 bales
30,300
$1,010
Rope
138 packages
20,700
2, 760
Rye
19, 435 bushels
1,088,360
11,661
Salaratus
270 boxes
Salarajus
617 barrels
}
193,210
13,455
Sausages
46 barrels
11,500
552
Sheepsking
7 tons
Sheepskins
7, 376 bundles
}
1,489,200
187,900
Sheep
18,906
1,512,480
47,265
Seed
3, 758 barrels
1
Seed
277 boxes
745,680.
49,710
Seed
112 casks
Stone
2, 172 tons
Stone
485 boxes
4,373,100
8,456
Soap
338 boxes
25,350
1, 014
Starch
227 barrela
Starch
3, 206 boxes
}
141,580
8, 228
Staves
10, 696, 000
99,144,000
320,880
Stave bolls
311 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
Veneeing
39 boxes
7, 800
780
Ware
2 tons
Ware
107 packages
36,100
1, 497
Wine
116 boxes
111 casks
8,080
2, 155
Wine
Wheat
4, 050, 310 bushels
240,018,600
2,835,217
Wool
61, 336 bales
Wool
481 tons
-
12,364,700
3, 709,410
Wooden ware
3, 5:6 packages
473,050
14,104
Curriers' blocks
825
33,000
825
Handspikes
1,480
14,800
177
Oars
40 tons
Oars
413,000 feet
Oars
-
2,346,520
63,840
85,792
Wagon woods
27, 288 pieces
119,152
1, 637
Total pounds
1, 462, 923, 246
31,889,951
Tons of 2,000 pounds
731, 461 1246
Digitized by Google
140
S. Doc. 112.
STATEMENT-Continuel.
RECEIVED AT DUNKIRK.
Quantities.
Articles.
Value.
Packages.
Pounds.
Ashes
147 casks
91,850
$3,638
Ale
Ale
Alcohol
Barley
Beef
Beef
9, 293 barrels
487 tierces
}
3,192,910
80,675
Beef
Bark
Bacon and hams
Baoon and hams
Bacon and hams
11 tons
Bacon and hame
833 barrels
n
270,568
11,922
Bacon and hams
2 casks
Bacon and hams
Beeswax
Beeswax
4 barrels
600
120
Beeswax
Brooms
Broom-corn
Broom-corn
}
200 bales
40,00)
2,400 2,
Books
16 boxes
3,200
400
Boots and shoes
4 boxest
200
160
Bladders
Butter
Butter
Butter
6, 230 kegs
Butter
56 barrels
~~
639,800
63,700
Batter
Beer-pumps
Beer-bottles
Bath brick
30,000
120,000
150
Brick
Brick
Bones
Benes
Bristles
Bristles
Brandy
Brandy
Buffalo robes
11 bales
1,100
550
Candles
8 boxes
240
48
Carpeting
3 rolls
90
90
Carriages
3
2, 100
150
Cedar posts
Cedar posts
Cement
Cheese
Cheese
-
10, 178 boxes
}
20,392
Cheese
2 casks
204,160
Cider
11 barrels
3,300
33
Cigars
Coal
766 tons
1,532,000
3,064
Copper
Copper
-
6 barrels
2 masses
-
4,000
2,800
Copper
Coffee
1 sack
100
10
Corn
4, 697 bushels
263,032
2,113
Corn-meal
6 barrels
Digitized1yGoogle 12
S. Doc. H2.
141
STATEMENT-Continued.
RECEIVED AT DUNKIRK.
Quantities.
Articles.
Value.
Packages,
Pounds.
Cotton
Cranberries
545 barrels
87,200
$3,230
Deer-skins
2 bales
200
100
Earthenware
2 casks
Earthenware
2 crates
Earthenware
1 barrel
-
1,400
132
Eggs
1, 203 barrels
192,480
9,624
Feathers
118 sacke.
5,900
2,360
Felt
Fish
618 barrels
185,400
3,708
Firewood
Flax and hemp
Flaxseed
Flaxseed
m
422 sacks
42,200
1,055
Flaxaeed
Flour
61, 735 barrels
13,334,760
216,072
Fruit, green
136 barrels
21,760
136
Fruit, dried
Fruit, dried
Fruit, dried
Fruit, dried
Furniture
Furniture
166 packages
33,200
4
2,200
Furniture
Furs
Furs
34 packs
3,400
3,400
Fure
Ginseng
Ginseng
2 barrels
386
32
Ginseng
:
Glase
Glass
26 boxes
1,300
E
Glass ware
Glass ware
Glass ware
158 packages
9,480
1,720
Glass ware
Glue
Grease
72 barrels
18,000
1,080
Grindstones
Grindstones
}
186
18,600
186
Hats
12 cases
600
300
Hair
Hides
Hides
n
2,461
8 bundles
}
173,670
8,238
Hides
High wines
485 casks
173,800
4,857
Hogs
14,743
1,474,300
95,829
Horned cattle
1,455
873,000
43,650
Horses
279
223,200
16,740
Hops
Horns and hoofs
6 casks
3,000
96
Hardware
Hardware
Hardware
2T packages
1,310
224
Hardware
Iron
Iron
Iron
Iron
Digitized by Google
142
S. Doc. 112.
STATEMENT-Continued.
RECEIVED AT DUNKIRK.
Quantities.
Articles.
Value.
Packages.
Pounds.
Nails
158 kegs
15,800
$513
Lard
Lard
n
1,269 barrels
250 kegs
}
342,250
27,380
Lard
Lead
Lead
Lead pipe
Leather
192 rolls
Leather
2 boxes
}
39,000
18, 156
Lumber, black walnut
Lumber, black walnut
Lumber, black walnut
Oak timber
Oak timber
1
n
60 M feet
3,000,000
8, 400
Oak timber
Ship-plank
Lumber
82 M feet
205,000
902
Shingle bolls
Laths
245 M pieces
5,000
1, 225
Shingles
Malt
Machines
Machines
Machines
{}}
3
13 boxes
}
9,500
950
Mattresses
Merchandise
Merchandise
Merchandise
-
1, 073 packages
14 tons
}
242,600
56,450
Medicines
4 packages
200
48
Name
Nuts
-
9 barrels
1,500
27
Nuts
Oats
634 bushels.
20,288
190
Oil
Oil
-
222 barrels
66,600
5,550
Oil-cloth
15 boxes
4,500
900
Oil-cake
Oil cake
Oil-stones
Paint (clay)
22 barrels
Paint (lead)
6,600
77
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
Poultry
67 boxes
4,000
415
Railroad ties
Pork
1, 762 barrels
564,000
24,204
Potatoes
2, 005 bushels
120,000
1,203
Rags
-
14 sacks
2, ,800
70
Rage
Reapers
1
1,000
200
Roots
Rope
55 packages
1,100
1,100
Rye
260
I
Digitized by Google
S. Doc. 112.
148
STATEMENT-Continued.
RECEIVED AT DUNKIRK.
Quantities.
Articles.
Value.
Packages.
Pounds.
Salaratus
}
13 barrels
Salseratus
5,000
$260
Sausages
Sheepskins
~
7 bundles
Sheepskins
1, 400
175
Sheep
1,062
85,000
2,655
Seed
220 barrels
Seed
6 sacks
}
35,600
2, 461
Seed
Stone
88 boxes
Stone
4,400
352
Soap
20 boxes
1, 500
60
Starch
-
4 boxes
120
Starch
8
Staves
Stave bolls
&
Sundries
573 packages
162,000
171,900
Tallow
236 barrels
71,000
4, 248
is
Tea
Tin
Tobucco
92 hogsheads
Tobacco
167 boxes
Tobacco
10 kegs
n
133,700
18,588
Tongues
9 barrels
2, 880
135
Tripe
Type
Varnish
Veneering
Ware
Ware
100 packages
32, 300
1, 050
Wine
3 boxes
300
15
Wine.
Wheat
4, 442 bushels
266,520
3,331
Wool
Wool
~~
3,294 bales
658, 800
197,640
Wooden ware
40 packages
7,460
373
Curriers' blocks
Handspikes
Oars
Oars
Oars
Wagon woods
Total pounds
29, 374, 879
959,857
Tons of 2,000 pounds
14,687.879
Digitized by Google
144
S. Doc. 112,
STATEMENT-Continued.
RECEIVED AT TONAWANDA.
Quantities.
Articles.
Value.
Packages.
Pounds.
Ashes
1, 168 casks
584,000
$23,360
Ale
Ale
Alcohol
Barley
420 bushels
20, 160
294
Beef
Beef
1, 603 barrels
576,960
14,424
Beef
Bark
Bacon and hame
Bacon and hame
Bacon and hame
Bacon and hame
1,005,592
70,391
Bacon and hame
Bacon and hame
Beeswax
Beeswax
Beeswax
Brooms
Broom-corn
Broom-corn
Books
Boots and shoes
Bladders
Butter
Butter
Butter
Butter
}
137,817
13,781
Butter
Beer-pumps
Beer-bottles
Bath brick
1 rick
Brick
Bones
Bones
Bristles
Bristles
Brandy
Brandy
Buffalo robes
Candles
Carpeting
Carriages
Cedar posts
Cedar posts
Cement
Cheese
Cheese
Cheese
n
76, 683
4,600
Cider
Cigare
Coal
Copper
Copper
Copper
Coffee
Corn
207, 773 bushels
11,835,288
Corn-meal
83, 109
Digitized by Google
S. Doe. 112.
145
STATEMENT-Continued.
RECEIVED AT TONAWANDA.
Quantities.
Articles.
Value.
Packages.
Pounds.
Cotton
Cranberries
Deer-skins
Earthenware
Earthenware
-
11,750
$1,175
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, 3,257
1,746
Flaxseed
Flaxeeed
Flaxseed
Flour
170, 181 barrels
36,759,096
595,633
Fruit, green
Fruit, dried
10,629
1,062
Fruit, dried
Fruit, dried
Fruit, dried
Furniture
Furniture
19,031
1,900
Furniture
Furs
Furs
3,200
4,000.
Furs
Ginseng
Ginseng
Ginseng
Glass
Glass
Glass ware
Glass ware
Glass ware
Glue
Grease
Grindstones
Grindstones
Hats
Hair
Hides
Hides
Hides
-
13,940
697
High wines
11,895 gallons
107,100
2,980.
Hogs
Horned cattle
Horses
Hops
Horns and hoofs
Hardware
Hardware
Hardware
Hardware
Iron
Iron
Iron
Iron
Nails
11
Digitized by Google
146
S. Doc. 112.
STATEMENT-Continued.
RECEIVED AT TONAWANDA.
Quantities.
Articles.
Value.
Packages.
Pounds.
Lard
Lard
Lard
nn
4, 450 barrels
1,112,597
$77,883
Lead
Lead
Lead pipe
Leather
Leather
}
58,856
10,594
Lumber, black walnut
Lumber, black walnut
Lumber, black walnut
Oak timber
Oak timber
Oak timber
n
1,013,849 feet
4,516,500
141,960
Ship-plank
Lumber
15,141,878 feet
45,425,000
515,856
Shingle bolls
Laths
Shingles
557 M
111,400
1,382
Malt
Machines
Machines
Machines
n
59,553
2,508
Mattresses
Merchandise
Merchandise
Merchandise
Medicines
Nuts
Nuts
Nuts
Oats
10, 485 bushels
335,520
3,145
Oil
Oil
Oil-cloth
Oil-cake
Oil-cake
~
22,912
170
Oil-stones
Paint (clay)
Paint (lead)
Paper
Paper
Paper
Pianos
Plaster
Peas and beans
83 bushels
4,980
83
Poultry
Poultry
Railroad ties
Pork
2, 257 barrels
722,240
27,084
Potatoes
238 bushels
14,280
142
Regs
Rage
Reapers
Roots
Rope
Rye
Salseratus
Salaratus
Digitized by Google
S. Dec. 112.
147
STATEMENT-Continued.
RECEIVED AT TONAWANDA.
Quantities.
Articles.
Valus.
Packages.
Pounds.
Sausages
Sheepskins
Sheepskins
Sheep
Seed
Seed
imin
33,898
$2,233
Beed
Stone
Stone
333,890
667
Soap
Starch
Starch
Staves
729, 725, No
62,917,459
201,870
Stave bolls
Sundries
861,035
86,000
Tallow
11,150
669
Tea
Tin
Tobacco
Tobacco
Tobacco
-
190,401
11,424
Tongues
Tripe
Type
Varnish
Veneering
Ware
Ware
Wine
Wine
Wheat
162, 669 bushels
9,760,140
113,868
Wool
Wool
~
142,721
42,816
Wooden ware
Curriers' blocks.
Handspikes
Oars
Oars
Oars
Wagoh woods
Total pounds
226,422,241
2, 2,089,663
Tons of 2,000 pounds
113,211.241
Digitized by Google
148
8. Doe. 112.
STATEMENT-Continued.
Aggregate quanti-
Aggregate value
ties received at
of each arti-
Articles.
Buffalo, Dun-
cle received at
kirk, and Ton-
Buffalo, Dun-
awanda.
kirk, and Ton-
awanda.
Pounds.
Ashes
7, 536 350
$318, 548
Ale
19,320
388
Alcohol
284,040
16,569
Barley
7,997,184
116,626
Beef
23,849,150
616,993
Bark
12,900
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 2,
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
820
Bristles
2,600
400
Brandy
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
97,800
858
Cement
156,300
1,042
Cheese
3,877,123
371,248
Cider
28,500
285
Cigars
11,400
2,850
Coal
35,550,000
71,100
Copper
1,312,500
269,500
Coffee
5,400
540
Cora
344,568,096
2,757,658
Corn-meal
633,960
5,870
Cotton
139,500
13,950
Cranberries
285,580
11,732
Deer-skins
130,480
46,600
Earthenware
83,000
8,268
Eggs
15,814,766
102,320
Feathers
17,270
69,089
Felt
10,570
528
Fish
3,180,340
63,613
Firewood
48,605,000
32,540
Flax and hemp
1,341,207
46,224
Flaxseed
691,120
22,664 22,
Flour
312,880,104
5,069,815
Fruit, green
232,560
2,244
Fruit, dried
539,479
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
277,650
18,390
Grindstones
3,939,900
30,784
Hats
9,600
4,800
Hair
Digitized
Google
S. Doc. 112.-
149
STATEMENT-Continued.
Aggregate quanti-
Aggregate value
ties received at
of each arti-
Articles.
Buffalo, Dun-
cle received at
kirk, and Ton-
Buffalo, Dun-
awanda.
kirk, and Ton-
awanda.
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
1,622,160
81,110
Lead pipe
3,600
180
Leather
962,406
786,880
Lumber, black walnut
3,706,500
14,000
Oak timber
12,159,600
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
929,900
170,000
Medicines
33,700
1, 388
Nuts
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)
an
1,940,500
22,976
Paint (lead)
Paper
291,200
86,784
Pianos
11,000
2,100
Plaster
182,000
552
Peas and beans
194,780
2,930
Poultry
8,050
814
Railroad ties
3,546,800
4,202
Pork
11,790,240
445,188
Potatoes
821,040
8,213
Rags
2,130,900
53,272
Reapers
232,200
58,000
Roots
30,300
1,010
Rope
21,800
3,860
Rye
1,088,360
11,661
Salaratus
198,210
13,715
Sausages
11,500
552
Sheepskins
1,490,600
188,075
Sheep
1,597,480
49,920
Seed
815,178
54,596
Stone
4,711,390
9,475
Soap
26,850
1,074
Starch
140,700
8,236
Staves
162,061,459
522,750
Stave bolls
94,500
126
Sundries
3,100,235
569,480
Digitized by Google
150
S. Doc. 112.
STATEMENT-Continued.
Aggregate quanti-
Aggregate value
ties received at
of each arti-
Articles.
Buffalo, Dun-
ele received at
kirk, and Tom-
Buffalo, Dun-
awanda.
kirk, and Ton-
awanda.
Pounds.
Tallow
690, 150
$48,729
Tea
5,580
2,232 2,
Tin
6,600
660
Tobacco
2,142,001
237,900
Tongues
72,320
3,390
Tripe
70,080
3,285
Type
11,300
1,017
Varnish
4,000
300
Veneering
7,800
780
Ware
$8,400
2,547
Wine
8,380
2,170 2,
Wheat
250,045,260
2, 2,952,416
Wool
13,166,221
3,949,866
Wooden ware
480,510
14,477
Curriers' blocks
33,000
825
Handspikes
14,800
177
Oars
2,346,520
63,840
Wagon woods.
119,152
1,637
Total pounds
1,718,720,366
34,939,471
Tens of 2,000 pounds
850,360.366
Digitized by Google
S, Doc. 112.
151;
Recupitulation showing the total value and quantity of all property received
from and shipped to the westward, in the district of Buffalo Creek, during
the year ending December 31, 1851.
Tons of 2,000
Value.
pounds.
Received at-
Buffalo
731,462
$31,889,951
Dunkirk
57,138
4,000,000
Tonawands
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-HOUSE, BUFFALO,
February 19, 1852.
WM. KETCHUM, Collector.
Digitized by Google
152.
S. Doc. 112.
An account of the principal articles of foreign produce, growth, and manu-
facture, exported to the British North American colonies, in British and
American vessels, from the district of Buffulo Creek, for the year ending
December 31, 1851.
AMERICAN
BRITISH
TOTAL.
VESSELS.
VESSELS.
Articles.
Quantity.
Value.
Value.
Value.
Tea
pounds
143,457
$40,422
$23,458
$63,880
Coffee
do
46,849
2,604
1,866
4,470
Dry goods
7,920
5,439
13,359
Medicines
3,701
1,690
5,391
Crockery
1,013
672
1,685
Toys
474
787
1,261
Tin plate
boxes
73
179
672
851
Raisins
pounds
10,175
193
865
1,058
Lemons
boxes
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
149
58
83
141
Figs
do
501
41
9
50
Madder
do
715
35
41
76
Ginger
do
799
32
35
67
Bonnets, Leghorn
No
285
355
355
Sundries
445
1,321
1,766
58,406
38,543
96,949
WM. KETCHUM,
Collector.
CUSTOM-HOUSE,
Buffalo, New York, January 1, 1852.
Digitized by Google
S. Doc. 112.
153
An account of the principal articles of the growth, produce, and manufac-
ture of the United States, exported from the district of Buffalo Creek, New
York, to the British North American colonies, in British and American
vessels, for the year ending December 31, 1851.
AMERICAN
BRITISH VES-
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,S60
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
Boots and shoes
7,998 pairs
7,736
4,499
12,235
Salt
2,182 barrels
1,597
675
2,272
Lard
14,917 pounds
1,070
129
1,199
Leather
61,164 pounds
4,321
6,871
11,192
Hams and bacon
9,638 pounds
322
161
483
Beef and pork.
620 barrels
2,763
4,194
6,957
Tobacco
49,259 pounds
6,084
4,093
10,177
Sugar.
76,197 pounds
2,820
1,768
4,588
Broom corn
50 tons
158
1,650
1,808
Coal.
450 tons
1,637
1,156
2.793
Cordage
10,400 pounds
703
796
1,499
Cattle
25 number
1,325
480
1,805
Clocks
1,129 number
2,334
567
2,901
Tallow
139,274 pounds
3,931
5,732
9,663
263,305
235,536
498,841
WM. KETCHUM.
Collector.
CUSTOM-HOUSE, Buffalo, New York, January 1, 1852.
Digitized by Google
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.
AMERICAN VESSELS.
BRITISH VESSELS.
Articles.
Quantity.
Total value.
Total duty.
Value.
Duty.
Value.
Duty.
Dry goods.
$3,280
$884 70
$3,280 00
$884 70
Sugar
219,080 pounds
3,674
1,081 83
$2,335
$688 72
6,009 00
1,770 55
Wine
20 qr. casks
152
59 28
152 00
59 28
Brandy
3 hlf. pipes
127
127 00
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 cases
3,404
1,021 20
3,404 00
1,021 20
S. Doc. 112.
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
Digitized by Google
WM. KETCHUM,
Collector.
CUSTOM-HOUSE, Pruffalo, New York, January 1, 1852.
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, 1851.
AMERICAN VESSELS.
BRITISH VESSELS.
TOTAL.
Articles.
Quantity.
Value.
Duty.
Value.
Duty.
Value.
Duty.
Lumber
30,244,739
feet
$26, 653 32
$5, 330 60
$113, 515 52
$22, 703 20
$140, 168 84
$28,033 80
Saw-logs
8,990,325 feet
6, 660 55
1, 332 02
17, 687 90
3, 537 63
24, 348 45
4,869 65
Dressed lumber
151,503 feet
855 58
256 67
855 58
256 67
Timber
409,001 feet
1, 582 65
316 53
9, 957 20
1, 991 45
11, 539 85
2, 307 98
Shingles
2,749,172
484 11
145 22
2, 252 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
Sheepakins
70,888
6, 988 31
349 42
1, 283 95
64 18
8,273 %6
413 60
S. Doç. 112.
Grain
36, 8084 bushels
4, 911 10
982 21
13, 721 21
2, 754 26
18, 682 31
3,736 47
Flour
971 barrels
185 70
37 14
131 16
26 24
316 86
63 38
Fruit
2, ,298 bushels
357 02
71 44
223 69
44 70
580 71
116 14
Horned cattle
530
3,052 03
610 38
135 68
27 14
3, 187 71
637 52
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
Digitized by
Eggs
4,894 dozen
235 40
47 07
131 08
26 18
366 48
73 25
Butter
12,8894 pounds
911 73
182 39
279 42
55 88
1, 191 15
238 27
Potatoes
1,355 bushels
247 78
74 33
170 48
51 17
418 26
125 50
Staves
58,301
453 78
90 76
180 21
36 03
633 99
126 79
Beef and pork
31 barrels
151 62
30 35
96 49
19 30
248 11
49 65
Shingle bolls
2254 cords
299 04
89 71
256 13
76 84
555 17
166 55
Amount carried forward
143, 881 28
36, 289 90
233,613 73
53,849 70
377, 495 00
90,139 60
155
STATEMENT-Continued.
156
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
30 90
6 18
388 42
77 68
419 32
83 86
Scrap iron
86 1-5
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
144, 495 82
36, 471 17
236, 580 16
54, 700 80
381,075 97
91, 171 97
Various articles not enumerated in the
above
3, 3,028 71
560 42
2, 639 81
625 30
5,668 52
1, 185 72
S. Doc. 112.
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.
Digitized by Google
S. Doc. 112
157
Statement of Canadian produce imported into the district of Buffalo Creek,
New York, for warehouse and for transportation in bond to the port of
New York, for exportation to foreign 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
9871
354 25
Butter
pounds
11,725}
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, 1852.
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
do
123
342
Grass seeds
bushels
2,856
6,873
Personal effects
9,744
20,272
WM. KETCHUM, Collector.
CUSTOM-HOUSE, BUFFALO, N. Y.,
March 18, 1852
Digitized by Google
Statement of the foreign and coasting vessels, tonnage, &c., entered and cleared from the port of Buffalo, New York, for the year
ending December 31, 1851.
158
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
31,927
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, 3,762
1,433,777
59,705
3, 719
1,448,273
60,374
7, 481
2, 822, 050
120,079
Total of American vessels in foreign and coasting trade
3,932
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
S. Doc. 118.
Digitized by Google
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
6,700
And one sall vessel
230
6, 930 tons.
S. Doc. 112.
DISTRICT OF BUFFALO CREEK, NEW YORK,
Custom-house, Buffalo, February 19, 1852.
WILLIAM KETCHUM, Collector.
Digitized by Google
159
A statement of the ressels 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, 1851, distinguishing British from American, and steam from
160
sailing vessels.
INWARD.
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
S. Doc. 112.
DISTRICT OF BUFFALO CREEK, NEW YORK,
Buffalo, January 3, 1852.
WILLIAM KETCHUM, Collector.
Digitized by Google
S. Doc. 112.
161
No. 10.-DISTRICT OF PRESQUE ISLE.
Port of entry, Erie, Pennsylvania; latitude 42° 08', longitude 80°
06'; population in 1830, 1,465; in 1840, 3,412; in 1850, 5,858.
This district embraces the whole coast-line of the State of Pennsyl-
vania on Lake Erie; it contains about forty miles of shore, and has
three shipping points-Erie, the port of entry, North East, and Elk
Creek; the two latter being principally engaged in the shipment of
staves and lumber. Erie is a beautiful town of three thousand inhabit-
ants or upward, finely situated on Presque Isle bay, on the southern
shore of Lake Erie. It is distant from Buffalo S0 miles, SSW.; from
Cleveland 100, E.; from Harrisburg 270, NW.; from Washington,
D. C., 343 NW. The town stands on a bluff commanding the harbor,
formed by the projection of the peninsula of Presque Isle, the mouth of
which was formerly closed by a difficult sand-bar. This has been,
however, partially removed, and piers constructed by the United States
government, by which means the channel has been so far deepened
that most of the larger steamboats and vessels, which navigate the lake,
now readily enter it.
The peninsula of Presque Isle has been gradually converted into an
island, the wash of the lake currents having severed the isthmus; and,
the harbor having two entrances, it is expected that it will be perma-
nently deepened, and the bar at its mouth by degrees swept away.
The depth of water on it, at present, is from eight to ten feet, and within
the harbor much more.
It was in this harbor that Perry's fleet was built, within seventy
days from the time when the trees, of which it was constructed, were
yet standing in the forest. Thence he sailed to give battle, and thither.
he brought back the prizes of Lake Erie, the relics of which may be.
yet seen rotting and half submerged, near the navy yard.
The naval depôt is still kept up at this place, and here the one or
two small vessels which represent that arm of our service on the lakes,
are accustomed to go into winter quarters. But the commerce of the.
port is very limited.
A canal from Erie to Beaver connects it with one of the finest coal
regions of the State, Pennsylvania, and this coal, being bituminous.
and of fine quality, is used by nearly all the lake steamers. This causes
many of them to put in here, when they would otherwise continue on,
the direct route; for Erie is ninety-seven miles, more or less, from
Buffalo, and, lying at the southern end of Presque Isle bay, is from
fifteen to twenty miles off the direct course from Buffalo to Cleveland.
The agricultural resources of the country circumjacent and inland are.
not yet fully developed, and of consequence contribute but little to the
commerce of the place. It will be seen that last year the supplies of
flour for consumption here were received from other lake districts; but,
it is certain that this state of things cannot long continue in such form,
inasmuch as the mineral and manufacturing resources of the district are.
in rapid progress of development; and the agricultural productions must
rapidly mature under such stimulus as that given by liberal prices and
a constant home demand. It cannot be doubted that, before long-the-
demand for agricultural produce in the mining and manufacturing dis-
12
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162
S. Doc. 112.
tricts already being considerably in advance of the production of many
articles-attention will be so strongly attracted to the resources of the
soil as to insure not only an adequate supply for home use, but an ample
surplus for exportation.
The importations for 1851, consisting principally of assorted mer-
chandise, flour, fish, and manufactures of iron, amounted to-
Imports coastwise
$1,979,913
"
foreign
3,455
Total importation
1,983,368
!
The exports consist of wool, lumber, wood, bark, glass, stoves, bar-
iron, coal, and merchandise received by canal, with a small quantity of
grain-the whole amounting to the following aggregate :
Exports coastwise
$2,207,582
"
foreign
15,415
Total exportation
2,222,997
The entire commerce of the port amounts to a total value of $4,206,483.
The character and quantity of some of the chief articles of export, and
their comparative increase and decrease, are exhibited in the annexed
tables for the series of years as named:
Articles.
1845.
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
Cheese
do
}
1,041,000
1,257,000
an
989,062
1,416,695
Stoves
do
1,071,694
Railroad and bariron
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
83
612
661
Staves
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
Castings
tons
550
555
Corn
bushels
853
10,107
14,389
Cotton
pounds
5,679
Eggs
barrels
25
541
Flour
do
550
14,563
2,050
Feathers
pounds
250
56,760
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163
STATEMENT-Continued.
Articles.
1845.
1846.
1851.
Ginseng
pounds
14,075
Pork and bacon
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
effect is seen in the increase of business. It is worthy of note, that
during some seasons produce goes southward, and at others northward.
The licensed and enrolled tonnage of this port is 7,882 tons.
The tables following this report exhibit the commerce of the district
in detail, with value, tonnage, entrances and clearances, complete.
CANADIAN TRADE IN 1851.
Imports.
Duty collected.
In American vessels
$419 00
$84 00
In British vessels
16 00
4 00
435 00
88 00
Free goods-plaster in stone.
Tons.
Value.
In American vessels
671
$1,342
In British vessels
839
1,678
3.020
Total imports
$3,465
Exports-domestic produce and manufacture.
In American vessels
$12,385
In British vessels
3,080
15,465
Total imports in American vessels
$14,146
Total imports in British vessels
4,724
18,870
Tonnage inward.
No. Tons.
American, steam
2
680
"
sail
14 1,039
British, sail.
6
721
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S. Doc. 112.
Outward.
No.
Tons.
American, sail
33 3,205
British, sail
6
721
Lake receipts coastwise at the 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
21246
"
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
1,979,913
Shipments 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
Glass
351,985
"
12,319
Glass ware
221,514
"
51,206
Oil-cake
116,000
"
696
Oil-cloth
37,450
"
7,490
Salæratus
9,662
"
483
Flax
30,959
"
1,857
Malt
77,800
"
3,112
Tallow
31,700
"
2,536
Fire-brick
31 M
620
Shingles
621 "
1,552
Corn
14,389 bushels
7,194
Oats
54,041
"
16,213
Barley
11,822
"
5,911
Dried fruit
894
"
1,788
Rye
10,442
"
5,221
Coal
82,000 tons
228,000
Pig iron
944 "
23,600
Railroad spikes
356 "
21,360
Pork
110 barrels
1,100
Cider
206 "
618
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S. Doc. 112.
165
Eggs
110 barrels
$1,760
Rye flour
812
"
2,436
Flour, ' fancy"
1,237
"
5,566
Whiskey
1,430
"
8,580
Apples
1,018
"
2,036
High wines
658
"
3,948
Ashes
323 casks
12,920
Nails
6,097 kegs
24,388
Lumber
12,899,762 feet
128,997
Oars
831,220 "
33,248
Bark
262 cords
524
Paper
4,500 reams
11,250
Sheep pelts
705 bundles
16,920
Staves
1,492,728 pieces
29,854
Hoop-poles
758,500 "
7,585
Total
2,207,582
Clearances coastwise
1,561
312,200 tons.
Entrances coastwise
1,561
312,200
"
No. 11.-DISTRICT OF CUYAHOGA.
Port of entry, Cleveland, Ohio latitude 41° 30', longitude 81° 40';
population in 1830, 1,076; in 1840, 6,071; in 1850, 17,034.
This is a most important district, second in the value of its commerce
to none west of Buffalo. It embraces all that portion of the south
coast of Lake Erie which lies between the western State line of Penn-
sylvania and the Black river, a distance of one hundred miles.
It contains, beside Cleveland, the port of entry, many minor ports of
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 soft and rolling, the soil in great part warm and fertile, and espe-
cially adapted to the cultivation of fruits and vegetables; and to the
growth of all the cereal crops.
Among its most important and valuable exports are wheat, corn, and
flour; large quantities of fruit, both green and dry, are sent off annually,
together with pork, beef, butter, cheese, and vegetables, in all directions;
but chiefly eastward by the lake, with the exception of butter and
cheese, large quantities of which go southward by the Ohio canal, des-
tined for Cincinnati, and thence for New Orleans and other southern
cities.
A railway passing through the entire length of the district on the
lake shore is nearly completed, which is destined eventually to become
a portion of the continuous chain from Buffalo to Chicago. One rail-
way, connecting Cleveland with Columbus and Cincinnati, and another
forming a communication with Pittsburg, are already completed; and
many branches of importance, scarcely second to the main lines, are
far advanced already in construction.
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166
S. Doc. 112.
Of canals, Cleveland has two of great value, one connecting her with
Portsmouth, on the Ohio, and another uniting the line at Akron with
Beaver, on the Ohio-virtually a canal from Cleveland to Pittsburg,
inasmuch as loaded canal boats are continually towed by small steam-
ers from the mouth of Beaver river to the latter city.
With three different lines of internal communication direct to the
harbors on the coast, most of them among the best on the lakes, and
these from the centre of the richest of the western States, it will readily
be perceived that the district of Cuyahoga must be the theatre of com-
mercial transactions, which have no small influence upon exchanges
of produce and merchandise in the great marts of the seaboard. Con-
neaut, the easternmost port'of the district, is about twenty miles west
from Erie, situated upon a river of the same name, which affords a
good harbor. No returns exhibiting the commerce of this port, sepa-
rately, have been received; but it is very considerable, as Conneaut is
the entrepot for the landing of supplies and the shipping of produce
for a large and fertile agricultural region, not only of the adjacent coun-
try in Ohio, but of an important section of Pennsylvania.
The next port to the westward is Ashtabula, similarly situated on a
small stream bearing its own name, forming a good harbor, with facili-
ties equal to the requirements of the place. The town stands back
some two or three miles from the port, upon a rise of ground, forming
a singularly eligible site.
The commerce of this port for the year 1851 consisted principally of
butter, cheese, wool, leather, beef, pork, ashes, fruit, lumber, staves, &c.,
for exports, amounting to the value of
$450,291
And of merchandise, agricultural implements, furniture, hides,
and a little wheat and flour, for imports
504,211
Making the total declared value of the trade of this port
951,502
The tonnage owned at Ashtabula consists of two brigs, of 280 tons
each, several schooners and one scow, making an aggregate of 1,741
tons, employing seventy-six men in their navigation.
Cunningham's Harbor is a port at present of small moment, except
for the shipment of staves and lumber.
Madison Dock is a pier built out into the lake, in front of the town of
Madison, about eighteen miles west from Ashtabula, and twelve east
from Fairport, for the accommodation of the neighborhood in shipping
staves, lumber, and produce. No separate estimates of its commerce
have been kept for the past year.
Fairport stands on the Grand river, which furnishes one of the most
eligible harbors in the West, and is quite sufficiently capacious for the
traffic of any western port. It is thirty miles west from Ashtabula,
and thirty east from Cleveland, and is merely a shipping and receiv-
ing port-Painesville, on the ridge, three miles inland from the lake,
being the principal mart and place of business, as well as the county
seat of Lake county. It is to be regretted that no particular returns
have been received from this place, indicating the amount of its com-
merce, tonnage, &c., as it is a port of no little consideration, and holds
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S. Doc. 112.
167
the key to a fertile agricultural district, inhabited by an industrious and
enterprising population.
Black River, the only remaining minor port of this district, lies about
twenty-eight miles west of Cleveland, on the river from which it takes
its name. Its commerce is of no great importance at present. It
enjoys good harbor facilities for the shipment of staves and lumber,
which are its principal exports, and for the receipt of such supplies as
are in demand.
The city of Cleveland, port of entry of this district, and capital of
Cuyahoga county, is situated 130 miles NW. from Pittsburg; 146 NNE.
from Columbus; 200 by water from Buffalo; 130 from Detroit; and
359 from Washington.
The history of the growth of this city is one of the marvels of a mar-
vellous age and region.
Its population in 1799 consisted of a single family. In 1825, it had
risen to 500; in 1830, to 1,000; in 1834, to 3,400 in 1840, to 6,071; and
at this moment there are 25,000 souls in the city proper, and at least
7,000 more in Ohio City, across the harbor-virtually one city with
itself, though under a different corporate government.
It is at this day one of the most beautiful cities, not in the West only,
but in the United States; built, for the most part, on an elevated plain,
above the Cuyahoga, commanding a fine view of the lake and river
planted with groves of forest trees, and interspersed with fine squares
and public places.
As a place of business it is of high importance, and its future growth
can scarce fail to be commensurate to its unparalleled rise nor are its
inducements as a residence inferior to its commercial advantages.
Its harbor is one of the best on Lake Erie, spacious and safe when
once entered, but, like all the lake harbors, liable to the formation of
obstacles by the accumulation of sand at the mouth of the river which
forms it. This bar can be kept down only by continual dredging, and
hence the constant demand on Congress for appropriations to this end.
The harbor has depth, for a considerable distance, sufficient to ac-
commodate the largest vessels which navigate the lake; it is formed by
the projection of two piers, one on each side of the river, for twelve
hundred feet into the lake, which are two hundred feet apart, faced with
substantial masonry. There is a light-house on the high bank on the
shore of Lake Erie, and a lower one near the end of one of the piers
at the harbor's mouth.
The commerce of Cleveland, apart from the rest of the district, is
not shown by the returns received; and in such returns as have been
sent in -showing the business of the district-the valuation of the very
same articles is set at a rate so much lower than in the other districts.
as greatly to undervalue the real commerce of Cuyahoga, and to exhibit
it at the greatest possible disadvantage.
It has consequently been judged best to raise the valuation of articles
to the same rate adopted in the other districts, so as to produce and ex-
hibit a uniformity of values in all the districts; since, whichever be the
correct valuation, the higher rate is favored and adopted by the ma-
jority; and it can prejudice no one district or port of entry to the
wrongful advancement of another, if a uniform rate be adopted.
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168
S. Doc. 112.
The necessary alterations being, therefore, made in the figures, the
commerce of Cuyahoga district, as represented by Cleveland, its port
of entry, is as follows:
Imports coastwise
$22,804,159
Exports do
12,026,497
Total coastwise
$34,830,656
Imports foreign
360,634
Exports do
284,937
Total foreign
645,671
Total commerce, for 1851, of Cuyahoga district
35,476,327
Whole number of vessels from foreign ports-
Entered in 1851
322
Entered in 1850
292
-
difference: gain, 30.
Cleared in 1851
247
Cleared in 1850
215
difference: gain, 32.
The following table will show the comparative business of Cleveland
in some leading articles of its trade for a series of years, as named.
All these are exports :
Articles.
1847.
1848
1851.
Flour
barrels
697,553
472,999
656,040
Wheat
bushels
2,366,263
1,267,620
2,141,913
Corn
bushels
1,400,332
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
Coal
tons
8,242
11,461
81,500
Ashes
barrels
2,052
440
1,830
Whiskey
barrels
12,067
28,450
38,774
Tallow
pounds
140,000
198,000
Bacon
pounds
810,900
1,164,600
Staves
thousands
1,378
773
789
Wool
pounds
575,933
3,939,100
To this table may be added an export for the year 1851, unknown
to former years, of live hogs, 80,000.
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169
It will be remembered that 1847 was the memorable year of unpre-
cedented demand for produce, arising out of the famine in Europe, which
caused the exportation of nearly all the produce held in the country, so
that any difference and apparent diminution on the subsequent years
must be ascribed to no falling off for 1848 and 1851, but to the excess
of demand for 1847.
The valuation of the commerce of Cleveland for the three years
above named, is thus stated :
1847.
1848.
1851.
Imports
$4,518,997
$7,003,388
$22,804,159
Exports
9,728,399
6,713,244
12,026,497
Total
14,247,369
13,716,632
34,830,656
Whole number of entrances coastwise-
For 1851
1,981
For 1850
1,381
Increase
600
Whole number of clearances coastwise-
For 1851
1,963
For 1850
1,378
Increase
581
Total foreign trade—
For 1851
$645,671
For 1850
549,549
Increase
96,122
It should be remarked, however, that this increase is more than
overbalanced by the quantity of railroad iron imported from England
by the St. Lawience viâ Canada. So that, in fact, as regards direct
trade with Canada, in lieu of an increase, there is actually a considera-
ble decrease, more especially in the exports of domestic produce.
Below will be found full details of the trade of this district, by the
returns SO far as received.
The licensed and enrolled tonnage of this district for 1851 was
36,070 tons-11,355 steam, and 24,615 sail.
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170
S. - Doc. 112.
Canadian trade in 1851.
Duty collected.
Imports.-In American vessels
$220,538
$52,444
In British vessels
140,096
42,154
360,634
94,598
Exports domestic produce and manufacture—
In American vessels
$151,758
In British vessels
133,179
284,937
Total imports and exports-
In American vessels
$372,296
In British vessels
273,275
645,571
Abstract of duties received from imports or merchandise in American and
foreign vessels during 1850.
1850.-Amount of duties received from imports in Amer-
ican vessels
$25,960 24
Amount of duties received from imports in foreign
vessels
41,554 01
Total amount received in 1S50
67,514 25
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171
Statement of the foreign trade of the district of Сиулhода, showing the
number of vessels, tonnage, and number of crew, enguged during the years
1850-'51.
Years.
Number of
Tonnage.
Crew.
vessels.
1850.
American vessels entered
192
25,484.75
1,150
Foreign vessels entered
100
11,832.00
587
292
37,316.75
1,737
American vessels cleared
125
14,881.25
719
Foreign vessels cleared
90
10,327.00
541
215
25,208.25
1,260
1851.
American vessels entered
220
28,812.67
1,431
Foreign vessels entered
102
11,770.00
707
322
40,582.67
2,138
American vessels cleared
153
17,760.69
942
Foreign vessels cleared
94
10,545.00
639
247
28,305.69
1,581
Entrances and clearances in 1850-51.-Coasting trade.
1850.-Number of vessels entered
1,381
Do
do cleared
1,378
1851.Number of vessels entered
1,9S1
Do
do cleared
1,963
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172
S. Doc. 112.
An exhibit of the coasting trade of the district of Cuyahoga, Ohio, during
the year 1851.
EXPORTS.
Species of merchandise.
Quantities.
Value.
Wheat
bushels
2,141,913
$1,499,339 10
Corn
do
906,653
362,661 20
Oats
do
68,464
17,800 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
24,805
210,842 50
Whiskey
do
13,969
111,652 00
Green apples
do
2,926
4,052 Q0
Dried apples
do
2,763
22,104 00
Tallow
do
660
9,900 00
Salt
do
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 Q0
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
10,191 00
White lead
kegs
1,176
2,352 00
Nails
do
27,824
97,384 00
Powder
do
518
1,813 00
Candles
boxes
2,350
14,100 00
Axes
do
125
1,500 00
Bacon
do
149
2,235 00
Tobacco
do
1,000
12,000 00
Do
hhd
803
28,105 00
Broom-corn
bales
650
7,800 00
Bar-iron
tons
2,6S1
160,800 00
Pig iron
do
1,515
45,450 00
Grindstones
do
2,674
13,370 00
Rags
do
1,956
5,877 00
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173
Exports-Continued.
Species of merchandise.
Quantities.
Value.
Coal
tons
81,500
$224,125 00
Refined copper
do
101
38,380 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
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
8,383
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
3,210 00
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174
S. Doc. 112.
Imports-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
1,213
42,455 00
Molasses
barrels
884
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 salt
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-blocks
pieces
1,148
1,435 00
Locomotives
No
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
Digitized by Google
S: Doc. 112.
175
No. 12.-DISTRICT OF SANDUSKY, OHTo.
Port of entry, Sandusky city; latitude 41° 22', longitude 820 42';
population in 1850, 5,087.
The district of Sandusky extends from Black river westward, in-
cluding the ports of Vermillion, Huron, Milan, Sandusky, Venice, Fre-
mont, Portage Plaster Bed, and Port Clinton, being a distance of fifty
miles lake coast, and some fifty more of bay and river. In natural ad-
vantages 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, ca-
pable of furnishing anchorage to any number of vessels, at which they
may safely ride during the most severe gales, and to which they gain
access during the 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 re-
markable 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 har-
bor, with this exception-that in some seasons there are accumulations
on the bar at its mouth, which require removal in order to make access
to it easy.
A ship-canal has been constructed from this point to Milan, a dis-
tance of eight miles, by which vessels ascend, and load at the latter
point. A railway was projected from this point to intersect with the
Sandusky and Mansfield railroad; but it is not yet in progress. The
commerce of Huron is valued as follows:
Exports
$581,676
Imports
877,155
Total
1,458,831
In 1847, the valuation amounted to nearly
$3,000,000
Milan is not, to speak with exactitude, a lake port; but an account of
its business is necessary to a full computation of the lake trade, as no
Digitized by Google
176.
S. Doc. 112.
returns of its business are supposed to be taken by the collector at
Huron, through which port all vessels pass in going up and returning
from Milan. This commerce, according to the canal-collector, amounted
last year to-
Exports
$435,816
Imports
690,185
Total
1,126,901
As no separate accounts of this trade appear to have been kept in
1847, it is probable that they were included with those of Huron.
Sandusky, the port of entry, lies on the south shore of a most beau-
tiful bay of the same name, about five miles from its mouth, and con-
tains about 8,000 inhabitants. This bay is about twenty miles in length
and five in width, forming a shelter large enough to give anchorage to
the whole lake marine, with an average depth of twelve feet water.
The bar at the mouth of the bay is sometimes enlarged, or its shape
changed, by the spring-currents. A straight channel has, however,
been dredged through it, at the expense of the city, in which there is
about eleven feet of water.
Sandusky city is the capital of Erie county, Ohio, and lies 60 miles
west from Cleveland, 110 miles north from Columbus, 414 from
Washington-directly facing the outlet of the bay into Lake Erie, at
three miles distance, of which it commands a fine view. The city is
situated 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 Cin-
cinnati and the Ohio, the passage from city to city occupying about ten
hours. This road runs through one of the most beautiful and opulent
agricultural regions in all the West, literally overflowing with the cereal
produce of a young and productive soil. The Sandusky, Mansfield and
Newark railway connects it with Newark, passing likewise through a
rich portion of the State, and crossing the Cleveland and Columbus
road, by means of which it has communication with both those cities.
The advantageous relations of this city in regard to the central por-
tions of the State, together with its superior harbor facilities give it
an active commercial aspect.
The deputy collector has furnished returns showing the imports
coastwise to amount-
In 1851, to
$15,985,357
Exports same year, to
6,459,659
Total trade coastwise
22,445,016
Canadian imports, 1851
272,844
Canadian exports, 1851
99,088
Total commerce in 1851
22,816,948
Digitized by Google
S. Doc. 112.
177
Total in 1851
$22,816,982
Total in 1850
12,111,034
Increase
10,705,948
Number of arrivals in 1851
1,998
Number of departures in 1851
1,990
3,988
The total quantity of wheat shipped from Sandusky to Canadian
ports amounted—
In 1851, to
121,672 bushels.
Coastwise
1,800,000
"
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 for 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
Whiskey
barrels
3,553
2,778
3,978
High wines
"
2,491
5,278
11,916
Wool
pounds.
1,435,360
1,669,677
1,690,557
Tobacco
"
183,259
316,000
549,046
Furs
"
42,800
61,126
109,125
Hogs
number
11,707
34,751
105,026
Salæratus
pounds.
11,000
30,000
20,156
Arrivals
1,168
1,610
1,998
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 ves-
13
Digitized by Google
178
S. Doc. 112.
sels of light draught. Its commerce is gradually on the increase, as
will be seen by the accompanying statements furnished by the deputy
collector :
Imports
$359,419
Exports
314,530
Total for 1851
673,949
Total for 1850
217,843
Increase
456,106
Venice, at the mouth of Cold creek, on Sandusky bay, three miles
above the city, is the place of shipment for the products of two large
flouring mills; the shipments in 1851 were 34,771 barrels, valued at
$121,698.
Another shipping point on the opposite side of the bay is at the
plaster quarry, known as the Portage Plaster Bed, and its business
consists for the most part of shipments of plaster, both ground and
crude. In 1851 there were shipped of the ground article from this port
4,051 barrels, valued at
$5,265
Crude, 4,414 tons, valued at
13,242
Total
18,507
Port Clinton, the only port in this district not already noticed, is sit-
uated on the lake about ten miles west from Sandusky, and having but
a narrow peninsula of land back of it, is not a place of extensive trade.
The statement of the deputy collector fixes the value of
imports for 1851 at
$59,049
Exports for the same year
67,235
Total
126,284
Besides the above-mentioned regular ports, there are numerous
islands included within the limits of this district, among which are
Kelly's, Cunningham's, Put-in Bay, and others, some of them affording
the best shelter to disabled vessels, in severe gales, to be found any-
where on the lakes. It was in the immediate vicinity of this group,
and in fact in the midst of it, that Perry's engagement was fought, and
the killed found a burying place on the island last named.
The commerce of these islands is not large. Wood, fish, with some
vegetable food, are exported and supplied to vessels, and supplies for
the inhabitants are imported; but no definite returns on which to esti-
mate the value of their trade have been received.
The following tables will exhibit the trade of the district in detail,
by which it will be seen that the total commerce was-
In 1851
$22,511,570
In 1850
14,907,788
Increase
7,603,782
Digitized by Google
S. Doc. 112.
179
Years.
Entrances.
Tons.
Men.
Clearances.
Tons.
Men.
1851
2,843
540, 171
19,565
2,840
537,979
19,433
1850
2,647
472,620
18,459
2,590
464,807
18,095
Increase
196
67,551
1,106
250
73,172
1,338
.The following table will exhibit a few of the principal articles of
export from the important ports in the district during the years 1847
and 1851:
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
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
Included in Huron for
1,763
2,000
6,864
Oats
bush
150,000
84,198
100,000
65,423
the year 1847.
56,033
20,000
6,860
Pork
bbls
10,150
5,564
22,789
248
439
1,000
394
Beef
do
610
1,084
2,644
1,390
297
500
107
Ashes
do
1,817
2,062
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 the following years, viz:
1849.-In American vessels
$124 00
In British vessels
2,950 00
Total
3,074 00
1850.-In American vessels
$39,435 00
In British vessels
43,236 00
Total.
82,671 00
Digitized by Google
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 Que-
bec; duty paid on 758 tons, $5,076; balance, 1,528 tons, in bortd.
There was imported into the district of Sackett's Harbor, in British
vessels, not included in the returns, 2,045 tons 6 cwt. 1 qr. 19 lbs. rail-
road iron; value $49,476 31; duty $14,842 90.]
Exports-In American vessels
$33,239
In British vessels
65,849
99,088
121,672 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
-
-
Total
74
22
Digitized by Google
S. Doc. 112.
181
Imports coastwise into the district of Sandusky, Ohio, during the 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
3521
"
28,260
Stoves and castings
1,241
"
198,560
Pig iron
192
"
7,680
Iron, assorted
449
"
44,900
Sheet iron
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
383,889
boxes
23,033
Wagons
10
800
Stone ware
6,140
gallons
614
Cedar posts
913
114
Ground plaster
2,690
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
279
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
Digitized by
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182
S. Doc. 112.
Imports coastwise-Continued.
Species of import.
Quantity.
Value.
Marble
44 tons
$3,525
Barley
256 bushels
113
Lard
359
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
Digitized by Google
S. Doc. 112.
188
Exports coastwrise-Continued.
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
" (unfinisbed)
106,768
pounds
21,353
Furniture
188,700
"
18,870
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
"
71,226
Broom-corn
21,565
"
1,078
Furs
128,425
"
128,425
Live hogs
72,399
434,394
Dressed hogs
32,827
295,443
Flaxseed oil
1,331
barrels
42,592
Black-walnut lumber
425
M feet
5,375
Staves (pipe, hhd. and butt)
5,947
M
148,675
Hides
2,256
6,204
Sheep-pelts
1,035
bundles
36,225
Deer-skins
54
"
2,700
Empty casks
1,084
813
Potatoes
411
bushels
205
Salæratus
20,156
pounds
907
Bristles
6
barrels
42
Raiiroad iron
42 tons
1,680
Railroad chairs
197
"
15,760
Pig iron
11
"
880
Lard oil
3 barrels
108
Beef-tongues
33
"
495
Lumber
2,046 M feet
20,460
Ship-plank
252
"
3,528
Shingles
530 M
1,325
Grindstones
1,068 tons
19,224
Digitized by Google
184
S. Doc. 112.
Exports coastwise-Continued.
Species of export.
Quantity.
Value.
Ship-knees
60
$60
Railroad ties
2,400
480
Buggy wagons
2
175
Flagging stones
50
M feet
3,000
Block stones
1,000 tons
8,000
Stoves and furniture
150
"
10,500
Glass ware
5 boxes
50
Medicine
1 box
30
Wood
2,877 cords
3,409
Fish
1,494
barrels
8,735
Hoop-poles
139,000
1,390
Timber
35 sticks
175
Ox-marrow
5 barrels
90
Neatsfoot oil
10
"
350
Miscellaneous
423,227 pounds
58,765
Total value
6,459,659
CUSTOM-HOUSE, SANDUSKY, OHTo,
January 7, 1852.
No. 13.-DISTRICT OF MIAMI, OHTo.
Port of entry, Toledo; latitude 41° 38', longitude 83° 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 Ohio, and includes the ports of
Manhattan, Toledo, Maumee, and Perrysburgh. The former is a port
of but little importance, furnishing no returns. Maumee city and 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 Per-
rysburgh is returned by the collector as follows:
Imports
$264,755
Exports
41,055
Total
305,810
Digitized by Google
S. Doc. 112.
185
That of Maumee city is ascertained from the same source to be-
Imports
$16,207
Exports
30,557
46,764
Toledo is, in one respect, more advantageously situated for an ex-
tensive 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, Indi-
ana, and traversing the entire Wabash valley, which thereby renders
the richest portion of the entire State of Indiana tributary to its traffic.
This circumstance, when taken in connexion with the fact that rail-
way transportation has hitherto been unable to compete on equal terms
with water for the inland carriage of heavy freight, such as agri-
cultural produce, renders it absolutely certain that, at no very distant
date, Toledo must become the grand depot for the lake trade of the
valleys of the Miami and Wabash; and, inasmuch as the course of
trade for productions of that sort is annually tending more and more to
the northward, this is almost tantamount to saying that it must needs be
ultimately the great meeting-place and mart for the immense products
of all northwestern Ohio and of all northeastern Indiana, these valleys
being beyond all doubt the very richest and most fertile portions of the
respective States, which cannot be surpassed, if equalled, by any in the
Union for their agricultural wealth.
Toledo is well situated on the west side of the Maumee river, at a
short distance from the head of Maumee bay, in Lucas county, Ohio,
134 miles NNW. from Columbus and 464 from Washington. Its
present population is estimated at about 5,000 individuals, and is 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-is in
rapid progress; and will, it may be confidently expected, be finished
within a twelve-month, or a little over, which will of course add a new
stimulus to the business of Toledo. A third road is also projected through
the Miami valley, in the direction of Cincinnati.
These advantages, together with the possession of an excellent har-
bor and good arrangements for freighting on the lakes, have already so
far developed the commerce of this port, as to give the most gratifying
assurances in regard to its future progress and prosperity.
The commerce of Toledo, so far as can be ascertained from the scanty
returns which have been sent in by the collector, are as follows for the
years 1851 and 1847 ; no comparative statement concerning other years
being attainable, from the absence of reports:
Imports coastwise for 1851
$22,987,772
Exports coastwise for 1851
7,847,808
Total coastwise for 1851
30,835,580
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186
S. Doc. 112.
Imports, foreign, for 1851
$33,007
Exports, foreign, for 1851
66,304
$99,311
Total commerce, 1851
30,934,891
Entrances
1,603
tons 418,892
Clearances
1,609
"
419,942
Total
3,212
838,834
The total commerce of the district, including all the ports, for 1851,
was-
Imports
$23,301,741
Exports
7,985,724
Total
31,285,465
The same for the year 1847 amounted only to-
Imports
$4,033,985
Exports
4,034,524
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 $2,129
In British vessels
18,028
do 5,390
Totals
26,469
7,519
Digitized by Google
S. Doc. 112.
187
Exports.
In American vessels
$2,940
In British vessels
63,364
Total exports
66,304
Total imports and exports-
In American vessels
$11,381
In British vessels
81,392
Total Canadian trade
92,773
Tonnage inward.
American, sail
12
1,742 tons.
British, sail
7
934 "
British, steam
2
404 "
2,080
Tonnage outward.
American, sail
1
150 tons.
British, steam
2
404 "
British, sail
7
934 "
1,488
Digitized by Google
188
S. Doc. 112.
Statement showing the principal articles, their quantity and value, imported
coastwise into the port of Toledo during the year ending December 31, 1851.
Articles.
Quantity.
Value.
Assorted merchandise
tons
23,260
$18,608,000
Iron, bar and bundle
do
273
18,200
Iron, railroad
do
9,415
423,675
Iron, pig
do
113
4,520
Steel
pounds
18,928
2,082
Nails
kegs
6,067
19,354
Spikes
do
10,099
50,499
Castings, iron
pounds
187,558
7,502
Tin
boxes
2,176
20,760
Axes
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
pounds
33,810
5,071
Hides, Spanish
No.
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
2,031
Apples, green
barrels
6,364
12,728
Apples, dry
bushels
1,215
1,823
Barley
do
27,505
13,752
Malt
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
tons
1,829
7,316
Digitized by
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S. Doc. 112.
189
STATEMENT-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
6,277
15,693
Laths
No
2,569,715
6,423
Pine logs
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
17,756
Total value
22,987,772
Statement of the principal articles, their quantity and value, exported coast-
wise 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
Hams
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
23,547
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
Digitized by Google
190
S. Doc. 112.
STATEMENT-Continued.
Articles.
Quantity.
Value.
Grease
pounds
396,400
$19,820
Linseed oil
barrels
147
3,822
Oil-cake
tons
3,026
45,390
Hides
No.
7,125
21,375
Sheep-pelts
bales
193
5,190
Furs (estimated)
105,000
Oats
bushels
64,441
19,332
Beans
do
199
398
Barley
do
675
337
Corn-meal
bags
814
1,221
Seed
barrels
4,856
29,136
Potatoes
bushels
17,796
8,105
Cranberries
barrels
678
4,068
Cheese
boxes
768
2,304
Butter
kegs
3,119
37,428
Candles
boxes
2,454
12,270
Beeswax
pounds
36,200
9,050
Eggs
barrels
568
3,408
Fish
do
325
2,275
Sugar
hogsheads
758
56,850
Molasses
barrels
388
5,432
Nuts
bushels
130
97
Tobacco
hogsheads
1,216
42,560
Tobacco
boxes
1,953
23,436
Spirits
casks
21,934
186,439
Leather
rolls
2,642
79,260
Wool
bales
2,839
212,925
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
M feet
2,134
32,011
Staves
M
2,504
62,621
Rags
pounds
31,453
943
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
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S. Doc. 112.
101
No. 14.-DISTRICT OF DETROIT.
Port of entry, city of Detroit; latitude 42° 20', longitude 83° 02' ;
population in 1830, 2,222 ; in 1840, 9,102 ; in 1850, 21,019.
The district of Detroit has the most extensive coast-line of any lake
district not bordering on Lake Superior, and embraces all that portion of
Michigan known as the Southern Peninsula. Commencing at the west-
ern 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 south-
wardly, with a little westing, to the Indiana line, not far from the head of
Lake Michigan-a distance, following the sinuosities of the shores, which
does not fall very far short of a thousand miles.
It has fifteen ports, none of which have any present importance, with
the exception of Detroit and Monroe ; although it is more than probable
that within a few years several of them may rival the most promising har-
bors and ports in the West. There is, probably, no State in the Union
which surpasses Michigan in its commercial vantages, or which, if pro-
perly 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 ex-
pense or labor to render them available in all seasons to all classes of ship-
ping, 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 occupa-
tion 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, Kalama-
zoo, and St. Joseph's-the six last named flowing into Lake Michigan,
and the rest into Lakes Erie, St. Clair, and Huron, and the Detroit and
St. Clair rivers.
Although scarcely one third of the above area is under successful cul-
tivation, yet Michigan is already known, throughout the country, as a
large exporter of the choicest wheat and flour. It may indeed be said,
without fear of contradiction, that for two seasons past the quality of
Michigan wheat and flour has been, on the average, equal if not supe-
rior 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 harbor is accessible for vessels of the largest class.
Unfortunately, no special returns, showing the commerce of Monroe,
are at hand. It is, however, a point rapidly increasing in importance,
and must be eventually the depot for a very large amount of trade.
The returns from the district of Detroit, which have been received, show
the coastwise business only of that port; so that Gibraltar and Trenton,
Digitized by Google
192
8. Doe. 112
on the Detroit river; Mount Clemens, on the Clinton river; Algonac,
Newport, St. Clair, and Port Huron, on the river St. Clair; Saginaw, on
Saginaw bay; Thunder Bay islands, in Lake Huron; Grand Haven,
St. Joseph's, and New Buffalo, on Lake Michigan, are all of them un-
represented.
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 send-
ing 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 im-
portance that their influence will ere long cause itself to be most sensibly
felt in the commercial cities of the West. Lastly, there is still a very
large tract of public land in various parts of this district, in the hands of
the government, for the most part well watered and well timbered,
which sooner or later will become of immense value.
In past years these government lands have been trespassed on, by
persons engaged in the lumber trade, to a' very great extent; but the
confiscation of several vessels, with their cargoes, has, it is to be hoped,
effectually put an end to these depredations.
There is a very valuable business also carried on in the ports of Gib-
raltar and Trenton in the shipment of staves; and at Port Huron,
Newport, and St. Clair, on the St. Clair river, ship-building is prose-
cuted to a considerable extent and to very decided advantage; one of the
largest steamers which navigates the lakes, of 1,600 tons burden, with
an engine of 1,000 horse power, having been constructed on these waters.
In this district are situated the St. Clair flats, the greatest natural
obstacles to the free navigation of the great lakes, with the exception
of the rapids on the lower St. Lawrence, the Falls of Niagara, and the
Sault Ste. Marie. These shallows lie nearly at the head of Lake St.
Clair, about twenty-five miles above the city of Detroit. The bottom
is of soft mud, bearing a lofty and dense growth of wild rice, with a
very intricate, tortuous, and difficult channel winding over them, in
many places SO narrow that two vessels cannot pass them abreast; nor
is it possible to navigate them at night.
There would be no difficulty whatever, and but a most trivial
expense, as compared with the advantages which would accrue from
removing this barrier, in dredging out a straight channel of sufficient
depth to admit vessels of the largest draught. Nor is there any work
more urgently and reasonably solicited from Congress by the men of
the West, nor any more entirely justified by every consideration of
sound economy and political wisdom, or more certain to produce returns
incalculable, than the opening the flats of the St. Clair, and carrying
a canal around the Sault Ste. Marie. These improvements would at
once perfect the most splendid and longest chain of internal navigation
in the world, extending above two thousand miles in length from Fond
du Lac, al the head of Lake Superior, N. latitude 46° 50', W. longi-
tude 92° 20', to the mouth of the St. Lawrence river, in 46° 20' N. lat-
itude, 65° 35' W. longitude.
Digitized by Google
$. Doc. 112.
193
It is not, in fact, too much to say-so imperatively are these im-
provements 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 iabor.
Above St. Clair river the first port is Saginaw, situated at the outlet
of a river of the same name into the great bay of Saginaw, larger
itself than a large European lake, setting up into the land southwesterly
from Lake Huron. This bay, with the exception of Green bay, is
the largest in all the West, but is rarely visited by any vessels except
those trading directly thither, unless driven in by stress of weather,
since it lies some considerable distance off the direct line from Buffalo
to Chicago.
The port, however, imports all the supplies necessary for the lum-
bering population, and exports what may be stated, on a rough calcula-
tion, at 10,000,000 feet of lumber annually.
At the Thunder Bay islands little business is done beyond the ship-
ment of the produce of the fisheries; and to what extent these are
carried on in that locality, owing to the total absence of all returns, it
is impossible even to hazard a conjecture.
On Lake Michigan, the ports of Grand Haven, St. Joseph's, and New
Buffalo, are places of shipment of produce, and importation of supplies
to a reasonable extent; while Grand Haven, Maskegon, and Manistee,
are all great exporters of lumber. The commerce of the district, inde-
pendent of Detroit, which is the principal depot for the commerce of
Michigan, cannot fall short of $8,000,000, and may exceed it, though
j is not possible to state it with precision, for want of the needful re-
urns.
Detroit, the port of entry of this district, and capital of the county,
is a finely built and beautiful town, laid out with streets and buildings
which would be considered worthy of note in any city, partly on an
ascending slope from the river Detroit, partly on the level plateau some
eighty feet above it. The city now contains about 27,000 inhabitants,
who lack no luxury, convenience, comfort, or even display, which can
be attained in the oldest of the seaboard cities, though itself the growth
but of yesterday. It is situate 302 miles west of Buffalo, 322 east-
northeast of Mackinaw, 687 west, by land, of New York, and 524
northwest of Washington.
The river Detroit is, at this point, about three quarters of a mile in
width, dotted with beautiful islands, and of depth sufficient for vessels
of a large draught of water. The shores on both sides are in a state
of garden-like cultivation; and, from the outlet of the river into Lake
Erie, to its origin at Lake Huron, resemble a continuous village, with
fine farms, pleasant villas, groves, and gardens, and excellent roads, as
in the oldest settlements. The soil is rich and fertile; the air salu-
brious, and the climate far more equable and pleasant at all seasons
than on the seaboard. The regions around are particularly suited for
the cultivation of grain, vegetables, and all kinds of fruit: many va-
rieties of the latter, which can be raised only with great care to the
14
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194
S. Doc. 112.
eastward, as the apricot for example, and some of the finest plums,
growing here almost spontaneously. The waters teem with fish, and
the woods and wastes with game, which have recently become an
article of traffic to the eastern cities in such enormous numbers as to
threaten the extinction of the race, and to call for the attention of the
citizens to the due regulation of the trade, as regards time and season.
Being not only the oldest but the largest town in the State, occupy-
ing a commanding situation, enjoying all the advantages which arise
from a central position, a magnificent river, and a harbor of unsur-
passed capacity and security, Detroit has arrived at a stand of com-
mercial eminence from which it can now never be dislodged.
The Michigan Central railroad extends to Chicago, viâ 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 conflicting
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
$15,416,377
Exports do.
3,961,430
Total
19,377,807
Imports, foreign
$98,541
Exports do.
115,034
Total
213,575
19,591,482
Add the estimated value of the commerce of the other ports
of the district-say
8,000,000
Total commerce of the district
27,591,482
The tonnage of the port of Detroit alone was-
Clearances, for 1851
2,611
tons
920,690
men 41,931
Entrances,
"
"
2,582
"
905,646
"
41,546
Total for 1851
5,193
"
1,826,336
"
83,477
"
" 1850
4,420
"
1,439,883
"
64,098
Increase, 1851
773
"
386,453
"
19,379
The entrances and clearances from the other ports cannot be reached,
owing to the usual deficiency of returns from this region.
In 1847, however, the business of the district was represented as fol-
Digitized by Google
S. Doc. 112.
195
lows, in the various ports, and by these some idea may be formed of
their comparative value:
Place or port.
Value of exports.
Value of imports.
Detroit
$3,883,318
$4,020,559
Monroe
1,139,476
817,012
Trenton
8,425
66,000
Brest
12,000
St. Joseph
833,917
517,056
Grand Haven
265,068
220,000
Kalamazoo and Black rivers
100,738
60,000
Ports north of Grand Haven
58,250
45,000
Saginaw
45,702
18,000
Port Huron
159,400
100,000
St. Clair
59,320
30,000
Newport
14,772
20,000
Algonac
37,820
15,000
Mt. Clemens
168,711.
123,200
Total
6,786,957
5,991,827
Add railroad iron
6,991,827
1,000,000
Grand total
13,778,784
6,991,827
Another great advantage will shortly accrue to Detroit from the open-
ing 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 1851.
Duty collected.
!mports.-In American vessels
$35,855
$6,215
In British vessels
62,685
16,819
98,540
23,034
Exports.-In American vessels
$74,072
In British vessels
40,960
115,032
Digitized by Google
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
58,304
Outward-American, 14 steamers
2,086 tons.
17 sail
1,668 "
3,754
British, 315 steamers
51,727
"
67 sail
5,546 "
57,273
Total tonnage
59,027
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S. Doe. 112.
197
Imports coastwise into the port of Detroit during the year 1851, with their
value.
Articles.
Quantity.
Value.
Merchandise
tons
18,000
$14,500,000
Coal
do
30,106
150,530
Pig iron
do
1,120
28,000
High wines
barrels
800
8,000
Hogs
number
220
1,320
Wool
bales
81
4,050
Barley
bushels
2,120
848
Marble
pairs
831
8,310
Fish
barrels
4,119
20,594
Flour
do
1,827
5,938
Water-lime
do
2,117
2,117
Starch
boxes
101
250
Powder
barrels
721
14,840
Whiskey
do
2,301
8,408
Salt
do
40,207
40,207
Lard
kegs
3,180
15,582
Cut stone
feet
2,000
800
Building stone
cords
421
4,210
Glass
boxes
5,011
10,022
Staves
thousand
331
6,620
Lumber
thousand feet
1,190
11,900
Horses
number
237
9,480
Paper
reams
1,831
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
hogsheads
350
35,000
Castings
pounds
910,000
36,400
Iron
bars and bundles
24,304
121,520
Molasses
barrels
403
6,045
Oil
do
500
15,000
Leather
rolls
1,100
22,000
Pork
barrels
620
9,300
Codfish
pounds
7,110
284
Bark
cords
900
2,700
Nails
kegs
18,300
73,200
Apples
barrels
1,100
2,200
Railroad iron
bars
8,340
93,074
Salt
bags
18,700
2,500
Bacon
pounds
10,000
700
Cider
barrels
100
300
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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
number
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 value.
Articles.
Quantity.
Value.
Flour
barrels
460,325
$1,453,596
Lumber
thousand feet
30,717
245,736
Wheat
bushels
897,719
618,403
Shingles
thousand
12,944
25,888
Laths
do
8,445
21,102
Wool
bales
2,977
178,620
Pork
barrels
1,704
20,448
Furs
bales
420
42,000
Fish
halfbarrels
4,150
12,450
Hides
number
1,484
2,968
Oats
bushels
48,546
14,563
Beef
barrels
568
4,544
Starch
casks
248
12,400
Hams
pounds
8,000
640
Leather
rolls
529
26,450
Rags
tons
61
3,660
Salæratus
boxes
51
255
Coal
tons
960
4,800
Nails
kegs
34
136
Hay
bundles
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
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S. Doc. 112.
199
Exports from the port of Detroit during the year 1851-Continued.
Articles.
Quantity.
Value.
Water-lime
barrels
170
$170
Corn
bushels
378,070
151,228
Corn-meal
barrels
1,667
4,9S9
Staves
thousand
10,856
217,120
Ashes
casks
2,207
55,175
High wines
do
2,783
27,830
Fish
barrels
7,336
43,996
Shingle bolls
cords
693
4,851
Salt
barrels
281
281
Potatoes
bushels
3,518
1,055
Whiskey
barrels
1,359
10,872X
Beans
do
179
358
Hogs
number
2,375
23,750
Merchandise
packages
12,090
453,300
Ale
barrels
70
420x
Brick
thousand
893
1,179
Clover seed
barrels
129
2,580
Malt
bushels
150
172
Copper
tons
277
110,800
Cattle
head
256
7,680
Butter
kegs
1,106
13,212
Horses
head
85
5,100
Bark
cords
135
405
Wash-boards
dozen
50
300
Ice
tons
1,510
7,550
Broom-corn
bales
135
1,350
Apples
barrels
4,888
4,888
Total
3,961,430
Digitized by Google
Statement of freight carried over the Michigan Central railroad during the year ending December 31, 1851, in tone and
thousandths.
Articles.
To Detroit.
Interior circu-
Total east.
From Detroit.
Interior circu-
Total west.
Grand total.
lation east.
lation west.
Apples, 140 lbs. per bbl
11.940
7.910
19.850
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
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
Corn, 56 lbs. per bushel
7,293.348
482.549
7,775.897
26.484
26.484
7,802.381
Cornmeal, 200 lbs. per bbl
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
S. Doc. 112.
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
50,063.784
Furniture and baggage
372.040
327.645
699.685
1,109.466
473.797
1,583.263
2,282.948
Grass 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
Hams and bacon
52.791
2.802
55.593
3.055
3.055
58.648
Digitized by
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
1.176
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
657.583
1.377.452
2,035.035
Google
Lumber, 34 lbs. per foot
782.302
1,272.130
2,054.432
4,089.467
Laths
46.016
46.016
290.533
13.968
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
Miscellaneous merchandise
698.801
1,046.181
1,744.982
12,361.234
1,04,216
13,407.450
15,152.432
Date, 32 lbs. per bushel
1,097.677
3.954
1, 101.631
7.779
7.779
1, 109.410
Other agricultural products
64.918
2.902
67.820
44.982
97.289
142,271
210.091
Plaster
66.127
66.127
1, 174.823
17.515
1,192.338
1,258.465
Pig iron
92.121
147.388
239.509
93.176
6.000
99.176
338.685
Pelts
93.521
7.893
101.414
.367
1.798
2.165
103.579
Pork in bbls., 300 lbs. per bbl
301.950
5.550
307.500
3,900
8.400
12.300
319.800
Pork in bog
1,299.711
16.008
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
2,480.940
Stoves
.530
48.094
48.624
406.810
9.366
416.176
464.800
Shingles, 200 lbs. per m
17.000
335.400
352.400
52.500
128.250
180.750
533.150
Wool
485.400
12.439
497.839
3.519
3.519
501.358
Wheat, 60 lbs. per bushel
14,515.117
2.687.183
17,202.300
2.948
318.698
321.646
17,523.946
X
Whiskey, 350 lbs. per bbl
96.775
36.050
132.825
458.325
69.213
527.538
660.363
Cord-wood, 2 tons per cord
9, 870.000
9,870.000
9,870.000
Stone, sand, and brick
3,539.000
59.225
3,598.225
5.398
157.518
162.916
3,761.141
Neat cattle, 1,000 lbs. per head
426.500
9.500
436.000
15.000
11.500
26.500
462.500
Horses, 1,000 lbs. per head
83.000
16.000
99.000
38.500
24.000
62.500
161.500
Hoge, 200 lbs. per head
460.000
6.700
466.700
35.500
35.500
502.200
Sheep, 50 lbs. per head
.300
.025
.325
34.575
2.775
37.350
37.675
Total
84,041.377
7,104.389
91,145.766
22,826.754
15,415.262
38,242.016
129,387.782
S. Doc. 112.
Digitized by Google
201
202
S. Doc. 112.
No. 15.-DISTRICT OF MICHILIMACKINAC.
Port of entry, Mackinaw; latitude 45° 51', longitude S4° 35'; popu-
lation in 1850, 3,598.
This, which is the most northerly of the lake districts, as well as the
most extensive of them all, embraces that portion of the American
coast on the western shore of Lake Michigan, from Sheboygan, Wis-
consin, 43° 41' north latitude, 88° 01' west longitude, northward, including
Manitowoc, Two Rivers, Green Bay, Lake Winnebago, with all its ports,
in Wisconsin-embraces Little Bay Noquet, Big Bay Noquet; the Fox,
Manitou, and Beaver islands; the coast on the straits of Mackinaw; the
St. Mary's river to the Sault; thence west along the south shore of
Lake Superior to Montreal river-all in the State of Michigan-and
continues thence along the Wisconsin shore to the western extremity of
the lake at Fond du Lac; whence it proceeds northeasterly along the
shore of the Minnesota Territory to Port Charlotte, on the dividing line
between the United States and the British possessions. The entire
length of this coast-line considerably exceeds 1,300 miles, following the
sinuosities of the shore; and from the isolated situation of many portions
of the district, it has been found impossible to obtain full or satisfactory
returns.
The country bordering upon the great length of coast in this district
was partially explored, and even mapped, with sufficient accuracy,
more than two centuries ago, by the French Jesuits-those indefatigable
discoverers and civilizers, and pioneer colonists of the mighty West;
and from that period it has been at all times more or less frequently
visited by missionaries, traders, trappers and hunters, until the pre-
sent day, when a systematic and steady colonization may be said to
be fairly established, together with a practical and successful develop-
ment of its resources, by the cultivation of its productive lands, the
prosecution of its fisheries, and the exploitation of its forests and its
mines. Notwithstanding all this, there is much ground for the belief
that the influence which it is one day destined to exercise on the com-
mercial affairs of this continent, though it may be appreciated by a few
far-reaching minds, is litle foreseen or understood by the people at
large.
The grounds existing for this confident expectation are to be found
in the following peculiar, and in some degree singular, features of this
district:
First, the unequalled facilities, which it possesses for navigation,
afforded by its numerous lakes, bays and rivers, through which, and
their artificial improvements, it has ready access to both the St. Lawrence
and Mississippi, from which, 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 might be said, advantageously prosecuted through the
entire length of its waters.
Thirdly, the immense resources it possesses in the magnificent forests
of pine which border all the southern portions of its coasts, and are
Digitized by Google
S. Doc. 112.
203
capable of supplying lumber for the entire consumption of the North-
west.
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 spec-
ulation-with a rapidity and steadiness hitherto unknown in the com-
mercial history of the world.
At the southern extremity of this district is Manitowoc, about thirty-
five miles north from Sheboygan, on the Michigan shore-a port which,
almost unknown three years ago, has now, including the country in
which it stands, a population of 5,000 inhabitants, and a trade, though
hitherto almost entirely overlooked, already exceeding that of Chicago
for 1839, as regards exports, although the imports are necessarily
something inferior, owing 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 furnished by the
land of Wisconsin generally. So that, in a few years, the commerce
of these two ports may be expected to undergo an entire revolution—
becoming, from exporters of lumber and importers of agricultural sup-
plies, exporters of the produce of the soil, and importers of assorted
merchandise and luxuries.
The business. of Two Rivers will be confined to the peninsula east of
Green Bay, and Lake Winnebago, and Fox river; since that route,
being more direct, and affording extraordinary facilities for water trans-
portation, will undoubtedly prevent any trade west of it from passing
to the lake shore eastward. The local business, however, necessarily
Digitized by Google
204
S. Doc. 112.
flowing to these points on the shore, will keep up, for all time, an active
and advantageous trade at them.
The port of Two Rivers has never before reported its commerce fully,
but the following results show an excellent commencement:
Imports in 1851
$115,000
Exports in 1851
112,763
Total
227,763
Of the imports there were for local purposes
$42,585
Ditto for home consumption
72,424
Total
115,009
In 1847, the imports at this port were valued at $53,747.
Of the exports there were-Products of the forest
$90,072
Fisheries
16,198
Domestic manufactures
6,493
112,763
Entrances, 822 steam; 192 sail; making a total of 1,014 arrivals
during the season.
The next port claiming the attention of the commercial classes is
in fact the most important in the district-Green Bay-situated at the
southwestern extremity or head of the great basin of the same name,
and the outlet of the Fox river.
This port, indeed, bids fair to rival Chicago, as the lake depot for all
that most important branch of the lake trade, which has its origin on the
borders of the upper Mississippi. The work known as the Fox river
improvement is now nearly completed, connecting the Mississippi with
the great lakes, by steam navigation. This work has so greatly im-
proved the navigation of the Fox river, flowing from Lake Winnebago
into Green bay, as to admit the ascent of small steamers to the for-
mer; whence, by a further improvement of the Fox river, and a canal
connecting it with the Wiscousin river, the passage is free to the Mis-
sissippi, entrance to which is had about two miles below Fort Craw-
ford. From this point steamers can navigate the Mississippi upward or
downward, at option, as occasions may require.
This is the first water route which has been opened connecting the
lake, with the Mississippi, navigable by steam power; and what the
practical result of its operation may be, is yet in the bosom of the
future.
Fort Crawford is situated 4S7 miles above St. Louis; 257 above
Burlington, Iowa; 80 above Galena, Illinois; 60 above Dubuque,
Iowa; 5 below Prairie du Chien; 243 below St. Paul's, Minnesota
Territory; and 255 below the Falls of St. Anthony.
The distance from Green Bay to the mouth of the Wisconsin is about
220 miles, through the richest valley of Wisconsin; by this route, there-
fore, there is an uninterrupted steam communication from Buffalo,
Digitized by Google
S. Doc. 112.
205
Oswego, and Ogdensburg, or the Canadian cities, and the mouth of the
St. 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 commu-
nication between New York and the new States of Wisconsin, Iowa,
and the Minnesota Territory, rendering any of the above-named points
on the Mississippi easier of access by way of the lakes than St. Louis
itself. This is a fact which cannot be overlooked by immigrants, and
will therefore bring the public lands of those new States and Territories
advantageously into the market at no distant day. This line of com-
munication 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 freight and produce this is the easiest and most
direct, and therefore, of course, the cheapest channel. Along the east-
ern portion of this route across the State of Wisconsin, there have at
ready 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 se-
lection and settlement, whether by warrants or regular entry in the
land offices, while plank roads are traversing the country in all direc-
tions.
Green Bay, which has for several years been a great depot for fish
and lumber, is now rapidly becoming the great commercial depot for
the internal trade of Wisconsin, and during the season of 1851 there
was a line of steamers regularly plying between this point and Buffalo.
The completion of the Fox river improvement will. however, demand
much greater facilities, henceforth, than have ever before been brought
into requisition. No details of the business at Green Bay for the season
of 1851 have been received, but it is notorious that the commerce of
this place has advanced incalculably within the year; and in the absence
of accurate information, it may be fairly assumed as follows:
Imports
$2,000,000
Exports
1,000,000
Total
3,000,000
This estimate of imports may, at first view, appear too large; but,
when it is remembered that the country, in the rear and around, is com-
paratively new, and unable, as yet, to export anything very material,
and that the tide of emigration, constantly and regularly pouring in, de-
mands a great quantity of supplies of all kinds for subsistence, for which
it must be temporarily in arrear until the land shall be cleared, culti-
vated, and brought up to the standard which shall constitute it an ex-
porting 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
might properly be made a port of entry, with the shores of Winnebago,
Digitized by Google
206
S. Doc. 112.
Green Bay, and the lake coast, from the straits of Mackinaw to Mani-
towoc, constituting a new district.
Debouching into Green Bay, flow from the northward the rivers
Oconto, Peshtego, and Menomonee-the latter a large stream, and for-
merly, for some distance, the frontier line between the States of Michigan
and Wisconsin. On it are situated several saw-mills for the cutting of
lumber for the Chicago market. The source of this river is but a few
miles distant from the shore of Lake Superior, on the southern water-
shed of the northern peninsula of Michigan. Its course is about two hun-
dred miles in length to its outlet, in which space it has a descent of
1,049 feet, and is emphatically a river of cataracts and rapids, bring-
ing down a vast volume of water, and occasionally spreading to a width
of 600 feet. It can, therefore, be made available to any extent for
water-power; though its navigation will be, in all times, limited to
canoeing.
The lower course of the Menomonee, toward its mouth, is bordered
by tracts of heavily timbered pine-lands, the produce of which is now
growing into brisk demand in the neighboring lumber markets.
Below the Menomonee, to the northeast, the White Fish, Escanaba,
and Fort rivers, discharge their waters into the Little Bay de Noquet.
They are also fringed along their skirts by extensive pine forests, from
which much lumber is annually manufactured.
The Monistique falls into Elizabeth bay, farther to the north. The
principal business carried on upon the islands of Lake Michigan, be-
longing to this district, is fishii.g and wood-chopping; steamers and
propellers frequently stopping at them to wood, and obtain supplies of
fish, for the latter of which groceries, fruit, &c., are given in direct
barter. The climate is genial and the soil productive; but the present
inhabitants-being principally Indians and half-breeds, or fishermen,
who have few tastes except for fishing and hunting-contrive to subsist
themselves principally by those employments, and the cultivation of
small patches of corn and potatoes.
The North and South Manitous have good harbors for the shelter of
vessels, as well as the Foxes and Beavers. On the latter group there
is a settlement of Mormons; but so far as civilization, refinement, and
the tilling of the soil are concerned, they are in nowise superior to the
neighboring tribes of savages.
Mackinac island, in the straits of Mackinac, which connect Lakes
Huron and Michigan, is an old missionary settlement and military post,
first established above two centuries ago by the French Jesuits, with that
admirable forecast and political wisdom which they displayed in the
selection of all their posts. It is, in fact, as to natural military strength,
the Gibraltar of the lakes, and might easily be rendered almost impreg-
nable. The present fort, however, is a blunder, and could not be de-
fended for half an hour, being commanded by an almost unassailable
height within half a mile in its rear, from which, in effect, at the com-
mencement of the war of 1812, it was threatened with two or three
light guns, dragged up the reverse during the night, by a handful of
Indians and British, and, being unable to offer any resistance, was re-
duced to an immediate surrender.
It was for a long time an important depot of the American Fur Com-
Digitized by Google
S. Doc. 112.
207
pany, and is still maintained as a military station by the United States,
and used as the rendezvous of the various Indian tribes, which resort
thither annually to receive their government payments.
Mackinac is now a place of considerable traffic, the principal exports
being fish and furs, the latter becoming annually more and more scarce;
and the imports, blankets, ready-made clothing, fishermen's supplies,
and trinkets for the Indians, who rarely carry away much of their re-
ceipts in money.
This point is distant from Chicago 340 miles; from Buffalo about
700, by water; and from the Sault Ste. Marie 120.
No returns for its coastwise commerce are at hand for 1851.
Its Canadian imports for 1851 were
$3,967
Do
do
1850
3,261
Increase on 1851
706
Duties collected in 1851
$818
Do
do
1850
663
Increase on 1851
155
Sault Ste. Marie is situated on St. Mary's river, the outlet of Lake
Superior, at about 120 miles from Mackinac, 405 from Detroit, and
921 from Washington. It is pleasantly situated on the west side of the
straits, and at the foot of the rapids, whence its name. These rapids
are about three-quarters of a mile long, at about 20 miles below
Lake Superior, with a fall of about twenty-one feet. The river St.
Mary's is, in all, from Lake Superior to Huron, about sixty miles in
length, flowing first a few degrees north of east, then bending abruptly
and flowing a few degrees east of south. "Through its whole course
it occupies the line of junction between the igneous and detrital rocks,
forcibly illustrating to what extent the physical features of a country
are influenced by its geological structure." Between Mackinac and the
Sault Ste. Marie there are innumerable groups of small islands, prin-
cipally 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 are composed of
soft, friable rock, imbedded in easy soil, it is astonishing that a ship.
canal has not been opened long ago across this trivial portage-trivial
in 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 no other respect, however, is this obstacle slight or trivial; for
Digitized by Google
208
S. Doc. 112.
everything required for the facilitation of the vast, numerous and wealthy
iron and copper mines of Superior, including machinery of enormous
weight, and supplies and forage for the men and live-stock employed-
nor this only, but the huge blocks of native copper and heavy ore re-
turning down this route-must all be transported overland at extraordi-
nary difficulty and expense. Even large vessels, several in number
annually, are transported over this portage by means of ways and horse-
power nor is it in the least extravagant to say, that the aggregate
amount of money thus unnecessarily expended year after year, without
any permanent result, would, if collected for a few seasons, defray not
only the interest, but the prime cost of this most necessary work.
Efforts have been made, and will doubtless be renewed," says the
report of Messrs. Foster and Whitney on the copper regions of Lake
Superior, " to induce the government to construct a canal around these
rapids, and thus connect the commerce of Lake Superior with those of
the lower lakes. The mere construction of locks is not, however, all that
is required. It will be necessary to extend a pier into the river above the
rapids, to protect the work and insure an entrance to the locks. This
pier will be exposed to heavy currents, and at times to large accumula-
tions of ice, and must be constructed of the firmest materir' nu strongly
protected."
Materials of the best quality can be easily obtained, as the report
goes to show, from Scovill's Point, on the Isle Royale, or the Huron
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 region-
keeps the mineral lands out of the market, and in a very great mea-
sure debars the influx of mineral wealth, which could not be otherwise
shut out-would be to give a general stimulus to trade, and an infusion
of vigor, activity and spirit to the whole movement of the country, with
a general increase to the national wealth, entirely beyond the reach of
calculation.
It were, therefore, undoubtedly a wise and prudent policy, founded
on the experience of all ages, and in nowise savoring of rash or specu-
lative legislation, to disburse the small comparative amount necessary at
once to render this vast addition to the national wealth, commerce, and
marine, available.
It is clearly impossible that young and necessarily poor States-as all
new States unavoidably must be, until their lands are rendered capable
of producing, and their mines ready for exploitation-can construct such
works at their own expense and they must necessarily be raised by
aid from government, or be left undone, from want of aid, to the great
detriment of the community.
Another though inferior consideration is this-that in case nothing is
done by the United States government, a canal will undoubtedly be cut,
even with the disadvantage of a ten-fold expense, through the hard,
igneous rocks on the British shore, by the Canadian government, which
never lacks energy or enterprise when channels of commercial ad-
vantage are to be opened or secured to itself. And the result of this
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209
would be the diversion from the citizens of the United States of the
large sums payable, in the way of tolls, on a work ten times more
expensive than would be requisite on the American side.
The business of the Lake Superior country for 1851 is estimated as
follows, for the articles which crossed the portage at the Sault :
Imports, 100,000 barrels bulk; in which are included 2,000 bundles
pressed hay; 20,000 bushels of oats and other kinds of grain; provi-
sions, dry goods, groceries, general supplies, and five mining engines
forming an aggregate estimated value of $1,000,000.
The exports passing around the rapids, for the same season, are as
follows:
1,800 tons of copper, at $350
$630,000
500 tons of iron blooms, at $50
25,000
4,000 barrels fish, at $5
20,000
The imports are about 40,000 barrels bulk in excess of the imports
of 1850. The cost of transportation on the above one hundred
thousand barrels bulk was an average of about nine shillings a bar-
rel from Detroit, or a gross sum of $112,000 for the transportation
of 100,000 barrels for a distance of 500 miles, all by water, with the
exception of one mile. The opening of a ship canal at this point
would undoubtedly reduce this cost by two-thirds within three years;
and within six years the actual savings would defray the whole cost of
construction.
Above the Sault is the whole coast of Lake Superior, awaiting only
free communication with the lakes below to send forth the rich mineral
treasures of that region in exchange for the manufactures and merchan-
dise of the east.
The lake is 355 miles in length, having an American coast to the
extent of not much less than 900 miles. The area of the lake is
32,000 square miles; its greatest breadth from Grand Island to Nee-
pigon bay is 160 miles, and its mean depth of water 900 feet, with
an elevation of 627 feet above the level of the sea, and 49 feet above
the waters of Huron and Michigan. The water is beautifully clear and
transparent, and abounds with the most delicious fresh-water fish, the
flavor and richness of which infinitely exceed those of the lower
lakes, so that they will always command a higher price in the market.
One species, the siskawit, has only to be known in the New York and
eastern markets in order to supersede all varieties of sea-fish, for un-
questionably none approach it in succulence and flavor.
This lake is fed by about eighty streams, none of them navigable,
except for canoes, owing to the falls and rapids with which they
abound. The more prominent of these rivers, flowing through Ameri-
can territory, are the Montreal, Black, Presque Isle, Ontonagon, Eagle,
Little Montreal, Sturgeon, Huron, Dead, Carp, Chocolate, La Prairie,
Two-hearted, and Tequamenen. The Ontonagon and Sturgeon are the
largest and most important rivers, which, by the removal of some ob-
structions at their mouths and the construction of piers to prevent the
formation of bars, might be converted into excellent and spacious har
15
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210
S. Doc. 112.
bors, in the immediate vicinity of some of the most valuable mines,
where the want of safe anchorage is now severely felt.
The mouth of the Ontonagon is already a place of some growing
business, as is La Pointe, at the Apostle islands, where is a good
harbor. Eagle and Copper harbors are also places of commerce for
the importation of supplies and the shipment of mineral produce. Ance,
at the head of Keweenaw bay, Marquette, Isle Royale, where there
is a good harbor, are all places rapidly growing into importance. It
would seem that the whole lake coast, from the 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, when the present
mines shall have been developed to their highest standard of pro-
ductiveness, and others, as unquestionably they will be, discovered
and prepared for exploitation.
There are at present two steamers, four propellers, and a considerable
number of smaller sailing craft, all of which have been dragged over-
land, by man and horse, across the portage, in constant employment
carrying up supplies and bringing back returns of ore and metal. All
these articles have necessarily to be transhipped and carried over the
isthmus; and yet, under all these disadvantages and drawbacks, the
traffic is profitable and progressive. This consideration only is suf-
ficient to establish the positive certainty of success which would follow
the construction of an adequate and well-protected ship canal.
Indeed it may be asserted, without hesitation, that a well-concerted
system of public works, river, lake, and harbor improvements, are only
wanted to render the great lake regions, and this district not the least,
the most valuable and most important, as they are now the most beau-
tiful and most interesting portion of the United States.
The enrolled tonnage for the Mackinac district, according to the of-
ficial reports of June 30, 1851, is stated at 1,409 tons, all sail. This
is evidently inaccurate, as there were several steamers and propellers
plying, at that very date, on the lake above the Sault, and several
small steamers running regularly on the waters of Green bay, Lake
Winnebago, and the Fox river.
The extreme inaccuracy, looseness, and brevity of the returns kept
and reports made from most of the lake ports of entry can hardly be
too much deprecated or deplored, rendering it, as they do, impossible
to compile a complete report of the lake commerce sufficiently explicit,
and with details sufficiently full, to the perfect understanding of a sub-
ject at once so intricate and so important.
Canada trade in 1851.
Imports.
$3,967 Duty collected
$818
No. 16.-DISTRICT OF MILWAUKIE.
Port of entry, Milwaukie; latitude 43° 3' 45", longitude 87° 57'
population in 1840, 1,712; in 1850, 20,061.
This district, which formerly was attached to that of Chicago, was
erected in 1850, and the returns embraced in this report, being the first
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211
that have been made of its lake commerce, give little opportunity for
comparison.
The coast extends from Sheboygan, Wisconsin, southward to the
northern line of the State of Illinois, a distance of about a hundred
miles, embracing the ports of Sheboygan, Port Washington, Kenosha,
or Southport, Racine, and Milwaukie. These ports are all situated in
the State of Wisconsin, on the western shore of Lake Michigan. She-
boygan is immediately adjoining the district of Mackinac; has a good
situation for business, though the harbor needs some improvement.
The State legislature has authorized a loan for this purpose of $10,000.
There is an excellent farming country in the rear of Sheboygan, the
soil of which ordinarily produces good returns of the first quality of
grain; in the last two years, however, the wheat crop has been almost
a total failure.
The imports of this port for 1851, were
$1,304,961
Exports
do
do
do
121,705
Total
1,426,666
Entrances, 730.
Port Washington, twenty-five miles north of Milwaukie, is a port
of a growing and important trade, its harbor being formed by the
projection of a pier into the lake. The town is situated on a high bluff,
which shields the pier from westerly winds. The country circumjacent
is well adapted for agriculture, grazing, and wool-growing. The trade
of this port is steadily on the increase.
Imports of Port Washington for 1851
$904,400
Exports
do
do
139,450
Total
1,043,850
Southport, the name of which has been recently changed, with good
taste, to the old Indian appellation of Kenosha, is a flourishing place
situated on the bluffs, 35 miles south of Milwaukie, and sixty north of
Chicago. Under the protection of the bluffs upon which the town
stands, piers have been extended into the lake, alongside which vessels
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 for sea-room. Like the rest of this
portion of the State of Wisconsin, the soil about Southport is of a nature
to encourage agricultural pursuits; and in consequence the back coun-
try 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-
guine.
The returns show the imports for 1851 to have been
$1,306,856
Do
do
exports for 1851
661,228
Total
1,968,084
Entrances, 856.
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212
S. Doc. 112.
Racine lies ten miles north from Kenosha, on a beautiful stream of
the same name, which forms a harbor in all respects excellent, except
for the wonted drawback of an awkward bar at its mouth. The popu-
lation of Racine in 1840 was about 1,500; in 1850 it was 5,111. The
principal business, however, is done on piers, which project from its
mouth, as at Kenosha. The city is on a height, and is, without doubt,
the most beautiful site for a lake city, west of Cleveland. The back
country, depending on the city for supplies and a market, is very similar
to that already described in other parts of the district.
Its imports for 1851, were
$1,473,125
Exports for
do
1,034,590
Total
2,507,715
Entrances, 1,462.
Milwaukie, the port of entry and principal port in the district, is sit-
uated on Milwaukie river, which forms a good harbor for vessels and
steamers of light draught, but it needs some improvement to make it
easy of access to larger craft. The harbor of Milwaukie is in one
respect very favorably situated, as there is a sort of bay, or bayou, run-
ning in behind the north point, making a fair shelter against all but
easterly winds.
The city stands partly on the river, and partly on the bluffs, which
are very high and overlook the lake for many miles. It is ninety miles
north from-Chicago, and contains 25,000 inhabitants. It is the terminus
of the Milwaukie and Mississippi railway, which is finished some fifty
miles west, and is intended eventually to communicate with the Mis-
sissippi at Dubuque, or Prairie du Chien. This road runs through one
of the most fertile districts of Wisconsin, and will bring immense traffic
to this port. Of late, owing mainly to the partial failure of the wheat
crop during the two successive years of 1849 and 1850, the commerce
of this district has not augmented so rapidly as for several years pre-
viously, or as it probably would have done in the event of good or
average crops.
The city of Milwaukie increased in population from 1,712 inhabit-
ants in 1840, to 20,061 in 1850, being a ratio of 1,072 per cent. greater
than that of any other city during the same period. It is situated
805 miles northwest from Washington.
The commerce in 1851 is estimated for the city as follows:
Imports
$14,571,371
Exports
2,607,824
Total
17,179,195
Entrances, 1,351.
The commerce of the whole district for the same year was:
Imports
$19,560,713
Exports
4,564,779
Total
24,125,510
Total entrances, 5,000.
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S. Doc. 112.
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The enrolled and licensed tonnage, on the 30th June, 1851, was set
down in the official report at 2,946 tons, of which 287 tons were steam,
and 2,659 tons sail. The official report of the collector, however, pub-
lished at the end of the season, makes the tonnage of the district
amount to 6,526 tons, giving employment to 325 men. Therefore there
must be an error somewhere, as it is not possible that the tonnage of
the district should have more than doubled itself within a few months.
Such inconsistencies, however, seem to be the rule, not the exception,
in the reports of the lake districts.
The following table will show the business in a few prominent arti-
cles of trade, in this district, for export from the several ports; and the
comparative trade of the port of entry for the years 1850 and 1851,
according to the returns.
Milwaukie.
Racine.
Kenosha.
Sheboygan.
Port Wash-
ington.
Articles.
1851.
1850.
1851.
1851.
1851.
1851.
Flour
barrels
113,233
100,017
22,977
2,651
163
3,000
Pork
do
3, 3,832
476
1,112
56
Beef
do
2,331
1, 426
1, 712
Wheat
bushels
181,904
297,758
272,678
233,052
Oats
do
47,098
2,100
80,898
59,769
3, 650
2,000
Barley
do
175,723
15,270
40,908
55,169
1,000
1, 500
Corn
do
22,233
5, 000
18,941
31,168
Wool
pounds
226,256
126,595
106,471
30,731
9, 250
Hides
do
385,840
112,000
20,160
69,440
Lard
do
29,120
22,400
Ashes
tons
262
276
55
201
900
Lead
pounds
987,840
1,050,000
Lumber
M feet
1,833
Laths
M
247
Shingles
do
1,199
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 emigrants. This district reports no trade with Canada.
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S. Doc. 112.
Statement showing the principal articles of export and import, coastwise, 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
X
Whiskey
6,517 barrels
65,170
Coal
2,177 tons
15,239
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
Raílroad iron, &c
556 tons
27,800
Fruit trees
11,150
2,787
Locomotives
4
40,000
Potter's clay
150 tons
450
19,560,713
EXPORTS.
Articles.
Quantity.
Value.
Flour
142,015 barrels
$426,045
Pork
5,000
"
70,000
Beef
4,043
"
28,301
Wheat
687,634 bushels
412,580
Oats
193,405
"
38,681
Barley
137,163
"
274,327
Wool
372,708 pounds
111,812
Hides
504,500 "
20,180
Ashes
1,418 tons
141,800
Lard
46,000 pounds
3,280
Broom-corn
843 tons
8,430
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215
Exports-Continued.
Articles.
Quantity.
Value.
Corn
72,342 bushels
$28,936
Merchandise
1,535 tons
767,000
Lead
987,840 pounds
49,392
Lime
2,500 barrels
3,700
Brick
853,900
4,265
Hay
250 tons
2,500
"Ship-knees
279
5,580
Lumber
1,833 M feet
18,330
Laths
247 M
2,470
Shingles
1,199 M
2,997
Fish
3,584 barrels
14,336
Wood
10,000 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
2,093,855
4,564,797
No. 17.-DISTRICT OF CHICAGO.
Port of entry, Chicago; latitude 42° 00', longitude 87° 35' ; popu-
lation in 1840, 4,470; in 1850, 29,963.
This district is about eighty miles in extent of coast-line from Michi-
gan City, in Indiana, to Waukegan, Illinois, embracing that portion of
the coast of Lake Michigan bordering on the States of Indiana and
Illinois. Michigan City, Waukegan, and Chicago, are the only ports.
The commerce of Michigan City is comparatively small; but having
no definite returns from that point, it may be roughly estimated at
$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 from Chicago, on the western
shore of Lake Michigan, and is a thriving place of business, though its
harbor consists only of piers, extending into the lake, similar to those at
Racine, Sheboygan, and other places in the district of Milwaukie. The
country circumjacent to it is becoming rapidly populous, and the land
is fertile and adapted amply and abundantly to repay all the expenses
of toil and time annually bestowed upon it.
It cannot, therefore, be reasonably doubted that its annual increase
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S. Doc 112.
will not fall short of the general progress of its own and the neighboring
States.
The account of the tonnage of this place is as follows:
The entrances at Waukegan during the year 1851 were 1,058 ; being
698 steamers, 244 propellers, 14 brigs, 105 schooners, 2 barques, and
3 sloops.
The following is a concise statement of the commerce of Waukegan,
with the names of some of the leading articles both of import and ex-
port:
IMPORTS.
Articles.
Quantity.
Value.
Merchandise
tons
1,110
$555,000
Lumber
M
4,368
43,680
Shingles
M
809
2,022
Laths
M
475
4,750
Salt
barrels
2,804
4,206
Flour
do
371
1,113
Apples
do
809
1,213
Whiskey
do
451
4,510
Lime
do
210
315
Broom-corn
bales
108
168
Sundries unenumerated
2,757
Total imports
619,834
EXPORTS.
Articles.
Quantity.
Value.
Wheat
bushels
173,129
$103,977
Oats
do
64,090
12,918
Corn
do
29,874
11,949
Barley
do
8,943
4,471
Seed
do
1,480
1,480
Flour
barrels
3,340
10,020
Pork
do
250
3,500
Eggs
do
62
372
Wool
pounds
35,800
10,740
Sundries unenumerated
35,391
Total exports
194,818
Total imports
619,834
Total commerce of Waukegan
814,652
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The city of Chicago stands at the mouth of the Chicago river, with a
population of about 40,000, and, as the river debouches into the head
of Lake Michigan, is therefore the inmost port of the lake, and the far-
thest 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. The first level of the
canal is fed from this stream by means of huge steam-pumps, which are
constantly employed in forcing water to the height of about eight feet.
On entering the canal, therefore, the boats first ascend a lock of about
eight-feet lift, and thence, on their way to the Illinois, continually lock
downward till they reach the lower level of that valley. This canal
is ninety-eight miles in length from Bridgeport to Peru, on the Illinois,
and by means of it the waters of the Mississippi and the lakes are united,
so that canal boats can readily pass from Chicago to St. Louis, and nice
versa, as indeed to any point of the Illinois river, without detention or
transhipment of cargo.
The Galena and Chicago Union railway is open from Chicago to Roch-
ford, a distance of eighty miles, and will soon be finished to Freeport,
where it will effect a junction with the Galena branch of the Illinois
Central railway. The Chicago and Rock Island road is completed to
Joliet, forty miles' distance from Chicago, which is eventually to con-
nect 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 Janes-
ville, 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 en-
viable 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 num-
bered upward of 28,000, having increased in one year, as shown by the
returns of the city census of 1849, over 5,200; and the lowest estimate
put upon the population in January, 1852, is 35,000 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 com-
merce of Chicago, which will be found interesting as showing the pro-
gressive business of the city, during a long series of successive years,
as well as the alteration of the character of that business, as affected by
the continual progression of the country, from an earlier and more im-
perfect to a fuller and better developed system of cultivation.
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S. Doc. 112.
The progressive value of the imports and exports of Chicago is ex-
hibited during a series of fourteen years, which will be found to give
the best idea of the actual progression of the place.
Imports.
Exports.
In 1836
325,203
$1,000
1837
373,677
10,065
1838
579,174
16,044
1839
630,980
38,843
1840
562,106
228,635
1841
564,347
348,862
1842
664,347
659,305
1843
971,849
682,210
1844
1,686,416
785,504
1845
2,043,445
1,543,519
1846
2,027,150
1,813,468
1847
2,641,852
2,296,299
1851
24,410,400
5,395,471
From 1842 to 1847 the leading articles of export were wheat, flour,
beef, pork, and wool. The quantities exported in those years were as
follows :
Wheat, bushels. Flour, barrels. Beef and pork,
Wool, pounds
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
1847
1,974,304
32,538
48,920
411,488
From 1848 to 1851 no valuation was made of the importations or
exportations ; and the valuation of 1848 is deemed so utterly incorrect
as to be valueless and unworthy of citation ; for the valuation for that
year included, under the head of exports, every small bill of sale,
whether sent into the circumjacent country for domestic consumption,
or shipped, coastwise or foreign, by the lake, for actual exportation
It is therefore set aside.
The following table shows the importations of lumber during the
years mentioned:
Articles.
1847.
1848.
1849.
1850.
1851.
Boards
feet
38,188,225
60,009,250
73,259,553
100,364,791
125,056,437
Laths
No
5,655,700
10,025,109
19,281,733
19,890,700
27,583,475
Shingles
do
12,148,500
20,000,000
39,057,750
55,423,750
60,338,250
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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
5,811
1,386
Tonnage inward.-American vessels-steam
2
652 tons.
sail
2
290 "
British vessels-sail
2
428 "
Tonnage outward.-American vessels-steam
5
2,183 tons.
sail
7
1,628 "
British vessels
2
428 "
The country around the city for miles is a level prairie, the soil of
which is very fertile; which has given Chicago its great agricultural
start, and laid the permanent foundation for its increase.
The Illinois and Michigan canal, which comes into the southern
stream at Bridgeport, passes through one of the finest agricultural
districts in the State, embracing the valleys of the Au 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, there-
fore, been but four seasons in operation.
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S. Doc. 112.
Owing, however, to a partial failure of the wheat crop in this portion
of the State, during those three years, the returns of tolls are much
smaller than they would otherwise have been. The effect of the
water connexion of Chicago with St. Louis may, however, be seen in
the impetus given to the population and commerce of the city at or
near that period.
The canal tolls in 1848 amounted to $83,773; in 1849, to $118,787
in 1850, to $121,972; and in 1851, to $173,390.
According to Judge Thomas's report, made in compliance with a reso-
lution of the river and harbor convention, in 1847, the first shipment of
beef was made from Chicago in 1833; but that shipment must have
been very trifling, since, in 1836 the whole exports from the port were
valued at $1,009; in 1837 they rose to $11,065; in 1838 to $16,044;
in 1839 to over $32,000; and in 1840 to $228,635. In 1840 the im-
ports 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 bal-
ance of trade against Chicago, when there is none such in reality.
In 1851, Chicago received-mostly from the Illinois-and exported,
no less than 3,221,317 bushels of corn; also received by lake, mostly
from the lumber districts of Michigan and Wisconsin, 125,000,000 feet
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 results are par-
tially seen in the returns.
In 1851 there were slaughtered and packed, for American and Eng-
lish markets, in Chicago, 21,806 head of cattle. The shipments of
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221
beef during the same year were 52,856 barrels; and it is hardly neces-
sary to say that this beef is of the finest quality, for Chicago beef is at
this day as well known, both in the American and English markets, for
its succulence and tenderness, as if it had been an established article
in the provision trade for centuries, instead of years.
The growth of wool in Illinois is not yet, by any means, developed,
the trade in this article not having been ten years in existence, at the
utmost, yet the exports of 1851 amounted to 1,086,944 pounds.
Over and above these shipments, increased by the addition of 20,000
barrels of pork, there were exported during the year great numbers of
cattle, hogs, and sheep, driven, or transported by railway and steamer,
from the prairies of Illinois to the markets of Buffalo, Albany, and New
York, alive. If these be taken as the results of the first few years of
the grazing business, what may not be expected of the great resources
of these prairie States, when they shall be fully developed and brought
nearer to market by the railway facilities which are already contem-
plated, and perfected by the complete stocking of the grazing lands?
Hemp and tobacco are also large products of this State.
The arrivals at Chicago for 1851 are as follows: steamers, 662;
propellers, 183; schooners, 1,182; brigs, 239 barques, 13; total, 2,279.
Tonnage of the season, inward, 958,600.
The enrolled tonnage of the district on the 30th of June, 1851, was
23,105, being 707 tons steam, and 22,397 tons sail.
The following table will exhibit the quantity and value of the prin-
cipal 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
767,089
15,218
Hemp
pounds
694,783
41,687
Beef
barrels
52,865
370,055
Pork
do
20,522
287,308
Tallow
pounds
1,084,377
65,062
Lard
do
2,976,747
238,140
Hams
do
899,504
81,960
Shoulders
do
650,955
32,548
Hides
number
31,617
88,527
Wool
pounds
1,086,944
326,083
Tobacco
do
482,758
48,275
Timothy seed
barrels
1,670
11,690
Steam-engines
number
15
75,000
Sugar
barrels
709
14,180
Salt
do
3,581
6,371
Reapers
number
552
55,200
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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 unenumerated
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
1,250,560
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
17,00D
Stoves
number
9,742
97,420
Wood
cords
5,924
11,848
Wagons
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
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S. Doc. 112.
223
THE LAKES.
Heretofore the various districts of collection have been presented
separately, with such statistics as were attainable and deemed neces-
sary, 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 iden-
tically the same qualities and facilities-it has been judged best, with
a view to presenting a general and comprehensible synopsis of the va-
rious 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 con-
federacy at large, into one brief summary.
Commencing, therefore, from the easternmost terminus of the lake
country proper, and proceeding in due order westward, the first to be
mentioned is,
LAKE CHAMPLAIN.
This lake lies between the States of Vermont and New York, on the
east and west, and for a small distance, at the northern end, within the
British province of Canada East. It is about 110 miles in length from
north to south, and varies in width from half a mile to 14 miles, with
a depth of water varying from 54 to 282 feet. Its principal feeders
are the outlet of Lake George, at Ticonderoga, the rivers Saranac,
Chazy, Au Sable, Missisquoi, Winooski, and Wood and other creeks.
Its outlet is by the Sorel, Richelieu, or St. John's river, into the St.
Lawrence, some 45 miles below Montreal.
The New York and Vermont shores of this lake are of a character
the most opposite imaginable, that to the eastward being for the most
part highly cultivated, fertile, and well settled, with grazing and dairy
farms, furnishing supplies for a thriving business in produce; while the
counties of New York to the westward, wild, rocky, barren, and rising
into vast mountains intersected by lakes, with little or no bottom lands
and intervales, sends down lumber and iron in vast quantities; above
ten thousand tons of iron ore, nine thousand of bloom and bar, and
nearly three thousand of pig-iron, having passed down the lake and
entered the Champlain canal in 1851.
There 18, 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-
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224
S. Doc. 112.
six millions of dollars. Its licensed tonnage for the same year was
8,130. The avenues and outlets of this lake trade are the Chambly
canal, and Sorel river improvements, to the St. Lawrence river, afford-
ing a free navigation up or down the lakes from the Sault Ste. Marie
to the Gulf of St. Lawrence; and the Champlain canal, uniting at
Waterford with the Erie canal and Hudson river, and thence giving
access to the port of New York and the Atlantic ocean; the Ogdens-
burg railroad, 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 Central railroads, and so proceeds
to Boston and the eastern harbors of the Atlantic; and the White-
hall railroad by Ballston to Troy, whence it has communication, via
the Harlem and Hudson river railroads, with the city of New York—
vast facilities for transportation, to which may be added all the advan-
tages for vessels ascending the lakes, and coasting, possessed individu-
ally by each of the regions lying above it, on the St. Lawrence basin.
LAKE ONTARIO.
This lake is 180 miles in length by 40 miles in average width; its
mean depth is 500 feet, its height above the sea 232, and its area 6,300
square miles; its principal affluent is the outlet of the superfluous
waters of all the great upper lakes, by the Niagara Falls and river.
Its only tributaries of any consequence are, from the Canadian side
the Trent and Credit, and from the State of New York the Black river,
the Oswego, and the Genesee. Its natural outlet is by the channel of
the St. Lawrence, through the thousand isles, and down a steep descent,
broken by many rapids and chutes, to Montreal; and thence without
further difficulty to the ocean.
The shores of this lake on both sides, but more especially on the
southern or New York coast, combine perhaps the most populous, thickly-
settled, and productive agricultural regions of the United States, inter-
spersed at every few miles of length by fine and flourishing towns, and
beautiful villages, resting upon a wheat country-that of Genesee-in-
ferior 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 in-
ternal communication, and especially in the Erie canal, running nearly
parallel to the lake, through their whole length for a distance of three
hundred and sixty-three miles from Buffalo, on Lake Erie, to Albany,
on the Hudson river. The abundant water-power afforded. by the
rivers falling into this side of the lake is turned to much profit for the
flouring both of domestic and imported grain, for transhipment by canal
for New York and the Atlantic harbors.
The avenues and outlets of the lake are as follows:
It is united with Lake Erie by the Welland canal, round the Falls
of Niagara, capable of admitting vessels of twenty-six feet beam, one
hundred and thirty feet over all, and nine feet draught-the heaviest
that can be carried across the flats of Lakes St. Clair above, and St.
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S. Doc. 112.
225
Peters below-and equal to the stowage of three thousand barrels under
deck.
With the Gulf of St. Lawrence it has communication by the La-
chine, Beauharnois, Cornwall, and Williamsburg canals, of superior
capacity even to those on the Welland, constructed to admit the large
lake steamboats plying between Montreal, Kingston, and Ogdensburg.
Besides these, it has the Oswego canal, falling into the Erie canal at
Syracuse; and the Ogdensburg and the Oswego and Syracuse railways,
uniting with the Albany and Buffalo, Great Western, Hudson river,
and Vermont system of railways, having ramifications through all the
New England States, and opening up to it free access to all the more
important harbors on the Atlantic.
In addition to these direct outlets, it of course incidentally possesses
all those opening from Lake Champlain.
The value of the commerce of this lake for 1851 amounted to about
thirty millions, and its 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 42° 52' N. latitude, and
78° 55' and 83° 23' W. longitude, is elliptical in shape; about 265 miles
in length, 50 average breadth, 120 feet mean depth, and 565 feet above
tide-water; 322 above the level of Lake Ontario, 52 below that of
Lakes Huron and Michigan; being the shallowest, and, of consequence,
most easily frozen, of all 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-pro-
ductive almost beyond comparison-of Ohio, containing the beautiful
and wealthy cities of Cleveland, Sandusky, and Toledo. On the west
it is bounded by a portion of the State of Michigan, and on the north
by the southern shore of the rich and highly cultivated peninsula of
Canada West-undoubtedly the wealthiest and best farmed district of
the Canadian province, and settled by an energetic, industrious, and
intelligent population, mostly of North of England extraction and habit,
and differing as widely as can be conceived from the French and Irish
agriculturists of the lower colony.
The whole of the country around Lake Erie is, to speak in general
terms, level, or very slightly rolling, with a deep, rich, alluvial soil,
covered in its natural state with superb forests of oak, maple, hickory,
black walnut, and in certain regions pine, and producing under culti-
vation magnificent crops of wheat, corn, barley, and oats, besides feed-
ing annually vast multitudes of swine and beef-cattle for the eastern,
provincial, and transatlantic marts. No equal amount of land, perhaps,
on the face of the globe, contains fewer sterile or marshy tracts, or more
soil capable of high cultivation and great productiveness, than this
region-as is already evidenced by its large agricultural exports; and
16
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S. Doc. 112.
when it is considered that the portions under cultivation are as yet
comparatively a small part of the whole, while none has probably been
yet brought to the utmost limit of profitable culture, what it may one
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 promonto-
ries-Long Point, Landguard Point, and Point au Pelè-which do
not, however, afford much shelter to shipping.
The tributaries of this lake are: From Canada the Grand river, a
stream of considerable volume, with fine water-power, having at its
mouth the harbor of Port Maitland, probably the best on the whole
lake, and the only one worthy of note on the Canada side. From New
York it receives the Cattaraugus creek, and the Buffalo creek, at the
outlet of which is the flourishing city and fine harbor of Buffalo. From
Ohio it is increased by the waters of the Maumee, Portage, Sandusky,
Vermillion, Black, Cuyahoga, Grand, Ashtabula, and Conneaut rivers,
and by those of the Elk and some other small streams from Pennsyl-
vania. Infinitely its largest and most important affluent is, however,
the wide and deep river of Detroit, which, flowing down-with a rapid
stream and mighty volume of water-a descent of 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 fer-
ries 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 ves-
sels 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 On-
tario, and thence to the St. Lawrence; and by the various improve-
ments 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 im-
portant; many of them already of considerable age, and reflecting
much credit on the early energy and enterprise of the State of New
York, by which they were principally constructed, in order to secure a
precedence in the trade of the great West.
These are, the Welland canal, as described; the Erie canal,
connecting the waters of Lake Erie with the Hudson river, and thus
by direct navigation with the Atlantic; the Erie and Beaver canal,
from Erie, Pennsylvania, to Beaver, on the Ohio, affording access to
Pittsburg and Cincinnati; the Ohio canal, connecting it with the Ohio
river at Portsmouth, one hundred miles above Cincinnati, and again (by
a branch to Beaver) with the same river about forty miles below Pitts-
burg; the Erie and Miami canal, from Toledo to Cincinnati; and the
Wabash canal, connecting the Miami and Erie with the Ohio at Evans-
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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 Co-
lumbus railway, the Columbus and Xenia railway, and the Little Mi-
ami railway, to Cincinnati; the Sandusky and Mansfield railway, con-
necting with the Cleveland and Columbus road at Shelby the Madison
and Lake Erie railroad, from Sandusky city to Springfield, and thence
by the Little Miami railroad, in one connexion, and by the Great Mi-
ami railroad (the Cincinnati, Hamilton and Dayton road) in another, to
Cincinnati; and the Lake Shore railway, destined to be carried to To-
ledo, 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 Missis-
sippi, and Fond du Lac, Winnebago, and Green Bay, on Lake Mich-
igan.
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 lake, which forms the connecting link, by means of the St,
Clair and Detroit rivers, between Lakes Huron, Michigan, and Erie, is
but an inconsiderable sheet of water if compared with the vast 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 ad-
mitting above nine, and in dry seasons not more than seven or eight feet
burden. It receives from the Canadian shore the Thames river, with
some smaller streams, the principal of which is the Chenail Ecartè; 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, affording rank grass as their sole production. From the prin-
cipal 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
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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 De-
troit having been made since 1S47, 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 im-
measurably 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 furnish it, is taken into con-
sideration.
LAKE HURON.
This superb sheet of water lies between Lake Superior on the north-
west, 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, in-
clusive of the Georgian bay, a vast expanse-almost a separate lake-
divided from it by the nearly continuous chain of promontory and
islands formed by the great peninsula of Cabot's Head, the Manitoulin,
Cockburn, and Drummond groups, up to Point de Tour, the eastern-
most cape of northern Michigan. It is said to contain thirty-two thou-
sand islands, principally along the northern shore and at the north-
western end, varying in size from mere rocky reefs and pinnacles to
large and cultivable isles. The surface of Lake Huron is elevated five
hundred and ninety-six feet above the surface of the Atlantic, and de-
pressed forty-five below that of Lake Superior, and four below that of
Michigan. Its greatest depth is one thousand feet, near the west shore.
Its mean depth is nine hundred feet.
It is bounded on the north and east by the Canadian shore, which,
above Goderich, is bold and rocky, carrying a great depth of water to
the base of the iron-bound coast, with an interior country which may
be generally described as a desolate and barren wilderness.
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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
nayal and military station of Penetanguishine, with some unimportant
Canadian settlements on the river Wye, Nottawasauga bay, Owen's
sound, &c., and on the islands westward of it some considerable reserves
of Chippewa and Pottawatomie Indians. Far up the northern shore
are the Bruce mines, under the Lacloche mountains, and opposite to
them the settlement on the fertile and partially cultivated island of St.
Joseph. These are all the signs of cultivation or improvement on the
British side, below the river St. Mary's, on which there is a long,
straggling village, with a fort or station of the Hudson Bay Company,
over against the American village at the Sault. On the west it has the
eastern coast of Michigan, 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 bay and Saginaw bay, the latter of which con-
tains several secure and commodious havens. This lake has no out-
lets of any kind for its commerce, except the natural channel of its
waters, by the river, and across the tlats of St. Clair to the eastward-
no canal or railroad as yet opening on its shores; though it will cer-
tainly not be many years-perhaps not many months-before the great
Western railroad through Canada will open to it, viâ Penetanguishine,
Hamilton, and the Niagara Falls and Buffalo railways, a direct and
very short communication with the Atlantic seaboard-making a saving
of above six hundred miles of distance from the Sault Ste. Marie. By
the straits of Mackinaw it has an outlet to the southward, into Lake
Michigan, and enjoys through it communication, vià Green bay and Lake
Winnebago, the Fox and Wisconsin rivers, with the Mississippi and the
Gulf of Mexico.
LAKE MICHIGAN.
This, which is second of the great lakes in size-inferior only te
Lake Superior-is, in situation, soil and climate, in many respects,
preferable to them all. Its southern extremity running southward, into
fertile agricultural regions, nearly two degrees to the south of Albany,
and the whole of its great southern peninsula being embosomed in fresh
waters, its climate to the southward is mild and equable, as its soil is
rich and productive. It lies between 41° 58' and 46° north latitude,
and 84° 40' and 87° 8' west longitude; is 360 miles in length, and 60
in average breadth; contains 16,981 square miles, and has a mean
depth of 900 feet. On its western shore it has the great indentation of
Green bay, itself equal to the largest European lakes, being a hundred
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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, Plaines, and Chicago rivers,
from Indiana and Illinois; and from the northern peninsula of Michigan,
the Menomonie, Escanaba, Noquet, White-fish, and Manistee rivers.
The lake is bounded to the eastward by the rich and fertile lands of
the southern peninsula of Michigan-sending out vast supplies of all
the cereal grains-wheat and maize especially-equal if not superior
in quality to any raised in the United States; on the south and south-
west by Indiana and Illinois-supplying corn and beef of the finest
quality, in superabundance, for exportation; on the west by the pro-
ductive grain and grazing lands and lumbering districts of Wisconsin;
and on the northwest and north by the invaluable and not yet half-
explored mineral districts of northern Michigan.
The natural outlet of its commerce, as of its waters, is by the straits
of Mackinac into Lake Huron, and thence by the St. Clair river down
the St. Lawrence, or any of internal improvements of the lower lakes,
and the States hereinbefore described.
Of internal communications it already possesses many, both by canal
and railroad, equal to those of almost any of the older States, in length
and availability, and inferior to none in importance.
First, it has the Green bay, Lake Winnebago, and Fox river im-
provement, 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 Mis-
sissippi 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 recipi-
ent of the waters of a line of lakes extending hundreds of miles farther
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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, con-
sisting, 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, unixed with the feeble northern vegeta-
tion of birch, aspen, and other deciduous trees of those regions. Little
of the shores, it is believed, are susceptible of cultivation; and it is
likely, when these wild districts become-as they one day will, beyond
doubt-the seat of a large laborious population, that its inhabitants will
depend mainly for their supplies of food and necessaries, as of luxuries,
on the more genial regions to the south and eastward. The tributary
rivers of this lake are numerous, and, bringing down a large volume of
water, afford superabundant water-power for manufactories the most
extensive in the world, though, from their precipitous descent and
numerous falls and chutes, they can never be rendered navigable for
more than a few miles above their mouths except for canoes; and even
for these, owing to the number and difficulty of the portages, the ascent
is laborious in the extreme.
That these regions will, at no very distant future period, be largely,
if never densely, peopled, may be held certain, since, from the east to
the west the whole southern shore abounds with copper-not, as it is
generally found, in ore yielding a few per cent., but in vast veins of
almost virgin metal, the extent of which is yet unexplored, as it is
probably unsuspected and incalculable. So long ago as when the
French Jesuits discovered these remote and desolate regions, early in
the seventeenth century, these mines were known and worked by the
Indians, who, at that time, possessed implements and ornaments of
copper. They concealed, however, the situation of these mines with a
superstitious mystery; and as instruments and weapons of iron and
steel were introduced among them by the white man, the use of copper
fell into abeyance, and the existence of the mines themselves was lost
in oblivion.
Within a few years there have been rediscovered several mines—
some of which, and those by no means the least productive, have been
discovered within a year or two of this date-which are now in the
full current of successful exploitation. Many more are doubtless yet
to be discovered, as the whole region is evidently one vast bed of sub-
terraneous 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 depos-
ites, are very ably and graphically described in the interesting memoir,
by Dr. Jackson, on the geology, mineralogy, and
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Superior, which is appended to this report, and which, it is believed,
contains most correct and valuable information.
As yet, beyond the mining stations and the village at the Sault, Lake
Superior has no towns or places of business except the points for
shipping the mineral products of her soil, and receiving the supplies
necessary to the subsistence of the men and animals employed in the
exploitation of her treasures. Nor beyond this has she any trade, unless
it be the exportation of her white-fish and lake trout, which are
unequalled by any fish in the world for excellence of flavor and
nutritious qualities.
The only inlet for merchandise, or outlet for the produce of this vast
lake, and the wide regions dependent on it, is the portage around the
Sault, across which every article has to be transported at prodigious
labor and expense; whereas, by a little less exclusive devotion to
what are deemed their own immediate interests, on the part of the
individual States of the Union, and a little more activity and enter-
prise 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 for, the
public lands in those regions.
Geology, Mineralogy, and Topography of the lands around Luke Superior;
by CHARLES T. JACKSON, M. D., late United States Geologist and Chem-
ist, Assayer to the State of Massachusetts, and late Geologist to the States
of Maine, New Hampshire, Rhode Island, and for the public lands of
Massachusetts.
Lake Superior is the largest sheet of fresh water on the face of the
globe, and is the most 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 valua-
ble mining district in North America, with the exception only of the gold
deposites of California.
This great lake is comprised between the 46th and 49th degrees of
north latitude, and the 84th and 92d degrees of longitude, west of
Greenwich. Its greatest length is 400 miles; its width in the middle is
160 miles, and its mean depth has been estimated at 900 feet. Its sur-
face is about 600 feet above the level of the Atlantic ocean, and its bot-
tom is 300 feet below the level of the sea. The ancient French Jesuit
Fathers, who first explored and described this great lake, and published
an account of it in Paris in 1636, describe the form of its shores as
similar to that of a bended bow, the northern shore being the arc, and
the southern the cord, while Keweenaw Point, projecting from the
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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 much
fidelity as most of the common maps of our own day, and proves
that those early explorers were perfectly familiar with its shores, and
knew how to make geopraphical surveys with considerable exactness.
Reference to a former report to the government of the United States,
by myself, (31st Congress, 1st session, Ex. Doc. No. 5, part 3d, Wash-
ington, 1849,) fully demonstrates how much was known to the early
French explorers, of the geography and mineral resources of Lake
Superior and the regions circumadjacent; and that report will be found,
notwithstanding some omissions and interpolations, 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 beet-
ling crags oppose themselves to the surges of this mighty lake, and
threaten the unfortunate mariner, who may be caught in a storm upon
a lee-shore, with almost inevitable destruction. Small coves, or boat-
harbors, are abundantly afforded by the myriads of indentations upon
the rocky coast ; and there are a few good snug harbors for vessels of
moderate capacity, such as steamboats, schooners, and the like. Isle
Royale, though rarely visited by the passing vessels, affords the best
harbors. Keweenaw Point has two bays in which vessels find shelter,
viz Copper harbor and Eagle harbor. Adequate protection may be
found from the surf under the lee of the Apostle islands, at La Pointe ;
and there is tolerable anchorage at the Sault de Ste. Marie, the port of
embarcation upon St. Mary's river, at the outlet of the lake.
There are but few islands in Lake Superior; and in this respect it
differs most remarkably from Lake Huron, which is thickly dotted with
isles and islets, especially on its northern shore.
Owing to the lofty crags which surround Lake Superior, the winds
sweeping over the lake impinge upon its surface so abruptly as to raise
a peculiarly deep and combing sea, which is extremely dangerous to
boats and small craft. It is not safe, on this account, to venture far out
into the lake in batteaux; and hence voyageurs generally hug the
shore, in order to be able to take land in case of sudden storms.
During the months of June, July and August, the navigation of the lake
is ordinarily safe; but after the middle of September great caution is
required in navigating its waters, and boatmen of experience never
venture far from land, or attempt long traverses across bays. Their
boats are always drawn far up on the land at every camping-place for
the night, lest they should be staved to pieces by the surf, which is
liable at any moment to rise and beat with great fury upon the beaches.
The northern or Canadian shore of the lake is most precipitous, and
consequently most dangerous to the navigator. On the south shore,
again, the sandstone cliffs which rise in mural or overhanging preci-
pices, directly from the water's edge for many miles, afford no landing-
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S. Doc. 112.
places. This is the case especially along the cliffs at the Pictured
Rocks, and on the coast of Keweenaw bay, called Anse 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 394° or 40° F., which is that of water at its maximum density.
It is known that Lake Superior never freezes in the middle, nor any-
where except near its shores, from which the ice very rarely extends to
more than ten or fifteen miles distance. Occasionally, in severe win-
ters, 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 some-
times 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 depos-
ited upon the shore at distant places; but even animals, such as squir-
rels, rabbits, deer, moose, caribou, and bears, have thus navigated
the waters of Lake Superior, and been landed on islands to which
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235
they could not otherwise have gained access. The mouth of every
river on the lake shore reveals, by the debris brought down by ice in
the spring freshets, the nature of the rocks and minerals which occur
in its immediate banks or bed; and thus indicates to the explorer the
proper places where to search for ores or metals.
The early French explorers noticed the fact of the transportation of
masses of native copper and rock by drift-ice, but they made no use of
these facts to discover the native deposites of metals in the rocks which
border on the rivers. It was by following the hint drawn from these
traces that my assistant and myself were enabled, in 1844 and 1845,
to discover, and make known to the country, those valuable mines,
which have so astonished the world by their metallic contents, and
which subsequently induced the government of the United States to
undertake a geological survey of that territory, with the conduct of
which I was charged by the Hon. Robert J. Walker, late Secretary of
the Treasury, and which I effected, so far as it was possible to do so,
before my labors were brought to an abrupt conclusion, by circum-
stances over which I had no control.
To the construction of a canal around the falls of the Sault Ste. Ma-
rie, 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. Ves-
sels 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 over-
estimated, 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 wilder-
ness, 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-
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S. Doc. 112.
son's bay flowing into the United States, through Lake Superior and
our other great lakes and rivers. For that great bay is but filteen 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 Hud-
son'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 in mind that there are deposites of na-
tive 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 rock is determined
to be the equivalent of those of Eifel, as has been fully proved by Mons.
Jules Marcou, the geologist sent to the United States by the govern-
ment of France, to make collections for the Museum of Geology in the
Jardin des Plantes of Paris. These Devonian rocks, like those of Mack-
inac, have been mistaken by two geologists who have reported upon
this district, for Siberian limestones; by whom the geological position
of the sandstone of the Sault Ste. Marie has also been mistaken, in
their supposing that it passed beneath these Devonian rocks, when it
in reality is above them, as it is seen to rest horizontally around Silu-
rian limestone, near Sturgeon river, on Keweenaw Point, beneath which
it cannot pass, considering the fact that the limestone in question has a
dip of thirty degrees from the horizon, while the sandstone at that place
is quite horizontal.
It is obvious, then, that the red and gray sandstones of Lake Superior
are above Devonian rocks, and therefore cannot be older than the coal
formation; while from their lithological characters they appear to belong
to the Permian system of Verneuil and Murchison. Above the Sault
we see these red and gray sandstones dipping at a gentle angle into the
lake, showing that they do in fact dip directly opposite to the direction
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that would be required to make them dip beneath the limestone on
St. Mary's river.
This question is one of some importance; since, if the sandstones of
Lake Superior were, as has been erroneously alleged, of the Potsdam
group, they would be out of all accordance with the ascertained facts
of geological science, and would break into the system of the best
known laws of elevation of strata and of order of super-position.
In point of fact the sandstones of Lake Superior are the exact equiva-
lents of those of Nova Scotia, where trap-rocks of the same age as
those on Lake Superior pass through it and produce precisely the same
results as I have already described in my reports on the geology and
mines of Lake Superior, bearing in the same way more or less native
copper, with occasional particles of silver. Now, Potsdam sand-
stone 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 pro-
duce the most mischievous results. On this account, I have thought
proper to notice an error which would not otherwise be worthy of refu-
tation.
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 mount-
ain masses of excellent specular iron ore and magnetic iron ore mixed.
These mountains of iron ore were originally explored under my direc-
tions, 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. Wm. 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 Su-
perior, and will become of great value at some future day, when
there shall be facilities for transportation of the ore to the coal districts
of Ohio.
The granitic and sienite rocks occupy a considerable tract of land
which has not yet been explored, and has only been run over by the
linear surveyors, who have brought out fragments indicating the country
to the westward of the sandstone, on the coast, to be crystalline; but
the geological relations of the two rocks have never been ascertained,
nor have their mineral contents been seen by any one.
Following the coast to l'Anse, or Keweenaw bay, we find on the
south side of that bay large beds of slate rocks, some of which are good
novaculite or whetstone slate. On the northern side of the bay we find
a long series of cliffs of red sandstone perfectly horizontal, or at most
wavy, extending all the way to Bête Gris. This sandstone, as before
observed at Sturgeon river, surrounds a mass of Silurian limestone con-
taining shells, known as the Pentamerus oblongus, one of which I dis-
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covered in a piece of the limestone brought to me by one of my assist-
ants in 1848.
At Lac la Belle and at Mt. Houghton the trap-rocks occur, and ride
over the sandstone strata after passing between their layers; and at
Mt. Houghton the igneous agency of this trap-rock has changed the fine
sandstone into a kind of jasper.
At Lac la Belle, on Bohemian mountain, we have regular veins of
the gray sulphuret of copper, containing a certain proportion of sulphuret
of silver. Mines have been opened on this hill, but have not thus far
proved successful, since the ore requires preparation by machinery not
yet to be procured in that region.
Lac la Belle is a most beautiful sheet of water, bordered by mount-
ains 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 trap-
rocks, and on the shore in the form of rolled pebbles.
Doubling the cape, we soon pass Horseshoe cove and reach Copper
harbor, the site of Fort Wilkins, and one of the first places where cop-
per 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 con-
glomerate 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 sil-
ver. 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 capper mines in the coun-
try. 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
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branch of Eagle river. This vein, when first discovered, was far from
disclosing its real value. A perpendicular vein of prehnite, six inches
wide at the top of the cliff, was observed to contain a few particles of
copper and silver, not amounting to more than two per cent. of the
mass. About half way down the cliff this vein of prehnite was found
to be a foot and a half wide, and contained five and a half per cent. of
copper and some silver. It was thought worth while to drive a level
into the lower part of the cliff, where, according to the rate of widening
of the vein, it ought to be from two to three feet wide. This was done
at my suggestion, and a magnificent lode of copper was disclosed
many lumps of solid copper of several hundred weight being found
mixed with the vein-stone. On sinking a shaft at this point the solid
metallic copper was soon found to occupy nearly the whole width of
the chasm, and immense blocks of copper are now taken from this vein
by the miners, who are working levels 300 or more feet below the
mouth of the shaft. Large quantities of lumps of copper called barrel
ore, and rock rich in smaller pieces of copper, mixed with silver, are
now raised, this last being called stamp ore, and worked by stamping
and washing the ore. From this stamp work about five thousand dol-
lars' 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 separa-
tion qf 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 com--
menced some years ago, is at present in successful operation, and will
add much to the exports of copper from the lake.
The Lake Superior Copper Company, which was the first that engaged
in those mining operations that gave value to this district, opened its
first mines on Eagle river in 1844. Under the very unfavorable state
of things which then existed in the savage and uncivilized state of the
country, and after two or three years' labor, they very unfortunately
sold their mines, at the precise moment when they were upon the vein
that now has been proved to be so very rich in copper and silver.
The Phoenix Copper Company, formed of the remains of the Lake Su-
perior Company, opened these mines anew and now these give ample
encouragement to the new adventurers, who will doubtless reap their
reward in valuable returns for their labor and 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 Com-
pany, is also engaged in working valuable veins of native copper and
silver, and has sent some of their metals to market.
The Northwest Company has a valuable 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.
Digitized by Google
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 valu-
able one, but it was not opened at the time I made my surveys. I
obtained fine specimens of copper and silver from this vein, and sent
them to Washington, with the large collection I made for the United
States government, and they are now to be seen with my collection in
the Smithsonian Institute.
A full and minute descriptive catalogue of the collection I made for
the United States government was sent by me, as a part of my report,
to the late Secretary of the Interior; but it has not been printed,
though it was the most valuable part of my report, and is absolutely
necessary for the full understanding thereof, and for learning the
nature, locality, and value of each specimen in the collection made
by me.
The rocks which contain native copper, on Keweenaw Point, are of
that kind called amygdaloidal trap, which is a vesicular rock, formed
by the interfusion of sandstone and trap-rock, and is the product of
the combination of the two gaseous bubbles, or aqueous vapors, which
have blown it into a sort of scoria at the time of its formation. It is
in this rock that we find the copper-bearing prehnite and other vein-
stones peculiar to the copper lodes. In Nova Scotia the same facts
were observed by Mr. Alger and myself, only that there the copper is
more abundant in the brecciated trap, or a trap tuff, which lies below
the amygdaloid. Prehnite does not occur in Nova Scotia trap, but in
its stead we find analcime, laumonite, and stilbite, as the minerals
accompanying the native copper.
On Isle Royale we have phenomena similar to those observed on
Keweenaw Point: long belts of trap-rock, with bands of a con-
glomerate of coarse water-worn pebbles, and strata of find red sand-
stone.
The trap-rocks rest on the strata of sandstone, after passing between
thin strata; and at the line of contact, and for a considerable distance,
we have an amygdaloidal structure developed. It is probable that
the trap-rock was poured over the sandstone strata while the whole
was submerged, and that other beds of sandstone were deposited upon
it; so that if this was the case, we should have a succession of
deposites; but in some places it appears as if the trap had elevated
the strata, and pushed itself through the sandstone by main force.
Whatever may be the theory of this, it is certain that the strike of the
strata and the direction of the included trap-rock are the same. On
Keweenaw Point we have veins cutting across the general direction of
the strata, and, of course, of the trap range, or, as the miners call it,
" across the country;" while on Isle Royale the copper veins more fre-
quently run parallel with the trap ranges, or with the country."
On Isle Royale, as near the Ontonagon river, on the south shore of
Digitized by Google
S. Doc. 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 the natural joints of the rock, with occasional
masses or lumps of considerable magnitude. Near Rock Harbor, on
Isle Royale, at a place called Epidote, and at another called after the
most abundant mineral found in the veins, granular and compact
epidote are the prevalent rocks accompanying the native copper. So,
also, at Scovill's Point the same associations prevail in the cupriferous
veins.
The most important and productive mines of native copper on Isle
Royale have been opened on the north side of the island; but still the
explorations have been too limited to allow of our judging of the
value of the numerous veins upon that remarkable island. At Wash-
ington 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 amethystus,] and white-
fish, 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 inland towns
near their borders. To the poor Indian the bounties of the great lakes
are of vital importance, for, without the fish, the native tribes would
soon perish. Game has become exceedingly scarce in these thickly
wooded regions, only a few bears, rabbits, and porcupines, and some
partridges, being found in the woods, and ducks in moderate numbers
upon. the waters.
Agriculture has scarcely begun to tame the wilderness in the
vicinity of the copper mines, and the only crops raised are potatoes
17
Digitized by Google
24%
S. Doc. 112.
and a few hardy northern esculents. Small cereal grains-speh
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
amall natural prairies or to dried up ponds. Judging from the luxu-
riant growth of forest trees-such as the maple, yellow birch, and other
trees common to Maine and New Brunswick-we should judge that
the soil was as good on the shores of Lake Superior as in that State
and province.
Those who have only viewed the immediate coast of the lake, es-
pecially that now densely covered with a tangled growth of small,
stunted spruce and fir trees, would be likely to undervalue the agri-,
cultural 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 agricul-
tural produce raised upon the soil.
The forests also are filled with excellent timber for building pur-
poses; and, where the growth is of mixed trees, such as sugar-maple,
yellow birch, and pines, the white and yellow pines are of large di-
mensions, 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 import-
ance; and that time will arrive the sooner if the ship canal now pro-
posed at the Sault de Sainte Marie shall be constructed within any
reasonable time.
The northern or British shore of Lake Superior has as yet been but,
little explored, either geologically or for minerals. One mine of blende,
or sulphuret of zinc, richly mixed with spangles of native silver, and a
vein of sulphuret of copper, have been discovered at Prince's bay, on
the north shore, not far from Isle Royale. I know not what progress
has been made in developing the ores of this mine, but at the time
when I examined it, in 1847, it gave promise of rich returns. As
a general thing the copper on the northern shores is mineralized by
sulphur, and occurs as yellow copper pyrites, or as gray or black
sulphurets of copper, while the copper on the south shore and on Isle
Royale is mostly in the metallic state, and all the valuable working-
mines are there opened for the native metal. This is a remarkable.
reversion of the usual 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 1844, 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.
Digitized by Google
St Doc. 112.
243
One of the most remarkable associations of metals is here observed
in the intermixture of pure silver with pure copper, the two metals
being perfectly united without any alloying of one with the other.
This singular condition of these two metals has puzzled chemists and
mineralogists; and the solution of the problem of their mode of 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,
for we know of no volatile salt, or combination of that metal. This
subject, which has occupied much of my time for several years, will be
explained more fully at a future time, in a paper addressed to scien-
tific men, as it does not form a suitable subject for a mere popular
essay like the present communication; and, as before observed, is still
an uncompleted study.
The rocks known to belong to the cupriferous formation of Lake
Superior are all of igneous formation, or have been thrown up from
the unknown interior of the globe in a molten state, and in long rents,
having a somewhat crescentic shape, with the curve toward the north
and west; the radius of the arc not being far from thirty miles in length
on Keweenaw Point. The average width of this belt is not more than
five miles, while its length is not less than two hundred miles. The
Keweenaw belt of trap runs by the Ontonagon river, narrowing to only
a mile in width in some parts of its course, and then widening rapidly
as it extends into Wisconsin.
On the Ontonagon river it is about four miles wide; and it is there
highly cupriferous, several important veins, now wrought by mining
companies, having been discovered by the miners in their employ,
on this river and in its vicinity. The Minnesota mine has been, thus
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
surveys which I made on Keweenaw Point, in 1844 and 1845, proved it
to be true also in that region; so that it is a law now well known to the
miners upon the Lake Superior land district. It was discovered, also,
that the copper dies out in the veins when they cut through sandstone
rocks. The reason for this I have discovered, and proved by experi-
ment and observation, and shall farther verify when ordered to com-
plete my government survey of the mineral lands of the United States
in Michigan.
Much may be expected from the explorations now going on upon the
northern shore of the lake, under the authority of the Canadian govern-
ment, since the wisdom of that province has perceived the importance
of rendering her researches and investigations into the mineral treasures
of her soil the most effectual and complete, and has consequently
intrusted them to men the most thoroughly competent to the task.
Digitized by Google
244
S. Doc. 112.
Experienced miners are often good observers, and to them we owe
much valuable observation; but they are not often sufficiently acquainted
with geology and mineralogy to enable them to judge of the value of a
mine in a country with which they are not familiar ; and they cannot
describe what they discover so as to make their observations intelligible
or valuable to others. Miners are good assistants, but poor principals,
in any geological survey. Hence the British government employs her
most learned and practical geologists in her surveys in Canada, and
allows them time and means to accomplish in a proper manner their
important work.
On the northern shores of the lake, as before observed, we find most
commonly the ores of copper; while in the trap-rocks, on the south
side, the metal occurs in its pure metallic state. The ores which have
been found on Lake Huron already promise to give ample profits to the
owners of the mine; and other localities are known, where there is a
reasonable prospect of successful mining, on the northern borders of
Lake Superior.
Trade will spring up between us and our Canadian neighbors as soon
as their shore becomes inhabited, and, it is to be hoped, will prove of
reciprocal advantage to the two countries.
C. T. JACKSON.
THE LAKES.-GENERAL VIEW.
This is a brief and rapid outline of a country, and a system of
waters, strangely adapted by the hand of Providence to become the
channel of an inland navigation, unequalled and incomparable the
world over; through regions the richest of the whole earth in pro-
ductions 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 inac-
cessible as the steppes of Tartary or Siberia, and the value of the
productions whereof must have been swallowed up in the expense of
their transportation.
And this country, these waters, hitherto so little regarded, so sin-
gularly 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
Digitized by Google
S. Doc. 112.
245
and thirty-eight thousand nine hundred and fourteen tons of sail,
or an aggregate licensed tonnage of two hundred and fifteen thousand
nine hundred and seventy-five tons.
In the prosecution of this commerce, it would appear, as nearly as
can be ascertained, that there was entered an aggregate at all the lake
ports together, of 9,469,506 tons during the season; and cleared at
the same ports 9,456,346 tons-showing an average of nearly forty-
four entrances of the whole lake tonnage during the season.
Of the above amount of commerce the value of $314,473,458 went
coastwise, and $12,119,877 Canadian or foreign.
The returns of the coasting trade are, it is true, very imperfect and
unsatisfactory, as are also the estimates founded upon them; but, as
approximations only can be arrived at under the circumstances, the
best use has been made of the returns received; and the results arrived
at cannot but appear strange to those not immediately conversant with
the character of the lake trade.
According to these estimates the coasting trade is divided into ex-
ports, $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 versă. Products of
agriculture, the forests, and the mines, are easily valued at a correct
rate; whereas one great division of articles of importation, classed as
merchandise, including everything from the finest jewelry and choicest
silks to the most bulky and cheapest articles of grocery, can scarcely
be reduced to a correct money value.
The discrepancy, then, arises from the valuation of the articles per
ton being fixed at too high a figure at one port, or too low at another.
Which valuation is the more correct, it is impossible to ascertain under
the present system of regulations.
Taking the lowest estimate, the actual money value of the coastwise
exports of these lakes is $132,000,000, in round numbers, being the
mere value of the property passing over the lakes, without including
passage money, passengers carried, cost of vessels, expenses of crews,
or anything in the least degree extraneous.
The amount of grain alone which was transported during the season
of 1851, amounted to 1,962,729 barrels of flour, and 8,119,169 bushels
of wheat-amounting to what equals an aggregate of 17,932,807 bushels
of wheat; 7,498,264 bushels of corn; 1,591,758 bushels of oats; and
360,172 bushels of barley; in all 27,382,801 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 now growing, which surround the lakes on almost every side. And
the like may be predicated of the exploitation of the mines, the prosecu-
tion of the fisheries, and the bringing to light of all natural resources-
facilities of transportation causing immigration, immigration improving
cultivation and production, and these two originating commerce, and
multiplying a thousand-fold the wealth, the rank, and the happiness of
the confederacy.
Digitized by Google
No. 1.-Statement exhibiting the trade and tonnage, American and Canadian, the tonnage enrolled, and the amount of duties collected,
in each of the collection districts on the lakes, and the aggregates of the whole lake commerce, for the year ending Dec. 31, 1851
246
COASTING TRADE.
CANADIAN OR FOREIGN TRADE.
Exports.
Names of the several collection districts, com-
mencing at the east and proceeding west.
Exports.
Imports.
Domestic pro-
Foreign mer-
Foreign merchan-
Aggregate ex-
duce.
chandise.
dise entitled to
porte.
drawback.
Value.
Value.
Value.
Value.
Value.
Value.
Vermont
Vt
Champlain
}
$20, 858, 426
$3, 455, 194
N.Y
-
$458, 006
$108,712
$200, 854
$767, 572
375,549
267,587
105,866
749,002
Oswegatchie*
do
918,587
2, 424, 145
252,050
98,424
268, 174
618,648
Cape Vincent
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, 2,291,911
654,765
261,135
3,207,811
Genesee
do
445,967
335,708
131,979
913,654
Doc. 112.
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
12,026,497
22,804,159 22,
284,946
284,936
Sandusky
do
6,459,659
15,985,357
99,088
99,088
Digitized by
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
Wis
4,564,797
19,560,713
Chicago
Ill
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 enastwise exports from this district been valued at the same price per ton, in the article of merchandise, which ruled in the valuation of some other
districts, the amount of exports would have been increased by the cum of $2,795,269, or fully three hundred per cent,
STATEMENT-Continued.
CANADIAN OR FOREIGN TRADE:
Imports.
Names of the several collection districts, com-
mencing at the east and proceeding west.
Aggregate trade
Aggregate
Foreign goods and
Foreign goods and
Foreign goods and
Aggregate im-
with foreign
amount of due
produce free of
produce in bond.
produce paying
ports.
countries.
ties collected.
duty.
duty.
Value.
Vulue,
Value.
Value.
Value.
Vermont
Vt
$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
Backett'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
S. Doc. 112.
Genesee
do
49,040
49,040
962,694
10,539
Niagara
do
10,904
93,081
103,985
689,769
19,957
Buffulo
do
20,272
100,490
386,744
507,506
1, 181, 454
92,357
Presque Isle
Pa
3,020
435
3,455
18,870
89
Cuyahoga
Ohio
360,634
360,634
645,570
93,784
Bandusky
do
75,628
75,628
174,716
5,759
Digitized by Google
Miami
do
26,470
96,470
92,774
7, 519
Detroit
Mich
98,541
98,541
213,555
23,034
Mackinse
do
3,967
3,967
3,967
818
Milwaukie
Wis
Chicago
Ill
5, 811
5, 8t1
121,996
1, 386
Grand totals
94, 464
1, 593, 324
2, 224, 359
3, 912, 147
12,119,877
493,475
247
STATEMENT-Continued.
248
AGGREGATE OF
TONNAGE.
LAKE TRADE.
Names of the several collection districts, commencing at the east
Enrolled.
Entered.
Cleared.
and proceeding west.
Grand total of the
lake commerce,
1851.
Steam.
Sail.
Foreign and
Foreign and
coasting.
coasting.
Value.
Tons.
Tons.
Tons.
Tons.
Vermont
Vt
Champlain
N.Y
~~
$26, 390, 895
an
3, 240
692
917
3,291
~~
197,500
197,500
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
S. Doc. 112.
962,694
429
257
212,794
212,794
Niagara
do
1,360,087
100
506
425,660
425,660
Buffalo
do
89,268,537
92,438 22,
23,620
1,536,089
1,561,441
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
Digitized by Google
Milwaukie
Wis
24,125,510
287
2,659
1,250,000
1,250,000
Chicago
III
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 frontier, 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
177
Sackett's Harbor
104
486
18
424
347
S. Doc. 112.
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
Miami
313
Digitized by Google
1,306
Detroit
286
1, 181
60
1, 653
2,761
161
2,421
Mackinaw
64
264
187
243
Milwaukie
Chicago
Total
128,065
637,833
2,791
101,603
17,158
16,644
72,282
6,550
11,470
1,473
30,145
249
STATEMENT-Continued.
250
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, 23,511
14,543
Genesee
989
4,070
17
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
S. Doc. 112.
Presque Isle
Cuyahoga
2, 401
7,267
3,097
1,333
Sandusky
40
85
38
22
Miami
4,711
1,931
Detroit
1,672
5,692
450
250
2, 404
490
6,315
3,356
Mackinac
399
799
15
45
Milwaukie
Digitized by Google
Chicago
80
317
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
S
Oswegatchie
1,201
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
Oswego
53,950
19,300
60,418
22,134
11,476
2,361
5,050
311
Genesee
1,164
491
Niagara
1,157
573
138
42
87
5
3, 655
395
Buffalo
87
35
1,355
418
4,894
366
Doc. 112.
Presque Isle
5
2
Cuyahoga
264
68
3,000
378
Sandusky
Miami
1, 225
646
Detroit
906
376
1,079
18,852
952
696
147
255
23
Digitized Meckins Milwanke Chicago by Google
Total
56,878
55,279
89,296
32,675
34,282
7, 685
573,633
29,050
71,300
5,442
251
STATEMENT-Continued.
252
AGRICULTURE AND MANUFACTURES.
Districts.
Butter.
Wool.
Flax seed.
Clover and grass 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
707
5, 029
9,851
1,307
5,770
$4,428
2,609
Oswegatchie
1,716
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
Genesee
129
1,080
64,447
10,217
470
Niagara
74
652
95,604
13,404
1,535
3,734
26
158
Buffalo
129
1,191
115,878
18,068
581
S. Doc. 112.
Presque Isle
Cuyahoga
2,200
422
6
4
72
Sandusky
Miami
Detroit
253
1,541
20,551
3,044
959
Mackinac
2
20
Milwaukie
Digitized by Google
Chicago
Total
5,297
40,920
539, 063
80,810
5,770
4,428
20,166
12, 373
1,732
6,252
STATEMENT-Continued.
AGRICULTURE AND MANUFACTURES.
Districts.
Horses.
Cattle.
Sheep.
Swine.
Beef and pork.
No.
Value.
No.
Value.
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
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
S. Doc. 112.
Presque Isle
1
20
Cuyahoga
5
228
1
10
Sandusky
6
163
14
247
Miami
Detroit
350
11,073
347
4,189
Mackinac
3
70
92
1, 337
71
106
6
57
Milwaukie
Digitized by Google
Chicago
4
220
2
35
Total
6,189
167,397
11,752
111,328
19,283
17,552
4,379
7,185
542
4, 469
253
STATEMENT-Continued.
254
PRODUCTS OF MINES.
MISCELLANEOUS.
Districts.
Railroad iron.
Pig and bar iron.
Coal.
Salt.
Hides,
Unenumer-
skins, &c.
ated.
Total value.
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
677
2,266
61,358
Sackett's Harbor
2, 045
49,476
3
42
316
756
56,119
Oswego
6
143
2,377
20,480
1,784,412
Genesee
306
13,862
49,040
Niagara
1,732
8,409
103,985
S. Doc. 112.
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
964
75
26,470
Detroit
1,801
46,423
239
857
524
9,720
98,541
Mackinac
856
3,967
Milwaukie
Digitized by Google
Chicago
166
1, 688
17,024
2,799
752
5,811
Total
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, &o.
Furs, &o.
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
S. Doc. 112.
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
1,950
1,150
26
390
Buffalo, N. Y
4,450
4,375
372
4,609
57,062
10,791
Presque Iale, Penn
Cuyahoga, Ohio
Sandusky, Ohio
Digitized by Google
Miami, Ohio
Detroit, Mich
221
327
69
276
Mackinac, Mich
Milwaukie, Wis.
Chicago, III
Total
74,875
55,064
2,646
16,981
1,388
504
193,012
41,004
1,310
6,510
255
STATEMENT-Continued.
256
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
1,246
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
S. Doc. 112.
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
13,600
1, 014
1,750
170
Mackinac, Mich
Milwaukie, Wis
Chicago, Ill
4,024
48, 915
20
60
635,800
35,752
1,450
146
Digitized by Google
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.
18
Districts.
Hides and skins.
Wheat.
Corn.
Rice.
Other grain.
Fruits.
Hops.
Number.
Value.
Bushels.
Value.
Bushels.
Value.
Pounds.
Value.
Bushels.
Value.
Value.
Value.
Vermont, 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
4,066
Cape Vincent, N. Y
2,558
1,148
Sackett's Harbor, N. Y
39
Oswego, N. Y
209,732
28,366
412
340
5, 640
$2,820
139,500
11,039
2,617
$2,321
Genesee, N. Y
Niagara, N. Y
8,813
847
12,295
543
35
Buffalo, N. Y
8, 742
5,399
S. Doc. 112.
Presque Isle, Penn
Cuyahoga, Ohio
183,906
129,453
103,540
44,741
Sandusky, Ohio
32
48
121,672
80,605
Miami, Ohio
8,000
3,340
Detroit, Mich
2,862
2,146
3,075
907
Mackinac, Mich
Milwaukie, Wis
Digitized by Google
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
257
STATEMENT-Continued.
258
AGRICULTURE.
MANUFACTURES.
Districts.
Tobacco.
Hemp.
Broom-corn.
Other articles of
agriculture.
Pounds.
Value.
Wood, and manu-
factures.
Iron, and manu-
factures.
Cotton, and manu-
factures.
Wool, and manu-
factures.
Pounds.
Value.
Tons.
Value.
Dry goods.
Furniture.
Vermont, Vt.
274,993
$35,433
30,000
$1,970
$570
$5,599
$75,847
$108,977
$49,887
$31,230
$3,265
Champlain, N. Y
410,092
41,317
22,000
1,340
3, 648
53,507
63,932
8,137
37,240
6,146
Oswegatchie, N. Y
206,784
41,971
44,000
2,702
17
$745
340
2,183
40,335
28,702
42,243
8,524
7,985
Cape Vincent, N. Y
2,645
3,900
Sackett's Harbor, N. Y
289
4, 605
10,397
137
150
Oswego, N. Y
799,180
165,827
20,400
1,319
1,850
5,688
174,087
84,736
213,555
11,041
13,828
Genesee, N. Y
25,000
3,030
256
4, 982
17,629
29,884
71,840
92,776
56,799
12,816
6,122
S. Doc. 112.
Niagara, N. Y
87,882
9,785
164,367
9,761
484
8,317
6,294
18,277
10,797
5,571
7, 291
Buffalo, N. Y
49,259
10,177
50
1,808
22,744
94,245
107,554
13,787
Presque Isle, Penn
1,480
35
30
Cuyahoga, Ohio
Sandusky, Ohio
564
Miami, Ohio
Detroit, Mich
7,129
4,877
2, 130
945
Mackinac, Mich
Digitized by Google
Milwaukie, Wis
Chicago, Ill
52,000
2,602
1,109
688
175
200
Total
1,853,190
307,540
332,767
19,694
807
15,852
21,787
86,502
453,739
402,447
376,192
217,013
51,313
STATEMENT-Continued.
MANUFACTURES.
NATURAL.
Districts.
Leather, and man-
Books and sta-
tionery.
Drugs and medi-
cines.
Spirits, distilled.
Tobacco manufac-
Coal.
tures.
Groceries, &c.
Glass, and manu-
Earthen and stone-
Stone, lime, clay,
Salt.
Unenumer-
Total.
ufactures.
factures.
ware.
and gypsum.
ated articles.
Value.
Value.
Vermont, Vt
$26,189
$13,296
$5,767
$1,125
$1,346
$6,127
$3,615
$645
$3,177
$541
$47,770
$458,006
Champlain. N. Y
26,368
7, 664
1,150
2,080
5,720
2, 583
101,538
375,549
Oswegatchic, N. Y
17,314
3, 849
541
2,179
12
8, 611
1,950
150
369
141
13,281
252,050
Cape Vincent, N. Y
14,313
3,460
33, 189
Sackett's Harbor, N. Y
596
1, 143
22
3,158
21,980
Oswego, N. Y
55,942
12,846
13,248
4,868
23,955
8, 625
48,902
5,194
20,084
$87,192
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
S. Doc. 112.
Niagara, N. Y
10,544
6,504
1,522
2, ,910
10,530
239
288,948
426,761
Buffalo, N. Y
23,427
17,167
10,393
2,286
56,990
9, 919
4,257
2, 272
2,793
71,245
498,841
Presque Isle, Penn
13,741
15,415
Cuyahoga, Ohio
293
3,652
93
8,270
8,024
284,937
Sandusky, Ohio
6
24
156
99,088
Miami, Ohio
66,304
Detroit, Mich
2, ,260
223
382
1,302
1, 172
13,812
109,690
Digitized by Google
Mackinac, Mich
Milwaukie, Wis
Chicago, Ill
33
25
122
116,185
Total
174,212
93,929
42,695
12,395
27,393
96,589
94,581
6,282
48,611
91,123
48,814
1,807,993
5,495,873
259
No. 4.
260
Statement showing the value of some of the principal articles of foreign merchandise exported from the collection districts on the lake
frontier to Canada during the year ending December 31, 1851.
FREE GOODS.
MANUFACTURES AND AGRICULTURE.
Districts.
Tea.
Coffee.
Oils, sperm,
Oils, palm
Wine.
Brandy.
Drugs and
Toya.
etc.
and olive.
medicines.
Pounds.
Value.
Pounds.
Value.
Value.
Vermont
Vermont
376,767
$100,703
85, 423
$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
S. Doc. 112.
Oswego
do
825,606
423,057
359,512
37,220
1,335
11,416
2,984
859
Genesee
do
32,480
9,992
143
1,396
Niagara
do
131,328
50,445
37,314
3,704
1,367
1,359
543
443
Buffalo
do
143,457
63,880
46,849
4,470
152
127
5,391
1,261
Presque Isle
Pennsylvania
Cuyahoga
Ohio
Sandusky
do
Miami
do
Digitized by Google
Detroit
Michigan
16,380
4,302
6,560
386
Mackinac
do
Milwaukie
Wisconsin
Chicago
Illinois
Total
2,429, 019
915,607
638,525
77,680
8,046
24,552
4,910
11,997
5,800
STATEMENT-Coptinted
MANUFACTURES AND AGRICULTURE.
Districts.
Dyes.
Sugars.
Groceries not
Oranges.
Lemons.
Raisins.
Fruits.
Cigars.
Nuts.
Pepper
enumerated.
Value.
Vermont
Vermont
$837
$29,079
$2,452
$2,605
$3,481
$2,632
$1,312
$725
Champlain
New York
3,395
24,399
5,661
3,291
2,582
6,340
2,926
3,540
Oswegatchie
do
96
9, 954
556
3,306
715
839
Cape Vincent
do
Seckett's Harbor
do
Oswego
do
1,735
107,526
5,850
8,626
5,563
7,572
180
490
Genesee
do
Niagara
do
$2,490
5
1,747
46
S. Doc. 112.
Buffalo
do
468
6, 009
315
$343
743
1,191
229
473
302
Presque Isle
Pennsylvania
Cuyahoga
Ohio
Sandusky
do
Miami
do
Detroit
Michigan
247
58
226
57
5
54
Mackinac
do
Milwaukie
Wisconsin
Digitized by Google
Chicago
Illinois
Total
6,778
176,967
14,834
343
3,233
19,250
12,627
19,130
4,942
5, 111
261
STATEMENT-Continued.
262
MANUFACTURES AND AGRICULTURE,
Districts.
Earthen
Jewelry.
Hardware.
Manufact's
Manufact's
Manufact's
Dry goods.
Hides & leath-
Unenum'rated
Total,
ware.
of wool.
of cotton.
of silk.
er manufac's.
articles.
Value.
Vermont
Vermont
$287
$21,433
$9,209
$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
30,873
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
do
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
S. Doc. 112.
Buffalo
do
1,685
4,255
16,639
4,726
2, 448
115,107
Presque Isle
Pennsylvania
Cuyahoga
Ohio
Sandusky
do
Miami
do
Detroit
Michigan
9
5,344
Mackinac
do
Milwaukie
Wisconsin
Digitized by Google
Chicago
Illinois
Total
12,771
34,241
57,421
191,444
240,055
217,517
374,354
93,802
179,266
2,712,678
No. 5.-Statement exhibiting the export trade of the collection districts on the lake frontier with Canada during the year 1851, distin-
guishing between foreign and domestic produce, and showing what portion of the former was entitled to drawback, and whether
exported in American or British vessels.
ENTITLED TO DRAWEACK.
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.
Amount.
Value.
Value.
Value.
Value.
Value.
Value.
Value.
Value.
Vermont
Vt
$200,854
$200,854
$51,849
$108,712
$108,712
$458,006
$458,006
$767,572
$266,417
Champlain
N.Y
105,836
105,866
26,141
267,587
267,587
375,549
375,549
749,002
294,284
Oswegatchie
do
74,367
$193,807
263,174
69,935
59,620
$38,804
98,424
52,369
$199,681
252,050
618,648
214,520
Cape Vincent
do
32,389
32,389
32,389
61,358
Sackett's Harbor
do
21,463
517
21,980
21,980
56,119
S. Doc. 112.
Oswego
do
90,532
170,603
261,135
69,801
287,288
367,477
654,765
1,136,092
1,155,819
2,291,911
3,207,811
435,153
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, 264
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
151,767
133,179
284,946
284,936
360,634
Digitized by
Sandusky
do
33,239
65,849
99,088
99,088
75,628
Miami
do
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
Milwaukie
Wis
Google
Chicago
Ill
93,008
23,177
116,183
116,185
5, 811
504,851
581, 279
1,086,130
283,529
817,659
808,889
1,626,548
2,976,420
2,518,662
5,495,052
8,207,730
3,912,147
263
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 steam from sail, during the year ending December 31, 1851.
264
IMPORTS.
Dutiable.
Districts,
Bonded.
Free.
Duties,
American vessels.
British vessels.
Value.
Amount.
Vermont
Vermont
$15,206
$23,779
$251,211
$47,152
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
13,705
S. Doc. 112.
Backett's Harbor
do
5, 844
50,274
16,400
Oswego
do
1,334,348
14,911
174,712
260,941
89,760
Genesee
do
8,456
40,584
10,539
Niagara
do
10,904
42,115
61,870
19,957
Buffalo
do
100,490
20,272
147,524
239,220
92,357
Presque Isle
Pennsylvania
3,020
1,761
1,694
89
Cuyahoga
Ohio
220,538
140,096
93,784
Sandusky
do
56,859
18,769
5,759
Digitized by Google
Miami
do
8,442
18,028
7,519
Detroit
Michigan
35,855
62,685
23,034
Mackinac
do
818
Milwaukie
Wisconsin
Chicago
Illinois
4,935
875
1,386
Total
1,593,324
94,464
1,275,573
983,009
493,475
STATEMENT-Continued.
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
12,473
Sackett's Harbor
do
197
163,616
3
201
7
1,060
24
1, 934
Oswego
do
376
228,842
1,807
345, 681
48
7, 259
1,087
85,601
S. Doc. 112.
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
Miami
do
Digitized by Google
Detroit
Michigan
2
389
9
1,544
294
49,081
68
7,300
Mackinac
do
Milwaukie
Wisconsin
Chicago
Illinois
2
652
2
290
2
428
Total
2. 661
1,434,779
3,595
464,822
1, 724
397,587
2,033
174,619
265
STATEMENT-Continued.
266
TONNAGE CLEARED.
AMERICAN.
FOREIGN.
Districts.
Steam.
Sail.
Steam.
Sail.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
Vermont
Vermont
147
58,024
318
17,020
119
9,321
111
7, 602
Champlain
New York
411
90,436
74
8,135
37
3,899
106
20,759
Oswegatchie
do
303
218,069
280
45,205
346
89,356
44
6, 657
Cape Vincent
do
696
427,457
53
12,473
Sackett's Harbor
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
S. Doc. 112.
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
3,205
6
721
Cuyahoga
Ohio
10
2, 070
143
15,690
6
926
88
9,619
Sandusky
do
10
1,396
3
336
9
1,300
Miami
do
Digitized by Google
Detroit
Michigan
14
2, 086
17
1, 668
315
51, 727
67
5, 546
Mackinac
do
Milwaukie
Wisconsin
Chicago
Illinois
5
2, 183
7
1, 628
2
428
Total
2, 612
1, 482, 548
2,790
438,862
1,730
398,702
1, 949
166,010
S. Doc. 112.
267
No. 7.
Property coming from Canada by way of Buffalo, Black Rock, Oswego, and
Whitehall, during the year 1851.
Articles.
Buffalo.
Bl'ck Rock.
Oswego.
Whitehall.
Total.
THE FOREST.
Fur and peltry
pounds.
11,186
1,041
12,227
Product of wood-
Boards 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
cords
8
8
Ashes, pot and pearl
barrels
382
889
2,081
3,352
AGRICULTURE.
Product of animals-
Pork
barrels
19
19
Bacon
pounds
6,000
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
Hides
do
16,317
16,317
Vegetable food—
Flour
barrels
19,392
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 products-
Cotton
pounds
6,000
6,000
Clover and grass seed
do
21,416
68,679
1,101
91,196
Hops
do
25,862
25,862
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
Digitized by Google
No. 8.-Statement showing the quantity of some of the principal articles exported and imported coastwise, in the several collection
districts on the lake frontier, during the year ending December 31, 1851.
268
THE FOREST.
PRODUCTS OF AGRICULTURE.
Districts.
Furs.
Lumber.
Ashes.
Flour.
Wheat.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Pounds.
Pounds.
M feet.
M feet.
Casks.
Casks.
Barrels.
Barrels.
Bushels.
Bushels.
Vermont, and
Champlain, New York
2,000
116,093
3,930
870
Oswegatchie, 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
S. Doc. 112.
Niagara, New York
4
13,925
391,550
Buffalo, New York
442,960
57, 622
14,773
1,436,559
4,115,766
Presque Isle, Pennsylvania
12,899
323
2,049
9,839
Cuyahoga, Ohio
80,000
1,281
12,263
1,830
656,040
2,141,913
Sandusky, Ohio
128,400
2,046
6,809
3,214
194,682
2,621,224
Miami, Ohio
105,000
2,134
11,837
4,847
242,677
1,639,744
Detroit, Michigan
42,000
330,717
1,190
6,207
844
460,325
1, 827
897, 719
Mackinac, Michigan
38,900
200
Digitized by Google
Milwaukie, Wisconsin
1,833
40,401
5,672
142,015
687,634
Chicago, Illinois
571,715
125,056
71,723
6,630
436,808
26,084
Total imports and exports
927, 115
444,960
392,953
392,907
23,278
23,445
1,786,461
*1,962,729
8,831,716
8,119,162
# 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
instance, balance that of the column of imports.
STATEMENT-Continued.
PRODUCTS OF AGRICULTURE.
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, New York
346, 751
241, 355
53
Oswegatchie, New York
1, 312
82,458
26,489
5,242
2,107
734
400
3,487
Cape Vincent, New York
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
S. Doc. 112.
Buffalo, New York
6, 131, 316
1, 142,552
146,573
12,338
6,500
Presque Isle, Pennsylvania
14,389
54,041
11,822
1,268
Cuyahoga, Ohio
906,653
68, 464
11,000
5,689
8,277
Sandusky, Ohio
1,282,509
239,936
256
411
240
1,054
12,399
Miami, Ohio
2,775,149
64, 441
675
27,505
17,796
678
6,575
Detroit, Michigan
378,070
4,500
48,546
2,120
3,518
5,979
Mackinac, Michigan
Digitized by Google
Milwaukie, Wisconsin
72, 342
193,405
137,163
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
241,899
360,172
50,429
270,207
21,284
69, 447
269
STATEMENT-Continued.
270
PRODUCTS OF AGRICULTURE.
Districts.
Cotton.
Hemp.
Tobacco.
Broom-corn.
Peas and beans.
Pork.
Beef.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Bales.
Bales.
Bales.
Bales.
Pkgs.
Pkgs.
Bales.
Bales.
Bushels.
Bushcls.
Barrels.
Barrels.
Barrels.
Barrels.
Vermont, and
Champlain, N. Y
32,270
150
4,450
Oswegatchie, N. Y
72
1,176
150
25
2,887
6,034
Cape Vincent, N. Y
Sackett's Harbor, N. Y
147
7,173
31
145
176
Oswego, N. Y
57
266
282
300
3,202
595
27,950
15,940
Genesee, N. Y
Niagara, N. Y
65
50
S. Doc. 112.
Buffalo, N. Y.
310
2,480
2,856
5, 478
2, 635
36,833
76,285
Presque Isle, Penn
62
110
Cuyahoga, Ohio
357
803
650
1,060
13,580
26,944
Sandusky, Ohio
549
54
38
7,196
3, 038
Miami, Ohio
394
725
3,169
156
199
38,658
7,296
Detroit, Mich
61
135
626
1,704
620
568
Mackinac, Mich
Digitized by Google
Milwaukie, Wis
4, 215
5,000
4,043
Chicago, Ill
1,389
482
20,522
52,865
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
STATEMENT-Continued.
PRODUCTS OF AGRICULTURE.
Districts.
Lard.
Tallow.
Butter.
Cheese.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Pounds
Pounds.
Pounds.
Pounds.
Pounds.
Pounds.
Pounds.
Pounds.
Vermont, and
Champlain, New York
16,800
620,000
984,600
Oswegatchie, New York
3,000
15,900
135,300
25,900
318,800
40, 200
362,700
Cape Vincent, New York
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
Niagara, New York
7,500
S. Doc. 112.
Buffalo, New York
4,759,997
690,150
2,966,200
3,877,123
Presque Isle, Pennsylvania
31,700
989, 062
1, 416, 695
Cuyahoga, Ohio
2, 167, 300
198,000
1,550,900
2, 404, 140
Sandusky, Ohio
267, 337
35, 900
157, 127
382, 340
27, 900
8,100
383,889
Miami, Ohio
5, 433, 000
565,200
311,900
50, 720
144,900
Detroit, Michigan
222, 600
110,600
Mackinac, Michigan
Digitized by Google
Milwaukie, Wisconsin
46, 000
124, 240
Chicago, Illinois
2,976,747
1, 084, 377
Total imports and exports
10, 928, 584
8, 713, 597
2, 043, 894
966,750
3,532,202
4,335,800
4, 323, 055
6, 662, 552
271
STATEMENT-Continued.
272
2
PRODUCTS OF AGRICULTURE.
Districts.
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
Oswegatchie, New York
5
65
Cape Vincent, New York
Sackett's Harbor, New York
592
5
25
Oswego, New York
702
150
50
15
Genesee, New York
Niagara, New York
71
18
50
50
S. Doc. 112.
Buffalo, New York
12,731
2,909
9,552
19,378
110,916
Presque Isle, Pennsylvania
110
Cuyahoga, Ohio
5,686
630
2,889
6,220
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
Digitized by Google
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.
19
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Vermont, and
Champlain, New York
26,081
Oswegatchie, New York
8
371
1,016
200
Cape Vincent, New York
Sackett's Harbor, New York
80
1,280
732
183
1,000
Oswego, New York
799
4,384
550
43,429
Genesee, New York
Niagara, New York
S. Doc. 112.
Buffalo, New York
17,775
803
1,004
2,195
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, Michigan
960
30,106
343
1,120
366
Mackinac, Michigan
Milwaukie, Wisconsin
2, 177
493
507
556
Chicago, Illinois
30,000
687
72
10,286
Google
Total imports and exports
164,548
88,866
1, 180
803
11,698
42,893
43,471
40,217
273
STATEMENT-Continued.
274
OTHER ARTICLES.
Districts.
Oils.
Fish.
Glass.
Merchandise.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Exports.
Imports.
Barrels.
Barrels.
Barrels.
Barrels.
Packages.
Packages.
Tons.
Tons.
Vermont, and
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
1,147
115
1, 461
Oswego, New York
525
2,433
335
2,305
17,619
Genesee, New York
Niagara, New York
26
S. Doc. 112.
Buffalo, New York
6,023
10,600
1,064
225,440
Presque Isle, Pennsylvania
4,646
1,759
1,438
3,341
Cuyahoga, Ohio
1,263
1,455
22,294
22,930
3, 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
135
19,486
4,119
5,011
1,511
18,000
Mackinac, Michigan
40,000
Digitized by Google
Milwaukie, Wisconsin
3,584
1,208
1,535
30,594
Chicago, Illinois
78
5,257
2,491
37,368
Total imports and exports
8,082
8,648
67,913
67,126
24,689
17,107
383,769
179,991
S. Doc. 112.
273
PART IV.
RAILROADS AND CANALS OF THE UNITED STATES.
As a report upon 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 direction, the following notice of the railroads and canals
of the United States has been prepared.
The peculiar characteristics of this country, in regard to its geo-
graphical and topographical 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 com-
mercial enterprises, their principal object being to cheapen and facili-
tate the movement of persons and property. Generally, the means
for their construction have been furnished by incorporated associa-
tions, and consequently 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 pow-
er, 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 has not been advanta-
geous. Wherever the respective States have aided such works, they
have fortunately, in most instances, committed the control of them to
private hands and private interests. Considerations apart from com-
mercial objects 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 magnitude and value of this commerce.
The early settlements in this country having been made upon the
seaboard, manufacturing and commercial communities first grew 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
confined to the Atlantic slope, public highways were not of great mag-
nitude nor importance. When, however, settlers had crossed the Al-
leghany 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-the rivers Mississippi
and St. Lawrence-are not in all respects adequate and convenient
Digitized by Google
276
S. Doc. 112.
outlets. The first person to present a definite project for an artificial
work, on an extensive scale, was General Washington. That great
and wise man foresaw the future importance of the country beyond the
Alleghanies, and the magnitude of its prospective commerce, which he
proposed to secure 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 ob-
servation to the House of Burgesses of Virginia, from which body he
received a vote of thanks. The plan of a canal proposed by him was
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 which to
connect the East and West, suited to the wants of the two different
sections of the country, were not involved in the question of route.
Virginia, prior to the Revolution, was the richest, most populous, and
most central of the colonies, and her tide-waters most nearly ap-
proached the navigable waters of the Ohio. It was taken for granted
that the appropriate route for such a work lay through her territory;
but at that time our people had neither the engineering skill nor the ex-
perience, nor were they sufficiently acquainted with the topography of
the mountain ridge separating the great western valley from the Atlan-
tic slope, to decide upon the question of route. As they became better
acquainted with the country, it was ascertained that the best route for
a canal connecting the navigable water-courses separated by the Alle-
ghanies lay further 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 which, before the
Revolution, he sought to secure to Virginia. For years after General
Washington proposed his plan, our western settlements did not ex-
tend beyond the Ohio; and, in fact, all the country west of the Mis-
sissippi was claimed by a foreign power. The vast regions now filled
with a numerous and thriving population, comprising the States of
Ohio, Indiana, Illinois, Missouri, Iow., and Wisconsin, were not only
a wilderness, but the idea that they would ever be densely occupied
by civilized man was regarded as chimerical. The principal set-
tlements beyond the mountains were those most contiguous to Virginia,
and what is now Kentucky was then a part of the "Old Dominion."
The rapid settlement of Ohio and the adjacent States, after the war of
1812, changed the aspect of affairs in the West. The preponderating
interest and influence extended northward of the first settlements, and
the State of New York was the first to open an improved line of com-
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 legislators to
make use of this advantage, securing to her the chief interior trade.
It was not until after the 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 canals, and
Digitized by Google
S. Doc. 112.
277
even natural water-courses, as media of commercial intercourse. Their
construction and profitable operation may be regarded as practicable
upon all the routes of commerce-and all the Atlantic cities have
either completed, or have in progress, lines of railroads having the
same general objects and direction with the great New York work,
by which they propose to secure similar results. These works are
regarded as of greater benefit to the interior portions of the country
than to the cities which are their termini upon our navigable water-
courses. Their construction is now the absorbing topic. They will
one day become the ordinary highways of transit for property as well
as persons. A satisfactory view of the commerce of the country,
therefore, necessarily involves a description of them, as its future
channels.
It is also important that the uses, objects, and influences of pub-
lic works in developing the resources, in stimulating and in giving
new directions to the commerce of the country, should be thoroughly
understood, both as tending to correct legislation in commercial affairs
and as securing to these enterprises that degree of public confi-
dence to which they are entitled. As heretofore stated, at least
$80,000,000 are now annually required to carry forward works in
progress, and to meet the demand of new ones as they may arise.
Of this sum, $50,000,000 are borrowed either of the capitalists of
this country, or of Europe, at rates of interest averaging from 6 to 10
per cent. per annum for a series of years. A large sum is in this man-
ner added to the cost of these works, which might be saved were the
public mind properly enlightened as to their productiveness, as invest-
ments of capital, and as to their influence in increasing national wealth
and prosperity.
This review of railroads and canals will commence with a notice
of those of New York-the pioneer State in successful achievements
on a large scale. In noticing the works of other States, a geographical
rather than chronological order will be observed. Only the leading
lines-such as are in some measure identified with the commerce of
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 consideration of railroads in their
economical aspeets and results-a matter esteemed of equal if not greater
importance than a detailed description of the works themselves.
NEW YORK.
Population in 1830, 1,918,608; in 1840, 2,42S,921; in 1850,
3,097,394. Area in square miles, 46,000; inhabitants to square mile,
67.33.
Erie canal.-Although it was known at an early period that a favor-
able route for a canal from tide-water to the lakes existed in the valley
of the Mohawk river, it was not until 1816 that the project received par-
ticular attention from the authorities of the State of New York. In that
year, the governor of the State, the Hon. D. D. Tompkins, in his annual
message to the legislature, recommended the construction of a canal
from the Hudson river, at Albany, to Lake Erie. This
Digitized by Googlenda-
278
S. Doc. 112.
tion was favorably received, and after a protracted discussion, as to
the plan which should be pursued, the work was formally commenced
on the 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 transportation
from Lake Erie to tide-water was such as nearly to prevent all move-
ment of merchandise. A report of the committee of the legisla-
ture, to whom was referred the whole subject of the proposed work,
consisting of the most intelligent members of that body, dated
March 17, 1817, states that at that time the cost of transportation
from Buffalo to Montreal was $30 per ton, and the returning trans-
portation from $60 to $75. The expense of transportation from
Buffalo to New York was stated at $100 per ton, and the ordinary
length of passage twenty days; so that, upon the very route 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; twelve 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 may be
here stated, as an interesting fact, that prior to the construction of the
Erie canal, the wheat of western New York was sent down the Sus-
quehanna to Baltimore, as the cheapest and best route to market.
Although the rates of transportation over the Erie canal, at its open-
ing, were nearly double the present charges-which range from
$3 to $7 per ton, according to the character of the freight-it im-
mediately became the convenient and favorite route for a large portion
of the produce 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 Phila-
delphia, 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 nearly one thousand miles farther into the in-
terior. 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 and 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 has exerted upon
the commerce, growth, and prosperity of the whole country, for it is um-
possible to imagine what would have been the state of things 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 present time; and, where now exist
rich and populous communities, we should find an uncultivated wilder-
Digitized by Google
S. Doc. 112.
279
ness. The East would have been equally without the elements of
growth. The canal has supplied it with cheap food, and has opened
an outlet and created a market for the products of its manufactures and
commerce. The increase of 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
vigor into the whole. Commercially and politically, it has secured and
maintained to the United States the characteristics of a homogeneous
people.
It will be seen, by the following tabular statement, that the growth of
the city of New York in population, wealth, and commerce, has
nearly kept pace with the increase of the business of the Erie canal,
and the progress of the western States. The tables show the inti-
mate 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, and tonnage of, the ports of Boston, 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-
tion of the western States since 1820.
Digitized by Google
280
S. Doc. 112.
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.
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.
1820
5,244
1821
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
34,086
1827
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
1,340,106
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
1839
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 63,
214,456
1841
2,034,882
1,521,661
774,334
162,715
81,742
275,076
1848
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, 3,329,787
3,582,733
1,977,151
467,961
246,812
1,047,649
Digitized by Google
S. Doc. 112.
281
STATEMENT-Continued.
New York State canals-tolls, trade, and tonnage.
Value of the
Lockages
Value from oth-
Total value re-
Value of merch-
total move-
at Alexan-
er States, via
ceived at tide-
andise destined
Years.
ment.
der'slock.
Buffalo and
water.
for other States,
Oswego.
via Buffalo and
Oswego.
Dollars.
Number.
Dollars.
1820
1821
1822
1823
1824
6,166
1825
10,985
1826
15,156
1827
13,004
1828
14,579
1829
12,619
1830
14,674
1831
16,284
1832
18,601
1833
20,649
1834
22,911
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
1839
73,399,764
24,234
7,258,968
20,163,199
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
28,453,408
13,067,250
1844
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
17,366,300
1846
115,612,109
33,431 33,
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
30,553,920
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
26,928,315
53,927,508
62,963,640
Digitized by Google
282
S. Doc. 112.
STATEMENT-Continued.
Commerce, navigation, valuation, and population of New York,
Boston, Philadelphia, and Baltimore, with the customs' reve-
nue at each port.
Years.
Value of imports at the ports of-
Boston.
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, 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
31,112,227
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* 3,
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
Digitized by Google
S. Doc. 112.
283
STATEMENT-Continued.
Commerce, navigation, valuation, and population of New York,
Boston, Philadelphia, and Baltimore, with the customs' reve-
nue at each port.
Years.
Value of exports from the ports of
Boston.
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
17,609,600
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
3,006,894
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
Digitized by Google
284
S. Doc. 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 of-
Boston.
New York.
Philadelphia.
Baltimore.
1820
$5, 487, 974
1821
7,243,542
1822
9,941,702
1823
9, 022, 435
1824
11,178,139
1825
15,752,100
1826
11,525,862
1827
13, 217, 695
1828
13,745,147
1829
13,052,676
1830
15,012,553
1831
20,096,136
1832
15,070,124
1833
13, 039, 181
1834
10, 183, 152
1835
$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
2,326,384
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
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S. Doc. 112.
285
STATEMENT-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.
Boston.
New York.
Philadelphia.
Baltimore.
Boston.
New York.
Philadelphia.
Baltimore.
Tons.
Tons.
Tons.
Tons.
No.
No.
No.
No.
1820
479
1821
171,963
853
912
441
1822
226,790
494
1823
226,789
482
1824
252,769
501
1825
280,179
484
1826
274,997
482
1827
292, 872
469
1828
275,677
450
1829
281,512
374
1830
314,715
415
1831
337,009
396
1832
401,718
428
1833
430,918
474
1834
183,085
443,697
83,804
65,028
*1,070
1,950
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
230,556
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
312,214
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
42(
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
2,120
2,738
621
511
1848
432,674
932,493
119,787
102,530
2,923
2,870
524
479
1849
451,176
1,117,800
142,623
110,068
2,940
3,218
606
484
1850
478,859
1,145,331
132,370
99,588
2,782
3,163
537
438
1851
512,217
1,448,768
159,636
113,027
2,917
3,647
581
467
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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 of-
Years.
Boston.
New York.
Philadelphia.
Baltimore.
Number.
Number.
Number.
Number.
1820
43,298
123,706
137,097
62, 738
1821
1822
1823
1824
1825
58,277
1826
1827
1828
1829
1830
61, 392
203, 007
188, 961
80, 625
1831
1832
1833
1834
1835
78,603
1836
1837
1838
1839
1840
93,383
312, 712
258,832
102, 313
1841
1842
1843
1844
1845
114,366
1846
1847
1848
1849
1850
138,788
515, 394
409, 353
169, 012
1851
Digitized by Google
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 in-
Boston.
New York.
Philadelphia.
Baltimore.
1820
$38, 289, 200
1821
1822
1823
16, 337 500
1824
$83, 075, 676
16, 337, 500
1825
54,442,600
16, 337, 500
1826
107,447,781
16, 337, 50
1827
112,211,926
16,337,500
1828
114,019,533
16,337,500
1829
111,803,066
16,337,500
1830
59,568,000
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
1842
106,723,700
237,806,906
58,000,000
1843
110,056,000
229,229,078
63,522,490
1844
118,450,300
235,960,047
$118,633,523
58,890,773
1845
135,948,700
239,938,318
120,658,327
59,377,397
1846
148,839,600
244,952,405
61,754,176
1847
162,360,400
247,152,306
77,302,925
1848
167,728,000
254,192,027
125,679,699
77,612,380
1849
174,180,200
256,217,093
78,831,965
1850
180,000,500
286,085,416
139,604,254
80,296,960
1851
187,947,000
320,108,358
140,391,780
82,105,022
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288
S. Doc. 112.
STATEMENT-Continued.
Foreign commerce of the United States.
Specie excluded.
Specie included.
Years.
Imports.
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
90,738,333
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
99,877,995
100,162,087
104,691,534
1843
42,433,464
82,825,689
64,753,799
84,346,480
J844
102,604,606
105,745,832
108,435,035
111,200,046
1845
113,184,322
106,040,111
117,254,564
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
Digitized by Google
S. Doe. 112.
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 transport-
ation 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 lat-
ter. The conviction is now almost universal, that commercial suprem-
acy is to be secured and maintained by this new agency, which neu-
tralizes, 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 com-
pleted 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 twenty-
five 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 busi-
ness 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 ton-
nage 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 esti-
mated that upon the enlarged canal the cost of transportation, embracing
tolls, will be reduced to five mills per ton per mile upon ordinary mer-
chandise, or to $1 82 per ton for the entire distance from Albany to
Buffalo.
Champlain canal.-This work, though originally constructed for the:
accommodation of the trade of the country bordering upon that lake,
20
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290
S. Doc. 112.
bids fair to become an important avenue for the trade of the St. Law-
rence basin. This lake is now connected with the St. Lawrence river
at Ogdensburg, above the rapids, by the Ogdensburg or Northern rail-
road; at Montreal, by the Champlain and St. Lawrence railroad; and
will soon have a farther connexion at Lachine, by means of the Platts-
burg 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 Ogdensburg railroad was built expressly for the pur-
pose of diverting a portion of the trade of the St. Lawrence at that
point, and it is reasonable to suppose that all the roads named will, in
time, become, in connexion with the lakes and canal, important out-
lets for western trade. They promise to open not only cheap, but ex-
peditious 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 rail-
road 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 pri-
vate 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 De-
cember, 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 Al-
bany. 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 car-
rying 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, com-
posed of the straight line between Syracuse and Rochester, and the
Rochester and Niagara Falls road. Its capacity for business will,
Digitized by Google
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 Har-
bor, 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 for-
ward 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 par-
allel lines of railroad to Chicago, each of which will be about one
thousand miles long. From Chicago to the Mississippi river two im-
portant 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, ex-
cept on payment of canal tolls, which amounts to a virtual prohibition
of many articles, it has exerted an influence on the growth and pros-
perity 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 pur-
chase, 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 im-
mense business. Its outlets to tide-water are at Newburgh, Pier-
mont, and Jersey City. At the two former places the company
Digitized by Google
292
S. Doc. 112.
have extensive grounds for the reception, storing, and forwarding of
merchandise. With only one terminus, it would be impossible to ac-
commodate its immense business without great confusion and delay,
and greatly increased cost.
On the western portion of the line, as soon as the Susquehanna val-
ley is reached, important lines 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 Sus-
quehanna, in connexion with the Lake Ontario, Auburn, and New York
road; the Canandaigua and Corning, in connexion with the Canandai-
gua 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 inter-
cepted 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 im-
portant relation to the commerce of the whole country.
This road was opened for 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 com-
merce. So far as its business and revenues are concerned, it has ex-
ceeded the most sanguine expectations.
In this connexion it may be stated that another very important out-
let from the Erie road to tide-water, the Albany and Susquehanna rail-
road, 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 ex-
pensive portions of the Erie road, involving high grades, short curva-
tures, 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 Susque-
hanna road. Such, particularly, will be the case with freight which is
designed for an eastern market. The large number of railroads con-
verging upon the Susquehanna valley renders the Albany and Susque-
hanna road highly necessary, to relieve the lower portions of the former
from the immense volume of business that will be collected upon the
main trunk from 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.
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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
Albany 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
588,768
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 On-
tario, Auburn and New York railroads, cannot, in the present stage of
their affairs, 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 consti-
tute a very important route of commerce and travel. The city of Mon-
treal 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 two 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 occu-
pied 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 con-
stant 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 com-
posed 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 Wash-
ington roads. From Rutland only one line is in operation, composed
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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 passen-
ger 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 sup-
plying a very large local traffic both from their agricultural and min-
eral 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 level" 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 forty-
seven 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 con-
stitute 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 canals; and as these de-
pressions are bounded by high ranges of hills, the basin at the head of
navigation on the Hudson must be regarded as one of the most import-
ant 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
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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 Boston 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 south-
ern angle, near Potsdam, to Sackett's Harbor, on Lake Ontario. The
completion of this link will form a complete chain of railroads through
the northern portions of New 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 through 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 remarka-
ble 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 ac-
commodate 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 rail-
road. 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 con-
siderable 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 in-
ducing the construction of these roads, independent of local considera-
tions, 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 con-
nexion between Buffalo and Rochester, the two most important cities
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S. Doc. 112.
of western New York, and Pittsburg, which is at the head of naviga-
tion 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, Buffalo
and Oswego. The railroad, on the other hand, by the greater facility
of its construction, opens as many outlets from the lakes to tide-water
as there are harbors upon the former accessible to its commercial
marine. New York is now profiting to the utmost by 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, Sack-
ett'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 merchan-
dise to an 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 preëminence.
RAILROADS OF NEW ENGLAND.
State of Massachusetts-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, 280,652; in 1840, 291,948;
in 1850, 314,120. Area in square miles, 10,212 inhabitants to square
mile, 30.76.
State of New Hampshire.-Population in 1830, 269,328; in 1840,
284,574; in 1850, 317,976. Area in square miles, 9,280; inhabitants
to square mile, 34.26.
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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 con-
structed by means furnished chiefly by the city of Boston.
Western railroad.-No sooner had the people 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 pre-
viously been cut off by the impossibility of opening any suitable com-
munication 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 illustra-
tion 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 construc-
tion, 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 man-
ufactures, 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 extraordi-
nary progress of Massachusetts in population, wealth, and commer-
cial greatness, from 1840 to 1850. It supplies the State with a large
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portion of many of the most important articles of food. It opened an
outlet to the products of her manufacturing establishments and her for-
eign commerce, and stimulated every industrial pursuit to an extraor-
dinary 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 exert-
ing 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 construc-
tion. 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 con-
viction 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 Cham-
plain. 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 preëminence 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 Ogdens-
burg, on the St. Lawrence, above the rapids in that river, thus form-
ing 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 Hamp-
shire were, in the outset, constructed chiefly with local objects in view.
It was not until the State of Vermont was reached, that more compre-
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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 accom-
plished. 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, un-
doubtedly, 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 them-
selves, 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 car-
riage 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 wis-
dom 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 sixty-
three miles,) for many years after its opening. Upon a consider
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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 through-
traffic.
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. Law-
rence and the West.
Western railroad, including Albany and 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
3,612,486
Vermont and Massachusetts
3,450,004
Cheshire
2,777,843
Rutland
4,500,000
Vermont and Canada
1,500,000
Ogdensburg or Northern
5,200,000
46,343,951
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 pro-
posed 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 Bos-
ton, Concord, and Montreal roads-the former in Vermont, and the
latter in New Hampshire-baving 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 York-
a 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 Wells river, where it
will form a junction with the Connecticut and Passumpsic road. The
former will undoubtedly be soon extended about thirty miles farther
north, to Island Point, which is the point of junction of the Atlantic
and St. Lawrence and St. Lawrence and Atlantic railroads, through
which it will have a railroad connexion both with Montreal and Que-
bec. The Boston, Concord, and Montreal railroad is now being ex-
tended to Littleton, a distance of twenty miles farther north, and will
undoubtedly be continued up the valley of the Connecticut, 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 im-
portant 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 com-
munication between the city of Boston and the central portions of the
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State, and commands a large local revenue in addition to its through-
traffic. 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 in-
tersecting 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 lead-
ing line is the Boston and Providence, which derives especial import-
ance 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 im-
portant 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 consider-
able local consequence, do not, for the want of connecting lines, pos-
sess any considerable interest for the public.
Railroads from Boston eastward.-Two important works, the Boston
and Maine and Eastern roads, connect Boston with the State of Maine,
traversing the northeastern portion of Massachusetts and the southeast-
ern portion of New Hampshire. They form a junction soon after enter-
ing Maine, and are carried forward by the Portland, Saco, and Ports-
mouth 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 prob-
able construction of the European and North American railroad, con-
necting 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 Nashua and the Norwich and Worcester and Providence
and Worcester roads. These lines traverse districts filled with an ac-
tive 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 addi-
tion 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
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Portsmouth and Concord railroad. The principal motive in the con-
struction 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
hand, 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 de-
scribed 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 Haven, and the New Haven, Hartford, and Spring-
field 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 accommoda-
tion. 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 Norfolk 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 Stoning-
ton, roads. By these connexions, two new routes would be formed be-
tween 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.
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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 Nor-
wich 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 Worcester, and
their corresponding lines of steamers. All these routes are justly cele-
brated 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 Naugatuck, 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 Fishkill, 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 rail-
road and the central portions of Massachusetts, and with New Hamp-
shire 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 rail-
roads.
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 homo-
geneous 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
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with which a new, direct, and convenient route will be opened be-
tween New York and the New England States, and the cities of Mon-
treal and Quebec.
MAINE.
Population in 1830, 399,455; in 1840, 501,798; in 1850, 583,169.
Area in square miles, 30,000; inhabitants to square mile, 19.44.
With the exception of the States of Maine and Connecticut, the rail-
road 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 Mon-
treal and Portland, made up of the Atlantic and St. Lawrence in the
United States, and the St. Lawrence and Atlantic in Canada. This
great work 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 depôt for the produce collected upon them. When
once on ship-board, this produce may be taken to Montreal at slightly
increased rates over those charged to Buffalo, Oswego, or Ogdens-
burg; but the want of a winter outlet from Montreal to tide-water has
seriously retarded the growth and prosperity of that city, and pre-
vented 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 warehoused till spring, and then shipped to England.
Shipments by this route involved the necessity of holding produce
received late in the season some four or five months. The inconveni-
ences 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 merchan-
dise 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,
1853. It occupies the shortest practicable route between the St. Law-
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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 turn-
ing 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 who did
not feel himself immediately interested in the result. As soon, however,
as the prospect was fully unfolded to the people of Portland, its ap-
parent 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 mount-
ainous and apparently most difficult portion of the eastern States
for railroad enterprises; and 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 suc-
cess. The inducements held out were not regarded sufficient to war-
rant 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 efforts
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 contribu-
tions from towns on the route-for the project was regarded by all others
as a mere chimera. This was expended in construction, and was suf-
ficient 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
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stock subscriptions by contractors and company bonds. In this man-
ner has a city of 20,000 inhabitants secured the construction of a first-
class 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 exe-
cution of a great enterprise by which all are, 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 per-
sons interested in the connecting lines, as a necessary extension of their
own. When the city of Portland was reached, their objects were re-
garded 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 con-
struction 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 se-
cured and sufficiently accommodated, as far as Boston was concerned,
by the extensive commercial marine of the two States; and the con-
struction of railroads, it was felt, might lessen instead of strengthening
the grasp by which she held it. While every other portion of the coun-
try was embarking 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
foreign aid would be had. All such projects, therefore, came to be re-
garded 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 favor-
able 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 be-
ing a remote and isolated State, removed from participation in the pro-
jects and schemes which are effecting changes so marvellous upon the,
face of society, could be brought by her own efforts into the very focus
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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 pro-
jects 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 Penob-
scot and Kennebec road, now in progress; the Androscoggin and Ken-
nebec road, with a portion of the Atlantic and St. Lawrence, now 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 sound-
ness of such claims, their correctness is at present assumed, and is made
the basis of action on the part of the people of the State, and, to a certain
extent, gives character and direction to their railroad enterprises.
Of this great line, that portion extending from Portland to Water-
ville, a distance of eighty-two miles, is already provided for by a por-
tion of the Atlantic and St. Lawrence and the Androscoggin and
Kennebec railroads. The portion from 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 scheme
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 sup-
ply, and is, indeed, now supplying, whatever may be lacking in this
country.
Another leading road in Maine is the Kennebec and Portland, ex-
tending from Portland to Augusta, upon the Kennebec river, a dis-
tance 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 progress, 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
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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 lumber-
ing 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 1850, 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 Connecti-
cut, 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 rail-
roads, in connexion with the Philadelphia and Trenton road, lying within
the 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
among 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 New Jersey 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 import-
ant, is still more so from 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 com-
menced. 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
fuel; 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 Sun-
bury 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 from Trenton, designed to follow the Del-
aware up to the Water Gap, for the purpose of connecting with the
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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 characteris-
tics 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 for the purpose of becoming outlets for its coal in a north-
erly 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 rail-
road, 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 import-
ance 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, opposite Philadelphia,
to Absecum Beach, on the Atlantic coast. This road will 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 dis-
tance 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 Trenton. This canal con-
nects 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, run-
ning between the two cities. This work is of very great importance
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to the city of New York, as a means of supplying that city with coal,
and as affording a convenient channel of communication with Philadel-
phia. 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 commu-
nication 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 com-
merce 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
in 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 exam-
ple 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 Philadel-
phia 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 82 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 dis-
tance 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 bottom, 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.
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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 Co-
lumbia 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,objects, 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, involv-
ing greater cost of transportation than upon the New York work. It
has, 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 com-
pete with the New York improvements, as an outlet for the cheap and
bulky products of the West; but so far as the return movement is con-
cerned 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 op-
eration; so that, although it may not have realized the expectations
formed from it, as an outlet for western trade, it has been the great sup-
port of Philadelphia, 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 dis-
tinguishing, 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 and
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 com-
merce, 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 foreign trade enjoyed by New York, proves con-
clusively the immense domestic commerce of the former.
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Another great line of improvement undertaken by the State is com-
posed of the Susquehanna division of the Pennsylvania canal, extend-
ing 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 from north to south. This
line will, for a considerable portion of its distance, traverse the anthra-
cite coal-fields of the State, from which a large traffic is anticipated.
A large trade is also expected from the New York works in such
articles as Philadelphia and Baltimore are better adapted to supply
than New York.
Another important work, so far as the coal trade of the country is
concerned, is the Delaware division of the Pennsylvania canal, extending
from 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 Bearer division of the Pennsylvania canal, com-
mencing 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 Mahoning canal, extending from the State line of Penn-
sylvania 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 for 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 im-
portant as local works; they have not proved productive as invest-
ments, though highly beneficial to the country traversed.
The West Branch canal, extending from Northumberland to Lock-
haven, a distance of seventy-two miles, is a work of much local im-
portance, 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 devel
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318
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 re-
garded as incompatible with the profitable operation 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 within herself elements which, pro-
perly 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 improve-
ments, 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
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
15,066,077 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 lock-
keepers
1, 348, 384 14
Exploratory surveys
157,731 14
Total
1, 024
30, 057, 077 56
21,163,812 49
16,925,256 38
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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 opera-
tion 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 in-
terest 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 pro-
ject 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 Balti-
more 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 first-
class 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 con-
siderable 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 progress-
a 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 short-
est practicable routes between Philadelphia and central Ohio. At
Greenburg, 25 miles east of Pittsburg, the Hempfield railroad will
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315
form a direct and convenient connexion with Wheeling, which has
already become an important point in the railroad system of the coun-
try. At that city, by means of the Hempfield line, the Pennsylvania
road will be connected with the Central Ohio, and with the northern
extension of the Cincinnati and Marietta, roads; and through all the
above-named lines the former will be brought into intimate and conve-
nient relations with every portion of the western States.
The Pennsylvania road must also become a route for a considerable
portion of the travel between the western States and the more northern
Atlantic cities. 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 confi-
dently 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 Phila-
delphia, 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, Wilmington, and Baltimore railroad.-This work lies
partly in the three States of Pennsylvania, Delaware, and Maryland,
but 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
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316
S. Doc. 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 profit-
able to stockholders, though its value in this respect is rapidly increas-
ing. Its position is such as to monopolize the travel between its
termini, and between the northern and southern States.
Among the other railroads in operation in the State may be named,
1st, the Philadelphia and 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 Lançaster 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 Norris-
town 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. 8th, the
Northeast. 9th, the Franklin 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
will, from their favorable relations, command an immense business.
The Lackawanna and Western will soon become a part of another
through 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 only 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 ex-
ception, 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 from Norris-
town 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 open-
ing a direct communication between the latter and New York, and
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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 from
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 Susque-
hanna railroad.
In the western part of the State, the leading work in progress is the
Alleghany Valley road, extending from Pittsburg in a generally north-
eastern direction to Olean, on the New York and Erie road, which is
the probable terminus of the Genesee Valley and the Buffalo and Olean
roads. The length of the Alleghany Valley road will be about one
hundred and eighty miles. Its 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 tra-
verse one of the best portions of Pennsylvania, possessing a fertile
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 Hempfield,
extending from Greensburg, on the Pennsylv nia 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, al-
though 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 Hempfield, 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 rail-
road. One of the leading motives for its construction was to counteract
any influence that the Hempfield 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 and Indiana road, now in progress from that city to Co-
lumbus, 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 dis-
tance by this route, from Philadelphia to Lake Erie, will be about 420
-miles; somewhat less than that from New York.
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318
S. Doc. 112.
There are a number of canals in the State, owned by private com-
panies, the most important of which are the Schuylkill and Lehigh ca-
nals, 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, from 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 continu-
ous water-line. It is a valuable improvement, and forms the outlet for
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 chan-
nel 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 French-
town, 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 Cavel between the East and the West, which has
since been superseded by the Philadelphia, Wilmington, and Balti-
more railroad. It may now be regarded only as a work of local
consequence.
Chesapeake and Delaware canal.-The only improvement of any con-
siderable importance in Delaware is the Chesapeake and Delaware
canal, connecting the above-named bays. This work is 13} 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, Wilmington and Baltimore railroad lies partly within
the State of Delaware, and has been sufficiently described under the
head of Pennsylvania."
MARYLAND.
Population in 1830, 447,040; in 1840, 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-
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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 them-
selves 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
Mississippi 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 West were from the waters
of that bay to the Ohio river. The great National road, established
and constructed by the general government, commenced at the Poto-
mac river, in Maryland, and its direction was made to conform to the
convenient route of travel at that time.
No sooner had experience demonstrated the superiority of rail-
roads 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 for a
long time foiled, its friends were by no means disheartened, but rose
with renewed vigor and resolution from every defeat, until the experi-
ence of successive efforts pointed out the true pathway to success.
The Baltimore and Ohio railroad extends from Baltimore to Wheel-
ing, 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 offer 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 profes-
sion, 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. That grades of 116 feet to
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S. Doc. 112.
the mile, for many miles, had to be resorted to, is full proof of the mag-
nitude of the obstacles encountered. Its success in the face of all
these, of a faulty mode of construction in the outset, and of great finan-
cial 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 be
by 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 Parkers-
burg, on the Ohio river, in a direct line towards Cincinnati. The dis-
tance from 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
Cleveland and Wellsville 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 opera-
tion from 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 for 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
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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 Pennsyl-
vania, 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, Balti-
more 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 chan-
nels, and to turn a portion of it at least to Baltimore, is one great object
that induces her to lend her aid to the Susquehanna road in Pennsyl-
vania, through which this object is to be effected.
The trunk of this great line is the Baltimore and 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 con-
nexions on the north. But these drawbacks to its success have been
removed, and its business prospects are now rapidly improving. From
York it is carried forward to Harrisburg, by means of the York and
Cumberland road. Beyond this point no railroad has been constructed
up the Susquehanna valley. It is the construction of this link that is
occupying the especial attention of the city of Baltimore, 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 dis-
tance is about 75 miles. A portion of this last-named link is in opera-
tion; and should the road from Williamsport to Ralston be adopted, as
a part of the through route, it will require only the construction of some
20 miles to complete the last-named link. Vigorous measures are in
progress for the commencement of operations upon the unfinished por-
tion of the above line, and the whole will be completed, as soon as
this can be done, by a prudent outlay of the means that can be made
applicable to the work.
When the works in which the city of Baltimore is now engaged shall
be completed, she will occupy a favorable position, as far as her 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 Bos-
ton. She expects to realize in results the strength of her position in the
abstract. Assuming cost of transportation to be measured by lineal
22
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S. Doc. 112.
distance, how far the result will justify her expectations remains to be
seen ; at all events, she is certain to be amply repaid for all her efforts,
by the local traffic of the country traversed by her lines of railroads,
which will increase largely her present trade, by developing the re-
sources of the section of country legitimately belonging to her.
The next most important line of road in Maryland is the Washington
branch of the Baltimore and Ohio railroad. This forms a part of the
great coast line, extending from the eastern boundary of Maine to Wil-
mington, North Carolina. Its traffic is chiefly derived from passengers.
It is, besides, situated too near the navigable waters of the Chesapeake
to command much more than local freight. As a connecting link 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, $250,000 by Georgetown, $250,000 by Alexandria, and
$5,000,000 by the State of Maryland.
From the difficulties in the way of construction, the idea of extend-
ing the canal beyond Cumberland has long since been abandoned and
though when originally projected, it was regarded as a work of national
importance, it must now be ranked as a local work, save so far as it
may be used in connexion with the Baltimore and Ohio railroad, as a
portion of a through route to the Ohio. In this manner it bids fair to
become a route of much general importance. As a very large coal
trade must always pass through this canal, the boats will take return
freights at very low rates, in preference to returning light. It is pro-
posed to form a line of steam propellers from New York to Balti-
more, for the transportation of coal; and it is claimed that the very
low rates at which freights between New York and Cumberland can
be placed by such a combination, will cause the canal, in connexion
with the Baltimore and Ohio railroad, to become a leading route be-
tween 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, how-
ever, that it will not only become very important as a carrier of the
celebrated Cumberland coal, but that it will, in time, work itself, in
connexion with the railroad, into a large through-business between the
eastern and the western States, in the manner stated.
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VIRGINIA.
Population in 1830, 1,211,405 in 1840, 1,239,797 in 1850, 1,421,661.
Area in square miles, 61,352; inhabitants to square mile, 23.17.
The State of Virginia is the birth-place of the idea of constructing
an artificial line for the accommodation of commerce and travel be-
tween 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 reali-
zation of this project has been the cherished idea of the State.
The central position of Virginia, her unsurpassed commercial ad-
vantages, 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 Cov-
ington, 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 en-
countered, 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 sur-
mounted. The various works upon it have now acquired a solidity
that promises to resist all the trials to which they may hereafter be
subjected. The crossing of the crest of the Alleghanies, the most diffi-
cult 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 & oufficient
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 cross-)
ing the Alleghany 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 enter-
prise 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 stock-
holders.
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 con-
struction of the two leading railroad projects of this State, viz: the Vir-
ginia Central and the Virginia and Tennessee railroads. While the
canal is still the favorite project with an influential portion of her citi-
zens, 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 de-
tour 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 for-
mer an outlet to the Potomac. This road is now nearly completed to
Staunton, with the exception of the Blue Ridge tunnel, which is a for-
midable 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 wa-
ters of the Kanawha, will be about two hundred and eighty-six miles.
The means 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 in-
wolwed, 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 confi-
dently expressed by well-informed persons that some definite plan will
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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 Kana-
wha 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 Marietta railroads.
Virginia and Tennessee railroad.-The leading object in the construc-
tion 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, commencing 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 central Virginia, and soon after
leaving the latter place, enters the lofty ranges of the Alleghany mount-
ains, 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. Parts of the southern division are completed,
and the whole, with the exception of the short link from Charlottesville
to Lynchburg, is in active progress. Of the central links, the Virginia
and Tennessee is the longest, and in this point of view the most import-
ant. It extends from Lynchburg to the State line of Tennessee, a dis-
tance of 205 miles. About 60 miles of this road are completed, and
the whole line is under contract for completion during the year 1854.
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 conspic-
uous 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, from 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 Lynch-
burg, 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.
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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 Roanoke, 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 improv-
ing in value, from the extension of both extremes of the great system
of which this is the connecting link.
The South Side and the Richmond and 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 consider-
able, towns in eastern Virginia, situated at the head of navigation
on two important rivers, they cross each other diagonally about mid-
way between their respective termini, thus giving a choice of markets
to the country traversed by either. The former constitutes the exten-
sion 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 event-
ually into the latter State, and form a junction with the North Carolina
railroad, at or near Greensboro, forming, in connexion with the North
Carolina and Charlotte and South Carolina railroads a new and inde-
pendent 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 Chesa-
peake bay, and the rivers entering it, similar to that of the former to
the Hudson river and Long Island Sound. No portion of the country
possesses 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 depôts 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 agricul-
ture, 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, Norfolk could not
fail to become an important commercial town. The Seaboard and Ro-
anoke road would be her great arm of inland communication, com-
bining, as it does, with the roads penetrating the interior of the State,
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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 Alcxandria
and the Manasses 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 con-
nexion, only a short link, extending from the central road near Char-
lottesville, 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 Gap road branches off from the Orange and Alexan-
dria road about 25 miles after leaving Alexandria, and is to be ex-
tended 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 in-
tended 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
through 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 North 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 import-
ant 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, aud
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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 favora-
bly with our best works.
The only other road in operation in the State is the Raleigh and Gas
ton, 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 much more im-
portant road from its prospective connexion with the North 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 Central, 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 ad-
vantages 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-
ment.
SOUTH CAROLINA.
Population in 1830, 581,185 in 1840, 594,398 ; in 1850, 668,507.
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 pre-
vious 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 sur-
plus capital of the surrounding country, and a mercantile life trains
men up for the management of enterprises calling for administrative
talent, and involving large moneyed operations.
No sooner had the people of this country commenced the con-
struction of railroads, than the city of Charleston entered upon the
great work of that State-the South Carolina railroad. This was one
of the first projects of the kind undertaken in this country, having
been commenced in 1830. Its main trunk extends from Charles-
ton 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
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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 Georgia 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, Charles-
ton 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 empo-
rium 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 dif-
ferent 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 pro-
vided, 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 pro-
gress, preparatory to placing this entire link under contract. Louis-
ville and Cincinnati are soon to be united by means of the Louisville
and Lexington and the Covington and Lexington railroads. The for-
mer 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
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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 de-
scribed, is one traversing the entire length of the State of South Caro-
lina, in a northwesterly direction, crossing the northeastern corner of
Georgia and the western portion of North Carolina, running down the
Little and up the Great Tennessee rivers, to Knoxville; thence by the
Cumberland Gap, or some practicable pass in its vicinity, through Dan-
ville 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 128 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 consider-
able portion of the country traversed can provide sufficient means for
its construction, and the necessary balance will be supplied by connect-
ing lines and by private interests. For that portion of the link, unpro-
vided 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 effi-
cient 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. The link from Danville, Kentucky, to the
boundary line of Tennessee, traverses a region of vast mineral re-
sources. It is believed the amount lacking to complete this link, be-
yond the means of the people upon it, will eventually be furnished by
parties interested in the whole as a through 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 Man-
chester, and the Northeastern road, extending from Charleston to a junc-
tion with the Wilmington and Manchester road. The Charlotte and
South Carolina and the Wilmington and Manchester roads lie partly in
North Carolina, but they are appropriately described as a portion of the
South Carolina system.
The Greenville and Columbia road extends from Columbia, the termi-
nus of the Columbia branch of the South Carolina railroad, to Green-
ville, a distance of about one hundred and twenty-three miles. It has
two branches-one extending to Pendleton, and the other to Anderson
court-house. The leading objects in its construction are of a local char-
acter; though, as before stated, it is intended to make it a portion of a
through-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 prom-
ises to be highly remunerative. A considerable portion of this line is
in operation, and the whole will be completed at an early day.
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There is in progress from this road a branch of some magnitude ex-
tending 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 west-
ern 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 undoubt-
edly 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 conveuience of the travelling
public, and will add largely to the traffic of all the connecting lines.
A glance at the accompanying map will well illustrate its relations to
other roads. Although a first-class road, it is constructed at the mini-
mum cost of southern roads. The whole line is under contract and
well advanced; some portions of it are opened, and the whole is in
progress to completion with all 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 the 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 work is
light, the only difficult point being the crossing of the Santee river.
The route is now under survey, and will be commenced as soon as
practicable. The road may be regarded as a Charleston project, and
that city will contribute largely to its construction.
GEORGIA.
Population in 1830, 516,823; in 1840, 691,392; in 1850, 905,999.
Area in square miles, 58,000; inhabitants to square mile, 15.62.
The State of Georgia has distinguished herself for the extent, excel-
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S. Doc. 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 neigh-
boring 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 1837. Portions only of the lines of railroad commenced at
that period, were completed. The commercial revulsions which fol-
lowed 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 from experience. The effect of the reverses
sustained, was to discourage for a time all attempts to construct rail-
roads. 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 inti-
mate acquaintance, and hearty co-operation among people interested
in such works. The operation of time has settled our commercial
depôts, and established the convenient channels of commerce and
travel. At an earlier period these were assumed in the projects un-
dertaken, 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 them 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
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S. Doc. 112.
river, a distance of 434 miles, and is made up of the Georgia Central,
Macon and Western, 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 depôt,
as does the former on Savannah. To a certain extent the West-
ern and Atlantic link may be said to be common to both lines.
The first-described line, however, has important branches, which con-
nect it with a much larger portion of the State than the latter. At
Macon it receives the 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 depôt of trade for
western Georgia and eastern Alabama. Upon the completion of these
roads the Central line will extend to the northern and western bound-
aries of the State, and will receive an important accession to its already
flourishing traffic.
The 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 suc-
cessful, 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 con-
necting-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 Muscogee, 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 con-
necting-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-
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western portion of the State. The Southwestern is already in posses-
sion of a large revenue from local traffic alone. This will be materially
increased by the farther extension of its own line, and of connecting-
roads.
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 from
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 ex-
tend the Georgia system of roads to Montgomery, Alabama. As a
connecting link, it is justly regarded as a work of much public utility.
It traverses a very 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 At-
lanta to the Tennessee river. To the State of Georgia must be
awarded the honor of first surmounting the great Alleghany or Appa-
lachian 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 south-
western States. By opening an outlet to the seaboard for a vast sec-
tion 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 im-
portant 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
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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
well 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 Atlan-
tic-said to be a good harbor-to Pensacola, in Florida. One object in
the construction of this road is to build up the town of Brunswick
upon that sound. As this road would connect two good harbors, one
upon the Atlantic coast and the other upon the gulf, it will prove an im-
portant work. It would also open an extensive territory at present but
slightly developed, for the want of a suitable outlet.
A railroad is contemplated from Savannah to Pensacola. Its object
is to open a communication between that city and the southern portion
of the State, and to attract the trade of a large section now threatened
to be drawn off by rival works. The project has its origin in the sup-
posed benefit it would confer upon the city of Savannah, which is ex-
pected to aid largely in its construction.
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, em-
bracing the works of internal improvement therein, whether con-
structed, in progress, or contemplated to be made, and also those
heretofore made and now abandoned. It would be superfluous to re-
peat that notice here. Reference is made, therefore, to the communi-
cations of citizens of this State, contained in the Appendix at the end
of this report, to the documents accompanying the same, and to com-
ments of the undersigned, prefixed thereto, for 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 im-
portant matter relating to this State.
ALABAMA, MISSISSIPPI, AND LOUISIANA.
The roads of these States belong to a general class, from the similar-
ity of their direction and objects, and from the intimate relations exist-
ing 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 follow-
ing the same parallels, some marked points of difference are found. In
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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 coin-
cide with the natural routes of commerce, over which a large traffic
must always pass, although the territory traversed may be entirely de-
voted 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
artificial, those running north and south the natural routes of commerce.
It is this fact that gives particular importance to the great line of com-
munication 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 tra-
versed, 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 pro-
duction 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 lati-
tudes. 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 prac-
tically 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 found 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 rail-
roads, 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.
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ALABAMA.
Population in 1830, 309.527 in 1840, 590,756; 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, extend-
ing from Mobile, on the Gulf of Mexico, to the mouth of the Ohio
river, a distance of 594 miles. From Mobile it will be extended down
Mobile bay to a point where a depth of 204 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 di-
rection of the heavy traffic exceeding 30 feet to the mile. The highest
point of elevation above the gulf is only 505 feet. No bridges are
required above 130 feet long. The estimated cost of the road, with
a liberal outfit, is $10,000,000. Of the whole line, 33 miles are already
in operation; but the work is in progress upon 279 more, and the
balance will be immediately placed under contract. It is intended to
have the whole line completed within three years from the present
time. The company are fast securing ample means for its construc-
tion, which are materially strengthened by a recent liberal donation of
land by the general government. That portion of the line through the
State of Tennessee is provided for by the recent internal improvement
act of that State. The work is under the most efficient management,
and its completion within the shortest practicable period is unques-
tioned.
The importance of this work, both to the city of Mobile and the
whole 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 202 feet water. The route. traversed 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 por-
tion of the best cotton lands in the country, it must secure to Mobile
a large supply of this article, ordinarily sent to New Orleans. From
the ease and cheapness with which the planter will be enabled to for-
ward his staple to market, the road will stimulate the production of
cotton to an extraordinary extent. It will also develop numerous other
resources now lying dormant, and will give rise to a greater variety of
pursuits, so essential to the best interests of the South. This work
cannot fail to give extraordinary impulse to the growth of Mobile, and
to secure to it a prominent rank among the principal commercial cities.
Another great line of railroads commencing in Alabama, though at
present resting upon the Alabama river at Selma, to be eventually car-
ried to Mobile, is the Alabama and Tennessee River railroad. The line
of this road extends from Selma to the Tennessee river at Gunter's
Landing, a distance of 210 miles. The more immediate object of its
construction is to accommodate the local traffic of the route traversed,
although a large business is anticipated from the connexions hereafter
to be formed.
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S. Doc. 112.
It is proposed to extend this road from Jacksonville to Dalton, Geor-
gia, to connect with the great line already described, traversing the en-
tire 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 Nushville and Chuttanooga road at Winchester, by the Winchester
and Alabama road, now in progress. From Winchester to Nashville
the Nashville and Chattanooga road is now in operation. From Winches-
ter two routes are proposed-one by way of Nashville and Louisville,
a portion of which is in operation, and the balance amply provided for
and the other by way of McMinnville and Sparta, Tennessee, and Dan-
ville and Lexington, Kentucky. From Winchester to McMinnville a
road is in progress, as is one from Cincinnati to Danville, on the 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 Missis-
sippi, and extending to Selma, is the appropriate extension, east, of the
Mississippi Southern railroad, designed to traverse the State of Mississippi
centrally from west to east. This line has been placed under contract
from the State line to Selma. It is proposed to extend it still farther
eastward, so as to form a connexion at Montgomery with the Mont-
gomery and West Point road. By the completion of the above work
and its connecting lines, a direct and continuous railroad would be
formed, extending from the Atlantic ports of Charleston and Savannah
to the Mississippi river at 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 210 miles. It traverses, for a considerable part of its length, a rich
planting region, only sparsely settled, for the want of suitable avenues.
This line would form a very important extension of the Muscogee and
the Georgia system of roads. Of its eventual construction there can
be no doubt, though the means applicable to the work may not secure
this result immediately. The line occupies a very important through-
route, and the project will be likely to receive the attention of other
parties interested in its extension, so soon as they shall be released from
their present duties, by the completion of the works upon which they
are, now occupied.
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The Memphis and Charleston railroad. the line of which traverses the
great Tennessee valley in Alabama from east to west, has already
been briefly noticed. It commences at Memphis, the most important
town upon the Mississippi between New Orleans and St. Louis, and
passing through portions of Tennessee, Mississippi, and Alabama,
forms a junction with the Nashville and Chattanooga road in the north-
eastern portion of the last named State. Its length is 281 miles; the
whole line is under contract. Its estimated cost is about $3,000,000.
Nearly the whole cost of the road is subscribed in stock; and, as
ample means for construction 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 com-
pleted 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 co-
incides 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 con-
necting, 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 chan-
nel of a large trade and travel. Its western division will form a con-
venient 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 pro-
jects 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 reno-
vated; and now properly takes rank among the leading southern pro-
jects. It traverses a fertile and productive region, and has a large
local business. It occupies an important position to the great through-
line of travel between the North and the South. Travellers from 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 for-
ward to the boundary line of Georgia, by the above railroad.
From
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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 pro-
gress 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 would
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
Montgomery to Mobile. Although there can be no doubt of the ulti-
mate realization of this last project, it is not yet sufficiently matured to
demand further notice.
MISSISSIPPL
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 South-
ern railroad, extending from Vicksburg to Brandon, a distance of
about sixty miles. This, like the Montgomery and West Point railroad,
was one of the early projects of the South, and has experienced a
similar history. By the original plan it was proposed to make this
part of a line extending through the States of Mississippi and Alabama
to Georgia, and, in counexion with the roads of that State, to the At-
lantic. As was the case with so many southern roads, 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 com-
pleted, 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 the New
Orleans, Jackson, and Northern, by means of which the city of New Or-
leans aims at opening a communication with the roads in progress in
the southern and western States. The proposed northern terminus of
this great work is Nashville, the capital of the State of Tennessee. The
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 herself a trade
which has in a measure been lost; to turn again the tide of western
commerce in her favor; and to develop the immense resources of an
extensive region of country, to the commerce of which she may justly
lay claim. The magnitude of this project is well suited to the great-
ness of the objects sought to be 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 fu-
ture efforts, she has subscribed $2,000,000 to the stockofthelabowe
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S. Doc. 112.
841
road, and is adopting the most vigorous and effective measures to se-
cure its early construction. With the assistance offered by New Or-
leans, 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 pro-
ductiveness, 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 Aber-
deen, Mississippi, and Florence, Alabama.
The next great line in the State is the Mississippi 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 rail-
roads 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 construc-
tion, as the means of competing successfully with those in possession
of such works.
The above road, with its connecting links, will constitute an import-
ant line of through 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 Holly 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 northeast-
ern corner of the State.
LOUISIANA.
Population in 1830, 215,739; in 1840, 352,411 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
chánnel not only for the trade and travel of its own people, but for
opening to them the interior commerce of the country, has neither at-
tempted nor accomplished much in works of artificial improvement.
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S. Doc. 112.
Before railroads were brought into use, the river afforded the best
known 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 fol-
lowing 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 and 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 fact
was too startling not to arouse the whole community to a sense of the
necessity of taking the proper steps to avert a calamity threatening
the loss of their trade and commercial 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 reëstablish 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 Loui-
siana, and particularly those of New Orleans, is the New Orleans and
Nashville railroad, by constructing which they propose to connect them-
selves not only directly with a region of country capable of supplying
the largest amount of trade, but with the numerous railroads now in
progress in the south and west. The length of this road will not be
far from 500 miles. It will traverse, as is well known, a very fertile
and productive region, 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 valley to-
ward other cities. The whole line is now under survey, and will be
placed under contract as soon as practicable, when the work of con-
struction will be urged forward with the greatest possible 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 sugar-producing district of
Louisiana, from which transportation to a market, on account of the
impossibility of constructing good earth-roads, involves a heavy ex-
pense and great delay. For the immense products of this portion of
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the State, the road will constitute a suitable outlet in the convenient
direction of trade. The work of construction will be commenced im-
mediately, as ample means are prepared for this purpose.
The above are the two leading works of the State, and alone re-
quire particular description. Most of the projects that will be con-
structed 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 com-
merce, and in this manner upon the public sentiment of a community,
has been remarkably illustrated in the present condition of the trade ot
New Orleans; and in the extraordinary revolution which a conviction
of the necessity of these 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
commerce 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 con-
struction of artificial channels, New Orleans enjoyed a natural monopoly
of the trade of the Mississippi valley. But it has already been demon-
strated that in the United States, natural channels of commerce are in-
sufficiently matched against those of an artificial character. The pro-
gress 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 danger 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 already 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 pros-
perity. Both objects have already been accomplished. The consti-
tution of the State has been remodelled, so as to permit extension of
aid to railroad projects. A much greater change has been effected, as
far as New Orleans itself is concerned. Up to a recent period that city
was divided into three municipalities, each having a distinct political or-
ganization. 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
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S. Doc. 112.
seen that the proper and only course for the accomplishment of the re-
sults 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 efforts, 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 New Orleans and Opelousas roads. These sums
will probably be increased, should it be found necessary to the accom-
plishment of their objects. Both works are to be pushed forward with
all the despatch called for by the exigencies demanding their construc-
tion.
There are two or three short roads in operation in this State, of a'
local character, and other lines are projected; but they are not suffi-
ciently matured to call for particular notice in this report.
TEXAS.
Population in 1S50, 212,592. Area in square miles, 237,321 in-
habitants 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 for 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 super-
structure of railroads 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 atten-
tion 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 Ope-
lousas 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 trav-
erses a fertile. region, well adapted to the culture of cotton. This por-
tion of Texas is entirely wanting in any natural outlet for its products.
It already contains a large and thriving population, capable of supply-
ing 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
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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 avail-
)
able cotton-producing district of the South, and will greatly increase the
commercial importance of Galveston, the principal seaport of the State.
The other work reférred to traverses the State from east to west, con-
necting at its eastern terminus with the New Orlcans and Opelousas
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 work.
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 con-
cerned. Apart, however, from 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 re-
maining work in progress in the State is the Buffulo Bayou, Brazos, and
Colorado road, extending from Harrisburg, on Buffalo bayou, to the
Brazos river, a distance of thirty-two miles. The object of this road is
to divert the trade of that river to Galveston bay. This trade has al-
ready 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 peo-
ple in various portions of the State; but there are none, except those.
described, of which the direction and objects are sufficiently de-
fined, 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, there can 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 from 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 Mexican 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 El Paso road, in about 22° latitude.
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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 pro-
jects 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, 45,600 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 pro-
jects 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 ac-
complished. 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 Nash-
ville, 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 Ten-
nessee 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 com-
pelled 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
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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 and
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 cus-
tomers, the cotton-producing portions of the southern States.
The road is important, not only for the reasons stated, but as a con-
necting 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 Ala-
bama. Its northern terminus, Nashville, is the radiating point of a
number of important roads, all of which will soon be in progress, ex-
tending towards Cincinnati, Louisville, Evansville, and the Mississippi
river.
This road has communicated a new impulse; and, in fact, 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 com-
munication 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 affairs have been managed with an ability that has con-
tributed 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 Hiwussee railroad, which broke down after the expenditure
upon it of a large sum. A few years since it was recommenced under
new auspices, and has been carried forward successfully to its present
termination.
East Tennessee and Virginia railroad.-The line of this project com-
mences at Knoxville, where it will form a junction with the road
above described, and extend in a northeasterly course to the Vir-
ginia State line, a distance of 130 miles. Here it will meet the Vir-
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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 ac-
cessible without 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 mar-
ket 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 manu-
facturing, 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 de-
scribed, 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
point.
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 con-
struction of three roads extending from Nashville in southern and
southwestern directions-the Nashville and Southern, the Nashville and
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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 tra-
verses one of the best portions of the State, able to supply abundant
means for the work, and its construction may be regarded as beyond
any reasonable doubt.
The 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 con-
tinuous lines of railroad will be formed, uniting Nashville with Mem-
phis, New Orleans, and Mobile.
The Nashville and Memphis road will take a more westerly direc-
tion 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 prin-
cipal 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 affording a large trade ;
and the city of Memphis must always remain the entrepôt 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, abund-
ant means can be readily raised for its construction, in addition to the
State appropriation.
The proposed Memphis, Clarksville, and Louisville railroad is an-
other 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.
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S. Doc. 112.
KENTUCKY.
Population in 1830, 687,917; in 1840, 779,828; in 1850, 982,405.
Area in square miles, 37,380; inhabitants to square mile, 26.93.
This State commenced, some years since, a system of improvement
founded principally upon the plan of rendering navigable her principal
rivers-the Green, Licking, and Kentucky. Although large sums were
expended upon these works, they have, with the exception of the im-
provements on the Green river, proved of little value. They are al-
most 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 Frankfort and Frankfort and Lexington roads. These
roads were commenced at an early period in the railroad history of the
country; and it has been only after repeated efforts and failures that
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 Macadamized roads was concerned, for the number
and excellence of which, the State is justly celebrated. When the
public mind of the West was again turned to the subject of railroad
construction, it was with the utmost difficulty that the people of Ken-
tucky 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 Ken-
tucky is now one theatre of the most active efforts to secure the con-
struction of railroads. Every part of the State is fully alive to the
subject, and its surface will soon be as thickly checked with lines as
are the States of Ohio and Indiana.
The leading lines in the State, now in progress, are-
1. The Louisville and Nashville railroad.-The line of this road will
be about 180 miles long. Its route has been determined, and will pass
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through a very fertile portion of the State, capable of supplying an
immense traffic to a railroad, and entirely wanting in suitable 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 confed-
eracy. 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 Louis-
ville road, which has already been described under the head of " Ten-
nessee." This road will 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 Louisville, there can be no
doubt of its speedy construction.
Another line of road proposed, for the purpose of connecting Cin-
cinnati 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, Kentucky, and Gallatin, Ten-
nessee. A reference to the annexed map will at once show the import-
ant relation it bears to the railroad system of the whole country. The
city of Nashville is to be the centre of a great southern system of rail-
roads radiating in every direction toward all the leading southern cities
situated on the Atlantic coast and the gulf. In a few months this city
will be in direct communication, by railroad, with the cities of Savan-
nah and Charleston. Roads 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,
with reference to the railroads of the northern and eastern States. On
the north and west, the New Albany, and Salem and JeffersonviHe
roads, will open a communication with the roads of Ohio, Indiana, and
Illinois, and with the leading cities of all these States. On the east,
the line of railroad to Lexington will connect with all the railroads radi-
ating from that point, some of which will open outlets to the eastern
States, and to the great Atlantic markets.
The cost of this road will amount to about $5,000,000. Sufficient
means have been already provided to warrant its construction. The
city of Louisville has subscribed to its stock to the amount of $1,000,000,
and the counties on its line have taken stock with equal liberality. The
route traversed 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, are already in
progress. Active measures are in progress to secure the necessary
means for the last. This route will pass through Glasgow, an import-
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S. Doc. 112.
ant town in southern Kentucky. The upper portion of this liue 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 portion of this line from
Winchester, south, is already in progress. The Tennessee division is
embraced in the general facility bill. At Winchester, this line will
have a southeasterly outlet, by means of the Nashville and Chattanooga
railroad.
The other branch referred to is the proposed road to be constructed
through southeastern Kentucky and eastern Tennessee, to Knoxville,
there to connect with the lines of railroad centring at that point. The
importance of this route, for a railroad, has always been recognised,
and that section now under discussion formed a part of the old Cin-
cinnati and Charleston project, which attracted so much attention
through the southern and 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, how-
ever, to the connexion lines, now on the eve of completion, must se-
cure to it such foreign aid as shall be necessary to its success.
The next line in order is the Maysville and Lexington railroad. This,
though started as a local project, is now proposed as a part of a great
through-line, connecting the most remote portions of the country. At
Lexington it will form a junction with all the lines centring at that point.
From its eastern terminus, Maysville, the Maysville and Big Sandy
railroad will carry it forward to Portsmouth, on the Ohio river. From
the latter place the Scioto and Hocking Valley railroad is in progress,
which pursues, for some fifty miles, the same general direction with the
connecting Kentucky line, till it orms 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 im-
portant place in a great line of railroad, traversing the country from one
extremity to the other, in the convenient direction of business and travel.
With the exception of the Maysville and Big Sandy road, all the links
necessary to this great line are in progress. The Maysville and Lex-
ington railroad will probably be opened for business during the year
1853.
Lexington and Big Sandy railroad.-This proposed road is attract-
ing much attention in Kentucky, particularly that portion of the State
to be traversed by it. By reference to the accompanying map, it will
be seen that it would form a convenient portion of the great line of road
just referred to. Measures are in progress to raise the means neces-
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sary for its construction, with good promise of success. As a local
work, it will prove to be of great benefit to the country traversed,
deprived as it is of suitable and convenient avenues to market.
Henderson and Nashville railroad.-This line is the legitimate exten-
sion, southward, of the Wabash Valley railroad. As a connecting link
between other roads, a reference to the annexed map will give a better
idea of its importance than any description. The southern shore of
Lake Michigan will attract to itself all the lines of railroad running from
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 prob-
ably always be by way of Nashville. This route will, apparently, be
the shortest, and most convenient and agreeable to the traveller, whether
for business or pleasure. It coincides with the great route through
the Wabash valley, and has the advantage of taking in its course
the 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 de-
tour by way of Lexington.
The only project remaining to be noted is the Louisville and Cincin-
nati road, which is now beginning to attract much attention, not only
in the State, but in the above cities. The necessity of the road is
daily becoming more and more apparent. Cincinnati and Louisville
are soon to become central points in widely extended and distinct sys-
tems 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 al-
most entirely upon steamboats. The time now occupied by a trip is
about twelve hours. The distance by river is 150 miles. By the pro-
posed road it would be reduced to ninety-five miles, and the time to four
hours. Active measures are now in progress to provide the necessary
means for this work, and to place it under contract.
OHIO.
Population in 1830, 937,903 in 1840, 1,519,467; in 1S50, 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
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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 country traversed. As
far as practicable, they aimed at a monopoly of all the trade within
their reach; but, with roads projected in the interior for the purpose of
opening outlets to a market, a 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 mo-
nopoly which the markets themselves seek to impose. The leading
improvements projected 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 him-
self of those of the older States. The cost of transportation placed it
beyond his means to purchase from abroad, and his surplus was, there-
fore, 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 ad-
vanced 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 from New York to Chicago, a distance of
1,500 miles, and opened a market to the whole country within reach
of this great water line. In order to profit by this outlet, the western
States lying upon the lakes immediately commenced the construction
of similar works to connect with it the more remote portions of their
territory. At that period, canals were regarded as the most approved
mode of transportation. Hence the system of internal 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 pro-
gress 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 pro-
posed. After a severe struggle, her great system of canals was com-
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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 from 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 1825, and was com-
pleted in 1832. It extends from Portsmouth, on the Ohio river, to
J
Cleveland, on Lake Erie, a distance of 307 miles. It ascends the val-
ley of the Scioto nearly to Columbus, when it takes an eastern 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 canal is
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 Columbus 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 Lancas-
ter branch. It has a southeasterly course through the counties of Fair-
field, Hocking and Athens, to the town of Athens, a distance of about
56 miles.
The Zanesrille branch, extending from the main canal to the town of
Zanesville, on the Muskingum river, a distance of 14 miles, con-
nects 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 Coshoc-
ton, 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 ter-
minus of the canal, although it is carried to Manhattan, four miles be-
low it. This canal was commenced in 1825, 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.
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The following table shows the length and cost of the Ohio canals
constructed by the State:
Length.
Cost.
The Ohio canal and branches
340
$4,695,203
The Walhonding canal
25
607,268
The Miami canal and branches
315
7,454.726
The Hocking Valley canal.
56
975,480
The Muskingum improveme:
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 Bearer canal.-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 Mahoning canal.-This canal commences at Akron, pursues the
left bank of the Cuyahoga river, running through the town of Ravenna,
thence into and along the valley of the Mahoning to its confluence with
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 the construction of railroads in Ohio, and
still is, an important channel of communication between Pittsburg and
Cleveland, and the interior of Ohio, and supplies the latter city with
the important article of coal, which is found in the greatest abundance
and of the best quality in the Mahoning valley.
In the vast number of railroad projects which have sprung up in Ohio
within a few years, and which are absorbing public attention, the canals
of the State have sunk into comparative insignificance. The former
have, however, been the great cause of its unexampled prosperity, as
they supplied the demand of its people for a cheap 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 im-
portance. Although railroads may take from the canals a large por-
tion 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, in-
stead 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, occasion-
ally' fall short of water.
Railroads of Ohio.
The railroads of Ohio may be said to belong to two distinct and well
defined periods in the history of the internal improvements of the State.
The first class includes those commenced during the great speculative
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movement of 1836 and 1837, which were, for a considerable lapse of
time, the only projects of the kind attempted in the State. These
were-
1. The Little Miami railroad, commenced in 1837 and completed in
1846, was originally laid out with a flat rail, which has since been re-
placed by the heavy H or T rail. It extends from Cincinnati to Spring-
field, 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 from Lake
Erie to the Ohio, which was the first to connect these water-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 Mansfield 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 Kalamazoo 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 com-
pleted 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 com-
mercial 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 im-
provement were not the result of accident, but a matter of necessity.
The schemes were all premature; neither the means, nor the engi-
neering and practical talent, essential to success, existed. The coun-
try 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
for 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,
not 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
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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 dis-
heartened, and in many cases disgusted, with their ill success, and
became comparatively indifferent to the subject of internal improve-
ments. Years elapsed before the western States recovered from the
disastrous effects of the previous reverses, in which nearly every indi-
vidual in the community had been involved. Indeed, it required
years to replace the various losses sustained. When this was accom-
plished, 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 sys-
tem had its peculiar characteristics. The first proposed in the newly-
settled States either anticipated the wants of the country, or was in
advance of the conditions necessary to success. It was borrowed
rom the old, and applied to the new States, where an entirely differ-
ent 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 different founda-
tion. 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 con-
figuration of the country. So homogeneous are the physical characteris-
tics of the different portions of the western States, that a detailed de-
scription of one line of road will serve to give a distinct idea of all. In
this region, local considerations are a sufficient inducement to the con-
struction of numerous and important lines, and frequently a through-
route is made up by a combination of what were in the outset entirely
distinct and separate projects. In noticing the roads of Ohio, 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 nu-
merous great lines traversing the entire State from north to south and
from east to west. These great lines or routes are composed as
follows
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Through-lines running from north to south.
1. Composed of the Cincinnati, Hamilton and Dayton, and Mad River
and Lake Erie railroads.
2. Composed of the Little Miami, Columbus and Xenia, and Cleve-
land and Columbus railroads.
3. Composed of the Mansfield and Sandusky, Columbus and Luke Erie,
and Scioto and Hocking Valley railroads.
4. Cleveland and Wellsville railroad.
5. A fifth line will soon be added to the above, formed by the Cin-
cinnati, 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 Day-
ton, or the Little Miami, the central portion of the Springfield, Mount
Vernon and Pittsburg, and the northern division of the Cleveland and
Pittsburg, and Akron Branch railroads. It is proposed to extend this
branch so as to form a junction with the Ohio and Pennsylvania roads,
probably at Wooster.
It is also probable that a railroad will be constructed in a short pe-
riod from 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 south
lines. Efforts are also making to construct a road from Dayton to Cin-
cinnati, between the Little Miami and the Cincinnati, Hamilton and Day-
ton. Should they prove successful, a portion of another through-line
will be formed.
Through-lincs 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 Tolcdo, Nor-
walk and Cleveland. The whole of this last named line will be in
operation during the present year.
2. Composed of the Ohio and Pennsylvania, and the Bellefontaine
and Indiana roads. Both of these are well advanced towards comple-
tion, and it is intended to have them in operation by the first of Janu-
ary next.
3. Composed of the Ohio and Pennsylvania, and the Ohio and Indiana,
extending from the western terminus of the former to Fort Wayne, In-
diana.
4. Composed of the Steubenville, Indiana and Columbus, 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 West-
ern roads.
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S. Doc. 112.
5. Composed of the Ohio Central and Columbus, and Piqua and In-
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, Wilmington
and Zanesville roads.
7. Cincinnati and Marrietta railroad. It is also contemplated to ex-.
tend 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 carried 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 illus-
trate the value of such works to the community, and as investments of
capital, that a detailed account of their objects, cost, and prospective
revenues, is unnecessary. Reference to the annexed maps taken in
connexion with the history of the roads in operation, will convey a suffi-
ciently correct idea of the warious 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 Mississippi railroad; the leading object of which is the
connexion of Cincinnati and St. Louis, the two great cities of the Mis-)
sissippi 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 the communication
between these cities is carried on by means of the Ohio and Missis-
sippi rivers, and it is well known that the navigation of these is al-
ways seriously obstructed and often totally suspended at certain sea-
sons of the year. At best, the route is tedious and expensive, and un-:
comfortable at all times, and often very unhealthy. The distance by
water is more than twice as great as bv 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 converg-
ing point of the great lines of road leading westward from the eastern
cities of Boston, New York, Philadelphia, and Baltimore. After reach-
ing Cincinnati, another leading point toward which travel is attracted
is St. Louis. Hence the necessity of the above road, and the important
relations it bears to the railroad system of the country, and to the great
routes of travel.
The length of this road will be about three hundred and thirty miles.
For the greater part of this distance the route is to
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cheap construction. Through its whole length it traverses a fertile and
productive region, without any outlet except that formed by the Wa-
bash river, which the above road crosses at Vincennes. In addition to
its through-travel, this road will be the channel of a vast local traffic;
I 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 $500,000, to the work, in their cor-
porate capacities, in addition to large private subscriptions.
By the people of Baltimore, the above work is regarded 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 will be seen that these three roads make up one grand and symmet-
rical line, of about nine hundred miles, extending from tide-water to
the Mississippi river.
The Hamilton and Eaton road, extending from Hamilton to Rich-
mond, Indiana, though a valuable local work, derives its chief import-
ance from the fact that it constitutes the trunk of two extensive lines
in progress, the Indiana Central and the Cincinnati and Chicago roads,
both of which connect with it at Richmond. This road has just been
opened for travel. The connecting lines above named are in progress-
the 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 occu-
pies 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 De-
cember next, giving an outlet by railroad, from Jeffersonville, (opposite
Louisville, Kentucky,) Terre Haute, Lafayette, Madison, and numerous
other important points in Indiana, to the railroads of Ohio, and, con-
sequently, to those of the eastern States.
The Iron railroad is a short road, connecting the numerous iron man-
ufacturing 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, com-
mencing near Mansfield, and extending in a generally northeasterly
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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, 29.23.
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 rail-
roads. 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 con-
structed by the State, were the Madison and Indianapolis, and the
Lafayette and Michigan.
The Wabash and Erie canal is the most important of the works of
public improvement undertaken in the State. It commences at the
Ohio State line, and extends to Evansville, on the Ohio river, a distance
of three hundred and seventy-nine miles, and four hundred and sixty-
seven 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 dis-
tance of two hundred and thirty miles from Toledo, and two hundred
and forty-nine from the Ohio. When the State became, from the em-
barrassment of its affairs, unequal to its farther construction, a condi-
tional agreement was made with the bondholders of the State for its
completion; the latter reserving the right to resume the work, upon the
payment of the sum which the bondholders had agreed to receive in
addition to the cost of completing it. It is believed that the canal will
again pass into the hands of the State, by the ultimate payment of the
whole of her debt. Although the construction of the canal was one of
the causes of the financial embarrassments of the State, the work has
proved one of the efficient means by which she has recovered from them
and reached the high position she now holds as a leading State in the
confederacy. As far as excellence of soil is concerned, no State pos-
sesses 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.
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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 mag-
nitude, better defined objects, and a traffic necessary for the sup-
port 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
have followed 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 sys-
tem 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 ar-
rangement which must promote to a great degree the dvantages of
each. Indianapolis is soon to be the point of intersection of eight im-
portant roads, viz: the Jeffersonville, Madison and Indianapolis, Law-
renceburg and Indianapolis, Central, Bellefontaine, Peru, Lafay-
ette, 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
Madison and Indianapolis forms a similar connexion with Madison,
an important town, favorably situated on the Ohio river for command-
ing the trade of the interior; the Lawrenceburg forms the connecting
line between Indianapolis and Cincinnati; the Central is the direct ex-
tension, westward, of the leading lines running through central Ohio;
the Indianapolis and Bellefontaine opens the outlet to the great lakes
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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 ex-
tending 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 Louis-
ville and New Albany, and the lower portions of the State, with the in-
terior, 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 comple-
ments of each other. The Central and the Terre Haute roads consti-
tute, in a business and commercial point of view, one line; so with the
Lawrenceburg 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 be-
come a portion of a still wider system embracing the whole country.
The system we have described occupies an area in the central por-
tions of the State about one hundred and fifty miles square. In length
of line and relative importance there is great uniformity in the various
roads that compose it. They all occupy favorable routes; are all cal-
culated 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 Missis-
sippi, which traverses it from east to west. 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 now in progress leading from Hender-
son, 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 di-
rect 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 cen-
tral and northern portions of Indiana and the city of Chicago. The line,
of this road extends from New Albany to Michigan City, (with a branch
to Indianapolis) and thence to Chicago, making its entire length about
three hundred and fifteen miles. A part of this line will be composed
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365
of the Crawfordsville and Wabash road, which has been merged in the
former. Three distinct portions of it are in operation, viz: from New
Albany to Orleans; from Crawfordsville to Lafayette; and from Michi-
gan City to Chicago. The unfinished portion is well advanced, and
much of it will be finished before 1853, when the whole will be com-
pleted.
An important work in the northern part of the State is the Indiana
Northern road, and which will be noticed with the Michigan Southern
road, of which it forms a part. These two roads constitute a leading
line, as they unite the most southerly portions of Lakes Erie and Michi-
gan, two important points in the geography and commerce of the
country. The great lakes occupy a basin extending 500 miles from
north to south, and oppose an insuperable barrier to the direct extension
westward of the lines from the northern States. All these 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 con-
necting 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 revenues. The great favor with which this pro-
ject is regarded by the public, is undoubtedly due in part to the above
considerations. The Northern Indiana road traverses a portion of the
State celebrated for its fertility, which will secure to it a large local, as
well as through traffic.
Among the proposed roads, probably the most important is the Wa-
bash 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 for 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 flourishing towns, which owe their existence
and traffic to the canal, and are the depôts of trade for the surrounding
country. In this manner an ample business has been already devel-
oped 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 In-
diana 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 such 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 for all the western States.
The above line is also regarded as the appropriate extension to Chicago
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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 Wa-
bash, by way of Newcastle. It will be seen that, for the country tra-
versed, it will constitute a very direct and convenient outlet to its great
market, Cincinnati; and it is so situated as to command, to a great ex-
tent, the 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 por-
tion of their trade and travel, which otherwise would be drawn to Cin-
cinnati.
The branch to Fort Wayne would probably run through Muncie, on
the Bellefontaine 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 Shelby-
ville, Knightstown, and Rushville branches. There are others pro-
posed, but not sufficiently advanced to call for 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 con-
structed: in fact, they were hardly commenced. Of the great lines of
railroads, two, the most important, have been completed, with some de-
viation from the original plans.
1. The Michigan Central railroad commences at Detroit, and runs
generally in a western direction, to Lake Michigan. It is then de-
flected southward and carried around the southern shore of Lake
Michigan to Chicago, the whole length of line being 282 miles. It
was completed to Lake Michigan, at New Buffalo, two or three years
since, but was extended to Chicago within a few months only. This
work is in every point of view most important, saving the necessity of
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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 conse-
quence 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 be completed during
the coming year. When that road shall be opened, a direct route, in
connexion with the above roads, will be afforded to the travel from the
eastern States to Chicago, the great central point of the northwestern
trade and travel.
2. Michigan Southern railroad. Like the Central road, the Michigan
Southern was 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 in-
tended 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 con-
tinuous line of railroad will exist from New York to Chicago, a dis-
tance 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 di-
rection of its line coincides with the southern shores of Lakes Erie and
Michigan, it is difficult to find a more important line of road. Its
success since its opening fully 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 independ-
ent through-routes from Boston and New York to Chicago-one on
the north, the other on the south shore of Lake Erie-and must
become intimately identified with important routes of commerce and
travel.
A railroad from Green Bay to Lake Superior is an important pro-
ject, and will prove of great convenience to the mining districts on the
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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 de-
velopment 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 few years be con-
structed, extending from 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.
ILLINOIS.
Population in 1830, 157,445; in 1840, 476,183; 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 em-
barrassments; 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 Illinois and Michigan canal. This canal is almost the only improve-
ment which Illinois has to show for the vast debt she has incurred for 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 from 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 of commerce and travel. It is hardly
possible to conceive a more favorable route for such a work. It con-
nects 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 between these two divisions of the country. All that was
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369
wanting 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 already 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 States, to mar-
ket, and of merchandise imported into the same sections of country.
Were its capacity equal to the business which will soon be thrown
upon it, and were the Illinois and Mississippi navigable at all seasons
of the year, there can be no doubt that the canal would be able to en-
gross a large portion of the trade of the country west and southwest
of Lake Michigan, and north of the Ohio and Missouri rivers. As it
is, it is preparing the way for a great diversion of that trade to the
lakes and the northern route. The railroads now in progress in Illinois
will soon come to its aid, and supply the want of an uninterrupted
navigation in the western rivers.
Railroads in Illinois.
The system of improvements first proposed by the State in eighteen
hundred and thirty-six contemplated a very large number of rail-
roads, traversing every portion of the State. The more important
of these were the Illinois Central, the Edwardsville and Shawnee-
town, the Quincy and Danville, the Alton and Terre Haute, the
Mount Carmel and Alton, and the Peoria and Warsaw roads. 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 companies. No portion of any of the lines commenced
has been opened, with the exception of the link in the Quincy and
Danville railroad, extending from 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 only 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
1
in this State follows 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 re-
sources. 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 boundary is the Mississippi river;
upon ther 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 Digitized the by purposes of
25
370
S. Doc. 112,
navigation. All these water-courses afford convenient outlets for the
products 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 rail-¹
road 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 from Peoria and Springfield to Lafayette, in Indi-
ana. There will undoubtedly be other roads constructed in different
portions of the State, having no direct reference to Chicago; but such
only are referred to as are already in 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
1837, 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 course
for 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 direct course to Chicago. Its
whole length will be 700 miles-a greater 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 govern-
ment, 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 dependent 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 conspicu-
ous as a part of a great national line. In connexion with the Mobile
and Ohio railroad it forms a direct and uniform line of railroad, ex-
tending north and south for a distance of more than 900 miles, travers-
ing, in this distance, great varieties of climate and production. By
taking the above route a traveller may pass from latitude 29° to 42°
north in a little more than 24 hours. A road possessing such ad-
vantages cannot fail to command an immense traffic and travel, in ad-
dítion 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 following:
Galena and Chicago.-This is the longest line of railroad in opera-
tion in the State. It is now completed to Rockford, a distance of 95
miles. At Freeport, 124 miles from Chicago, it will form a junction
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371
with the Illinois Central road, by which it will be carried forward to
Galena, 180 miles from its eastern terminus. This road has been one
of the most successful and productive works of the kind in the United
States. It was not embraced in the original system marked 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 at-
tempting 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 under-
stood that the Michigan Central railroad will extend efficient aid to the
last named line.
The Galena and Chicago railroad has exerted a very decided influ-
ence in promoting the growth of the city of Chicago, which advanced
in population from 4,470 to 40,000 from 1840 to 1852.
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 for 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 immense 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 at
the best point for bridging that river below St. Anthony's Falls. Rock
island is very nearly in the same parallel with Council Bluffs, the pro-
posed point for carrying a railroad across the Missouri, running west-
ward toward the Rocky mountains. The grade and curves of this road
are favorable, and 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 Oquawka railroad.-The next line of railroad travers-
ing the State, from east to west, is the Peoria and Oquawka, commenc-
ing at the Mississippi river opposite Burlington, the largest and most
commercial town in lowa, 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 from the Mississippi to the
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S. Doc. 112.
Illinois, is in progress. But when the importance of the proposed ex-
tension is considered, and the relation it will sustain to the railroads of
the States lying eastward, no doubt can be entertained of its commence-
ment and construction at no distant day.
Northern Cross railroad.-This name is usually applied to the line of
road commencing at Quincy, on the Mississippi river, extending to the
Indiana State line near Danville, Illinois, and running through Naples,
Springfield, and Decatur. This is one of the projects embraced in the
State system of improvements; and upon it a much larger amount of
work was done than upon any other line. The work executed by
the State has since passed into the hands of private companies, by one
of which the portion of the line extending from Springfield, the capital
of the State, to the Illinois river, and commonly known as the Spring-
field 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 construc-
tion 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 westerly division of this road, extending from Quincy to Clay-
ton, 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 Sangumon railroad.-This important line of railroad ex-
tends from Alton to Springfield, 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 Missis-
sippi river. Its local consequence 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 from 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 im-
portance. The fact that it connects Lake Michigan with the Missis-
sippi on a great and convenient route of travel between them, can-
not fail 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 from 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 from 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 Mississippi trunk of
all the roads in central Ohio and Indiana running east and west. The
importance of this road to the general system of the country is well
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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 comple-
tion, 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 Hrute 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 por-
tion of the State, and is sufficiently removed 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 Indiana with the Central
Illinois and with the Northern Cross roads. Measures are in pro-
gress to place this road under contract, which promise its speedy com-
pletion.
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 end of this line was graded
by the State. These improvements have gone into the hands of a
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 con-
nexion 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 1830, 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 toward the construction either of rail-
roads 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 thorough-
fares for their neighbors; and partly to the sparseness of the popula-
lation 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 and St. Joseph's road, extending from the Mississippi
to the Missouri, on the north side of the latter, and connecting the
places named. The amount of aid voted was $2,000,000 to the for-
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S. Doc. 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 pro-
bably be increased to meet one-half the cost of both roads. Although
Iocal considerations are the primary motive in the construction of the
above roads, the 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 westward, 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, from 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 ac-
complished so much, as to leave the portion that must devolve upon the
general government a comparatively easy task. It private companies
with their unaided means can accomplish more than half of this work,
certainly what remains is not of such vast magnitude, as to intimidate
the collective energies and power of a great nation.
Rapid progress is now making in the construction of the above roads;
and there can be no doubt of their speedy completion.
In addition to the original object of the Pacific railroad, its eastern
portion will probably be made the trunk of a branch extending to the
mineral districts of the southwestern portions of the State, which are
extremely rich in iron, lead, and copper. These great resources still
remain undeveloped, from the want of a suitable outlet, which the
above road will create; and measures are now in progress for its con-
struction. 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 Missis-
sippi. 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, 5.65.
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 rail-,
road. This line of road commences at Milwaukie, 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
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875
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 en-
terprise and capital of the city of Milwaukie. It is the most northerly
railroad yet projected, running from Lake Michigan westward, withthe
advantage of offering the cheapest outlet for all the country lying north
and west of its terminus on the Mississippi river. It traverses a most
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 cer-
tainly a wonderful illustration of the rapid 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 many richer and older
communities have not as yet availed themselves. As the tide of emi-
gration moves westward, it carries with it all the distinguishing charac-
teristics of the eastern States; so that a person may travel to the very
verge of western settlement without being conscious of any change,
save in the natural features of the country.
Another important line projected in Wisconsin is the Fond du Lac
and Rock River Valley railroad, extending from Fond du Lac, on Lake
Winnebago, in a southwesterly course to Janesville, whence it takes a
southeasterly course to Chicago. The entire length of this road is about
215 miles. It is in course of construction at both ends, and a portion of
the line, near Fond du Lac, will soon be in operation. From Fond du
Lac, it is in contemplation to extend a branch to the western extremity of
Lake Superior, for which a favorable route is said to exist. This ex-
tension would even now be of great utility in giving access to the vast
extent of fertile country lying west of the great lake, which is becoming
an attractive field for emigrants; and should Congress favor this pro-
posed 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 from the general government, for the purpose of pro-
moting 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 rail-
road runs through an extremely fertile country. One of the objects of
the road, from which it will derive lucrative employment, is in the dis-
tribution 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 Lake Erie 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
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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 will allow the passage of steamboats from the lakes
to the Mississippi river.
A railroad is also proposed from Dubuque, on the Mississippi river,
to Lake Michigan, passing through the southern tier of counties in the
State. Such a road would make the town of Janesville a point from
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 com-
panies have been organized for their construction. It will be recol-
lected that some ten years since, the State had only about 50,000
people. It has now probably about 300,000, most of whom are settled
in the neighborhood of navigable rivers ; and on this account the ne-
eessity of railroads has not been so much felt as it would 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 con-
struction 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 construction of works so
important to the prosperity and progress of any people.
The most important of the proposed roads in Iowa are the lines
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 from 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 few 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
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377
settlements of New Brunswick and Nova Scotia are upon the imme-
diate 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 water-
courses 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 re-
spects, 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, extend-
ing 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 they 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 from the canals.
The St. Lawrence and Atlantic road is in operation to Sherbrooke, a
distance of 91 miles from Montreal, and is in a state of such forward-
ness 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 Montreal sustains to the St.
Lawrence and Atlantic railroad; and at the same time with the latter,
to unite these cities by a continuous railroad line. From the isolated po-
sition 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 from Montreal to Hamilton, following the immediate bank
of the St. Lawrence, and of Lake Ontario. This road would run par-
allel with the great route of commerce in the Canadas, is required by
the wants of travel, and in the winter season would be the channel
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S. Doc. 112.
of a large trade. It must at all seasons of the year command a lucra-
tive 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 govern-
ment as will secure its speedy construction. It is to be placed under
contract without delay.
The Great Western railroad, traversing the peninsula of Canada, is
one of the most important works in the provinces. It extends from Niag-
ara Falls, by way of Hamilton, to Windsor, opposite Detroit, a distance
of two hundred and twenty-eight miles. It traverses a country, the fer-
tility 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 railroads 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
January, 1854.
The Buffalo and Brantford railroad was projected for the purpose of
securing to Buffalo the trade of the country traversed by the great
Western, and with the additional object of placing that city en route of
the great line of travel between the eastern and western States. Buf-
falo is 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 border-
ing 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 com-
pleted 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 form
for persons going to Lake Superior or Lake Michigan, by way of Mack-
inaw, a much shorter line than by way of Detroit. In this respect. it
bids fair to occupy an 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 re-
quired.
The roads connecting Montreal with those of New York and Ver-
mont 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 from Bangor, Maine, and Halifax, Nova
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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 Hali-
fax, 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 tra-
verses a region much more fertile and productive than any considera-
ble portion of our eastern States, from which it is believed a large and
profitable business will be secured both to the road and to the cities of
Halifax and St. John.
A project for a railroad from Halifax to Quebec, skirting the shores
of the gulf and river St. Lawrence, has recently attracted much atten-
tion throughout the provinces, as well as in England, but this project
may now be regarded as abandoned. A portion of the northern end
of this line may be constructed down the St. Lawrence for a distance
of about one hundred miles below Quebec. It is also proposed to ex-
tend a branch 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 THE RAILROADS OF THE UNITED STATES.
The first step toward a correct idea of our railroads, as far as their
uses, objects, costs, and results are concerned, is a thorough understand-
ing 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 that separates
the consuming from 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 from 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 in-
dustrial pursuits, which constitute them. So entirely are our people
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S. Doc. 112.
devoted to agriculture, and so uniformly distributed are they over the
whole country, that some of our largest 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 peo-
ple, and the wide space that separates the producing and consuming
classes, as they are popularly termed, necessarily implies the exporta-
tion of the surplus products of cach. 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 do-
mestic commerce involves a through movement of nearly all the articles
of which it is composed.
In older countries this necessity of distant movement, as will be the
case in 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 well 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 from
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 ordi-
nary road. These works therefore extend the economic limit of the cost
of transportation of the above articles to 3,300 and 1,650 miles re-
spectively. 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 rep-
resent the actual increase of value created by the interposition of such
a work.
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381
The following table will show the amount saved per ton, by trans-
portation by railroad over the ordinary highways of the country :
Statement showing the value of a ton of wheat, and one of corn, at given
points from market, as affected by cost of transportation by railroad,
and over the ordinary road.
Transportation by rail-
Transportation by ordi-
road.
nary highway.
Wheat.
Corn.
Wheat.
Corn.
Value at market
$49 50
$24 75
$49 50
$24 75
10 miles from market
49 35
24 60
4S 00
23 25
20 do
do
49 20
24 45
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
48 60
23 85
40 50
15 75
70 do
do
48 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 85
23 10
33 00
8 25
120 do
do
47 70
22 95
31 50
6 75
130 do
do
47 55
22 80
30 00
5 25
140 do
do
47 40
22 65
28 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 do
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 00
200 do
do
46 50
21 75
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 50
290 do
do
45 15
20 40
6 00
300 do
do
45 00
20 25
4 50
310 do
do
44 85
20 10
3 00
320: do
do
44 70
19 95
1 50
330 do
do
44 55
19 80
00
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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
acre, valued at $33, and the cost of cultivation at $15, this would leave
$18 per acre as the net profit. This quantity of wheat (two-thirds of
a ton) could 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 dis-
tance from 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, $14 70, does to $18, or $82 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 force 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 navi-
gable water-courses, are unsaleable, and nearly, if not quite, valueless
for the culture of wheat or corn for exportation, from the cost of trans-
portation, which in many instances far exceeds the estimate in the
above table. Under such circumstances products are often fed out to
live stock, and converted into higher values which will bear transport-
ation, when the former will not. In this manner, lands are turned
into account, where their immediate products would otherwise be value-
less. 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 will be seen that at this price, thrice its value is eaten up by the
cost of transportation of 165 miles.
In this manner, railroads in this country actually add to the imme-
diate means of our people, by the saving effected in the expenses of
transportation, to a much greater extent than cost. We are, therefore,
in no danger from 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. Take England for ex-
ample. 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 not 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 manu-
factures. These establishments 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
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S. Doc. 112.
383
country without exerting any perceptible influence in adding to the value
of the property of a community. The cases of the two countries would
be 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 from 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 manufacturing establishments
in Great Britain, in good order and well stocked for business, a fertile
soil, that will produce bountifully for years without rotation or dressing.
All that the farmer has to do is to cast his seed on the soil and to reap
an abundant crop. The only thing wanting to our highest prosperity
is markets, or their equivalents, railroads, which give access to them.
The actual increase in the value of lands, due to the construction
of railroads, is controlled by so many circumstances, that an accurate
estimate can only be approximated, and must in most cases fall 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
excrt 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 estimate must be. But taking
only the farming lands of the particular district traversed by a railroad,
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 $20,000 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 the average of roads throughout the country.
It is believed that the construction of the three thousand miles of rail-
road of Ohio will add to the value of the landed property in the State
at least five times the cost of the roads, assuming this to be $60,000,000.
In addition to the very rapid advance in the price of farming lands, the
roads of Ohio are stimulating the growth of her cities with extraordinary
rapidity, so that there is much greater probability that the above esti-
mate 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, what is conjecture in regard to the 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 $580,000,000-an immense in-
crease, and by far the greater part of it due to the numerous railroads
she 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 income. An acre of coal or iron lands, on the other hand,
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384
S. Doc. 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 four dollars,
as the case may be. Take for example the coal-fields of Pennsylva-
nia. 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 arti-
cle 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 from our present
condition. Neither our commercial nor our manufacturing, nor, conse-
quently, our agricultural interests, could have borne any relation what-
ever to their present enormous magnitude. Yet all this result has been
achieved by a few railroads and canals in Pennsylvania, which have
not cost over $50,000,000. With these works, coal can be brought
into the New York market for about $3 50 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 immense results have been effected, that the former are com-
pletely 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 manu-
factures of the southern States, as have those of Pennsylvania to the
North. The Gulf of Mexico is to become the seat of a greater com-
merce than the world ever yet saw upon any sea; and this commerce,
and all the vast interests 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 RAILROADS.
Having shown the influence of our railroads in creating values,
which greatly exceed their aggregate cost, the next point to be con-
sidered is the income of these works.
As both the income of our roads and the influence which they excrt,
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
transportation.
There is no other country in the world where an equal amount of
labor 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
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S. Doc. 112.
385
of a pound of raw and manufactured cotton is measured frequently 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 pro-
portion to their values.
Again, for the want of domestic markets, 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 into consumption must be imported; so that, over the
channels through which the cotton of this State is sent to market, an equal
value or tonnage must be imported, as the case may be. This necessity,
both of an inward and outward movement, equal to the whole bulk of
the surplus agricultural product, is peculiar to the United States, and
is one of the reasons of the large receipts of our roads. While this is
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 no doubt that an equal amount 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 four times as much busi-
ness 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, great mistake to suppose that, because a country is
new, it cannot yield a large traffic to a railroad. In the southern and
western States only one year is frequently required to prepare the soil
for crops, 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 pursuits, which in older com-
munities 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 from distant markets at a very heavy cost of trans-
portation.
The general views above stated, in reference to the earnings of the
railroads in the United States, are fully borne out by the result. In-
vestments in these works have probably yielded a better return, inde-
pendently of the incidental 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 from official returns, shows the
cost, expenses, and income of all the railroads of this State for four
years previous to January 1, 1852
26
Digitized by Google
S. Doc, 112.
Years.
Cost.
Expenses.
Income
1848
$46,777,009
$3,284,933
$6,067,164
1850
51,885,556
3,410,324
6,300,662
1851
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 too
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 connecting
the manufacturing and commercial towns, while the most unproductive
are those depending upon the 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 for consumption in the im-
mediate neighborhood of production. Where there are no manufactu-
ring 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 for 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 trans-
portation 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 re-
spective 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
144 miles and cost $10,000,000. Railroads in the newly settled por-
tions 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.
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S. Doe. 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 accumulated capital equal to their cost. A business adequate
to the support of a railroad may exist without the means to construct one.
The 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 invest-
ment of too large a proportion of their own immediate means. These
facts sufficiently explain the reasons why the borrowing of a consider-
able 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 con-
struction. A road that will cost $20,000 per mile is considered as suf-
ficient security for a loan of $10,000 per mile; and as the cost of new
works will not much exceed the former 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 pro-
mote 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 construction, 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 busi-
ness. The interest they have in it also is 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 speculatire 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.
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388
S. Doc. 112.
It is on this account that the credits furnished by municipal bodies
for the construction of railroads should be resorted to only in extreme
cases. Individuals making up the aggregate community may be in-
duced 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 suc-
cess. In this manner projects may be set afoot the consummation of
which are not justified by these commercial and pecuniary considera-
tions, which are the only safe guides of action in such cases. Rail-
roads 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 come, till a greater 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 earnings.
Permile.
per last report.
*Cleveland and Columbus
$341,680 96
$239,969 28
$1,710
Little Miami,
487,815 89
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
2,378
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 com-
panies 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 affairs save to their own stockholders.
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S. Doc. 112.
389
It may be here stated that it is in the power of the general govern-
ment to supply the lack of information which at present exists in refer-
ence 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 coun-
try, which could be obtained from no other sources. The great lack
of correct statistical knowledge upon this subject is felt and acknowl-
edged by all; and there seems to be no other mode of obtaining this
correctly than by the one pointed out. The returns, 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 what-
ever 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 princi-
pally 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 four 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 inci-
dental 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, Pennsylvania, 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, 12,821₫ miles, at $30,000 per mile
$384,630,000
Roads in progress, 12,628} miles, at $20,000 per mile.
252,560,000
Total
637,190,000
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390
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 railroads will be
ultimately increased in this country, is an interesting subject of specu-
lation. At the present time they are very unequally distributed. In
Massachusetts, for instance, we find one mile of railroad to every
six square miles of territory. The same ratio applied to the area in
which these works are in progress, would give 183,000 miles of rail-
roads 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 pro-
gress.
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 Massa-
chusetts 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 popu-
lation 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 States 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 ill 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 lu-
cratively employed. Now, the States of North Carolina, Alabama,
Mississippi, Louisiana, Tennessee, and Kentucky will all compare fa-
vorably 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
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S. Doc. 113.
391
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 Massa-
chusetts. 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.
MAINE.
Roads.
Miles in
Miles in
operation.
progress.
Androscoggin and Kennebec
55
Atlantic and St. Lawrence
121
30
Buckfield branch
13
Bangor and Piscataquis
12
Kennebec and Portland
60
Bath branch
9
Portland, Saco, and Portsmouth
51
Calais and Baring
6
Machias port
8
York and Cumberland
10
43
Androscoggin
20
Penobscot and Kennebec
50
Total
365
128
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S. Doc. 112.
NEW HAMPSHIRE.
Roads.
Miles in
Miles in
operation.
progress.
Boston, Concord, and Montreal
71
22
Cocheco
28
Concord
35
Concord and Claremont
25
Contocook Valley
14
Great Falls and Conway
13
Manchester and Lawrence
26
New Hampshire Central
26
Northern
82
Portsmouth and Concord
47
Sullivan
25
Wilton
15
Cheshire
54
Ashuelot
23
Eastern
16
White Mountain
20
Total
500
42
VERMONT.
Roads.
Miles in
Miles in
operation.
progress.
Connecticut and Passumpsic River
61
Rutland and Burlington
119
Vermont Central
164
Rutland and Washington
12
Vermont Valley
24
Bennington branch
6
Western Vermont
53
Total
439
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S. Doc. 112.
893
MASSACHUSETTS
Roads.
Miles in
Miles in
operation.
progress.
Berkshire
21
Boston and Lowell
28
Boston and Maine
83
Boston and Providence
53
Stoughton branch
4
Boston and Worcester
69
Cape Cod branch
28
Dorchester and Milton
3
Eastern
58
Essex (Salem to Lawrence)
21
Fall River
42
Fitchburg
67
Fitchburg and Worcester
18
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
Providence and Worcester
44
South Shore
11
Stony Brook
13
Western (Boston to Albany)
117
Worcester and Nashua
46
Vermont and Massachusetts
77
Housatonic branch.
11
South Reading branch
9
Salem and Lowell
17
Grand Junction
7
Harvard branch
1
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
1,128
79
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394
S. Doc. 112.
RHODE ISLAND.
Roads.
Miles in
Miles in
operation.
progress.
Stonington
50
Providence, Hartford, and Fishkill
32
Total
50
32
CONNECTICUT.
Roads.
Miles in
Miles in
operation.
progress.
Hartford and New Haven
62
Hartford, Providence, and Fishkill
50
96
Housatonic
98
Middletown branch
10
Naugatuck
62
New Haven Canal
45
New London, Willimantic, and Palmer
66
New London and New Haven
50
New York and New Haven
76
Norwich and Worcester
66
Collinsville branch
11
Air-line
102
Danbury and Norwalk
24
Middletown branch
10
Total
630
198
NEW YORK.
Roads.
Miles in
Miles in
operation.
progress.
Albany and Schenectady
17
Albany and West Stockbridge
384
Attica and Buffalo
31}
Buffalo and Niagara Falls
22
Cayuga and Susquehanna
33
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S. Doc. 112.
395
NEW YORK-Continued.
Roads.
Miles in
Miles in
operation.
progress.
Hudson and Berkshire
31½
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
201
Skaneateles and Jordan
5
Syracuse and Utica
53
Corning
14
Buffalo and Rochester
76
Troy and Greenbush
6
Utica and Schenectady
78
Watertown and Rome
97
Albany and Northern
33
Albany and Susquehanna
143
Buffalo and State Line
69
Buffalo and New York
90
Buffalo, Corning, and New York
45
87
Canandaigua and Elmira
67
Plattsburg and Montreal
25
Rochester and Niagara Falls
76
Rutland and Washington
64
Sackett's Harbor and Ellisburg
17
Troy and Boston
32
8
Canandaigua and Niagara Falls
97
Syracuse and Binghamton
76
Sodus Bay and Southern
35
Potsdam, Watertown, and Southern
75
Lake Ontario and Auburn
75
Genesee Valley
100
Buffalo and Olean
75
Lebanon Springs
53
Total
2,1484
874
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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
36
Carbondale and Honesdale
24
Columbia and Philadelphia
82
Westchester branch
9
Corning and Blossburg
25
Cumberland Valley
52
Hazleton and Lehigh
10
Little Schuylkill
20
Extension to Tamenend
6
Mine Hill
30
Mount Carbon
7
Pennsylvania
214
36
Philadelphia, Reading, and Pottsville
92
Philadelphia and Norristown
17
Germantown branch
6
Philadelphia and Trenton
30
Philadelphia, Wilmington, and Baltimore
98
Schuylkill Valley
25
Summit Hill and Mauch Chunk
25
Whitehaven and Wilkesbarre
20
Williamsport and Elmira
21
Franklin
22
Dauphin and Susquehanna
16
Digitized by Google
S. Doc. 112.
397
PENNSYLVANIA-Continned.
Roads.
Miles in
Miles in
operation.
progress.
Strasburg
7
Lykens Valley
16
Nesquehoning
5
Room Run
5
Chester Valley
22
Lehigh, Delaware, Schuylkill, and Susquehanna
40
Pine Grove
5
Beaver Meadow
12
York and Cumberland
25
Sunbury and Erie
240
Lackawanna and West'n
50
Catawissa, Williamsport, and Erie
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
Susquehanna
50
Pittsburg and Steubenville
42
Franklin Canal
26
Northeast
18
Total
1,215
915
DELAWARE.
Roads.
Miles in
Miles in
operation.
progress.
New Castle and Frenchtown
16
Wilmington branch
11
Total
16
11
Digitized by Google
398
S. Doc. 112.
MARYLAND.
Roads.
Miles in
Miles in
operation.
progress.
Annapolis and Elkridge
21
Baltimore and Ohio
304
75
Washington branch
38
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
15
South Side
50
60
Manasses Gap
75
Petersburg and Roanoke
60
Seaboard and Roanoke
80
Appomattox
9
Winchester and Potomac
32
Virginia Central, including Blue Ridge
104
75
Virginia and Tennessee
50
155
Orange and Alexandria
40
50
Richmond, Fredericksburg, and Potomac
76
Greenville and Roanoke
21
Northwestern
120
Total
624
610
Digitized by Google
S. Doc. 112.
399
NORTH CAROLINA.
Roads.
Miles in
Miles in
operation.
progress.
Gaston and Raleigh
87
Wilmington and Weldon
162
North Carolina Central
223
Weldon and Cleveland
25
Total
249
248
SOUTH CAROLINA.
Roads.
Miles n
Miles in
operation.
progress.
South Carolina
241
Greenville and Columbia
163
Charlotte and South Carolina
110
King's Mountain
25
Laurens
15
16
Spartanburg and Union
60
Wilmington and Manchester
45
117
Total
599
193
GEORGIA.
Roads.
Miles in
Miles in
operation.
progress.
Central
191
Georgia
175
Macon and Western
101
Western and Atlantic
140
Southwestern
50
59
Rome branch
20
Muscogee
51
21
Atlanta and Westpoint
52
35
Milledgeville
17
Eaton and Milledgeville
20
Wilkes county
18
Athens branch
39
Waynesboro'
21
50
Savannah and Pensacola (estimated)
300
Brunswick and Pensacola (estimated)
300
Total
857
803
Digitized by Google
400
S. Doc. 112.
FLORIDA.
Road.
Miles in
Miles in
operation.
progress.
St. Mark's and Tallahassee
23
ALABAMA.
Roads.
Miles in
Miles in
operation.
progress.
Montgomery and West Point
88
Mobile and Ohio
33
30
Alabama and Tennessee
40
160
Alabama Central
50
Memphis and Charleston
2811
Girard
220
Total
161
741₫
MISSISSIPPI.
Roads.
Miles in
Miles in
operation.
progress.
Raymond
7,
St. Francis and Woodville
28
Vicksburg and Brandon
60
Mobile and Ohio
273
Mississippi Central
180
Canton and Jackson
25
New Orleans, Jackson, and Northern
400
Total
95
878
Digitized by Google
S. Doc. 112.
401
LOUISIANA.
Roads.
Miles in
Miles in
operation.
progress.
Carrolton
6
Clinton and Port Hudson
24
Lake Pontchartrain
6
Mexican Gulf
27
New Orleans, Jackson, and Northern
New Orleans and Opelousas
180
Total
63
180
#
See Mississippi.
TEXAS.
Road.
Miles in
Miles in
operation.
progress.
Buffalo Bay, Brazos, and Colorado
32
TENNESSEE.
Roads.
Miles in
Miles in
operation.
progress.
Nashville and Chattanooga
105
54
East Tennessee and Georgia
80
30
East Tennessee and Virginia
130
Winchester and Huntsville
46
Mobile and Ohio
1194
Nashville Southern
100
McMinnville branch
30
Total
185
5093
27
Digitized by Google
402
S. Doc. 112.
KENTUCKY.
Roads.
Miles in
Miles in
operation.
progress.
Frankfort and Lexington
29
Louisville and Frankfort
65
Maysville and Lexington
67
Covington and Lexington
97
Lexington and Danville
36
Louisville and Nashville
180
Mobile and Ohio
39
Louisville and Nashville
95
Shelbyville branch
18
Henderson and Nashville
130
Total
94
662
MISSOURI.
Roads.
Miles in
Miles in
operation.
progress.
Pacific
315
Hannibal and St Joseph's
200
Total
515
OHIO
Roads.
Miles in
Miles in
operation.
progress
Cleveland and Columbus
135
Columbus and Lake Erie
60
Dayton and Springfield branch
24
Findlay branch
16
Little Miami
84
Mad river
134
Sandusky and Mansfield
56
Xenia and Columbus
54
Bellefontaine and Indiana
118
Cincinnati and Marietta
265
Digitized.by Google
S. Doe. 112.
403
OHIO-Continued.
Roads.
Miles in
Miles in
operation.
progress.
Cleveland and Pittsburg
100
Cleveland N. and Toledo
87
Cleveland P. and Ashtabula
72
Columbus U. and Piqua
102
Cincinnati W. and Zanesville
160
Cincinnati H. and Dayton
60
Dayton and Western
42
Greenville and Miami
20
11
Hamilton and Eaton
42
Hillsboro and Cincinnati
37
Iron
25
25
Junction
110
Ohio and Indiana
131
Ohio and Mississippi
20
Ohio and Pennsylvania
134
51
Ohio central
59
82
Scioto and Hocking valley
120
Steubenville and Indiana
150
Springfield, Mount Vernon and Pittsburg
110
Dayton and Michigan
140
Hudson and Akron branch
50
Franklin and Warren branch
30
Cincinnati and Dayton
52
Carrolton branch
20
Tuscarawas branch
20
Total
1,154
1,854
MICHIGAN.
Roads.
Miles in
Miles in
operation.
progress.
Central
228
Southern
133
Pontiac
25
Tecumseh branch
8
Erie and Kalamazoo
33
Total
427
Digitized by
Google
404
S. Doc. 112.
INDIANA.
Roads.
Miles in
Miles in
operation.
progress.
N. Albany & Salem, with branch round L. Michigan
140
175
Jeffersonville
66
Madison and Indianapolis
86
Shelbyville branch
16
Rushville branch
20
Knightstown branch
27
Lawrenceburg and Indianapolis
901
Indiana Central
72
Newcastle and Richmond
100
Indianapolis and Bellefontaine
83
Peru and Indianapolis
221
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
7551
931₫
ILLINOIS.
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 Oquawka
85
Ohio and Mississippi
145
Northern Cross
54
Sangamon and Morgan
54
Alton and Sangamon
72
Aurora branch
13
75
St. Charles branch
7
O'Fallon's Coal-road
8
Bellville and St. Louis
20
Terre Haute and Alton
165
Mississippi and Atlantic
145
St. Louis and Chicago
75
Alton and Mt. Carmel
17
Total
296
1,771
Google
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 pro-
tion.
gress.
Maine
365
128
New Hampshire
514
42
Vermont
439
Massachusetts
1,128
79
Rhode Island
50
32
Connecticut
630
189
New York
2,148
874
New Jersey
242
85
Pennsylvania
1,215
915
Delaware
16
11
Maryland
433
75
Virginia
624
610
North Carolina
247
248
South Carolina
597
193
Georgia
857
794
Florida
23
Alabama
161
6411
Mississippi
95
878
Louisiana
63
180
Texas
32
Tennessee
185
4791
Kentucky
94
663
Missouri
515
Ohio
1,154
1,854
Michigan
427
Indiana
7551
933
Illinois
296
1,771
Wisconsin
50
390
Total
12,8084
12,612
Digitized by Google
Digitized by Google
S. Doc. 112.
407
PART V.
CANADA.
Area in acres : Canada East, 128,659,684; Canada West, 31,745,-
535; total, 160,405,219 acres. Population in 1S51, 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 longi-
tude 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 par-
allel 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 prov-
ince adjoins, and even penetrates, so as to divide, one of the most com-
mercial as well as important agricultural portions of the United States.
The shortest land-route between the heart of New York and Michigan
is through the peninsula of Canada West, which embraces one-half
the coast of the most commercial body of fresh water on the globe.
The " diversity of production" ascribed to Canada may at first ap-
pear 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 no-
blesse 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 un-
known in the northwestern States. But it will be found that the mean
temperature varies but little in the two regions. The intense cold of
the winter makes a highway to the operations of the lumberman over
and upon every lake and stream, while the earth and the germs of vege-
tation are jealously guarded from the injurious effects of severe frost by
a thick mantle of snow. The sudden transition from winter to sum-
mer, 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 lumber-
man'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
Digitized by Google
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S. Doc. 112.
has been a smaller loss of caloric during the winter, less retardation
from a lingering spring, and more rapid growth from the constant action
of a strong and steady summer heat.
Whatever exceptions may be taken to the climate of Eastern Canada,
it must be remembered that it embraces the greater portion of the white-
pine-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 climate and more extensive plains of Western Canada afford a
field for agriculture, horticulture, and pastoral pursuits unsurpassed in
some respects by the most favored sections of the United States. The
peninsula of Canada West, almost surrounded by many thousand square
miles of unfrozen water, enjoys a climate as mild as that of Northern
New York. The peach tree, unprotected, matures its fruit south and
west of Ontario, while tobacco has been successfully cultivated for
years on the peninsula between Lakes Erie and Huron. During the
last two years, Western Canada has exported upwards of two millions
of barrels of flour, and over three millions of bushels of wheat, and at
the present moment the surplus stock on hand is greater than at any
former period. There is probably no country where there is so much
wheat grown, in proportion to the population and the area under culti-
vation, as in that part of Canada west of Kingston.
The commercial position of Canada West as a "portage" or "step-
ping-stone" between the manufacturing and commercial States on the
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 geog-
raphy, traversing, in a northeasterly course, the grand valley which it
drains in its mighty career to the ocean.
Digitized by Google
S. Doc. 112.
409
The very beautiful map of the basin of the St. Lawrence hereunto
appended, and prepared expressly for this report, by Thomas C. Keefer,
esq., a civil engineer of high standing and eminent abilities, attached
to the Canadian Board of Works, may be relied upon for its accuracy.
An attentive consideration of this new and excellent map is respect-
fully solicited. It presents many points of interest, exhibiting, as it
does, at one view, the mighty St. Lawrence, the chain of "fresh-water
Mediterraneans," of which it is the outlet, and which are indeed a geo-
graphical wonder, as also their position and relation to the States of
the West, and the vast and fertile valley of the Mississippi, with the va-
rious 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 Que-
bec received indifferently American and Canadian produce for expor-
tation to the West Indies and British North American colonies.
Although Upper Canada then scarcely produced sufficient food to
support her own immigration, the lower province was already a large
exporter of wheat, and continued so until the ravages of the Hessian
fly reduced her to her present position of an importer from the upper
province.
Mr. Keefer, in his Prize Essay upon the Canals of Canada, says
"A wise and liberal policy was adopted with regard to our exports
previous to 1822. The products of either bank of the St. Lawrence
were indifferently exported to the sister colonies, as if of Canadian
origin and those markets received not only our own, but a large share
of American breadstuffs and provisions. Our timber was not only ad-
mitted freely into the British markets, but excessive and almost pro-
hibitory duties were imposed upon importations of this article from the
Baltic, for. the purpose of fostering Canadian trade and British ship-
ping. 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 1S02
to 230,000 barrels. The Berlin and Milan decrees, and English orders
in council thereon, of 1807 ; President Jefferson's embargo of 1808,
with increased duties levied upon Baltic timber, gave an impulse to
the trade of the St Lawrence, so that the tonnage arriving at Quebec
in 1810 was more than ten times greater than in 1800. The war of
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-
Digitized by Google
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 per-
manent direction to those American exports which had before sought
Quebec, and an amount of injury was inflicted upon the St. Lawrence,
which would not have been reached had the British action of 1825.
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. Law-
rence was also assisted by the readmission free in 1826 (after four
years exclusion) of American timber and ashes for the British market,
and by the reduction of the duty upon our flour for the West India
market, and therefore rapidly recovered, and in 1830 far surpassed its
position of 1820.
"In 1831 there was a return to the policy which existed previous to
1822. United States products of the forests and agriculture were
admitted into Canada free, and could be exported thence as Canadian
produce to all countries, except the United Kingdom; and an additional
advantage was conferred by the imposition of a differential duty, in
our favor, upon foreign lumber entering the West Indian and South
American possessions. Our exports of flour and wheat by sea in that
year were about 400,000 bushels-chiefly to Britain, where a scarcity
then existed, and for the first time exceeding the flour export of 1802.
This amount, in consequence of a demand nearer home, and the ravages
of the fly in Lower Canada, was not again exceeded until 1S44.
Between 1832 and 1839 a searcity 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. Law-
rence 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 ex-
ports, 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 provi-
sion-trade only, but attacking the great staple of Quebec-timber.
The duties on Baltic timber, in Britain, were reduced, the free impor-
tation of American flour was stopped by the imposition of a duty
thereon, and our trade with the West Indies annihilated by the reduc-
tion of the duty upon American flour brought into those islands. By
Digitized by Google
S. Doc. 112.
411
imposing a duty of two shillings sterling per barrel upon American
flour imported into Canada, and reducing it in the West Indies from
five to two shillings, an improvement equal to five shillings sterling per
barrel was made in the new position of American flour exported from
the Mississippi, Baltimore, and New York. The value of our trade
with the West Indies in 1830 (during the exclusion of the Americans)
amounted to $906,000; and in 1846, it was $4,000.
"Our export to the lower provinces (Nova Scotia, New Brunswick,
Cape Breton, &c.) was at its highest point in 1836, since which time it
has fluctuated, but never reached its position of that year. It will be
remembered that at that time the Americans were importing bread-
stuffs, and could not, therefore, compete with Quebec in the supply of
these provinces. The act of 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 prov-
inces 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. Lawrence 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 fit-
fully enjoyed as the route for American exports to England; and the
new system came into full operation in 1849. The intermediate demand,
resulting from the failure of the potato crop, has thrown much uncer-
tainty 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."
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S. Doc. 112.
It will thus be seen that previous to 1846 the colonial policy of the
British government, although vacillating and contradictory, encouraged
the sea-trade of Canada by affording a market for her productions,
and discouraged exports inland to the United States. Likewise, by
imperial control over the colonial tariff, the mother country established
differential duties against importations inland, thus throwing the sup-
ply 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 fre-
quent appeal to, and of adjustment by, the mother country. The in-
surrection 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 rev-
enue. Perhaps the remembrance of this altercation had some influence
upon the subsequent action of the Canadian legislature upon the sub-
ject of differential duties. The imperial government formally aban-
doned all control over the Canadian tariff in 1847, and, in their next
session, the colonial legislature abolished the differential and prohibi-
tory duties on imports inland; thus placing the mother country in the
same relative position as foreigners. The commercial interest of the
lower province yielded to this policy from sympathy with the free-
trade movements in England; while it is probable that the western
province supported the measure as a means of emancipation from
the monopoly of their imports by Montreal and Quebec.
The repeal (by the abolition of the British Corn Laws) of all priv-
ileges in favor of Canadian breadstuffs in the British markets, the hos-
tile 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 sup-
ply 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 mar-
ket 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 di-
version 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:
Digitized by Google
S. Doc. 112.
413
Flour and wheat exported from Canada in 1850 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
32,999
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 ex-
ports. As the Canadian wheat crop of 1851 exceeded that of any
former year, the presumption is that the low prices which ruled during
last year retained much of the surplus in the province.
Digitized by Google
414
S. Doc. 112.
The fact, however, that, of the flour exported from Canada, the num-
ber of barrels which were sent to the United States in 1850 exceeded
the total exports by sea in that year, and that in 1851 this was re-
versed, is very significant, considering that the Canadians are now
trading upon equal terms with the United States in the markets of the
mother country and those of other foreign States. To elucidate this,
I must refer to the
INTERCOLONIAL TRADE.
The export of flour from Canada, by sea, to the British North Amer
ican colonies of Nova Scotia, New Brunswick, and Newfoundland, since
1844, has been as follows:
Barrels.
1844
19,530
1845
26,694
1846
35,152
1847
66,195
1848
65,834
1849
79,492
1850
140,872
1851
154,766
The amount exported to these colonies, in bond, through New York
and Boston, in 1851, was-
Flour.
Wheat.
Barrels.
Bushels.
New York
86,689
6,798
Boston
4,590
Total
91,279
6,798
making the total export to these colonies 246,039 barrels-an increase
of over twelve-fold in eight years.
The substitution of Canadian for American flour in the consumption
of the " lower colonies" has been brought about by the opening of the
ship-canals on the St. Lawrence, aided by a reciprocity arrangement
between these colonies and Canada; and because the exclusion of the
latter from the American domestic market has forced Canadian flour
through the St. Lawrence, to compete in the foreign markets of the
United States.
The articles of wheat and flour have been taken, for the sake of con-
venience, to illustrate the export-trade of Canada, its direction and dis-
tribution. 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 consump-
tion, may be taken to illustrate a change as favorable to Canada as
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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, and from the colonies
$269,300. In 1849 nearly one-half of the sugar was imported, inland,
from and through the United States-the proportion being 5,152,000
pounds, out of the total importation of 11,613,000 pounds. In 1850 the
importation rose to 15,736,000 pounds, of which the United States fur-
nished 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 route of importation, the inland import in 1849,
as we have seen, nearly equalled that by sea; but in 1851 the value of
sugars imported by sea was $712,408, against $278,468 by inland
routes. Canadian vessels load at the lake ports with breadstuffs 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 Bruns-
wick, and the flour, provisions, &c., of Canada, are exchanged duty-
free, a direct free-trade between the maritime and agricultural districts
of British North America is now in full operation, from which New-
foundland 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 pre-
senting this question.
THE COMMERCIAL PORTS OF CANADA.
Quebec.-In latitude 46° 4S' north, longitude 71° 12' west. Popula-
tion in 1851, 42,052.
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416
S. Doc. 112.
Quebec is the most ancient, as well as the most important, port of
Canada, and embraces the outports of Gaspé, New Carlisle, the Mag-
dalen islands, and several in the river below Quebec. The province
of Canada extends eastward to the straits of Belle-Isle, embracing the
island of St. Paul, (between Newfoundland and Cape Breton,) the
Magdalen islands, the Bird rocks, and Anticosti. In the Magdalens
a sub-collector is stationed, who reported some $226,000 worth of ex-
ports in 1848; but no return of imports is taken, and no duties, appa-
rently, are levied. The other islands are occupied only for light-
houses and relief stations.
The harbor of Quebec is not unlike that of New York-the island of
Orleans serving as a barrier from a northeast sea, and, like Long
Island, affording two channels of approach. A frontage of about fifteen
miles on both sides of the river not only affords the necessary wharves,
but coves of sufficient magnitude to float some thirty to forty millions of
cubic feet of timber, about eighty millions of superficial feet of deals,
besides staves, lathwood, &c. A fresh water tide, rising eighteen feet
at 'springs," offers no impediment to the shipment of timber, the great
business of the port, the vessels so engaged being anchored in the
stream, (which affords good holding-ground,) where their cargoes are
floated to them at every tide. The tide extends ninety miles above
Quebec, and the water does not become perfectly salt until an equal
distance is reached below; thus there is a fresh-water tide of one hun-
dred and eighty miles beyond the salt water, and sea navigation to
Montreal, ninety miles farther, or two hundred and seventy miles from
salt water. The river navigation may be said to terminate about one
hundred and fifty miles below Quebec, (where pilots are first taken,)
but the combined gulf and river navigation extends upwards of seven
hundred miles before we reach the Atlantic, with which it has no less'
than three connexions. The most northern of these-the straits of
Belle-Isle-is in navigable order about five months, and affords a pas-
sage to Liverpool more than two hundred miles shorter than the route
by Cape Race, making the distance from Quebec more than four hun-
dred 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 light-
houses, affords an excellent point of departure. By this channel Que-
bec 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 sur-
veyed by the accurate and accomplished Captain Bayfield, Royal
navy, an inspection of whose charts is indispensable to a correct ap-
preciation of the commercial qualities of this navigation. The exclusive
monopoly by British ships of this route hitherto, the buoyant character
of the cargo-timber, the ignorance of the masters, and excesses of the
men, have been more fruitful causes of disaster than the natural con-
tingencies of the route. Heretofore, in many instances, old and un-
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S. Doc. 112.
417
serviceable vessels, commanded by men whose pay was less than that
of a good mechanic, were sent out in September for a cargo of timber.
A month of dissipation in Quebec sent the crew to sea diminished in
numbers by desertion, with weakened physical powers, and insufficient
clothing. When, therefore, the cold November blasts in the gulf were
encountered, for want of ordinary exertions, strength, and intelligence,
the vessel went ashore. Notwithstanding, considering that over half a
million of tons of shipping annually enter the St. Lawrence, it will be
found that the per-centage of losses has been no greater than that of the
British and Irish channels, or the keys of Florida.*
The tonnage inward and outward, by sea, from Quebec and Mon-
treal, for 1851, with the number of disasters within the gulf and
river, was as follows.
INWARD.
OUTWARD.
TOTAL.
Port.
No. of vessels.
Tons.
Men.
No. of vessels.
Tons.
Men.
No. of vessels.
Tons.
Number of disasters.
Men.
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
589,481
19,946
1,589
623,661
20,840
3,125
1,213,142
40,786
W
The disasters at Key West, for the same year, were about fifty in
number, and on the upper St. Lawrence, between Lake Superior
and Montreal, two hundred and sixty-three; where, says, the reporter,
five steamers, three propellers, and thirty-seven sailing vessels went
out of existence entirely."
Six hundred and eighty-eight sailing vessels, numbering 125,726.
tons, and four steamers, giving 1,462 tons, form the list of wrecks of
vessels belonging to the United Kingdom for 1850g
Such an extent of land-locked navigation as the St. Lawrence pre-
sents between the pilot-ground (near the Saguenay) and the Atlantic
would be, in thick weather, or snow storms, considered hazardous,
were it not for the great width of beating-ground, (nowhere less than
twenty-five miles, and averaging over fifty,) the absence of all shoals
or reefs in or near the channel, and the admirable soundings displayed
by the charts.
The trend of the Atlantic coasts of Newfoundland and Cape Breton
converge upon St. Paul's island, a lofty and picturesque rock, for
which a vessel may stand bold in & fog. Inside of St. Paul's a bank,
with sixty fathoms, leads, by a direct line on its outer edge, clearing
Anticosti, into the chaps of the St. Lawrence; northward of this
line is deep water ; southward, regular soundings; so that, in thick or.
filee Part X for statements of timber trade, and tonnage employed.
28
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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-
mine her distance from the shore within a mile by the lead alone,
while at all points she may approach this shore within this distance.
The admirable position of Pointe des Monts, (with a light-house one
hundred feet above the water,) projecting with a bold shore several
miles from the general trend of the north shore, forms, with its anchor-
age on both sides, a common point of departure for inward and out-
ward-bound vessels.
The recent application of steam to ocean commerce greatly en-
hances the value of this navigation; particularly with reference to com-
munication with Britain, the great centre of European steam navigation
and commerce. The two great drawbacks to ocean steam navigation
are, the quantity of fuel which must be carried and the resistance
which a heavy sea offers to progress whether the wind be fair or foul.
On the St. Lawrence route these are reduced to a minimum. The
distance from the coast of Ireland to St. John, Newfoundland, or to
the straits of Belle-Isle, is under 1,700 miles; and coal is found in
abundance, and of excellent steaming qualities, at several points in
the Gulf of St. Lawrence. The remainder of the voyage to Quebec
will be made in comparatively smooth water, as the steamer will run
under the shelter of either shore, according to the direction of the
wind.
This notice of the position of the port of Quebec with reference to
ste am navigation with Europe has been deemed essential at this time,
inasmuch as the government of Canada are now receiving proposals for
the establishment of a line of screw-steamers to ply upon this route
during the season of navigation, and to communicate with the terminus
of the railroads from Canada, at Portland, for the present, and Halifax
as soon as the scheme of a grand intercolonial railway from Quebec
to Halifax shall have been carried out.
It may now be proper to allude to the inducements which lead to this
course-in other words, to the
SEA-TRADE OF CANADA.
The great staple of Quebec is timber, and hitherto her trade has
been chiefly confined to this staple, Montreal being the point where
the agricultural exports of the upper province are exchanged for the
supplies of foreign goods required for the same districts. The timber
is chiefly supplied by the Ottawa river, (which, with its numerous and
important tributaries, drains an area of over ten thousand square miles
of the finest pine-bearing land,) and also from the north shore of Lake
Ontario, which is drained by a remarkable chain of lakes emptying
through the rivers Otonabee and Trent, into the Bay of Quinte, (thus
escaping the open 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
lands drained by Hudson's bay and Lake Huron. The annual supply
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S. Doc. 112.
419
varies with the export, but seems capable of almost illimitable exten-
sion. In 1846 the supply of square timber exceeded thirty-seven
millions of cubic feet; that of sawed deals, sixty millions of feet, board
measure; besides some fifty thousand tons of staves, lath-wood, &c.;
the whole (at the usual rate of forty cubic feet to the ton) amounting to
one million six hundred and fifty thousand tons, and worth, at the
ruling prices of that year, between five and six millions of dollars.
Reducing the cubic to superficial measure, for the sake of comparison
with Albany and Bangor, the supply of square timber and deals (ex-
clusive of staves, lath-wood, &c.) brought to Quebec in that year
exceeded five hundred millions of feet. The stock wintered over ex-
ceeded 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
,232
451,142
1,239
453,894
11,950,438
1845
1, 489
576, 541
1,499
584,540
15,828,880
1846
1,480
568, 225
1,467
572,373
14,392,220
1847
1,210
479,124
1,215
489,817
9,626,440
1848
1,188
452,436
1,194
457, 430
10,709,680
1849
1, 184
465,088
1,243
481,227
11,621,920
1850
1,196
465,804
1,275
494,021
13,040,520
1851
1,305
533,821
1,394
586,093
15,941,600
The greatest number of ships outward in any year previous to 1851
was in 1845, when 1,499 cleared out, with a tonnage of 584,540. In
1851 the number of vessels outward is less, but the tonnage is greatèr,
than that of any former year. It must be remembered that, since
1845, the duty upon Baltic timber in Britain has been reduced.
The value of exports from Quebec depends upon the market price
of timber, which ranges nearly one hundred per cent. It was greatest
in 1845, when the price of timber was highest, although the tonnage
outward, which is the true measure of the commerce, was less than in
1851. The progress of the imports is an index of the prosperity of
the port, as the articles are general merchandise, which do not fluctuate
as much in value as the exports.
The following is a statement of imports for a series of years at the
port of Quebec:
1841
£217,917
$871,668
1842
216,670
866,680
1843
402,227
1,608,908
1844
655,869
2,623,476
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420
S. Doc. 112.
1845
£712,398
$2,849,592
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
833,904
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, im-
ported in transitu, for western States, valued at $750,000.
The imports at Quebec in 1851 greatly exceed those of any former
year, and the whole business of the port, import and export, for the
past year, probably equalled its best ones when under the protective
policy of the mother country.
In order, however, to present the sea-trade of Canada, it becomes
necessary to treat Quebec and Montreal as one port. The value of the
exports of Quebec is generally more than double those of Montreal,
while the imports of the latter are double those of Quebec. This latter
difference is sensibly lessening in favor of Quebec, as that city is now
becoming the point of transhipment for goods in transit to western
States, which will relatively greatly increase the value of her imports;
while, as she will always be the timber-mart, no corresponding decline
of her exports is to be anticipated. Ships of the largest burden are
brought up to Quebec by the tide; but the approach to Montreal is
limited by the shallowness of water in Lake St. Peter, giving at low
water only thirteen feet, and is burdened with a towage against the
current of the river. The work of deepening Lake St. Peter is now in
progress, with fair prospects of success, and in another year or two
vessels drawing fifteen feet water may come to Montreal.
Vessels loading at Montreal are frequently obliged to lighter a por-
tion of their cargo through the lake, and are, therefore, recleared at
Quebec. Again, imports in the large ships which stop at Quebec are
lightered up to Montreal; thus rendering it almost impossible to sepa-
rate the commerce of the two ports.
Again, by means of the ship-canals, the inland lake and river ports
of 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. by Google
S. Doc. 112.
421
In the following 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 re-
ed elsewhere
3,144,316
ported elsewhere
4,512
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 Mon-
treal 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 ves-
sels. The class of vessels built range from 500 to 1,500 tons and up-
wards, and there has been lately established a resident Lloyds sur-
veyor," to inspect and class the ships.
The average cost is as follows:
Hull and spars
$22 to $30 per ton.
Complete for sea
32 to 40
"
The number built were, in
Total tons.
1848, 24 square-rigged, 18,687 tons,
19,909
1849, 28
"
"
23,828
"
and smaller craft,
24,396
1850, 32
"
"
29,184 "
making, in all,
30,387
1851, 40
"
"
38,909 "
40,567
Trade and tonnage.
The tonnage cleared outward to the lower colonies was:
Year.
Quebec.
Montreal.
Total.
1850
10,021
8,524
18,545
1851
12,588
9,819
22,407
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422
S
Doc. 112.
The value of exports to the colonies by sea, and via the United
States, and imports therefrom, has progressed as follows:
Year.
Exported by sea.
Exported in bond,
Total value of
Total value of
via the U.S.
exports.
imports.
1849
$116,581
$32,359
$148,940
$48,917
1850
202,194
58,487
260,681
96,404
1851
241,791
119,353
361,144
124,350
The following is a summary statement of the sea and inland trade
of Canada, contracted for 1851 :
IMPORTS.
EXPORTS.
Total imports.
Total exports.
Sea.
Inland.
Sea.
Inland.
$15,324,348
$8,681,680
$8,081,840
$3,259,888
$24,006,028
$11,341,728
Inland exports, $3,259,888; imports, $8,681,680. Total, $11,941,568.
Sea exports, $8,081,840; imports, $15,324,348. Total, $23,406,188.
The exports inland are taken from the imports at United States cus-
tom-houses. This makes the reported value of the sea nearly double
that of the inland trade, and makes the gross trade of Canada, or the
value of her exports and imports for 1851, amount to $35,347,756, of
which $24,000,000 are imports, and only $11,000,000 exports. In the
exports there should be included the value of ships built for sale at
Quebec, at least $1,000,000 more in 1851, and for undervaluation of
exports inland a much larger sum; so that a full estimate of the gross
trade of Canada for 1851 will not fall short of a value of forty mil-
lions 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 :
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S. Doc. 112
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
16,982,068
23,250,440
The value of imports from the colonies and other foreign coun-
tries" was as follows:
Year.
Colonies.
Other foreign
Total.
countries.
1849
$195,668
$167,296
$362,964
1850
385,616
365,216
750,832
1851
497,400
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, due to the trade with the latter.
Sugars, &c., the growth of the Spanish West Indies, purchased in
Halifax, are reported from other foreign countries," in order to pass
the lower invoice.
The arrival of foreign vessels at Quebec in 1850 and 1851, the only
two years in which they have been permitted to carry to England, has
been as follows:
1850.
1851.
Norway
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 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, guar-
anteeing a full cargo outward to every vessel entering the port, must
produce its effect on inward freights. More than three-fourths of the
inward tonnage are now empty ; but in railroad iron, salt, and coal, the
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S. Doc. 112.
imports are rapidly increasing since the completion of the canals has
let down lake vessels to carry these articles inland. The present reg-
ulations prevent American vessels from descending below Montreal,
and are injurious to this commerce.
Port of Montreal.
Latitude 45° 31' north, longitude 73° 35' west population in 1851,
57,715.
This city, at the head of sea navigation proper, is the most populous
in British North America. Although not accessible (like Quebec) to the
largest class of shipping, its position for a varied and extensive com-
merce is more commanding, inasmuch as it is the centre of a more fer-
tile area, more numerous approaches, and possesses within itself every
requisite for the support of a large population.
Montreal is picturesquely situated at the foot of the Royal moun-
tain," from which it takes its name, upon a large island, at the con-
fluence 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 ming-
ling, at Caughnawaga, the two distinct bodies pass over the Sault St.
Louis and the Norman rapids-the dark waters of the Ottawa washing
the quays of Montreal, while the blue St. Lawrence occupies the other
shore; nor do they lose their distinctive character until they are several
miles below Montreal.
The quays of Montreal are unsurpassed by those of any city in
America: built of solid limestone, and uniting with the locks and cut-
stone wharves of the Lachine canal, they present, for several miles, a
display of continuous masonry which has few parallels. Like the
levees of the Ohio and Mississippi, no unsightly warehouses disfigure the
river-side. A broad terrace, faced with gray limestone, the parapets
of which are surmounted with a substantial iron railing, divides the
city from the river throughout its whole extent.
This arrangement, as well as the substantial character of the quays,
is a virtue of necessity, arising from remarkable local phenomena.
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 oc-
cupy a considerable portion of the water-way of the river, which there-
upon 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, coyering the
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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 re-
sumed.
It is while settling to rest for the winter, and when "waking up" on
the approach of spring, that the majestic phenomenon of an "ice-shove"
is seen. During the elevation of the vast volume of the St. Lawrence
some ten or fifteen feet and its return again to its bed, momentary ar-
restations of both floating and submerged ice take place, when the river
above instantly rises until a "head" of water is accumulated which is
fearfully irresistible. The solid crust of ice on the surface, two or
three feet in thickness, is summarily and suddenly lifted and forced
right and left; a field of ice, perhaps of several square miles in area, is
set in motion, and, crushing against the unyielding quays, is forced up-
ward, 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 di-
rection by the St. Lawrence and Ottawa, with their tributaries, form-
ing several large and fertile islands contiguous to the main one occupied
by the city. This plain, although nearly one thousand miles by the
river from the Atlantic, is scarcely elevated one hundred feet above
tide-water, and, in the words of the provincial geologist, constitutes
the valley proper of the St. Lawrence, occupying a breadth of forty
miles; the nature of the materials of which it is composed (a deep and
highly levigated deposite of argillaceous, arenaceous, and calcareous
matter) rendering it impossible to conceive of a region more fitted for
the purposes of agriculture."
The sea tonnage of the port of Montreal was-
Inward.
Outward.
Year.
Number.
Tons.
Men.
Number.
Tons.
Men.
1850
211
46,156
1,944
207
45,954
1,914
1851
231
55,660
2,181
245
56,998
2,254
The aggregate tonnage at Montreal and Quebec is greater than the
whole tonnage outward by sea, because vessels partly laden at Mon-
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S. Doe. 112.
treal are recleared at Quebec. The above return refers only to ves-
sels from and to sea.
The tonnage of the port, registered under the imperial act, com-
prises 175 vessels, making 20,000 tons.
The progressive value of imports and duties collected is-
Year.
Imports.
Duties.
1848
$5,925,672
$561,916
1849
6,183,892
767,404
1850
7,172,792
1,032,636
1851
9,179,224
1,256,760
A new tariff came into operation on the 25th of April, 1849, in-
creasing 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
1849
1,610,944
90,016
1,700,960
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 ascer-
tained 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 ex-
port, is not ascertained.
The exports do not include produce lightered over the bar in Lake
St. Peter, or the cargoes of foreign vessels which must clear outward
from Quebec. Fifty-three thousand barrels of flour, shipped at Mon-
treal, are therefore included in the exports from Quebec for 1851. The
total value thus taken from Montreal for 1851 was $379,132.
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427
The following are the countries imported from:
Great Britain
$7,358,988
United States
1,081,372
British North American colonies
252,292
Other foreign States, viz: West Indies, France, Portugal,
Spain, Belgium, Holland, Sicily, Spanish West Indies,
and China
484,512
Total
9,177,164
The trade between Montreal and the lower colonies is shown by
the following statement of the value of imports and exports, and num-
ber of barrels of flour sent in:
Year.
Total value of
Total value of
No. of bbls. of
Remarks.
imports.
exports.
flour exported.
1849
$129,748
$177,448
35,082
1850
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
£436,483
1,745,932
1850
772,104
1,477,784
562,472
2,249,888
1851
1,081,372
1,947,452
757,206
3,028,824
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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
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 man-
ner of making the imports. These consist of four classes, viz : Im-
ports 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 ex-
clusively 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
Foreign under bond
Free
94,464
Do. not under bond
}
3,440,363
Total.
3,312,250
Total
8,936,236
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The active intercourse between Canada and the United States may
be seen from the following statement of the tonnage inward and
outward in 1851 :
Inward.
Outward.
Totals.
American.
British.
American.
British.
Inward.
Outward.
Steam
1,224,523
845,589
753,318
564,089
2,070,112
1,317,407
Sail
139,867
202,039
153,670
206,361
341,906
360,031
Total
1,364,390
1,047,628
906,988
770,450
2,412,028
1,677,438
Inward and outward.
Steam, American
1,977,841
Steam, British
1,409,678
3,387,519
Sail, American
293,537
Sail, British
408,400
701,937
Total inward and outward, tons
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 principal articles of import from Canada are flour, wheat, lum-
ber, cattle and horses, oats, barley and rye, wool, butter and eggs.
The principal exports to Canada are tea, tobacco, cotton and woollen
manufactures, hardware, sugars, leather and its manufactures, coffee,
salt, India-rubber goods, hides, machinery, fruits, and wooden-ware.
Of the imports from Canada $1,593,324 worth were received in
bond, so that the value of Canada produce which paid duty was only
about $1,600,000, while that of domestic export to Canada, on which
duties were levied, was $5,495,873. The duty levied on imports from
Canada for 1851 was $373,496, while that levied on exports to Canada
(including bonded goods) amounted to $1,190,956.
The relative trade with the United States and other countries, at the
leading inland ports, was as follows in 1851 :
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S. Doc. 112.
From the United States.
Port.
Population
Total value of im-
in 1851.
ports from all
parts.
Value.
Duty collected.
Toronto
30,775
$2,601,932
$1,525,620
$235,780
Hamilton
14,112
2,198,300
1,049,756
165,124
St. John
3,215
1,948,460
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
3,871
142,376
125,464
13,940
The progress of the inland ports is shown by the values on imports
for the following years :
Ports.
1848.
1849.
1850.
1851.
Toronto
$788,900
$1,315,452
$2,538,888
$2,601,932
Hamilton
941,380
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 pro-
gressive. The imports show their commercial progress to have been
equally rapid and there can be little doubt that in Upper Canada the
export of produce, and the import and consumption of all the substan-
tial 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
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431
yet be done in this quarter. The distance from the shores of Superior
to those of Hudson's bay is no greater than that between the Hudson
river, at Albany, and Lake Erie, at Buffalo; and the sea-route to
Britain is shorter this way than by the lakes and Montreal, New York,
or Boston. All the supplies and exports of the Hudson's Bay Company
are carried by sea; and although the season of navigation is very
lmited, 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
Hides
89,204
Leather (tanned)
126,232
Oil (not palm)
47,804
Paper
32,996
Rice
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
53,960
Dye-stuffs
12,680
Coffee
116,988
Fruit
81,144
Fish
7,544
Unenumerated
3,922,044
Total value of dutiable imports from the United
States in 1851
7,943,384
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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
do
3,747
185,848
Wool
pounds
163,644
41,896
Wheat
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
38,004
Eggs
dozens
474,481
38,008
Unenumerated
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 be-
tween Canada and other countries, made inland via the United States,
under the drawback law"-are submitted :
Statement showing Canadian produce, &r., received in bond at New York
and Boston in 1851.
New York.
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
barrels
Ashes
2,600
6
62,562
151
2,521
cases
kegs
1,340
Butter
tubs
23
8,791
barrels
an
1,069
kegs & tube
}
7,466
1
Wine
pipes
151
7,631
cases
13
Furs
puncheons
3
6,347
casks
3
barrels
Peas
2,521
bushels
5,641
5,651
2,815
1,082
Unenumerated
8,084
3,488
Value
1,427,093
119,441
$1,546,534
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The following statement shows the value of goods transported in
pond to Canada from the same ports :
VALUE FROM
Articles.
Total value.
New York.
Boston.
Dry goods
$66,942
$518,557
$585,499
Railroad iron
108,534
108,534
Sugars
107,049
107,049
Books
20,306
9,075
23,381
Preserved fruit
27,776
936
28,712
Wine
15,820
15,820
Hardware
19,516
16,709
36,225
Jewelry
2,255
28,046
30,301
Hides
16,029
3,162
19,191
Leather 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
548,142
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 form the principal
articles of bonded export. The following shows Canadian wheat and
flour received and exported at New York for the last three years :
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
282,280
1,036,218
667,132
475,311
252,037
966,549
1861
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
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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, bush.
1846
310,091
545,068
310,091
545,068
1847
272,299
919,058
272,299
919,058
1848
274,206
309,789
7,054
2,703
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
223,951
1851
200,664
216,971
79,806
24,259
280,470
241,230
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Comparative 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.
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
294,891
79,492
4,311
378,694
1850
214,934
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 com-
pare with the like values of 1849 and 1850, which were taken from the
same source.
NOTE.-From ninth line on page 32, read thus:
The canal tolls levied by the State of New York on Canadian pro-
duce passing through her canals toward tide-water, amounted in two
years, 1850 and 1851, as near as could be ascertained, to over six hun-
dred 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 con-
tributed by the Canadian trade to New York canals.
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Statement of the trade of Canada with all the countries for the years 1849, 1850, and 1851.
Great Britain, value.
United States, value.
British North American
Other countries, valne.
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
10,679,999
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
S.
Summary.
Value of imports and exports.
Doc. 112.
Total in three years.
1849.
1850.
1851.
Great Britain
$12,069,708
$14,435,320
$19,608,032
£11,528,265
$46,113,060
Digitized by Google
United States
8,401,188
11,546,020
13,875,536
8,455,686
33,822,744
British North American Colonies
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
A
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
$88,200,256.
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 in 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 twenty-
six and a half feet wide, designed for propellers and sail craft. These
locks will pass a craft of about five hundred tons burden, while those
on the St. Lawrence have a capacity double this amount.
The total cost of this navigation may be set down at twelve mil-
lions 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 govern-
ment 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
Digitized by Google
438
S. Doc. 112.
so much influenced by the amount of up-cargo obtained that they
cannot yet be considered settled. It is believed that the freight on
flour from Lake Erie to Montreal (including tolls) will be brought down
to twenty cents, and on iron, up to $2.
The construction of a ship-canal from the St. Lawrence to Lake
Champlain, so as to bring the propellers of Chicago to Burlington and
Whitehall, is now engaging the consideration of the Canadian govern-
ment. This project originated with the Hon. John Young, chief
commissioner of public works in Canada; and there is little doubt,
from the favor it has received from the public, that it will be speedily
accomplished. The cost would only be between $1,500,000 and
$2,000,000, and its construction is indispensable to protect the rev-
enues of the St. Lawrence canals from the competition of the Ogdens-
burg railroad. The construction of such a work must produce a cor-
responding 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 de-
cided and satisfactory progress in the leading articles of up and down-
freight. The receipts for tolls upon the Welland canal in 1851 are
thirty-three per cent. higher than in 1850. On the St. Lawrence, al-
though tonnage has increased, the tolls have not-the revenue being
here reduced by a rebatement of toll on cargoes which have passed
the Welland.
The following shows the progress of leading articles of up and down-
freight on the Welland canal in 1850 and 1851
Down-trade.
Articles.
1850.
1851.
Wheat
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-trade; while that for 1851 shows the entries
at Port Colborne only-the whole down-trade not being attainable.
Digitized by
Google
S. Doc. 112.
439
Up-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
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
do
1851
200,000
ST. LAWRENCE CANALS.
The comparative movement of leading articles on these canals for
1850 and 1851 was as follows:
Down-trade.
Articles.
1850.
1851.
Flour
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
1,282}
2,468
General merchandise pounds.
No return.
28,913,920
Digitized by Google
S. Doc. 112.
Vessels which passed the several canals during the year 1851:
British.
No.
Tonnage.
Tolls.
Welland canal
3,357
363,221
£1,628
St. Lawrence canal
6,656
505,197
1,447
Chambly canal
1,517
81,594
193
Burlington B. canal
1,998
380,649
230
St. Anne's lock
1,926
99,561
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 lock
61
2,846
8
3,420
553,669
2,598
Total British and foreign-18,874 vessels ; 1,973,841 tons; toll,
£6,407.
The total movement on the canals for 1851 and three years previous
is as follows:
Welland canal.
1848.
1849.
1850.
1851.
Tons
307,611
351,596
399,600
691,627
Passengers
2,487
1,640
1,930
4,758
Tonnage of vessels
372,854
468,410
588,100
772,623
Digitized by Google
S. Doc. 112.
441
St. Lawrence canal.
1848.
1849.
1850.
1851.
Tons
164,627
213,153
288,103
450,400
Passengers
2,071
26,997
35,932
33,407
Tonnage of vessels
5,648
5,448
6,169
6,934
Chambly canal.
1848.
1849.
1850.
1851.
Tons
17,835
77,216
109,040
110,726
Passengers
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 bar-
rel;) 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, 80 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
Digitized by Google
442
S. Doc. 112.
canal, since the Welland and St. Lawrence came into competition
with it.
In the down-trade, flour and wheat have been reduced thirty-three
per cent.; corn and oats, from four and a half mills to two mills; pork,
bacon, lard, and lard oil, from four and a half mills to one and a half
mill; beef, butter, cheese, tallow, beer, cider, vinegar, from four and a
half to three mills. Almost every other article of down-freight has
undergone like reductions. Likewise the discrimination in favor of pot
and pearl ashes and window glass manufactured in New York State has
been abandoned; the State retaining only a discriminating toll against
salt and gypsum from other States or countries.
There can be no question but that the whole western country would
have been annually taxed, both upon their exports and imports, a much
larger amount than is now paid by them, in order to swell the revenue
of the Erie canal, had it not been for the healthful competition of the
Canadian works. As an example: the reduction in the tolls on railroad
iron since 1845 amounts to $5 44 per ton of 2,000 lbs. The amount
of this iron which reached Lake Erie in 1851 was-
By Erie canal to Buffalo
46,876,427
By Welland canal to Lake Erie
156,784,320
203,660,747
equal to 101,830 tons of 2,000 lbs.; and the reduced toll on this one ar-
ticle 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 toms of
corn, from western States, were shipped eastward from Buffalo in 1851,
the reduction on the tolls of which amounts to $512,830 from the rates
of 1845; besides some 185,000 tons of wheat and flour, and 40,000 tons
of corn, which passed down through the Welland, to the most of which
the reduced tolls should be applied.
Thus the eastern States, in their imports of three articles from the
West, as well as the western ones, in their import of one article from
the East, have each obtained a reduction of transit dues amounting to
over half a million of dollars, which is mainly to be ascribed to the
construction of the ship-canals of Canada.
Again: the tolls on the Erie canal upon tobacco are four times
greater if going from tide-water" than if going toward" it, by which
policy it is hoped to draw this article from the lower Ohio, Missouri,
&c., to the eastern States and the seaboard through this canal. This
discrimination in direction has been abandoned in respect of other arti-
cles, and will follow with tobacco, because no similar distinctions are
maderon 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
Digitized by
Google
S. Doc. 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 Og-
densburg railroad, he says, " But there is another, and I apprehend a
still cheaper route, by water to Lake Champlain, soon to come into com-
petition 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 Al-
bany by cheaper routes." Lastly, he says, " Canada and Boston have
not yet perfected all their works. All will soon have their whole ma-
chinery in motion. Their plans are not the product of blindness or'
folly-they are the results of good judgment and a just appreciation
of the great boon sought and the best means of attainment."
The effect of the Canadian navigation on the imports of western
States is ascertained by the 50,000 tons of iron (American property)
imported last year via Quebec. The large amount of tonnage entering
Quebec in ballast in quest of timber will bring in coal, iron, slate, salt,
and other heavy articles at about half the rates now charged on these
articles to New York. While, therefore, ocean freights inward are SO
much less than at New York, the abundance of timber enhances all
other freights outward to more than double that from New York. The
position of the two ports is reversed: it is the outward voyage which
pays at Quebec, while at New York flour has been carried out for six
pence sterling per barrel to Liverpool.
When the effect of the repeal of the navigation laws brings more
vessels into Quebec than are required for timber, outward freights
from the lakes may pour down the St. Lawrence, and the rates of
freight come down to a standard which will make the whole cost of
shipment from the lakes to Europe via the St. Lawrence as favorable
as via New York.
THE MAGDALEN ISLANDS.
This group of islands occupies a prominent position, almost in the
centre of the Gulf of St. Lawrence, and directly 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 d 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
Digitized by Google
444
S. Doc. 112.
nearest point of Newfoundland, seventy-five leagues from the French
settlements at St. Pierre and Miquelon, and one hundred and eighty
leagues eastward of Quebec.
The central portions of the Magdalen islands rise into hills, varying
from two hundred to five hundred and eighty feet above the sea ; their
tops are rounded. On the sides of these hills are found stratified de-
posites of sandstones and ochreous clays, with gypsum in the hollows
and basins, and also occasionally in veins.
The water of many springs and rivulets is so salt as to be unfit for
use ; and although rock salt has not yet been found, yet it is believed
to exist in these islands.
The gypsum forms an article of export. On one of the group it is
found of exceeding fine quality, and very white, approaching to ala-
baster 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 prose-
cuting 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 fish-
eries, from which they are now debarred, whose advantages have been
already mentioned.
These islands were formerly attached to the government of New-
foundland, but at present they are under the jurisdiction of the Cana-
dian government. The whole group was granted by the British gov-
ernment to Admiral Sir Isaac Coffin, R. N., for distinguished services;
by him they were bequeatbed in striet 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 men-
tioned 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.
Digitized by Google
No. 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.
AMERICAN VESSELS.
BRITISH VESSELS.
TOTAL TONNAGE.
Years.
Entered.
Cleared.
Entered.
Cleared.
Entered.
Cleared.
Number.
Tons.
Number.
Tons.
Number.
Tons.
Number.
Tons.
Number.
Tons.
Number.
Tons.
1833
1, 184
176,596
1,224
189, 571
315
60,605
305
56,894
1,499
237,201
1,529
246,465
1834
983
146,579
1, 099
170,138
764
147,337
784
146,470
1, 747
293,916
1,883
316,608
1835
2, 072
335,229
2, 101
335,254
1, 574
271, 630
1,584
276,266
3,646
606,859
3, 3,685
611,520
1836
1,224
222,762
1,264
226,910
1,046
233,560
1,036
250,934
2,270
456,322
2,300
477,844
S.
1837
1,129
206,027
1,138
212,093
1,186
249,993
1,176
269,778
2, 2,315
456,020
2,314
481,871
1838
1,012
198,198
1,042
202,728
1,167
253,375
1, 127
256,544
2,179
451,573
2,169
459,272
1839
2,695
290,355
2,746
291,138
1,319
212,846
1,320
224,990
4,014
503,201
4,066
516,128
1840
1,701
300,939
1,705
295,901
1,391
234,522
1,362
237,424
3,092
535,461
3, 3,067
533,326
1841
1,951
328,685
1, 978
330,061
1, 557
260,110
1,596
275,242
3,508
588,795
3,574
605,303
1842
1,869
277,702
1, 810
271, 531
1,317
203,644
1,340
229,009
3,186
481,346
3,150
500,540
Doc. 112.
1843
1, 052
188,049
996
179,591
783
120,693
771
128,365
1,835
308,742
1,767
307,956
1844
2,709
689,355
2, 664
665,852
1, 933
307,941
1,902
312,377
4,642
997,296
4,566
978,229
1845
2,614
646,045
2,635
653,916
1,695
281, 101
1,629
273,464
4,309
927,146
4,264
927,380
1846
2,812
787,804
2,864
800,757
1,562
299,810
1, 524
301,468
4,374
1,087,614
4,388
1,102,225
1847
2,135
618,443
2,132
616,398
1,546
273,178
1,550
273,336
3,681
891,621
3, 682
889,734
1848
3,636
777,815
3,612
777,716
2,640
515,100
2,579
501,724
6, 276
1,292,915
6,191
1,279,440
1849
Digitized by Google
5,339
906,813
5,300
890, 204
2,767
537,697
2, 775
563, 649
8, 106
1,444,510
8,075
1,453,853
1850
2,876
889,755
2,803
919,515
3,282
447,372
3, 086
455,982
6,158
1,337,127
5,889
1,375,497
1851
2,925
1,013,275
2,634
927,013
3,634
514,383
3,621
516,883
6,559
1,527,658
6,255
1,443,896
446
S. Doc. 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
63,351
70,310
Vegetable food
do
136,056
141,534
145,769
240,111
81, 3071
89,501
Farm stock
do
43
251
362
5871
833
Other agricultural produce.
do
11,2441
17,693
13,165
14,672
603
4,215
Merchandise, &c
do
45, 354
42,931
3, 424h
41,406
4,8184
17,247
Manufactures
do
62,011
75,856
99,090
145,756
3,600
31,047
Total.
do
307,611$
351,596
399,600
691,657
159,267
213,153
Passengers
number
2,487
1,640
1, 938
4,7584
21,071
26,997
Boats of all kinds
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
Digitized by Google
S. Doc. 112.
447
Welland, St. Lawrence, Chambly, (including St.
-
Lock,) and Burling-
the year 1851 and three preceding years.
rence.
Chambly.
Burlington Bay.
St. Anne's Lock.
1850.
1851.
1848.
1849.
1 850.
1851.
1850.
1851.
1850.
1851.
124,948}
232,073
16,564
61,164
79, 1192
88, 9123
12, 6591
16,590
49, 3691
93,403
80,6871
98, 699
49
7, 858
21,146
575
24,113,
18, 8191
729
1,176
1, 2612
1, 390
18
$
9}
4783
60f
1, 486
299
8, 5102
9,535
28
64
686
584
318
7164
10
1,609
24, 069
29,679
1,305
6,764
4,510
2,965
7,4314
11,326
4, 4504
5, 005
48, 625
79,024
889
1, 348
3, 577
3, 167₫
9,9951
10, 5951
3, 3,785
4, 441
288,103
450,400
18,835
77,216
109,040?
110, 7261
54, 9962
58, 1072
59,839
105,933
35,932
33,986
470
8, 430
278
1,860
1,550
14,130
6,169
7,626
659
1,264
2, 878
1, 342
2,523
1, 984
460,180
545,598₫
22,322
128,642
143,194
90,893
473,690
124,302
101,938
Digitized by Google
No. 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.
448
Ports.
Total value im-
From United
From Great
From British
From other
Bonded im-
Total value im-
Total value im-
ported from
States.
Britain.
N. American
countries.
ports.
ported inland,
ported by pea,
all parts.
colonies.
via U. States.
via St. Law-
rence.
Value.
Value.
Value.
Value.
Value.
Amherstburg
$15,384
$14,616
#768
#852
$14,616
$768
Bath
9,384
8,504
$880
504
8,504
8e0
Burwell
55,716
55,716
55,716
Belleville
98,524
82,332
15,968
$84
140
1,244
83,608
14,916
S.
*Bondhead
Chatham
51,696
51,696
376
51,696
Chippewa
318,152
316,204
1,792
156
968
318,152
Cobourg
142,376
125,464
14,840
2,072
125,464
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
32,784
65,316
32,784
Doe. 112
Darlington
15,956
15,676
280
840
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 Brie
36,592
36,592
36,592
Goderich
10,580
10,580
10,580
*Grafton
Hamilton
2,198,300
1,044,736
1,124,836
20,696
8,032
348,012
1,019,408
1,178,892
Digitized by Google
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
31,520
919,724
106.568
Niagara
39,180
30,952
6,120
508
1,600
7,164
30,952
8,228
Oakville
212,840
42,576
170,264
17,968
42,576
170,964
Owen's Sound
840
840
840
Penetanguishene
252
252
252
Pictou
44,288
35,924
8,364
508
35,524
8,764
Queenston
70,176
59,084
8,316
128
2,648
10,672
59,084
11,092
Rondeau
12,236
12,236
12,296
Rowan
! 30,996
30,996
456
30,996
Sandwich
173,728
173,728
173,728
Sarnia
19,668
19,668
19,668
Stanley
292,636
284,872
2,512
5,252
17,288
284,872
7,764
Toronto
2,601,928
1,525,620
1,014,836
24,900
36,572
400,000
1,200,000
1,401,928
Wellington
2,628
2,580
48
48
2,628
Whitby
31,596
29,948
1,648
29,948
1,648
Brockville.
239,712
164,768
58,901
16,040
55,012
219,780
19,932
30
Maitland
1,100
1,100
1,100
Cornwall
23,124
11,952
11,172
20,940
11.968
11,156
Cotean 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
6,444
Mariatown
15,928
15,928
15,923
Prescott.
122,448
105,936
16,512
1,848
107,780
14,668
Rivière aux Raisins
288
288
288
St. Regis
17,248
17,248
14,552
17,248
Clarence
7,004
7,004
7,004
Frelighsburg
25,820
25,820
25,820
Hereford
3,532
3,532
3,532
Hemmingford
13,688
13,688
13,688
Huntingdon
7,364
7,364
7,364
Lacolle
17,984
17,984
17,984
Montreal
9,177,164
1,081,372
7,358,984
252,292
484,516
73,024
1,081,372
8,095,792
S. Doc. 112.
Philipsburg
46,408
40,400
6,008
6,008
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
Quebec
3,335,616
157,108
2,850,500
163,528
164,480
9,900
113,996
3,221,620
Digitized by
Napanee
22,120
22,120
22,120
La Beauce
5,956
5,956
5,956
Elgin
1,212
1,212
1,212
Wallaceburg
13,212
13,212
13,212
Bruce Mines
6,360
6,072
2-8
288
6,072
288
Google
Gaspé
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 Hamilton, the collector of Toronto not being able to distinguish the route of his
Imports.
449
STATEMENT-Continued.
450
Total value im-
From United
From Great
From British
From other
Bonded im-
Total value im-
Total value im-
Port.
ported from
States.
Britain.
N. American
countries.
ports.
ported inland,
ported by sea,
all parts.
colonies.
via U. States.
via St. Law-
rence.
Value.
Value.
Value.
Value.
Value.
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
1,876
1,876
1,876
Total
23,250,440
8,936,236
12,876,828
497,400
939,976
1,240,828
8,788,712
14,461,728
.
MONTREAL, May 1, 1852,
THO3. C. KEEFER.
S. Doc. 112.
Digitized by Google
S. Doc. 112.
451
No. 4-Statement showing the value of exports from Canada, at each port,
in 1851, with the countries to which exported.
EXPORTED to-
Ports.
Total value.
Great Britain.
B. N. Ameri-
United States
Other
can colonies.
countries.
Amberstburg
$79,408
$79,480
Bath
21,428
21,428
Belleville
147,368
147,368
Burwell
132,360
132,360
Chatham
31,196
31,196
Chippewa
7,528
7,528
Cobourg
71,612
71,612
Colborne.
944
944
Credit
201,852
$20,584
181,268
Dalhousie
356,072
$11,160
317,296
$27,616
Darlington
29,960
29,960
Dover
'151,404
151,404
Dunnville
85,164
76,416
8,748
Fort Erie
31,276
31,276
Goderich
3,264
3,264
Grafton
3,992
3,992
Hamilton
365,252
12,004
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
776
Penetangnishene.
3,736
3,736
Pictou
17,808
17,808
Queenston
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
327,348
327,368
Wellington
22,884
22,884
Whitby
201,164
201,164
Brockville
70,618
70,648
Maitland
3,592
3,592
Bytown
Cornwall
10,236
10,236
Coteau du Lac
8,824
8,824
Dickenson's Landing
4,132
4,132
Dundee
12,944
12,944
Gananoque
6,320
6,320
Mariatown
24,008
24,008
Prescott
32,960
32,960
Rivière aux Raisins
St. Regis
6,292
6,292
Clarenceville
488
488
Frelighsburg
16,296
16,296
Hereford
15,452
15,452
Hemmingford
11,180
11,180
Huntingdon
4,308
4,308
Lacolle
27,500
27,500
Montreal
2,503,916
1,470,772
480,728
272,416
280,000
Philipsburg
88,968
88,968
Potton
Stanstead
40,128
40,128
St John
905,276
905,276
Sutton
Quebec
5,623,988
4,888,084
353,056
19,452
363,396
Napanee
43,196
43,196
Digitized by Google
452
S. Doc. 112.
STATEMENT-Continued.
EXPORTED 70-
Ports.
Total value.
Great Britain.
B. N. Ameri-
United States.
Other
can colonies.
countries.
Beauce
$6,416
$6,416
Elgin
4,784
4,784
Wallaceburg
61,564
61,564
Bruce Mines
67,644
67,644
Gaspé
141,740
$28,436
$10,596
724
$101,984
New Carlisle
80,100
27,963
7,592
44,540
Sault Ste. Marie
10,220
10,220
New Castle
12,516
12,516
Stamford
Milford
10,480
10,480
Bond Head
Russelltown
5,992
5,992
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.
Digitized by Google
S. Doc. 112.
453
No. 5.-Comparative statement of imports inland, via United States, with
imports by sea, via St. Lawrence, 1851, distinguishing the principal
articles.
SEA.
Articles.
Total sea
Inland im-
Total imports
Montreal
Direct at in-
imports.
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
2,741,976
Hardware do
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
Glass
77,124
1,136
78,260
18,828
97,088
Coal
101,176
101,176
38,652
139,828
Furs
82,116
7,916
90,032
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
755,588
755,588
12,073,000
3,144,316
15,217,316
8,788,712
24,006,028
The large amount of "unenumerated" values renders this statement but approximate, because
the enumeration of sea imports is much fuller than those inland, where, at some ports, no
enumeration of articles is made.
THOMAS C. KEEFER.
MONTREAL, May 1, 1852.
Digitized by Google
454
S. Γoc. 112.
No. 6.- Value of direct imports from sea at
Articles.
Amherstburg.
Bath.
Belleville.
Cobourg.
Dalhousie.
Darlington.
Dover.
Hamilton.
Port Hope.
Kingston.
Niagara.
Oakville.
Tea
$7,528
Tobacco
Cotton manufacture.
$2,220
$804
383,960
8752
Woolien manufacture
$880
4,304
269,788
$9,068
2,716
Hardware
1,172
$10,580
177,856
5,500
44
Wooden-ware
Machinery
Prote and shoes
Leather manufacture.
12,960
Hides
Leather, tanned
Oils, not palm
Paper
5,620
428
Rice
Sugar
$640
200
1,560
53,076
2,288
$10,712
508
Molasses
Salt
680
Glass
536
Coal
Furs
3,256
Silk manufacture
1,408
12
1,164
India rubber do
113,168
Dyestuffs
Coffee
Fruit
452
Fish
Unenumerated
128
5,612
4,772
$32,784
$280
112
150,464
1,320
95,404
3,044
$170,264
Total value by sea
768
880
14,916
16,912
32,784
280
928
1,178,892
18,604
106,568
8,228
170,264
The above statement is designed to show the principal articles which are imported direct from sea, ab inland
MONTERAL, May 1, 1852.
Digitized by Google
S. Doc. 112.
455
inland ports, via the St. Lawrence, in 1851.
Picton.
Queenston.
Port Stanley.
Toronto.
Whitby.
Brockville.
Cornwall.
Prescott.
St. John.
Bruce Mines.
Gaspe.
New Carlisle.
St. Marie.
Total.
$8,000
$15,528
408,000
$860
$3,372
799,968
$5,304
288,000
788
1,096
581,944
188,000
6,716
389,868
88
88
356
356
14,000
26,960
128
128
268
268
6,000
12,048
56,000
820
125,804
800
$708
2,188
600
1,136
1,180
3,480
7,916
980
2,104
5,588
120,000
233,168
300
752
1,380
$11,092
$7,764
309,048
4,984
$11,156
$14,668
$288
$51,472
$53,680
$10,892*
940,608
8,764
11,092
7,764
1,401,998
1,648
19,932
11,156
14,668
1,008
288
51,472
53,680
10,892
3,144,316
* Imported via Hudson's Bay.
ports, the names of the ports, and their comparative importance in this trade.
THOS. C. KEEFER.
Digitized by Google
No. 7.-Comparative statement of imports of leading articles into Canada in 1850-'51, showing the countries from whence imported.
456
Total value.
From Great Britain.
From United States.
F rom British
r rom other foreign
Articles.
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
2,672,68
846,376
562,904
92
8
7,460
624
Woollen do
2,193,580
2,500,996
1,730,348
2,050,312
452,492
430,520
10,540
20,164
Hardware. 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 ю
36,076
54,608
28
48
424
20
Machinery
76,144
83,012
1,340
6,8 0
74,804
76,152
Boots and shoes
49,256
11,952
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
46,248
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
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
53,912
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
27,524
68,320
79,036
1,204
320
1,232
2,420
S. Doc. 112.
Glass
83,452
95,692
42,316
53,848
27,256
18,256
16
13,880
23,572
Coal
90,728
141,928
55,332
97,844
34,428
42,580
968
1,500
4
Furs
61,652
129,116
36,208
78,780
25,132
41,288
312
36
9,012
Silk manufactures
555,840
658,692
394,104
578,016
150,628
72,618
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
Digitized by
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
84,760
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
Nors.-There to an apparent decrease in cotton and woollen manufactures, which arises from imperfect enumeration. The total imports of 1851 exceed those of 1850: and in the arti-
cles which pay specific duties, (tea, sugar, coffee, salt, &c.,) and are therefore fully reported, there is a marked increase; also in unenumerated" there in nearly double the correspont-
ing amount for 1850. Many collectors do not enumerate nd valorem" goods, but return them as " goods at If per cent.," &c., which embraces all manufactures. Great exertions were
made in 1850 to enumerate the articles ; but. even then, all manufactures were under the real import. This partial enumeration explains the apparent decrease. The same increase which
obtains on the total import should be applied to all manufactures to give the true import for 1851.
MONTREAL, May 1, 1802.
THOS. C. KEEFER.
No. 8.-Comparative statement showing the total value of imports and exports at each port in Canada in the years 1850 and 1851.
1850.
1851.
Total value of
Total value of
Ports.
exports and
exports and
Exports.
Imports.
imports.
Exports.
Imports.
imports.
Amherstburg
$28,228
$23,572
$51,800
$79,480
$15,384
$94,864
Bath
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
325,680
Cohourg
54,584
87,244
141,828
71,612
142,376
213,988
Colborne
2,212
4,044
6,256
944
7,516
8,460
Credit
238,132
2,568
240,700
201,852
8,556
210,408
Dalhousie
318,112
57,580
375,692
356,072
98,100
454,172
Darlington
66,336
16,280
82,616
29,960
15,956
45,916
Dover
108,640
62,048
170,688
151,404
81,760
233,164
Dunnville
15,604
59,092
74,696
85,164
110,840
196,004
S. Doc. 112.
Fort Erie
37,992
54,276
92,268
31,276
36,592
67,868
Goderich
13,872
7,108
20,980
3,264
10,580
13,844
Grafton
4,832
5,164
9,996
3,992
3,992
Hamilton
352,892
1,583,132
1,936,024
365,252
2,198,300
2,563,552
Hope
129,028
58,296
187,324
100,408
79,016
179,424
Kingston
350,248
499,044
849,292
421,016
1,026,292
1,447,308
Niagara
11,128
62,996
74,124
2,088
39,180
41,268
Digitized by
Oakville
178,604
41,564
220,168
122,880
212,840
335,720
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
Queenston
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
457
Comparative statement showing the total value of imports and exports at each port in Canada-Continued.
458
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
Breckville
72,396
231,940
304,336
70,648
239,712
310,360
Maitland
6,364
2,208
8,57%
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
12,300
332
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
12,944
15,804
28,748
Gananoque
4,932
27,360
12,292
6,320
6,444
12,764
Mariatown
16,448
12,804
29,252
24,008
15,928
39,936
Prescott
23,400
57,696
81,096
32,960
122,448
155,408
Rivière aux Raisins
784
784
288
288
S. Doc. 112.
St. Regis.
4,336
13,552
17,888
6,292
17,248
23,540
Clarenceville
4,992
6,072
11,064
488
7,004
7,492
Frelighsburg
11,696
19,952
31,648
16,296
25,820
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
13,580
13,580
27,500
17,984
45,484
Digitized by
Montreal
1,744,772
6,905,400
8,650,172
2,503,916
9,177,164
11,681,080
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
905,276
1,948,460
2,853,736
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
22,120
65,316
Beauce
7,676
4,132
11,808
6,416
5,956
12,372
Elgin
2,240
508
2,748
4,784
1,212
5,996
Wallaceburg
13,812
3,812
61,564
13,212
74,776
Fruce Mines
40,616
7,684
48,300
67,644
6,360
74,004
Gaspe
116,828
49,912
166,740
141,740
53,352
195,092
New Carlisle
80,100
53,680
133,780
Sault Ste. Marie
7,876
28,604
36,480
10,220
12,124
22,314
New Castle
37,404
8,040
45,444
12,516
3, 928
16,444
Stamford
7,744
27,744
Milford
4,428
988
5,416
10,480
1, 876
212,356
Bondhead
39,884
3,348
43,232
Russelltown
2,472
2,472
5,992
5,992
11,961,708
16,982,064
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
M ontreal 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 included, neither the
value of ships built at Quebec for sale in England, valued at about $1,404,000 in 1851 ; which items will give an addition to the trade of Quebec of $2,200,000 for
1851, and of course the same addition to the whole trade of Canada for that year.
MONTREAL, May 1, 1852.
THOMAS C. KEEFER.
S. Doc. 112.
Digitized by Google
459
460
S. Doc. 112.
No. 9.-Comparative statement of exports inland and by sea from. Canada
in 1851, showing the principal articles.
Articles.
By sea from
From inland
Total.
Montreal and
ports.
Quebec.
Ashes, pot and pearl
$765, 924
$65, 992
$831, 916
Ash timber
14,896
14,896
Birch
18,464
18,464
Deal ends
18,684
18,684
Eim
196,420
196,420
Oak
189,876
14,620
204, 496
Pine, white
1,518,528
Pine, red
416,232
~~~
160,884
2, 095, 644
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
Spare, 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
186,048
Wheat
144, 184
491,760
635,944
Flour
1,450,148
1, 181, 484
2,631,632
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 Gaspe 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 not reported at Montreal or Quebec, although such
report is compulsory on all inland craft proceeding to sea.
THOS. C. KEEFER.
MONTREAL, May 1, 1852.
Digitized by Google
No. 10.-Statement showing the value of imports, dutiable and free, into Canada from the United States, the amount of duties
collected, the total value of exports, and the tonnage, steam and sail, inward and outward, at each port, in 1851.
VESSELS INWARD.
VESSELS OUTWARD.
Port.
Value of dutiable im-
ports from United
States.
Amount of duty col-
lected.
Value of free goods
imported.
Total value of imports
dutiable and free.
American.
British.
Total value of exports
to United States.
American.
British.
Steam.
Sail.
Steam.
Sail.
Steam.
Sail.
Steam.
Sail.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Amherstburg
$15,384
$1,856
$15,384
36,318
237
12,631
3,280
$79,480
No reco
rd 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
132,360
580
38,883
5,229
Belleville
98,524
14,500
98,524
10,106
3,680
8,256
147,364
10,365
3,421
8,205
Bondhead
Chatham
43,160
6,208
8,536
51,696
115
1,852
26,854
1,776
31,036
115
2,361
26,594
4,398
Chippewa
148,044
16,008
170,108
318,152
7,528
928
751
18,963
1,243
S. Doc. 112.
Cobourg
125,464
13,940
125,464
220
34,300
1,959
71,612
739
26,700
4, 753
Colbourne
7,496
892
20
7,516
414
3,989
2,202
460
944
152
100
111
Credit
8,556
1,712
8,556
804
3,023
181,268
804
3, 023
Delhousie
97,984
13,900
97,984
561
1,296
400
5,694
317,296
336
1,924
316
5,694
Darlington
14,676
2,408
1,280
15,956
145
23,035
836
29,956
575
1,509
Digitized by
Dover
73,320
10,756
8,440
81,760
25,639
8,831
5,730
6,987
151,404
25,639
8,831
5,730
6,669
Dunnville.
110,840
15,212
110,840
198
1,170
5,235
180
76,416
198
1,170
3,235
180
Fort Erie
29,256
4,008
7,336
36,592
60
31,276
60
Goderich
10,580
1,376
10,580
4,822
350
926
3,272
4,822
350
926
Grafton. (No return)
Hamilton.
1,049,756
165,124
1,049,756
72,824
7,448
9,606
10,718
353,248
72,454
6,623
868
10,718
Hope
71,728
10,896
7,284
79,016
1,420
29,450
9,682
100,404
1,420
29,316
7. 480
Kingston
743.232
62, 62,584
172,680
915,912
370,467
13,362
85,312
39,621
421,016
400,722
22,205
1,286
27,366
Niegara
38,084
1,096
39,180
148,889
1,037
301,427
1,884
2,088
Oakville
40,760
5,284
1,816
42,576
122,876
1,409
196,438
12,332
Owen's Sound
780
124
60
840
7,950
607
776
7,950
471
Penetanguishene
+ 252
28
252
249
150
151
3,732
249
150
151
461
STATEMENT-Continued.
462
VESSELS INWARD.
VESSELS OUTWARD.
Ports.
Value of dutiable im-
ports from United
States.
Amount of duty col-
lected.
Value of free goods
imported.
Total value of imports
dutiable and free.
American.
British.
Total value of exports
to United States.
American.
British.
Steam.
Sail.
Steam.
Sail.
Steam.
Sail.
Steam.
Sail.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Pictou
$42,732
$6,036
$1,556
$44,288
1,199
656
1,648
$17,808
488
689
Queenston
43,320
8,088
15,764
59,084
28,440
Rondeau
12,236
1,744
12,236
207
362
21,268
414
417
Rowan
30,996
30,996
19,647
3,600
442
7, 028
53,472
19,647
3,600
442
6,831
Sandwich
148,720
6,664
25,008
173,728
27,701
311
21,368
15,480
39,832
27,701
311
21,368
15,480
Sarnia
19,668
2,788
19,668
12,848
557
600
4,413
45,844
12,671
557
600
4,413
Stanley
270,092
47,232
14,984
285,076
17,600
1,306
1,300
2,600
85,304
9,315
1,520
264
1,161
Toronto
1,525,620
233,836
1,525,620
701
4,644
142,992
12,992
327,368
701
4,644
107,646
11,552
S. Doc. 112.
Wellington
2,352
380
228
2,580
770
2,069
22,884
626
1,255
Whitby
26,456
4,004
3,492
29,948
3,750
89,600
12,600
201,164
3,750
89,600
12,600
Brockville
141,556
28,036
23,212
164,768
349,543
2, 2,422
14,205
405
70,644
43,608
20
Maitland
452
60
648
1,100
225
74
41
3,592
114
222
Cornwall
11,952
540
11,952
Mail stea
mers
10,232
Digitized by
Coteau du Lac
2,300
312
264
2,564
80
1,019
511
8,824
80
912
110
Dickenson's Landing
7,036
848
2,704
9,740
No record
kept
4,132
Dundee
14,556
1,920
1,248
15,804
52
3,480
2,852
12,932
52
3,480
3,328
Gananoque.
6, 200
876
244
6,444
6,320
Mariatown
14,132
2,088
1,796
15,928
24,008
262
50
Google
Prescott
71,824
11,316
34,112
105,936
No record
kept
32,960
No reco
rd kept.
Rivière aux Raisins
288
36'
288
Not given
St. Regis.
16,968
2,136
280
17,248
None
6,292
Clarenceville
4,428
Not given
2,576
7,004
488
115
Frelighsburg
18,268
2,408
7,552
25,820
16,296
Hereford
3,532
488
3,532
15,448
Hemmingford
13,688
13,68$
11,176
Huntingdon
5,932
624
1,432
7,364
None
4,304
Lacolle
16,380
2,124 2,
1,604
17,984
1,947
2,669
153
27,500
Montreal
887,956
154,296
266,436
1,154,392
898
5,462
3,818
5,518
272,416
4,953
599
2,690
Philipsburg
36,644
4,000
3,756
40,400
930
16,612
1,785
88,968
930
16,560
1,910
Potton
7,860
Not given
3,776
11,636
Stanstead
82,452
11,264
14,740
97,192
40,124
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
1,029
22,623
Sutton
3,984
600
692
4,676
Quebec
140,564
18,352
26,436
167,000
4,809
19,452
148
1,727
Napanee
22,120
3,448
22,120
1,741
3,149
43,196
1,839
3,446
La Beauce
2,440 2,
384
3,516
5,956
6,416
Elgin
1,108
128
104
1, 212
4,788
Wallaceburg
13,212
2,108
13,212
300
3,182
10,306
61,564
200
3,182
10,306
Bruce Mines
6,360
820
6,360
2,524
574
8,100
678
67,640
364
478
100
Gaspé
1,880
376
1,880
775
724
214
New Carlisle
340
100
340
337
Sault Ste. Marie
1,232
164
1,232
10,220
New Castle
3,928
472
3,928
15,480
512
12,512
167
16,400
348
Stamford
21,336
2,764
6,408
27,744
Milford
1,584
276
92
1,876
20
2,087
10,480
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
S. Doc. 112.
The dutiable and " free" goods are separated as far as practicable. Many collectors' returns do not distinguish these heads. The total value of dutiable and
free goods imported from the United States, as per this return, is $9,117,768; 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 time by further reference to
the collectors.
THOS. C. KEEFER.
MONTREAL, May 1, 1852.
Digitized by Google
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 indicating to what country exported.
464
QUANTITY AND VALUE OF EXPORTS.
Quantity.
Value.
Articles.
1850.
1851.
1850.
1851.
Product of the Mine.
Copper ore
tons
243
1, 205 1-5
$14,580
$44,000
Copper
do
55}
19 3-20
22,000
6,752
Fine copper
do
901
36,000
Total product of the mine
36,580
86,752
Product of the Seas.
S. Doc. 112.
Fish, dried
cwt
48,852
75,0641
112,636
179,680
Fish, pickled
barrels
5,492
13,407
27,816
52, 452
Fish, fresh
4,924
13,380
Fish oil
gallons
1,058
8,498
672
3,776
Digitized by Google
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
14,904
Timber, birch
do
4,6,3
4, 143
28,524
22,020
Timt er, elm
do
38,212
35,644
221,276
196,584
Timber, maple
do
140
4491
632
1,740
!
Timber, oak
do
30,446
40, 9761
257,400
229,840
Timber, pine, white
do
372,742
453, 435
1,184,860
1,627,888
Timber, pine, red
do
89,996
91, 145
469,956
459,500
Timber, tamarack
do
1,007
4, 3561
5,028
5, 660
Timber, walnut
M feet
703
1, 1911
9,144
23,736
Timber, basswood, butternut, and hickory
do
243
79
1,708
972
Staves, standard
M
721
1, 195 7-10
71, 192
83,076
Staves, other
do
4,170
4,509
275,260
369,376
Battens, knees, scantling
pieces
Treenails, &c
do
472, 184
729,059
35,428
44,240
Deals
do
2,998,603
3,526,647
585,340
957,476
Plank and boards
M feet
122,240
120,175,596
797,180
836,552
Spare, masts, and handspikes
pieces
32,206
9,482
61,060
56,404
Lath and firewood
cords
6, 067
17, 3561
28,184
45,364
Shingles
M
12,350
20, 9721
15,528
31,520
Sawlogs
number
27,095
34,425
12,692
32,168
Other woods
24,492
45,456
Furs and skins
77,580
112,340
Total product of the forest
5,442,936
6,063,412
Agricultural Products.
Animals-
S. Doc. 112.
Horses
number
4,434
4,176
223,512
212,772
Cows
do
8,301
9,171
94,544
115,032
Oxen
do
219
4,944
Hogs
do
1, 184
3,403
2,152
8, 260
Sheep
do
13,757
16,762
18,212
23,696
Product of animals—
Beef
cwt
6,742
4, 150 1-7
26,832
19,036
Bacon and hams
do
920
8, 880
Digitized by Google
8842
2,828
- Butter
do
11,785
28,547₹
122,268
262,400
Lard
do
2,367
3,788
13,280
Cheese
do
171
4091
1,984
4,652
Pork
barrels
3,335
11,160
29,496
71,968
Tallow
do
600
9,652
Candles
pounds
164,800
8,080
Tongues
kegs
43
108
176
420
Bones
tons
23
61
168
1,276
Hides
number
444
3,916
268
465
STATEMENT-Continued.
QUANTITY AND VALUE OF EXPORTS.
Quantity.
Value.
Articles.
1850.
1851.
1850.
1851.
Product of animals—
Hoofs
tons
20
7 1-10
$528
$160
Horns
192
604
Wool
pounds
276, 691
410,101
56,856
80,504
Eggs
dozen
387,343
610,560
25,792
52,944
Beeswax
pounds
1, 455
1,560
336
320
Honey
do
345
40
Total animals and their products
630, 320
887,516
Vegetable food—
Wheat
bushels
S. Doc. 112.
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
Meal
barrels
4,707
5, 511
16,044
19,260
Biscuit
cwt
1,594
2, 757
4,508
8, 588
Beans and pease
bushels
258,901
172,837
121,656
100,100
Digitized by Google
Oats
do
667,652
497,0271
134,640
134.404
Hops
pounds
29,182
72,223
2,156
6, 316
Bran
cwt
1, 522
1. 312
532
572
Onions and other vegetables
bushels
1, 354
1,965
1,352
1. 000
Potatoes
do
18,011
24,694
4, 552
7,492
Malt
do
47,592
14,333
11,660
8, 856
Apples
barrels
3,536
3,969
6,176
6,652
Total vegetable food
4, 184, 136
3,766,388
Other agricultural products-
Flaxseed
bushels
21, 159
8, 021
21,876
7, 840
Other seeds
do
12,650
16, 936
29,808
29, 384
Balsam
2,072
728
Tobacco
pounds
1, 195
68
Total other agricultural products
53,756
38,028
Manufactures.
Iron
11,160
21,244
Cotton
1,708
14,196
Woollen
8114
1,536
Wooden
5,192
4,756
Leather
1, 976
1,024
Glass
84
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
368
508
Vinegar
do
880
583
184
148
Maple sugar
S. Doc. 112.
pounds
29,019
14,657
900
1, 092
Total manufactures
26,704
55,124
Other articles and unenumerated
159, 496
2, 115, 740
Digitized by Google
Grand total
10, 679, 992
13, 262, 376
467
STATEMENT-Continued.
408
TO WHAT COUNTRY EXPORTED.
Great Britain.
North America.
United States.
Other foreign countries.
Articles.
1850.
1851.
1850.
1851.
1850.
1851.
1850.
1851.
Product of the Nine.
Copper ore.
$14,580
$26,380
$17,620
Copper
$22,500
6,75%
Fine copper
36,000
Total product of the mine
14,580
26,380
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
S. Doc. 112.
Fish, pickled
792
1,312
364
9,688
25,932
30,821
924
10,620
Fish, fresh
476
4,924
12,900
Fish oil
552
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
Digitized by Google
Product of the Forest.
Ashes, pot
584,968
614.112
25,380
360,776.
50,492
Ashes, pearl
246, 134
169,128
81,700
6,328
Timber, ash
6, 852
14,844
60
Timber, birch
28,524
22,016
4
Timber, elm
221.276
196,288
296
Timber, maple
628
1,616
4
120
Timber, oak
251,004
189,700
18,468
6,396
21,672
Timber, pine, white
1,055,096
1,525, 450
3,420
129,764
96,988
Timber, pine, red
469,956
558,096
1, 404
Timber, tamarack
4,752
2, 068
276
3, 592
Timber, walnut
452
264
9,144
23,016
Timber, basswood, butternut, and hickory
120
172
1, 588
800
Staves, standard
68,432
62,076
200
16,844
1, 948
1,716
608
2, 432
Staves, other
262,012
352,852
8,972
14,788
1,248
1,732
2,920
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
795,052
830,372
504
488
Spare, masts, and handspikes.
53,012
50,020
108
264
7,844
6,116
Lath and firewood
26,252
32,563
40
1,932
13,956
Shingles
292
2,844
15,180
28,676
56
Sawlogs
160
12,698
32,008
Other woods
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.
Animals—
Horses
200
100
223,412
212,572
Cows
40
94,544
114,992
S. Doc. 112.
Oxen
4,944
Hogs
2,152
8,260
Sheep
24
18,188
23,696
Product of animals—
Beef
19,528
9,464
7,032
8,672
268
896
Bacon and hams
1,004
920
4,820
2, 808
3,048
2,616
480
Butter
44,708
145,608
29,296
79,880
46,896
56,203
2,364
700
Lard
428
1, 936
1,292
2,476
2,068
6,364
2,500
Digitized by Google
Cheese
1, 380
4, 224
792
408
8
16
Pork
4,364
6,480
21,452
64,108
1,136
1,380
240
Tallow
28
9,624
Candles
12
4,556
896
2,608
Tongues
132
340
40
48
28
Bones
168
1,024
252
Hides
3,916
268
Hoofs
464
160
64
Horns
16
288
176
316
STATEMENT-Contirued.
470
TO WHAT COUNTRY EXPORTED.
Great Britain.
North America.
United States.
Other foreign countries.
Articles.
1850.
1851.
1850.
1851.
1850.
No 1851.
1850.
1851.
Product of animale--
Wool
$1,464
$56,856
$79,136
Eggs
28
25,792
52,912
Beeswax
$164
$120
172
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 food—
Wheat
66, 156
142, 532
13,548
87,656
992,424
457,088
Flour
630,256
996,848
659,860
617,084
1,451,450
1,159,140
1, 600
10, 220
Indian corn
17,524
14,780
6, 288
11,276
10, 644
368
S. Doc. 112.
Barley and rye
1. 352
460
29,712
85,760
Meal
80
2,368
14,800
14,884
1, 148
2,004
Biscuit
80
48
4,024
8,540
400
Beans and pease
89,128
37, 116
3,060
3, 220
29,364
49,764
Oats
3, 304
2,852
131,332
131,552
Hops
184
2,156
6,132
Bian
120
20
408
548
Digitized by Googie
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, 016
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, GOO
10,220
Other agricultural products-
Flaxseed
328
21,876
7. 512
Other seeds
560
588
296
868
28,952
27,924
R
Balsam
944
440
1,125
288
Tobacco
8
60
Total other agricultural products
1,504
1,356
296
880
51,956
35,788
Manufactures.
Iron
68
44
164
10,924
21,200
Cotton
1,708
14,196
Woollen
340
12
460
1,520
Wooden
760
88
1,264
1,372
3,164
3,296
Leather
72
8
1,144
776
756
236
Groes
44
338
40
104
Hardware
4
4,104
761
1,680
Whiskey
136
168
1,636
120
192
Beer, ale, and cider
120
56
2,312
1, 128
268
1,164
424
Other spirits from grain
368
508
Vinegar
176
148
8
Maple sugar
12
112
28
884
948
Total manufactures
1,564
316
5, 236
9, 744
19,480
45,064
424
S. Doc. 112.
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
Digitized by Google
The return for 1851 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.
THOS. C. KEEFER.
MONTREAL, May 1, 1852.
471
472.
S. Doc. 112.
No. 12.-Statement showing the value of the bading dutiable articles
Ports.
Tobacco.
Cotton manufact's.
Woollen manufac-
tures.
Hardware manu-
factures.
Woodenware.
Machinery.
Boots and shoes.
Tea.
Leather.
Hides.
Leather, tanned.
Oils not palm.
Paper.
Amberstburg
$1,412
$260
$692
$460
$2,068
$744
$2,236
Bath
1,540
648
1.216
1,572
452
8140
8440
132
$116
Burwell
5,740
1,844
4,560
1,932
6,436
1,080
$7,060
2,664
804
148
@128
$904
72
Belleville
17,320
7,388
8,908
10,132
8,484
744
4,472
2,928
140
264
1,552
968
1,480
Bondhead
Chatham
Chippewa
Cobourg
12,828
4,148
6,584
12,976
7,596
1,712
5,872
1,724
288
1,820
1,752
1,000
Colborne
304
140
1,116
356
1,144
448
988
164
180
24
Credit
2,930
720
340
4
232
648
68
124
Dalhousie
8,360
3,432
15,528
4,012
9,436
2,496
168
156
1,448
812
Darlington
2,080
1,140
840
40
3,608
88
36
412
768
180
Dover
9,096
3,472
8,384
6,608
6,816
1,452
1,832
3,976
2,512
628
600
232
Dunnville
Fort Erie
1,096
704
2,360
2,392
4,368
1,680
316
576
188
20
2,524
124
168
Goderich
1,416
524
1,404
36
464
372
344
124
208
112
52
Grafton
Hamilton
154,512
71,288
171,428
112,792
118,120
10,808
27,440
8,676
Hope
14,164
5,612
3,728
9,432
1,244
1,588
164
2,928
624
864
Kingston
2,172
Niagara
3,868
828
2,260
4,088
2,438
Oakville
5,080
1,984
3,428
876
1,220
88
1,416
14,044
152
288
Owen's Sound
16
4
4
12
4
4
Penetanguishene
Pictou
1,939
796
6,328
4,932
1,328
456
3,872
516
104
548
Queenston
1,860
500
4,036
4,096
2,708
980
1,296
4,836
904
256
472
Rondeau
2,100
444
572
1,692
1,672
628
80
640
28
Rowan
Sandwich
3,156
1,479
740
6,320
3,824
4,692
1,020
72
96
1,844
284
713
Sarnia
2,128
996
2,376
636
1,408
364
1,180
432
140
88
Stanley
55,296
22,352
15,280
13,980
29,004
12,592
12,376
2,536
5,960
4,120
Toronto
152,820
56,472
24,676
Wellington
172
164
260
32
56
244
96
144
28
Whitby
4,056
2,008
892
268
1,636
320
1,500
976
4,612
20
60
760
Brockville
31,568
9,752
17,600
15,888
8,512
3,752
4,568
3,736
2,368
4,352
2,096
948
2,980
Maitland
20
48
12
8
Cornwall
1,180
824
412
1,528
552
660
256
340
84
92
Coteau du Lac
332
40
500
424
332
52
Dickenson's Land-
ing
488
344
Dundee
732
212
1,016
5,168
624
1,248
528
320
48
Gananoque
796
388
332
224
76
708
448
364
24
268
8
4
Mariatown
1,320
772
Prescott
Riviere anx Raisins
St. Regis
20
32
24
8,448
636
72
68
Clarenceville
336
60
124
444
872
384
432
36
408
20
Frelighsburg
Hereford
136
84
184
1,464
152
512
84
Hemmingford
2,320
812
Huntingdon
340
140
548
164
880
340
112
120
1,960
44
84
8
It
Lacolle
Mentreal
114,168
100,132
53,380
22,704
51,644
7,568
35,480
684
4,892
568
12,292
23,548
596
Philipsburg
1,500
964
9,884
Potton
1,464
620
608
72
1,572
144
500
276
16
Stanstead
10,480
5,380
18,108
4,396
9,292
948
1,332
5,260
648
880
4,936
804
428
St. John
236,588
62,788
205,184
194,936
15,908
18,208
57,572
13,612
11,168
Sutton
440
316
472
80
384
8
256
28
48
80
Quebec
18,852
26,784
1,988
1,392
4,376
4,964
32
148
1,416
1,864
1,060
Napanee
2,308
816
3,492
2,244
1,192
596
332
1,284
480
604
576
La Beauce
8
8
56
24
80
88
Elgin
84
28
52
56
28
Wallaceburg
1,584
628
2,060
776
1,644
116
780
164
260
32
Bruce Mines
100
648
1,676
Gupe
208
432
164
20
New Carlisle
60
96
Hault Ste. Marie
16
New Castle
40
36
588
576
48
248
524
:00
Htamford
Milford
12
4
Total
893,216
403,860
565,124
439,260
318,844
53,724
85,768
42,592
47,388
89,204
126,232
47,804
32,996
From the above statement " free goods' have been excluded as far as practicable; in several ports, however,
returning only the gross values at the different rates of duties.
MONTREAL, May 1, 1852.
Digitized by
Google
S. Doc. 112.
473
imported into Canada from the United States, at cach port, in 1851.
Rice.
Sugar.
Molasses.
Glass.
Coal.
Furs.
Silk manufactures.
India-rubber manu-
factures.
Salt.
Dyestuffs.
Coffee.
Fruit.
Fish.
Unenumerated.
Total.
$880
$752
$6,480
$15,384
808
$20
$684
$284
40
1,292
9,384
3,044
184
1,344
$104
752
$128
$1,05£
$632
208
8480
8312
10,772
52,384
8244
5,696
204
3,836
1,308
764
432
$1,360
156
392
19,359
98,524
43,160
43,160
812
147,232
148,044
360
3,532
100
2,912
828
940
704
324
1,852
1,156
2,084
3,288
49,080
125,464
4
24
24
168
46
444
20
48
52
28
1,780
7,496
68
864
56
1,608
152
20
128
100
504
8,556
200
13,872
1,188
6,040
220
2,104
436
124
672
656
68
26,536
97,984
136
352
16
1,044
24
60
156
44
20
108
208
2,716
14,676
392
4,524
272
1,636
152
896
808
360
292
648
700
376
16,616
73,300
3,620
107,220
110,840
36
264
132
252
280
116
72
16
328
308
76
1,092
9,768
29,256
76
124
8
1,612
52
84
16
76
68
12
3,396
10,580
57,608
13,288
9,624
4,668
19,836
24,352
12,988
2,584
229,744
1,049,756
300
2,420
64
3,804
784
956
284
860
952
172
20,784
71,728
8,460
2,924
729,676
743,232
4,500
264
272
648
512
18,376
38,084
256
3,844
116
2,596
296
364
72
236
172
40
4,192
40,760
4
384
8
340
780
32
168
52
252
60
2,216
52
1,516
156
732
1,480
1,940
136
232
108
160
13,132
42,732
32
32
428
52
756
140
32
36
380
1,976
17,512
43,320
88
328
24
560
144
24
120
36
144
152
144
4
2,612
12,236
30,996
30,996
108
860
272
916
284
828
184
120
8
32
264
140
84
120,388
148,720
72
640
160
800
140
272
412
20
7,404
19.668
20,324
292
7,348
5,072
3,160
60,400
270,092
4,304
64,140
1,944
17,092
24,324
27,228
25,112
1,127,508
1,525.620
16
52
12
736
20
40
36
40
20
184
2,352
200
280
28
4,264
28
472
796
84
52
364
68
2,612
26,456
424
280
140
1,652
2,220
1,040
9:20
1,684
984
764
752
1,128
1,084
20,364
141,556
36
4
324
452
152
280
52
5,540
11,952
56
16
548
2,300
32
6,172
7,036
20
124
4
12
4,500
14,556
28
32
32
304
92
32
16
32
56
1,936
6,200
228
28
188
32
11,564
14,132
71,824
71,824
288
288
8
8
52
7,600
16.968
4
52
72
4
8
136
8
1,012
4,428
18,268
18,268
8
28
880
3,532
136
132
40
10,248
13,688
16
84
36
24
104
8
32
888
5,932
916
15,464
16,380
4,952
37,564
5,496
1,404
320
9,152
18,748
14,108
2,696
19,580
8,420
2,456
335,404
887,956
380
224
44
56
528
23,064
36,644
4
76
44
40
24
24
20
204
2,152
7.860
128
192
52
144
444
40
344
968
568
480
328
316
864
14,692
82,452
6,564
28,192
6,180
36
1,348
25,308
30,988
30,296
3,812
25,432
15,128
2,256
483,548
1,475,032
12
4
1,856
3,984
736
4,984
824
772
156
556
5,480
36
7,380
1,876
20
54,868
140.564
48
344
153
1,228
224
1,092
44
220
124
48
3,668
22.120
32
428
1,716
2,440
860
1,108
60
388
168
56
28
116
4
148
260
12
3,928
13,212
96
620
3,220
6,360
140
172
84
660
1,880
60
108
4
12
340
8
92
4
20
4
1,088
1,232
20
4
396
48
16
24
24
32
1,104
3,928
21,336
21.336
92
8
416
28
1,024
1,584
19,920
278,468
19,296
79,816
18,828
38,652
44,264
80,768
53,960
12,680
116,988
81,144
17,544
3,963,040 7,971,380
no special returns of free goods were made. The enumeration is likewise very imperfect-some important ports
THOS. C. KEEFER.
Digitized by Google
474
S. Doc. 112.
No. 13.-Statement showing the quantity and ralue of the principal arti-
Ashes, pot
Plank and
Shingles.
Cows and
Horses.
Wool.
Wheat
and pearl.
boards.
other cattle.
Ports.
Quantity, barrels.
Value.
Quantity, M feet.
Value.
Quantity, mille.
Value.
Number.
Value.
Number.
Value.
Quantity, pounds.
Value.
Quantity, bushels.
Amherstburg
56
$2,460
45,810
Bath
626
$4,108
Burwell
2,384
$4,180
Belleville
68
1,904
14,573
118,404
166
432
12,723
Bondhead
Chatham
21
420
5,500
$1,076
27,641
Chippewa
322
2,260
41
84
36
872
10
$508
4,091
1,228
Cobourg
1,120
8,612
122
768
31
2,620
41
4,180
13,615
10,476
Colborne
Oredit
1,905
9,524
45,230
Dalhousic
601
4,808
49,654
Darlington
1,128
7,480
338
508
6,573
Dover
5
200
9,271
59,580
502
736
16
1,140
3,856
936
18,590
Dunnville
192
4,760
3,696
25,872
945
1,180
19,997
Fort Erie
3
72
100
1,000
25
600
1,300
Goderich
86
844
Grafton
Hamilton
165
3,844
5,752
42,348
348
356
2,688
1,156
134,970
Hope
6,050
38,348
1,982
3,312
127
2,860
8
480
19,864
Kingston
8,202
63,948
850
2,420
3,499
30,072
159
3,848
3,518
Niagara
2,500
Oakville
2,637
15,820
1,318
328
99,323
Owen's Sound
10
48
51
400
Penctanguishene
314
2,196
109
132
60
1,312
Pictou
357
2,376
107
84
Queenston
13
92
28
28
1,611
18,388
98
4,888
4,381
604
1,724
Rondeau
10,283
2,558
21,997
Rowan
7,521
34,080
91
2:20
Bandwich
21
632
217
2,480
173
7,488
1,118
224
Sarnia
763
18,128
919
10,224
792
20
800
4,552
1,188
Stanley
6
144
44
704
356
712
10
620
20,608
3,692
45,243
Toronto
980
4,530
35,300
764
54,902
Wefington
Whitby
305
6,100
4,511
45,408
1,502
2,256
100
400
6
420
50,163
Brockville
2,181
29,804
336
22,068
1,125
244
9
Maitland
Cornwall
289
3,472
57
3,248
5,552
1,388
170
Coteau du Lac
99
4,884
667
168
Dickenson's Landing.
13
56
203
1,400
Dundee
38
32
235
1,632
156
2,808
43
8
436
Gananoque
23
232
100
200
350
2,400
20
1,200
250
. Marintown
12
280
767
4,488
116
7,464
143
Prescott
89
2,492
404
1,192
200
200
248
3,216
28
1,956
8,720
1,904
Riviere aux Raisins
St. Regis
120
944
218
4,228
208
Clarenceville
Frelighsburg
43
464
382
5,968
112
4,460
5,600
1,140
Hereford
600
7,500
100
4,000
100
24
200
$4
Hemmingford
700
5,600
21
976
Huntingdon
130
328
365
272
157
792
51
1,240
420
Lacolle
32
52
33
468
82
4,052
Montreal
271
1,296
20,426
Philipsburg
12,320
51,420
16
116
549
27,256
Potton
Stanstead
7
148
32
19
OC
1,014
15,296
371
11,096
1,226
240
182
St. John
836
23,368
19,502
194,656
2,046
2,124
962
57,400
68,338
9,424
Sutton
Quebec
1,040
8,916
Napanee
4,206
34,012
La Beauce
49
5,728
Elgin
66
936
4
200
Wallaceburg
2
60
468
7,476
3,371
Bruce Mines
16
160
Gaspe
8
72
106
440
New Carlisle
Sault Ste. Marie
New Castle
43
260
4
60
19,977
Stamford
Milford
11
64
30
480
8
460
104
32
40
Russelltown
2,551
65,992
113,416
766,628
12,374
20,732
12,989
140,176
3,747
185,848
163,644.41,896
708,400
Nore.-The reported exports from Canada serve to show from what ports the different articles are sent, and the rel-
house statements on the United States frontier, and there last have been employed in estimating the trade between the
MONTREAL, May 1, 1852.
Digitized by Google
S. Doc. 112.
475.
cles exported from Canada to the United States, from each port, in 1851.
Wheat
Flour.
Barley and
Beans and
Oats.
Butter.
Eggs.
rye.
pease.
Value.
Quantity, barrels.
Value.
Quantity, bushels.
Value.
Quantity, bushels.
Value.
Quantity, bushels.
Value.
Quantity, cwt.
Value.
Quantity, dozen.
Value.
Unenumerated-value.
Total value.
834,356
$42,664
$79,480
212
8848
32,289
$6,308
7,822
$3,552
23,824
$6,428
184
21,428
128,180
132,360
2,744
2,589
9,908
4,804
1,996
11,727
5,196
13,803
3,316
2
$28
5,440
147,368
15,992
1,671
812
77
832
12,064
31,196
2,649
1,316
2,060
7,528
8,058
31,776
524
588
220
12,372
71,612
1,529
776
168
944
27,136
51,456
144,076
1,328
532
181,268
37,240
77,880
272,580
2,66
317,296
3,804
4,166
15,400
360
404
7,286
2,176
18t
29,960
10,660
20,139
77,364
788
151,404
14,996
2,770
11,080
513
256
18,27:
76,416
1,840
5
20
15,175
8,044
70
36
3,500
916
56
800
1,000
$124
17,82
31,276
200
120
200
32
2,06
3.264
3.99.
3,992
107,976
42,417
168,620
8,642
9,828
500
248
1,779
1,800
135
1,080
15,99.
353,948
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
4,438
2,176
32,072
8,496
3,225
612
290,0%
421,016
2,000
&
2,088
73,052
8,506
31,896
1,495
896
1,270
316
57:
122,889
10
32
20
8
634
124
9a
64
16
84
776
154
40
5
3,736
8
28
1,312
5,856
13,735
7,376
1,562
392
296
1,40
17,868
1,140
26
8
3,29
28,444
12,092
6,60
21,268
758
2,652
16,52
53,489
400
1,600
566
420
451
336
435
104
67
935
10,251
1,024
24,59
39,836
1,050
4,200
88
48
1,432
360
102
1,632
3,945
464
8,00
45,844
29,672
7,525
25,704
7,809
3,384
338
144
1,318
344
178
1,248
18,93
85,304
41,700
44,560
162,040
86,58
$87,368
208
832
10,773
5,800
34,736
15,936
2
32
28
22,884
31,736
29,514
109,196
2,400
1,200
780
320
8,010
2,164
1,96
201,164
8
103
356
491
244
746
228
428
4,472
752
76
13,14
70,648
100
400
1,040
480
650
700
4,000
1,312
27
308
39
3,599
120
392
208
4,726
1,180
62
10,236
10,900
3,772
8,894
229
112
2,332
568
2
24
150
12
1,960
4,139
272
1,373
428
488
152
15,746
4,060
4
44
3,508
12,944
188
410
104
50
600
1,396
6,320
116
10,821
5,420
542
252
7,621
1,960
261
3,100
1,000
76
852
24,008
104
472
253
192
15,623
4,268
274
2,988
14,080
33,960
124
53
16
488
72
908
6,292
280
100
1,953
196
192
488
39
156
160
140
175
28,
113
1,308
2,632
16,298
200
200
24
60
600
3,104
15,452
2,500
624
65
728
3,252
11,180
316
5
4
21
12
1,726
344
52
468
532
4,308
19,817
5,824
8
12,687
1,564
15,532
27,500
18,084
11,545
45,588
4
1,281
688
5,688
1,680
36
205,040
272,416
36
10,140
88,968
132
2
8
97
28
567
276
8,365
1,048
323
2,964
8,848
40,128
704
2,812
19,084
11,636
294,308
80,204
1,036
10,628
411,755
33,592
549,432
905,276
1,325
5,300
5,236
19,452
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
1,112
4,784
1,936
52,093
61,564
5
20
67,464
67,644
212
724
10,220
10,200
11,600
415
168
428
12,516
28
325
132
125
32
33
364
63
4
8,884
10,480
5,992
5,992
4
91,760
331,978
1,181,484
146,552
75,596
85,908
41,588
517,405
135,708 3,560 38,004
447,481
38.008
1,715,928
5,339,300
ative export trade of different ports. The correct quantities and values are, however, ascertained from the custom
two countries. The inland imports of each country are the only true measure of the respective exports of each.
THOS. C. KEEFER.
Digitized by
476
S. Doc. 112.
No. 14.-Exports of the principal articl s of Canadian produce and
Ashes, pot
Plank and
Shingles.
Cows.
Horses.
Wool.
Wheat.
and pearl.
boards.
Ports.
Quantity, barrels.
Value.
Quantity, M feet.
Value.
Quantity, mille.
Value.
Number.
Value.
Number.
Value.
Quantity, pounds.
Value.
Quantity, bushels.
Amherstburg
112
$2,032
30,900
Bath
6
168
2,616
$21,288
35
844
4,571
Burwell
14,375
83,372
3,332
3,924
Belleville
338
9,464
10,648
85,184
92
92
1
$16
9,812
$1,928
30,686
Bondhead
221
1,324
50,144
Chatham
133
3,192
1,200
240
42,280
Chippewa
822
8,220
1,124
1,124
530
5,308
22
$928
1,700
180
2,649
Cobourg
28
560
1,312
9,640
59
80
41
692
29
2,440
68,768
9,916
310
Colborne
2,719
Credit
2,430
14,584
158,063
Dalhousie
140
3,500
1,007
9,076
4
4
14,985
Darlington
936
6,388
59
68
18,042
Dover
6
52
7,286
51,004
1,110
1,412
5
40
5
248
6,160
1,540
5,479
Dunnville
74
3,700
245
1,716
512
712
108
Fort Erie
3
4
2,576
24
1,000
9,330
1,848
11,580
Goderich
3
84
Grafton
878
4,392
38
56
2
40
Hamilton
163
3,764
4,794
33,296
395
420
13,000
2,704
97,440
Hope
16
400
6,027
38,412
356
368
28
1,624
3,654
540
47,424
Kingston
36
1,000
6,149
40,600
61
1,704
211
16,880
30,000
7,600
216,540
Ningara
10
400
200
200
7,466
Oakville
44
1,320
4,518
27,108
145,839
Owen's Sound
63
320
1,135
Penetanguishene
60
484
Pictou
347
2,512
60
60
5,907
Queenston
349
3,076
104
3,284
35,649
Rondeau
50
408
Rowan
4,982
23,776
42
60
Sandwich
41
1,054
132
154
2,096
273
14,176
1,251
240
Samia
50
1,600
466
2,796
61
140
2,000
400
Stanley
20
240
5
300
38,095
7,100
Toronto
96
1,680
276
3,092
261
1,132
1
12
72,000
17,812
122,321
Wellington
30,678
Whitby
386
6,948
2,537
20,296
277
416
20
320
6
400
69,000
Brockville
97
2,172
1
4
2,176
24,640
377
22,452
958
236
135
Maitland
8
56
1,421
Cornwall
30
32
18
236
30
1,600
1,410
Coteau du Lac
86
5,100
3,074
Dickenson's Land-
ing
132
608
10
40
109
1,088
21
1,848
Dundee
610
3,048
35
36
207
1,560
177
3,120
978
Gananoque
425
1,936
210
420
308
Mariatown
8
8
213
2,376
107
5,140
1,943
Prescott
345
6,472
113
1,052
196
2,072
91
4,904
224
68
23
Riviere aux Raisins
St. Regis
6
44
154
3,028
148
Clarenceville
Frelighsburg
25
140
208
1,804
247
6,608
601
Hereford
10
200
2,100
25,500
125
6,652
500
Hemmingford
800
6,400
16
760
Huntingdon
108
760
104
132
55
700
41
1,068
67
12
491
Lacolle
Montreal
17,836
Philipsburg
102
3,032
3,559
34,428
43
44
101
860
552
28,264
2,300
500
552
Potton
Quebec
14,276
Stanstead
20
580
3
28
398
12,344
1,200
276
759
St. John
13,259
373,892
31,896
194,328
1,588
1,812
5
80
1,154
70,540
24,146
3,556
38,858
Saulte Ste. Marie
Gaspe
40
400
Milford
34
200
8
12
23
324
2
120
636
144
1,477
New Castle
5,769
30,348
2,142
2,384
7
96
1
40
90
20
1,700
Beauce
Button
Bruce Mines
Total
15,685
437,276
116,568
795,036
12,198
15,168
6,608
77,500
4,286
215,068
286,691
56,860
1,205,593
The year 1850 was the first in which any return of exports inland was made. It is estimated that about 20 per
frequent intercourse that full and regular reports of all outward cargoes are scarcely to be expected.
MONTREAL, May 1, 1852.
Digitized by Google
S. Doc. 112.
477
manufacture to the United States, by inland routes, in the year 1850.
Wheat.
Flour.
Barley and
Beans and
Oats.
Butter.
Eggs.
rye.
pease.
Value.
Quantity, barrels.
Value.
Quantity, bushels.
Value.
Quantity, bushels.
Value.
Quantity, bushels.
Value.
Quantity, cwt.
Value.
Quantity, dozen.
Value.
Unenumerated value.
Total value,
$23,172
2,000
$400
$25,604
3,424
1,444
$5,164
10,223
$4,172
2,879
$1,152
2,124
424
$636
36,472
26,496
113,792
24,548
18,756
75,024
3,604
1,440
3,728
1,864
50
$488
1,892
201,940
37,608
309
124
160
64
1,675
336
428
39,884
32,184
1,909
956
327
164
9,176
45,912
1,984
9
104
12,568
30,416
280
5,716
23,344
448
200
t
4
7,424
54,580
2,176
36
2,212
103,548
30,000
120,000
237,132
13,112
69,570
278,380
460
304,432
13,356
12,141
45,708
742
288
243
96
432
66.136
4,052
17,105
47,248
80
20
3,016
108,632
100
2,878
7,704
100
24
1,844
15,600
10,712
1,360
5,336
5,122
1,496
2,022
536
49
160
1,203
8112
11,200
36,380
5,320
1,528
6,932
600
224
130
4,832
80,316
52,890
210,416
12,003
3,472
1,242
588
30,603
6,944
112
1,500
8,680
352,100
47,000
7,685
30,740
514
260
141
36
150
1,800
72
12
6,836
127,928
124,904
22,925
93,032
3,778
5,064
6,108
3,736
148
40
576
5,576
88,080
388,096
5,596
1,270
4,832
11,129
132,740
3,679
14,716
1,333
800
51
32
4,110
1,096
88
1,056
72
178,940
460
39
160
4
28
1,292
2,860
484
4,732
564
2,456
3,000
1,700
543
272
6
68
2,208
14,008
25,252
2,888
34,500
408
12,836
36,672
745
368
74
44
2,053
388
36
540
7,249
728
16,264
36,040
2,400
7,336
40,256
10,000
40,616
1,297
372
416
4,164
250
20
26,880
119,948
115,308
34,348
137,392
4,501
2,148
2,785
1,344
165,951
33,188
124
1,044
27,188
341,340
38,584
2,643
10,512
8,564
3,428
5,816
3,172
176
53,872
51,732
13,500
54,000
500
252
10,000
2,000
1,248
137,612
1,008
237
1,012
116
60
436
92
942
11,244
10,364
73,284
6,196
45
16
88
6,356
1,408
869
348
3,224
644
4,268
3,048
300
240
922
468
12,320
3,424
20
12,300
180
3,864
620
240
728
41
12
30
12
15,223
2,284
50
552
2,636
14,608
1,232
1,340
4,928
932
1
4
33
12
74
26
2,219
440
32
360
964
10,264
16
392
1,792
367
112
40
428
6,508
23,424
108
20
80
109
44
2,270
388
640
4,332
4,988
4,988
404
17
68
60
36
131
28
304
292
2,216
11,696
500
50
300
1,000
252
80
800
9,372
43,576
135
1,484
3,400
12,144
232
63
32
4,567
712
31
312
484
4,444
6,032
58,636
40
18,704
101,248
492
16
72
14
4
306
320
1,451
388
256
2,384
36,084
106,872
540
63,620
78,436
544
1
4
33
12
150
76
701
140
262
2,332
14,648
30,984
27,112
42,310
181,192
4,767
2,120
25,947
13,912
391,052
103,140
935
9,224
378,495
24,916
222,020
1,227,844
7,956
7,956
208
608
1,180
8
32
970
388
188
92
26
8
34
384
1,544
4,428
1,360
484
1,936
1,004
37,288
444
444
104
104
4,032
4,032
992,780
452,589
1,453,376
62,591
29,708
56,549
29,292
655,039
157,352
4,7124
46,328
387,269
25,788
687,948
5,009,480
cent. should be added to the above for the real over the reported exports. There are 80 many ferries and such
THOS. C. KEEFER.
Digitized by Google
No. 15.-General statement showing imports into the port of Gaspé for the year ending January 5, 1852, distinguishing the coun-
tries from whence and the route by which imported.
478
Total quan-
Total value.
From Great
From United
From Britiah
From all other
Total value im-
Total value im-
Articles.
tities.
Britain, value.
States, value.
North Ameri-
foreign coun-
ported inland, via
ported by sea,
can colomes,
tries, value.
United States.
via St. Law-
value.
rence.
Coffee
cwt
10 2 21
$116
$80
$32
Sugar
cwt.
103 0 15
616
$136
136
340
Molasses
cwt
926 3 15
2,012
168
1,810
Tea
lbs
5,368
1,432
1,140
204
84
'l'obacco
lhs
4,223
760
432
328
Brandy
galls
25
64
64
Gin
galls
203
124
124
Rum
galls
70
24
24
Wine
galls
20
12
12
Salt
tons
2,265
4,208
3,540
52
$612
S. Doc. 112.
Spices
80
76
4
Vinegar
galls
153
48
48
Oats
bble
7
48
48
Meal
bble
20
120
120
Flour
bbls
25
124
124
Digitized by
Butter
cwt
4 2 26
68
68
Meats
CWI
68 0 0
520
444
70
Fish
284
284
Glass
176
156
16
Leather
356
312
20
16
Oil
galls
237
152
118
Candles
320
292
8
16
Seeds
4
4
Leather, boots and shoes
3,916
3,728
164
24
Iron
1,812
1,800
8.
Corn-brooms
Coals
tons
123
280
276
4
Pitch and tar
bbls
80
160
32
44
80
Pearl ash
Philosophical instruments
pcs
23
688
688
Merchandise
34,768
33.772
156
836
53,348
46,480
1,880
4,372
612
1,880
51,464
J.J. KAVANAGH, Acting Collector.
JANUARY 26, 1852.
S. Doc. 112.
Digitized by Google
-
479
480
8. Doe. 112.
No. 16.-General statement showing imports into the port of New Corlisle,
district of Gaspé, for the year ending January 5, 1852, distinguishing
the countries from whence and the route by which imported.
Articles.
Total quan-
Total
From
From
From Brit-
tities.
value.
Great Brit-
United
ish N. A.
ain.
States.
colonies.
Coffee, green
cwt
12 2 27
$164
Sugar, refined
do
1 22
4
$4
$164
other kinds
do
172 0 5
900
$60
840
Molaeses
do
434 0 17
1,016
108
904
Tea
lbs
10,841
2,744
1,668
60
1,008
Tobacco, manufactured
do
1,256
2,328
92
2,232
Souff
do
92
20
4
16
Wine
gallons
35
28
28
Fruit, dried
12
8
Spices
32
28
4
Vinegar
gallons
589
76
76
Cocoa and chocolate
pounds
100
4
4
Glass
4
4
Leather, tanned
300
156
140
Oil, except palm
gallons
459
344
344
Pork, mess
cwt
6
44
44
Manufact'd candles
108
108
cotton
5,092
5,084
4
leather boots
do
2,084
1,956
124
hardware
1,448
1,168
276
linen
2,340
2,340
wool
5,120
5,120
articles not enum'd
6,684
5,524
4
1,152
Coal
84
36
48
Dyestuffs
24
24
Iron, bar, rod
192
192
Iron, boiler plate
16
16
Iron hoops
28
28
Lard
96
116
Lead
76
76
Puch and lar
barrels.
84
220
32
188
Rope
544
544
R. sin and rosin
barrel
1
Tailow
4
4
Other articles not enumerated
1,256
1,256
33,500
25,904
340
7,252
Free goods
20,176
13,920
6,252
Total imports.
53,680
39,828
340
13,508
Free Goods.
Animals, pigs
number
3
12
12
Bo ks
do
3
Drawings
32
32
Maize
Soda
Beef
pounds
200
8
8
Bread
cwt
1,215
3,308
3,308
Chocolate.
pounds
175
16
16
Flour
barrels
365
1,728
1,636
88
Fish
cwt
4,856
12,612
12,612
Millstones
number
1
28
28
Oil, fish
gallons
360
280
280
Pork
pounds
1,400
136
136
Salt
bushels
18,640
1,552
1,288
264
Wood
440
440
20,176
13,920
6,252
All the goods imported have been by sea.
J. FRASER, Collector.
Digitized by Google
S. Doc. 112.
481
No. 17.-Abstract of the trade of the port of Quebec, showing the ships and ton-
nage employed, and the relative value of the imports, distinguishing foreign
goods from goods of British produce and manufacture, during the year
ended January 5, 1852.
Value of imports.
Countries from which vessels
From place of
entered.
entry.
British.
Foreign.
Total.
No
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
$340
France
16
4,699
29,360
Spain
37
13,294
8,264
Portugal
1
299
6,428
Sicily
1
129
5,368
Amsterdam
1
212
Antwerp
1
262
10,728
Hamburg
6
1,436
3,000
*135,184
Norway
8
3,030
Maderia
1
213
Canton
1
315
9,012
West Indies
13
3,588
27,316
Value of sundry goods for ware-
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
The 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.
CUSTOM-HOUSE, QUEBEC, January, 1852.
32
Digitized by Google
No. 18.-Abstract of the trade of the port of Quebec, showing the ships and tonnage employed and the relative value of the exports,
distinguishing foreign goods from goods of British produce and manufacture, during the year ended December 31, 1851.
482
Vessels.
Value of exports in dollars.
Countries for which the vessels cleared.
No.
Tons.
*British.
Foreign.
Total.
United Kingdom
1,212
572,760
5,130,979
7,829
5,138,813
British North American colonies
176
11,748
371,630
5,889
77,519
Portugal (Oporto)
2
428
4,469
4,469
West Indies (Trinidad)
1
231
4,977
4,977
Colombia (Porto Cabello)
1
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.
S. Doc. 112.
CUSTOM-HOUSE, QUEBEC, January, 1852.
Digitized by Google
No. 19.-Statement showing exports from Canada to the United States, at the port of Quebec, in the year ending January 5, 1852, dis
tinguishing the amounts carried in British and American vessels, respectively.
Vessels.
Vessels outward.
Articles.
Total quan-
Total value.
tities.
Value in Brit-
Value in Ameri-
American
American
British
British
ish vessels.
can vessels.
steamers.
eailing.
steamers.
sailing.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
Boards
pieces
55,798
$5,188
Pine
do
107
}
*1
300
536
Floor
barrela
1,325
6, 361
*1
148
Boards
pieces
25,404
2, 689
Deals
do
6,436
1, 402
Planks
do
22,414
2,713
}
+14
1,171
Tamarack sleepers
do
19,758
4,882
23,342
$16,982
$6,360
1
148
15
1,727
S. Doc. 112.
Goods in transit to the United States.
Articles.
Total quantities.
Total vaule.
Railroad bare
150,289
$732,007
Salt
bushels
21,448
1,162
Coals
356
Digitized by Google
Brandy
204
Iron, bar, rod, &c
11,509
745,238
# Via St. Lawrence. t Via inland, American vessels not being allowed to come down to Quebec.
CUSTOM-HOUSE, QUEBEC, January, 1852.
[Fractions omitted.]
483
484
S. Doc. 112.
No. 20.-General statement showing the imports into the port of Quebec for
the year ending January 5, 1852, distinguishing the countries from whence
and the route by which imported.
Articles.
Total 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
207 2 26
$3,100
$8,796
$11,896
Sugar, refined
do
1, 274 2 24
9,548
9,584
other kinds
do
25,371 0 1
114,052
114,052
molasses
do
20, 102 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
Rum
do
7,065
1,964
1,964
Whiskey
do
1,859
1,180
Cordials
1,180
do
62
100
100
Wine
do
65,525
952
30,640
31,592
Rice
7,464
7,464
Salt
bushels
314,322
18,824
18,824
Fruit, green
3,232
3,232
dried
1, 192
7,584
8,776
Spices
6,360
6,360
Confectionery and preserves
708
708
Maccaroni.
lbs
1,510
148
148
Vinegar
galls
14,775
1,812
1,812
Graine, barley and rye
136
136
Beans and pease
23
23
Meal
3,792
Flour
3,972
bbls
371
444
532
976
Provisions, butter
cwt
2019
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
Cocoa and chocolate
5,504
732
732
Fish, salt and pickled
16
29,128
29,144
fresh
2,156
Furs.
2,156
260
14,192
Glass
14,452
372
24,856
Leather, tanned
25,228
2,068
14,488
Oil of all sorts
16,556
galls
87,7401
68
49,152
49,220
Paper
640
7,364
Seeds
8,004
92
392
484
Manufactures, candles
3,588
3,5-8
cotton
1,048
318,804
leather
319,852
India-rubber
8,536
8,536
5,480
156
5,636
iron and hardware
4,960
403,744
linen
407,704
75,644
silk
75,644
101,852
wood
101,852
9,164
wool
9,164
1,492
339,080
Machinery
340,572
4,440
Articles not enumerated
4,440
14,096
346,188
Burr stones unwrought,
360,284
1,000
1,300
Chain cables
1,300
43,724
Coals
43,724
tons
60, 8551
95,976
Dyestuffs
95,976
lbs
15,148
4
6,712
6,716
Flax, hemp, and tow
tons
291 19 2 18
3,304
Hides
19,244
22,548
Jank and oakum
1,164
1,164
cwt
3,528 2 15
12,860
12,860
Digitized by
S. Doc. 112.
485
STATEMENT-Continued.
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.
Lard
kegs
448
$1, 812
$1,812
Lead
$1,276
1,276
Ores of met la
200
200
Pitch and tar
bhls
2,195
476
3, 916
4,392
Rope
tons
618 10 0 3
97,748
97,748
Reain and rosin
barrels
2, 391
72
3,324
3,396
Steel
tons
33 17 0 22
5,012
5, 012
Tallow
7,668
15,736
23,404
All other articles liable to duties
5,796
5, 796
Pork, mess
tons
67 13 2 14
13,808
13,808
Leather boots and shoes
600
600
Free goods.
Maize
bbls
17,461
5,744
5,744
Other free goods
792
51,200
51,992
93,456
2, 474,728
2,568,184
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
163,528
From other countries.
41,119
164,476
833,903
3,335,612
NoTE.-Goods arriving at Quebec for transhipment to other ports are not comprised in this
return.
CUSTOM-HOUSE, QUEBEC, January 21, 1852.
Digitized by Google
No. 21.-General statement showing imports into the port of Montreal for the year ending January 5, 1852, distinguishing the coun-
tries whence and the route by which imported.
486
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.
Coffee, green
cwt
2,497 0 27
$24,348
$1,140
$19,512
$3,688
$19,512
$4,832
other
do
5 1 3
64
64
64
Sugar, refined
do
13,984 3 10
97,388
54,192
8,272
34,924
8,272
89,116
other kinds
do
87,418 1 26
402,766
69,488
28,892
$149,528
154,960
28,892
374,880
molasses
do
31, 767 2 27
39,396
1,520
5,496
13,072
19,304
5,496
33,900
Tea
pounds
842,568
206,532
42,332
99,276
1,008
53,908
109,276
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
104
64
104
64
Spirits-Brandy
gallons
140,716 3-5
93,516
10,056
1,224
82,232
1,224
92,288
S. Doc. 112.
Gin'
do
46,627
13,324
8,132
7,192
15,324
Rum
do
18,557
6,128
3,912
740
208
1,260
740
5,384
Whiskey
do
18,058
8,160
7,704
456
456
7,704
Cordial
do
6961
1,144
152
992
152
992
Wine, under $60 per pipe
do
104,280
36,940
11,204
1,160
248
24,324
1,160
35,780
above $60 per pipe
do
44,920 2-5
35,400
17,152
616
17,524
616
34,680
Digitized by
in cases
do
4, 8001
10,532
6,140
3,424
4
960
3,421
7,108
Salt
bushels
70,190
4,960
4,072
888
4,960
Fruit, green
do
10,964
5,460
4,408
1,052
4,408
1,052
dried
45,688
31,892
4,008
1, 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
444
340
1,208
Maccaroni
536
536
536
Vinegar
5,248
244
5,004
5,248
Animals-Horses
number
1
48
48
48
Swine
do
2
Books-Foreign reprint of British copyright
works
108
108
108
Grains-Meal
barrels
261
92
44
4
4
88
Flour
do
10. 102
32,788
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
16
16
Pork, not mess
cwt
2, 670 1 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
8, 524
72
8,524
fresh
2,380
2,380
2,380 2,
Fur
46,004
34,044
7,216
4, ,736
7,216
38,784
Glass
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
18, 785 2 24
95,936
95,936
95,936
Seeds
4,336
2,896
1,396
40
1,396
2,940
Rice
tierces
281
Do
bags
42f
}
9,884
4,932
4,952
4,952
4,932
Lumber or plank
feet
102,621
588
588
588
S. Doc. 112.
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
17,324
1,200
332
1,200
17,660
India-rubber
14,108
14,108
14,108
Iron and hardware
867,956
828, 404
34,360
5,188
34,360
833,592
Digitized by
Machinery
37,840
2,360
35,476
35,476
2, 360
Linen
252,244
251,212
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
1,398,912
1,368,944
18,124
11,840
18,124
1,380,788
Google
Articles unenumerated
1,234,408
1,162,256
59,904
12
12,228
59,904
1,184,500
Broomcorn
3,432
3, 432
3,432
Bark
20
20
20
Bristles
1,236
1,080
152
152
1,080
Burr stones, unwrought
3,100
2,008
1,088
1,088
2,008
Chain cables
7,284
7,284
7,284
487
STATEMENT-Continued.
488
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
$320
$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
321,900
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
3,884
3,884
3,884
S. Doc. 112.
Oil, cocoanut and palm
632
632
632
Pitch and tar
1,372
832
388
$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
Digitized by
Other articles
55,832
52,520
3,312
3,312
52, 520
Free.
Animals-Horses
number
2
156
96
60
1,208
156
Google
Oxen and bulls
do
50
1,264
56
1,208
56
Sheep
do
11
84
84
84
Barley
bushels
12
8
8
8
Books
67,632
43,576
18,408
5,744
18,408
49,220
Busts and casts
348
204
140
130
201
Bread
28
28
28
Coals
2,040
2,040
2,040
Cocoa and chocolate
736
736
736
Corton-wool
1,724
1,724
1,724
Coin and bullion
21,140
10,132
11,000
11,000
10,140
Drawings
5,024
3,340
1,720
1,720
3,300
Donations
14,344
14,264
80
80
14,264
Farming implements
96
40
56
56
40
Fish, fresh
1,244
1,244
1,244
salted
38,724
940
37,784
38,724
Fish oil
barrels
1,6241
Do
boxes
35
}
24,048
24,048
24,048
Fur skins
29,136
29,136
29,136
Grindstones
number
4,250
1,688
1,688
1,688
Hoops
20
20
20
Meat
64
64
64
Maize
bushels
90,355
39,968
39,968
39,968
Manures
24
24
24
Models
1,020
1,020
1,020
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
Philosophical instruments
328
248
80
80
248
Plaster
912
912
912
Potatoes
Poultry
4
4
4
S. Doc. 112.
Soda-ash
14,876
14,876
14,876
Specimens
16
4
8
8
4
Seeds
2,708
2,708
2,708
Settlers' goods.
14,104
11,476
2,608
20
2,608
11,496
Trees, shrubs, &c
2,284
344
1,940
1,940
344
Wheat
bushels
215.283
179,952
4
179,924
20
179,924
24
Wine for officers' mess
gallons
2,093
4,560
1,316
240
4,560
Digitized by Google
9,177,164
7,358,984
1,081,368
252,292
484,512
1,081,368
8,095,792
CUSTOM-HOUSE, MONTREAL, February 2, 1852.
T. BOUTHILLIER, Collector.
489
490
S. Doc. 112.
No. 22.-An account of the staple articles, the produce of Canada, &c., ex-
ported in the year ended 1851, as compared with the year ended 1850.
PORT OF QUEBEC.
1851.
1850.
Description of articles.
Quantity.
Value.
Quantity.
Value.
Apples
barrels
716
$2,404
588
$1,764
Ashes, pot.
do
3,082
86,900
2,434
6, 720
pearl
do
2,330
37,372
1,092
31,008
Aeh 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
tierces
20
}
~~
121
do
barrels
564
5,268
692
}
9,408
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
,995, 764
584,784
Elm timber
tons
35,618
196,124
38,166
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
62,000
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
Peace 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
1,508,528
326, 033
1,055,096
Pork
barrels
2,690
30,424
2,394
23,788
Shingles
bundles
50
pieces
}
250
~~
271
52,000
}
348
Do.
44,000
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
12,208
11,788
4,671,048
3,881,280
CUSTOM-HOUSE, QUEBEC, March 13, 1852.
Digitized by Google
S. Doc. 112.
491
No. 23.-An account of the staple articles, the produce of Canada, &c., ex-
ported in the year ended 5th January, 1852, as compared with the year
ended 5th January, 1851.
PORT OF MONTREAL.
Description of goods.
Year ended January 5, 1852.
Year ended January 5, 1851.
Acetate of lime.
38 casks.
Apples.
515 barrels fresh and 1 box dried
909 barrels fresh.
Ashes, pot
21,042 barrels
14,844 barrels.
Ashes, pearl
6,221 barrels
7,250 barrels.
Bacon and hams
4 hhds. bacon ; 5 hhds., 38 tierces, and
518 packages.
32 casks, 17 barrela, 1 barrel, 3 boxes,
and 450 loose hame ; of these 5 hhds.
and 12 loose hams foreign
Balsam
50 kegs Canada and 1 box cherry.
Barley
2 barrels
19 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 bage-1,468 Canada, 1,441 manu-
65 barrels and 204 bags.
factured in bond.
Bran
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, 164 firkins and 251 tubs, 35
minots.
Candles
113 boxes-10 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, 1 case, 1 cheese.
Clocks
8.
Corn, Indian
54.658 bushels and 200 bags
41,491 bushels.
Flour
230,466 barrels-224,403 Canada, 6,063
129,740 barrels.
foreign.
Furniture
11 packages.
Furs and skins
15 packages, 16 casks, 8 cases, 1 pun.
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, and 51 tons, 6 cwt. bones
35 tons horns and bones.
Lard
236 barrels and 188 kegs; of these 200
4 barrels and 208 kegs.
barrels foreign.
Lumber, viz
Boards
6,907 pieces
7,487 pieces.
Deals
1,212 pieces
3,146 pieces.
Billets
622 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.
Puncheon
292,183 pieces
375,400 pieces.
Heading
2,000 pieces.
Meal, Indian
1,531 barrels
1,472 barrels.
Digitized by Google
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 qra.
200 tons, 7,608 pieces, and
24 barrels.
Onions
160 barrels and 24 bushels
328 barrels.
Ores, copper
415 tons, 5 cwt.
Pails
2; dozen.
Peas
61,476 bushels, 543 barrels, and 50 half
209,874 bushels and 406 bar-
barrels.
rels.
Pipes, tobacco
1 box
100 boxes and 65 half boxes.
Pork
3,732 barrels, 1 tierce, and 4 half bar-
445 barrels.
rels; of these 1,734 foreign.
Saleratus
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
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.
Digitized by Google
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 excellen-
cy 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.
Hams
6 tierces.
Lard
292 kegs.
Lumber, viz:
Boards
340 pieces.
Planks
100 pieces.
Staves, standard
1, 451 pieces
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.
Value
$29,804.
CUSTOM-HOUSE,
Montreal, January 6, 1852.
R. H. HAMILTON, Comptroller.
Digitized by Google
No. 24.-Statement showing exports from Canada to the United States, at the port of Bruce, in the year ending January 5, 1852,
distinguishing the amounts carried in British and American vessels, respectively.
494
Vessels.
Vessels outward.
Articles.
Total quantities.
Totalvalue.
Value in Brit-
Value in Ameri-
American
American
British
British sail-
ish vessels.
can vessels.
steamers.
sailing.
steamers.
ing.
1
Tons. cwt. grs. lbs.
No.
Tons.
No.
Tons.
No
Tons.
No.
Tons.
Fine copper
90 11 1 1
$36,000
$36,000
1
364
4
478
3
100
Pig do
19 5 0 0
6, 752
6,752
Copper ore
440 10 0 0
17,620
17,620
Fish
1,487 barrels
6,268
$1,440
4,828
Furs
800
800
Lumber
16,000 feet
160
160
Flour
5 barrels
20
20
Limestone
17 cords
16
16
67,640
2, 420
65,220
S. Doc. 112.
Digitized by Google
No. 25.-General statement showing imports into the port of Sault Ste. Marie for the year ending January 5, 1852, distinguishing
the countries from whence and the route by which imported.
Total value.
From Great
From United
Articles.
Total quantities.
Britain.
States.
Remarks.
Cwt. qrs. lbs.
Value.
Value.
Coffee, green
1 1 10
$4
$4
Sugar, refined
14 2 12
160
$160
Imported via Hudson's Bay and Lake Superior.
Do. bastard.
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
23 gallons
3?
32
Whiskey
43 do
8
8
Wine
64
do
148
148
Fruit, dry
28
28
Do green
16
16
Spices
12
12
Cordials
8 gallons
8
8
Vinegar
6 do
8
8
Horses
1
28
28
S. Doe. 112.
Salt
278 bushels
88
88
Flour
11 barrels
40
40
Beer
14 gallons
Fish, salt
1 barrel
4
4
Pork, mess
21 cwt. 2 qrs. 12 lbs.
920
920
Lumber
4,900 feet
48
48
Hardware
1,192
1, 192
Digitized by
Cotton goods
1,356
1, 356
Woollen goods
4,560
4,560
Iron, bar
16
16
Rice
16 barrels
Unenumerated
3,116
3,156
36
12,124
10,892
1,232
Nore.-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,
boats and canoes.
CUSTOM-HOUSE, Port of Sault Sle. Marie, Canada West, January 30, 1852.
495
No. 26.-General statement showing imports into the port of Hamilton for the year ending January 5, 1852, distinguishing the
countries from whence and the route by which imported.
496
Total quan-
Total value.
From Great
From United
From British
From all other
Total vrue im-
Total value im-
Articles.
tities.
Britain, value.
States, value.
North Ameri-
fortign coun-
ported in and via
ported by sea
can colonies,
tries, value.
United States.
via St. Law-
value.
rence.
Coffee
cwt.
2,216 0 25
$24 348
$24,348
$24,348
Sugar, refined
cwt.
1,531 1 20
10,856
$1,260
8,832
$764
6,552
$4,280
Sugar, raw
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.
7,7514
5,472
336
768
4,176
768
1,900
Wines
galls.
104011
6252
488
4,944
816
4,944
1.308
Tea
lbs.
435,491
162,040
7,528
154,588
154,508
7,528
Tobacco
lbs.
357,522
61.988
61,988
61 988
Salt
79,617
13,288
13,288
13,288
Fruit
12,228
680
11.544
11.544
680
Spices
2,828
348
2,480
2,480
348
Cotton manufactures
523,384
383,956
171,428
171,428
383,956
Fish
S. Doc. 112.
2.544
2,544
2,544
Glassware
10,160
536
9,620
9620
536
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
9,884
56436
Silks
133,004
113,168
19,836
19,836
113,168
Woollens
384,132
269,788
115,988
1,552
114,344
269,788
Digitized by Google
Paper
14,300
5,620
8,676
8,676
5,620
Books
548
548
548
Hides
10,808
10,808
10,808
Railroad iron
16,728
16,728
16,728
Furs
7,920
3,252
4,664
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 Toronto for the year ending January 5, 1852, distinguishing the coun-
tries from whence and the route by which imported.
Total quan-
Total value.
From Great
From United
From British
From all other
tities.
Articles.
Britain, value.
States, value.
North Amer-
foreign coun-
33
ican colonies,
tries, value.
value.
Coffee
an
22 3 18
cwt.
2,427 0 8
} $27,228
$27,228
Sugar
do
18,962 2 18
92,000
$3,416
64,136
$24,444
Molasses
do
1,229 0 17
1,944
1,944
Tea
pounds.
446,013
152,820
152,820
Tobacco, cigars, and snuff
do
311,228
57,120
56,472
$1,044
Spirite and wines
gallons
29,475
21,624
2, 736
18,508
376
Salt
bushels.
102,735
17,088
17,088
Fruits, spices, &c
25,108
25,108
Cheese, hope, &c
4,492
4,492
Fish, fur, glass, dc
53,360
8, 408
44,948
Rice and seeds
4,764
4,304
456
S. Doc. 112.
Dry goods, hardware, &c
1,461,780
718,028
743,752
Other goods
552,972
250,772
269,052
35,144
Broom-corn
2,640
2,640
Burr-stones and block marble
11,880
11,880
Coal
24,320
24,320
Dyestuffs, tallow, and oil
25,244
304
24,936
Hides
24,672
24,672
Other goods
38,440
31,156
7,284
Digitized by Google
2,601,928
1,014,836
1,525,620
24,900
36,568
CUSTOM-HOUSE, PORT OF Toronro, January 23 ,1852.
W.F. MENDELL, Collector.
L6V,
No. 28.-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.
eign coun-
inland via
by sea via
Remarks.
tries.
U. States.
St. Law-
rence.
Specifics.
Coffee, green
cwt
2,630 2 3
$25,432
$25,432
$25,432
Sugar, all kinds
do
6, 332 3 15
28,192
28,192
28,192
Molasses
do
4, 684 0 14
6, 176
6, 176
6, 176
Tea
pounds
944, 931
236,584
236,584
236,584
Tobacco, unmanufactured
do
279, 179
15,792
15,692
15,692
Do
manufactured
do
380,688
47,096
47,096
47,096
Do
cigars
do
12,239;
12,876
12,876
12,876
Do snuff
do
994
168
168
168
Spirits and cordials
gallons
2, 3911
1,468
1,468
1,468
S. Doc. 112.
Whiskey
do
379
124
124
124
Wine
do
3,9121
1,600
1,600
1,600
Salt
bushels
14, 1571
744
$708
36
36
$708
6,391 bushels export-
ed to United States,
Thirty per cent.
and 3,760 bushels
in warehouse.
Fruit, all kinds
15,124
15,124
15,184
Spices
4,444
4,444
Digitized by Google
4,444
Vinegar
gallons
7,605
764
764
764
Other articles
532
532
532
Twenty per cent.
All articles at twenty per cent
300
300
300
Tweloc-and a-half per cent.
Fish of all kinds
2,552
2,252
$300
2,252
300
Exported to U. States.
Fur
25,876
1,344
25,308
$224
26,876
Leather, tanned
69,736
428
57,572
11,736
69,736
Oil, except palm or cocoanut.
13,608
13,608
13,608
Paper
11,868
552
11,168
148
11,868
Rice
cwt
2, 052 0 20
6,564
6,564
6,564
Manufactured candles
2,564
2,564
2,564
Do
cotton
223, 140
17,728
205, 184
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 ma-
chinery
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
49,228
30,984
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
212,396
26,340
183,764
3,288
212,316
Two-and-a-half per cent.
Broom-corn
348
348
348
Bristles
3,052
3,052
3,052
Coal
tons
532 10 0 0
1,348
1, 348
1,348
Dye stuffs
3,812
3,812
3,812
Flax, hemp and tow
lbs
193,631
6,200
6,200
6,200
S. Doc. 112.
Hides
31,598
64,208
64,208
64,208
Pitch and tar
barre's
499
924
924
924
Resin and rosin
do
657
860
86.)
860
Tallow
pounds
121,654
7,684
7,684
7,684
Other articles
21,256
21,256
21,256
Free.
Digitized by Google
Animals.
2
280
280
280
Books
30,092
240
24,956
1,892
30,092
Cotton-wool
pounds
176,603
14,256
14,256
14,256
Coin and bullion
245,752
245,752
245,752
Other free goods
15,004
408
14,288
304
15,004
Total
1,948,460
136,604
1,774,592
300
36,956
1,947,448
1,008
J. W. TAYLOR, Acting Collector.
499
No. 29.-General statement showing imports into the port of Kingston for the year ending 5th January, 1852, distinguishing the
countries from whence and the route by which imported.
500
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.
Value.
Value.
Sugar, Muscovado
cwt
4, 065 3 27
$19,172
$8,460
$2, 112
$8,596
$8,460
$10,712
Spices
604
$132
472
208
132
Dry fruit
3,376
2,824
448
928
448
Brandy
gallons
7, 1231
4,800
1,036
3,760
1,408
1,036
Wine.
do
2,1794
1,700
284
1,412
1,412
284
Cigars
2,172
2,172
504
Manufactures, &c
355,848
89,256
265,020
764
18,584
90,024
Specific goods.
85,548
85,448
Goods 30 per cent
4,552
4,552
Do 20 do
51,702
51,708
320,308
3,664
316,392
248
3,916
Free goods
176,492
3,812
172,680
~~~
Large amounts of
Do 21 do
iron, &c., export-
S. Doc. 112.
ed to U. States.
Total
1,026,292
98,200
915,912
3,580
8,596
31,520
106,564
Digitized by Google
S. Doc. 112.
501
No. 30.-Abstract of merchandise received from the frontier districts adjoin-
ing Canada, and re-warehoused in the district of New York, during the
ycar 1851.
Articles.
Packages.
Value.
Ashes
2, 593 barrels, 6 cases, 151 barrels
$62, 562 00
Beef
100 tierces
1, 025 00
Barley
987 bushels
354 00
Butter
1, 340 kege, 23 tubs, 1 barrel
8, 791 00
Cotton and worsted
3 cases
1, 105 00
Fire-engine
In 5 cases and 1 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
Moccasins
7 cases
757 00
Oatmeal
200 barrels
666 00
Peas
2, 439 barrels, 1641 barrels, 5,641 bushels
5, 651 00
Skins, dressed
1 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 the frontier districts adjoin-
ing Canada, and re-warehoused in the district of Boston and Charlestown,
during the year 1851.
Articles.
Packages.
Value.
Flour
28, 763 barrels
$96,256 06
Ashes
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
,062 00
Wheat
15, 030 bushels
8, 628 00
Curiosities, fossil remains,
dcc
87 packages
2, 133 00
119, 441 00
COLLECTOR'S OFFICE,
District of Boston and Charlestown, March 15, 1852.
Digitized by Google
502
S. Doc. 112.
No. 32-DISTRICT OF NEW YORK.
Abstract of quantity and value of merchandise transported in bond to the fron-
tier 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 06
Brandy
45 hogsheads, 10 baskets, and 75 casks
4, 829 00
Burr-stones
2, 829 pieces
3, 359 00
Buttons
1 case
320 00
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
Cloves
11 bags
177 00
Corks
13 bags and 20 bales
997 00
Cut glass
3 cases
47 00
Dry goods
259 cases, 62 bales, and ] package
66, 942 00
Drugs
18 cases, 3 bales, 1 ceroon, and 4 casks
3, 821 00
Earthenware
2 cases, 50 crates, and 2 casks
1, 937 00
Engravings
1 case and 1 package
74 00
Furs
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
6 bags
10 00
Gin
3 hogsheads
95 00
Glassware
17 cases and 400 demijohns
834 00
Glass bottles
3, 000 bottles
16 00
Hardware
59 cases and 151 casks
19, 516 00
Hemp, manufactures of.
2 coils
84 00
Hides
7, 474 hides
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 cases
2, 255 00
Leather
10 cases
2, 722 00
Leather, manufactures of
43 cases and 3 bales
13, 158 00
Looking-glass plates
2 cases
238 00
Musical instruments
9 cases
760 00
Molasses
245 hogsheads
2, 826 00
Metal, manufactures of
37 cases and 1 cask
6, 614 00
Nutmegs
6 kegs and 8 barrels
487 00
Oil cloth
3 cases
435 00
Oil
29 casks and 50 baskets
1, 915 00
palm
39 casks and 1 case
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
1, 329 00
Plants
1 box, (free)
33 00
Paper hangings
2 cases
241 00
manufactures of
31 cases
3, 104 00
Pimento
182 bags
1, 626 00
Perfumery
1 case
168 00
Pepper
90 bags
336 00
Paints
50 casks
193 00
Railroad iron
29, 098 bars
108, 534 00
Rhubarb
5 cases
154 00
Rum
22 hogsheads and 18 casks
1, 757 00
Silks
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
Digitized by
Google 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 06
Toys
7 cases and 1 cask
616 00
Tin plates
1, 225 boxes
8,197 00
Tea
25 boxes and 157 chests
5,907 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 transported in bond to the
frontier districts, to be exported to Canada, during the year 1851.
Articles.
Packages.
Valu
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 cheats
550
Straw hats
7 cases
1,224
Boots
2 do
560
Raisins
615 boxes
877
Hardware
63 cases, 5 bales, 1 crate, 40 casks
16,709
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
Cigare
3 do 20 boxes
338
Saddlery
2 do 3 casks
824
Sheet iron
6 bales, 3 bundies
101
Herrings
25 barrels
61
Lemons
50 boxes
68
Glass
2 do
279
Saltpetre
75 bags
497
Nutmegs
1 case
197
Salts of ammonia
1 do
43
Fish, preserved
10 boxes
111
Grapes
40 kegs
59
Hair seating
1 case
285
Seal-skins
1 do
569
Musical instruments
2 do
247
Plants
1 box
8
Pictures
2 cases
283
Perfumery
3 do
204
Paper
4 do
431
590,771
Digitized by Google
504
S. Doc. 112.
No. 34.-Abstract of quantity and value of Canadian flour exported from
the port of Boston to all ports during the year 1851.
16,688 barrels Canada flour ; value
$57,926
-
No. 35.-Abstract of the quantity and value of Canadian flour exported from
the port of Boston to the British American colonies during the year 1851.
4,590 barrels Canada flour ; value
$14,961
No. 36.-Flour and wheat, the produce of Canada, exported from the port
of New York to the British colonies, &r., in 1851 ; and also the value of all
other Canada produce exported to the colonies and to Great Britain, &c.
Ashes exported to Great Britain, 1,543 barrels
$40,542
Ashes exported to other ports, 878 barrels
19,086
Butter exported to Great Britain, 251 kegs
1,692
Furs exported to Great Britain, 12 cases
3,690
Furs exported to other places, 2 cases, 3 casks, 3 puncheons
2,975
Wax exported to other ports, 20 bales
1,300
Beef exported to Great Britain, 100 tierces
1,025
Flour exported to Great Britain, 88,553 barrels
302,920
Flour exported to British provinces, 86,689 barrels
299,414
Flour exported to other ports, 100 barrels
350
Wheat exported to Great Britain, 507,044 bushels
344,568
Wheat exported to British provinces, 6,798 bushels
4,666
-
No. 37.-Statement of the value and quantity of Canadian flour and grain
received in bond at the port of New York, and the value and quantity
exported, during the year 1851.
Flour warehoused, 250,352 barrels
$846,814
Flour exported, 175,342 barrels
602,684
Wheat warehoused, 712,403 bushels
481,213
Wheat exported, 513,842 bushels
349,234
No. 38.-Total amount of wheat and flour in store, December 31, 1851.
Flour in store, 63,569 barrels
210,600
Wheat in store, 278,516 bushels
180,960
New YORK, March 16, 1852.
Digitized by Google
S. Doc. 112.
505
No. 39.-A comparative statement of the gross and net rovenue received
from 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 Ameri-
can 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 ves-
sel 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-
Digitized by Google
No. 41.-Statistical view of the commerce of Canada, exhibiting the value of exports and imports from Great Britain, her colonies,
and foreign countries, together with the tonnage of vessels arriving and departing, during the ycar 1850.
506
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
5,031,156
-
360,280
522,093
161,836
21,870
United States of America
6,594,860
Other foreign countries.
108,280
365,212
S. Doc. 112.
11,961,712
16,982,068
366,280
522,503
161,836
21,870
"This table of tonnage embraces merely the vessels arriving and departing from the ports of Quebec and Montreal ; the inland ports are not included.
Digitized by Google
S. Doc. 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 from 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 report:
Of the climate, soil, and capabilities of New Brunswick, it is im-
possible to speak too highly. There is not a country in the world so
beautifully wooded and watered. An inspection of the map will show
that there is scarcely a section of it without its streams, from the run-
ning brook up to the navigable river. Two-thirds of its boundary are
washed by the sea; the remainder is embraced by the large rivers, the
St. John and the Restigouche. The beauty and richness of scenery
of this latter river, and its branches, are rarely surpassed by anything
on this continent.
"The lakes of New Brunswick are numerous and most beautiful;
its surface is undulating-hill and dale-varying up to mountain and
valley. It is everywhere, except a few peaks of the highest mountains,
covered with a dense forest of the finest growth.
'The country can everywhere be penetrated by its streams. In some
parts of the interior, by a portage of three or four miles only, a canoe can
float away either to the Bay of Chaleur or the Gulf of St. Lawrence, or
down to St. John and the Bay of Fundy. Its agricultural capabilities
and climate are described by Bouchette, Martin, and other authors.
The country is by them-and most deservedly so-highly praised.
"For any great plan of emigration, or colonization, there is not
another British colony which presents such a favorable field for the
trial as New Brunswick.
"On the surface is an abundant stock of the finest timber, which in
the markets of England realizes large sums annually, and affords an
Digitized by Google
508
S. Doc. 112.
unlimited supply of fuel to the settler. If the forests should ever
become exhausted, there are the coal-fields underneath.
The rivers, lakes, and seacoast abound with fish. Along the Bay
of Chaleur it is so abundant that the land smells of it. It is used as a
manure; and, while the olfactory senses of the traveller are offended
by it on the land, he sees out at sea immense shoals darkening the
surface of the water."
This description of New Brunswick is given in an official report
presented by two very intelligent officers 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 returned 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
hundred and fifty miles in length from its mouth, at the harbor of St.
John, to its sources, at the Metjarmette portage. It is navigable for
vessels of one hundred tons, and steamers of a large class, for ninety
miles from the sea, to Fredericton, the seat of government. Above
Fredericton small steamers ply to Woodstock, sixty miles farther up the
river; and occasionally they make trips to the entrance of the Tobique,
a farther distance of fifty miles. The Grand Falls of the St. John are
two hundred and twenty-five miles from the sea. Above these falls
the river has been navigated by a steamer forty miles, to the mouth of
the river Madawaska, and from that point the river is navigable for
boats and canoes almost to its sources. The Madawaska river is also
navigable for small steamers thirty miles, to Lake Temiscouata, a sheet
of water twenty-seven miles long, from two to six miles wide, and of
great depth throughout. From the upper part of this lake to the river St.
Lawrence, at Trois Pistoles, is about eighteen miles only, and propo-
sitions have been made for establishing a communication between the
St. Lawrence and the St. John, either by railway or canal, across this
route.
In connexion with the St. John is the Grand lake, the entrance to
which is about fifty miles from the sea. This lake is thirty miles in
length and from three to nine miles in width. Around the Grand
lake are several workable seams of bituminous coal, from which coals
are raised for home consumption and for exportation.
The harbor of St. John is spacious, and has sufficient depth of
water for vessels of the largest class. The rise and fall of tide is
from twenty-one to twenty-five feet, and there is a tide-fall at the head
of the harbor which effectually prevents its being ever frozen over or
in the least impeded by ice during winter. Few harbors on the north-
eastern coast of North America, if any, are so perfectly free from ice,
St. John harbor. It is in latitude 45° 16' north, longitude 66° 4
west.
The Peticodiac is a large river flowing into the Bay of Fundy, near
its northeastern extremity. It is navigable for vessels of any size for
twenty-five miles from its mouth, and for schooners of sixty or eighty
tons for twelve miles farther. On the lower part of this river a very
valuable mineral has recently been discovered, and the seam is now
worked to considerable extent. By some this mineral is designated
Digitized by Google
S. Doc. 112.
509
jet coal," and by others it is considered pure asphaltum. It is black
and brilliant, highly inflammable, and yields a large quantity of gas
of great illuminating power. The seam is worked at four miles from
the bank of Peticodiac river, where it is navigable for sea-going ves-
sels of large class.
On the gulf-coast of New Brunswick there are many fine ship har-
bors, each at the mouth of a considerable river; and from these
harbors much fine timber is shipped annually to England.
The most southern of these harbors is Shediac, which is capacious, and
with sufficient depth of water for vessels drawing eighteen feet. Cap-
tain Bayfield, R. N., marine surveyor in the Gulf of St. Lawrence, says
that Shediac harbor is the easiest of access and egress on this part of
the coast, and the only harbor of New Brunswick, eastward of Mirami-
chi, which a vessel in distress could safely run for in heavy northerly
gales as a harbor of refuge. Two rivers fall into Shediac harbor,
which is fast becoming a place of importance. Should the proposed
railway from St. John to Halifax be constructed, it will touch the gulf
at Shediac, which will thus command a large trade as one of the great
turning-points of the railway.
Cocagne harbor is ten miles by the coast, northwardly, from Shediac
harbor. Within this harbor, which is at the mouth of a river of the
same name, there is abundance of space for shipping, and good
anchorage in five fathoms water. The tide flows seven miles up the
Cocagne river. There is much good timber on its banks, and the port
has every facility for ship-building.
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 ex-
tensive, safe, and commodious. The river is navigable for vessels of
large size upwards of fifteen miles from the gulf, the channel for that
distance being from four to six fathoms in depth. The tide flows up
the river twenty-five miles. The shipments of timber and deals from
this port annually are becoming very considerable.
The extensive harbor of 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 bur
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
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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 Ship-
pigan, which comprises three large and commodious harbors. Besides
its facilities for carrying on ship-building and the timber trade, Ship-
pigan harbor offers great advantages for prosecuting the fisheries on
the largest scale. The general dryness of the air on this coast, and
the absence of fog within the Gulf of St. Lawrence, are peculiarly
favorable to the drying and curing of fish, in the best manner, for dis-
tant voyages. Owing to the erection of steam saw-mills at Great
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.
Little Shippigan harbor lies between the islands of Mescou and
Shippigan. It is an exceedingly good harbor, being well sheltered,
with safe anchorage in deep water. The main entrance is from the
Bay of Chaleur. It is half a mile in width, with eight fathoms at low
water, which depth is maintained well into the harbor. This is not a
place of any trade, but it is greatly resorted to by American fishing
vessels which frequent the Gulf and the Bay of Chaleur, as it affords
them perfect shelter in bad weather. There are great conveniences for
fishing establishments in this fine harbor; and it would afford great
facilities and advantages to our fishermen if they were permitted to
land and cure their fish upon its shores.
Bathurst harbor is within the Bay of Chaleur, which in itself may be
considered one immense haven ninety miles in length, and varying in
breadth from fifteen to thirty miles. It is remarkable that within the
whole length and breadth of the Bay of Chaleur there is neither rock,
reef, nor shoal, and no impediment whatever to navigation.
The entrance to Bathurst harbor is narrow; but within, it is a beauti-
ful basin, three miles and a half in length and two miles in breadth,
well sheltered from every wind. In the principal channel there is
about fourteen feet at low water. Vessels drawing more than fourteen
feet usually take in part of their cargoes outside the bar, where there
is a safe roadstead, with deep water, and good holding-ground.
No less than four rivers fall into Bathurst harbor, each of which fur-
nishes 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 Restigouche, at the head of the Bay of Chaleur,
is three miles in width, .with nine fathoms water-a noble entrance to
a noble river. The main branch of the Restigouche is over two
hundred miles in length. Its Indian name signifies the river which
divides like the hand," in allusion to its separation above the tide into
five principal streams, or branches. These drain at least four thousand
square miles of fertile country, abounding in timber and other valuable
natural resources, the whole of which must find their way to the sea
through the port of Dalhousie, at the entrance to the Restigouche. A
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511
crescent-shaped cove in front of the town of Dalhousie is well sheltered,
and has good holding-ground for ships in nine fathoms water. There
are capital wharves and excellent and safe timber ponds at Dalhousie,
affording every convenience for loading ships of the largest class.
From Dalhousie to Campbellton the distance by the river is about
eighteen miles. The whole of this distance may be considered one
harbor, there being from four to eight fathoms throughout in the main
channel, which is of good breadth. At Campbellton the river is about
three-quarters of a mile in width. Above this place the tide flows six
miles, but large vessels do not go farther up than Campbellton.
The country watered by the Restigouche and its branches is yet
almost wholly in a wilderness state, and nearly destitute of population;
but its abundant and varied resources, and the size and character of
this magnificent river, must hereafter render the northeastern portion
of New Brunswick of great consequence.
TRADE AND COMMERCE OF NEW BRUNSWICK.
The present value of the trade and commerce of this large and
highly-favored colony, as yet but very thinly peopled, will be best esti-
mated 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
1,322,810
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
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S. Doc. 112.
The following is an account of the vessels, and their tonnage, which
entered inward and cleared outward at all the ports of New Bruns-
wick, 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
182,007
928
84,742
Foreign States
51
13,106
25
3,769
Total
2,893
416,187
2,891
457,414
1850.
Countries.
Inward.
Outward.
Number.
Tons.
Number.
Tons.
Great Britain
233
95,393
768
303,617
British Colonies
1,281
81,424
1,241
70,155
United States
1,457
242,104
937
87,925
Foreign States
68
17,701
25
3,286
Total
3,039
436,622
2,971
464,983
The number of new ships built in New Brunswick during 1849 and
1850 is thus stated:
Vessels.
Tons.
In 1849
114
36,534
In 1850
86
30,356
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S. Doc. 112.
513
The number and tonnage of vessels owned and registered in New
Brunswick in the same years are as follow:
On December 31, 1849.
On December 31, 1850.
Vessels.
Tons.
Vessels.
Tons.
At St. John
505
93,192
535
99,490
At Miramichi
90
7,464
92
6,282
At St. Andrew's
180
16,819
180
16,224
Total
775
117,475
807
121,996
The following tables and statements are given with the view of
showing the trade of the port of St. John, and of the various other sea-
ports of New Brunswick, during the years 1850 and 1851 :
No. 1.
Abstract of the trade of the port of St. John, 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 ending December 31, 1850.
Vessels inward.
Value of imports.
From what countries.
Total.
Number.
Tons.
British.
Foreign.
Great Britain and Ireland
133
58,251
$1,546,395
$126,450
$1,672,845
United States
694
145,095
196,405
877,350
1,073,755
British N. A. Colonies
815
45,153
304,115
85,455
389,570
British West Indies
12
1,514
10,200
10,200
Foreign West Indies
19
2,908
65,260
65,260
Foreign Europe
18
6,926
4,650
4,650
South Sea Fisheries
1
292
20,485
20,485
Totals
1,692
260,139
2,082,250
1,154,515
3,236,765
34
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$14
S. Doc. 112.
No. 2.
Abstract of the trade of the port of St. John, showing the ships and tom-
nage cleared outward, and the relative value of the exports, distinguishing
foreign goods from goods of British produce and manufacture, during the
year ending December 31, 1850.
Vessels outward.
Value of exports.
To what countries.
Total.
Number.
Tons.
British.
Foreign,
Great Britain and Ireland
457
190,215
$1,547,335
$96,055
$1,643,390
British N. A. Colonies
794
40,309
108,015
37,095
145,110
United States
405
45,214
187,355
106,200
293,555
British West Indies
37
5,141
54,245
355
54,600
Foreign West Indies
15
2,150
33,455
33,455
South America
3
466
7,190
195
7,385
Australia
1
402
3,405
840
4,245
British Possessions in Africa
2
424
3,855
3,855
Totals
1,714
284,321
1,944,855
240,740
2,185,495
No. 3.
Abstract of the trade of the port of St. John, showing the ships and tonnage
entered inward, and the relative value of the imports, distinguishing for-
eign goods from goods of British produce and manufacture, during the
year ending December 31, 1851.
Vessels inward.
Value of imports.
From what countries.
Total.
Number.
Tons.
British.
Foreign.
Great Britain and Ireland
143
64,113
$1,855,270
$87,105
$1,942,375
British N. A. Colonies
737
42,048
322,845
107,485
430,330
British West Indies
8
1,750
3,705
3,705
Foreign West Indies
23
3,342
105,610
105,610
United States
605
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
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S. Doc. 112.
$15
No. 4.
Abstract of the trade of the port of St. John, showing the ships and tonnage
cleared outward, and the relative value of the exports, distinguishing for-
eign goods from goods of British produce and manufacture, during the
year ending December 31, 1851.
Vessels outward.
Value of exports.
To what countries.
Total.
Number.
Tens.
British.
Foreign.
Great Britain and Ireland
440
208,889
$1,915,210
$17,080
$1,932,29d
United States
359
64,344
148,270
164,425
312,896
British N. A. Colonies
695
42,041
171,665
44,720
216,385
British West Indies
25
3,472
21,350
265
21,615
Foreign West Indies
21
3,688
53,105
1,040
54,145
South America
3
1,772
23,330
3,735
27,065
Australia
2
615
4,325
1,410
5,735
Totals
1,545
324,821
2,337,455
232,675
2,570,130
From these returns, it is apparent that the imports of St. John de-
creased in the year 1851, while the exports increased considerably-
thus:
1850.
1851.
Total imports
$3,966,735
$3,236,765
Decrease, $729,970
Total exports
2,185,495
2,570,130
Increase,
384,635
The following is an account of the timber and lumber cut on Ameri-
can territory, and floated down the river St. John, which was exported
to the United States under certificate of origin, in the years 1850 and
1851, with their estimated value:
1850.
1851.
Articles.
Quantity.
Value.
Quantity.
Value.
Boards and scantling, M feet
2,658
$27,670
2,784
$35,775
Clapboards
M
2,599
40,070
3,857
95,950
Shingles
do
4,169
10,490
6,808
17,030
Palings
do
40
355
113
615
Hackmatack timber
tons
30
150
727
3,635
Laths
M
20
20
215
270
Pine timber
tons
1,324
8,965
565
3,955
Ship-knees
pieces
553
400
Spars
do
28
55
220
935
Total value
88,175
158,165
Coogle
$16
S. Doc. 112.
From the foregoing, it will be seen that the export to the United
States of American timber and lumber, cut on the upper St. John, and
shipped through the port of St. John, has very nearly doubled within
the last year, and is understood to be annually increasing.
The following is an account of the principal articles of colonial pro-
duce, growth and manufacture, exported to the United States from the
port of St. John, N. B., during the year ended 31st December, 1851,
with their value: :
Articles.
Quantity.
Value.
Boards and scantling
M feet
2,997
$37,285
Pickets and palings
M pieces
331
1,655
Laths
do
1,009
1,270
Shingles
do
383
960
Clapboards
M
150
3,750
Hackmatack timber and knees
tons
466
2,695
Spars
pieces
10
50
Staves
M
643
8,035
Fire-wood
cords
173
865
Lime
hhds
238
290
Gypsum
tons
1,652
2,120
Grindstones
pieces
65
80
Ox-horns
hhds. and crates
32
330
Potatoes
bushels
8,900
6,180
Coal
tons
195
900
Black lead
cwt
152
325
Potash
barrels
32
320
Sheepskins
crates
123
5,275
Railway sleepers
M feet
379
2,500
Pig-iron
tons
91
3,405
Oats
bushels
4,800
2,400
Smoked herrings
boxes
1,392
1,865
Mackerel
barrels
10
60
Salmon, preserved
packages
766
16,115
Salmon, fresh
No
4,437
4,440
Shad
barrels
184
1,345
Alewives and herrings
do
6,892
21,565
Total value
125,080
The total value of the like description of articles exported from the
port of St. John to the United States in 1850, was $157,695; showing
a decrease of that class of exportations to the extent of $32,615 in the
year 1851.
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S. Doc. 112.
517
The following is a statement in detail of the various articles, the
growth, produce, or manufacture of the United States, imported into
the port of St. John during the year 1850, with the value of each de-
scription of articles:
Articles.
Quantity.
Value.
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
Bran
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
30,606 do
3,155
Soap and candles
10,060 do
1,592
Coffee 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
Combs
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
1,243 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
180,738
Rye flour
14,300 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
205,556
Haberdashery
1,576 packages
24,47~
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S. Doc. 112,
Imports into the port of St. John-Continued.
Articles.
Quantity.
Value.
Hay
492 tons
$4,857
Hair
2 bags
30
Hemp
118 bales
2,165
Hops
43 do
942
Hides
78 do
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
Lignumvitæ
55 tons
1,218
Lard
8,874 pounds
931
Live stock
1 horse ; 6 coops
poultry
191
Matches
28 cases
170
Meal
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
Machinery (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
Naval stores
2,260 barrels
4,376
Oil, fish
6,215 gallons
4,588
Oil, palm
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
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S. Doc. 112.
619
Import into the port of St. John-Continued.
Articles.
Quantity.
Value.
Spices
116 packages
$676
Sirup
84 gallons
75
Stoves
1
25
Seeds
7,952 lbs & 24 pack.
1,392
Shot
2 cwt
12
Scythe and grain stones
47 packages
353
Starch
19 boxes
78
Tallow and soap-grease
3,072 cwt
22,470
"Tea
41,246 pounds
9,558
"Tobacco
37,484 do
68,356
Timber, locust
7 tons
142
Timber, pitch-pine and oak
1,677 tons
11,937
Treenails
58,818
972
Turpentine
2,235 gallons
858
Varnish
1,625 do
708
Vinegar
15,999 do
1,575
Wine
4,380 do
2,922
Whalebone
3 packages
62
Wooden-ware
2,779 do
12,378
Total value
1,120,582
The following is a detailed statement of the principal articles im-
ported 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
705
Ashes
1,001 cwt
5,490
Books and stationery
35,045
Butter and cheese
88 cwt
870
Bread
371 cwt
1,840
Barilla
66 tons
1,965
Broom-straw
159 cwt
1,430
Candles and soap
158 cwt
2,050
Coffee
1,007 cwt
13,720
Coals
1,816 tons
6,345
Cider and vinegar
123 barrels
295
Condage
219 packages
2,640
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520
S. Doc. 112.
Imports into the port of St. John-Continued.
Articles.
Quantity.
Value.
Carriages
22
$1,200
Dye-wood
133 cwt
655
Earthen and glass ware
9,910
Fruit and vegetables
11,590
Furniture
6,775
Dried fruit
1,395 cwt
8,845
Wheat flour
68,878 barrels
297,820
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 grain
40,246 do
34,385
Groceries
8,315
Haberdashery
158,295
Hides
254 bales
26,435
Hops
60 do
2,060
Hemp
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
45,600
Salted meats
9,875 cwt
81,935
Molasses
27,600 gallons
6,610
Marble and other stone
1,740
Cabinet-wood, veneers, &c
4,010
Naval stores
1,840 barrels
3,500
Oysters
278 do
485
Oil
12,832 gallons
5,610
Plaster
406 barrels
465
Palm oil
24 cwt
175
Rice
2,519 cwt
9,630
Seeds
212 bushels
2,905
Refined sugar
1,192 cwt
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
211 M
2,980
Tobacco
3,777 cwt
82,460
Wood-wares
13,035
Lignumvitæ
21 tons
230
Wine
3,159 gallons
2,400
Copper
38 cwt
1,295
Hay
34 tons
335
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S. Doc. 112.
521
Imports into 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 im-
ports from the United States at the port of St. John in 1850 was
$1,120,582; and in 1851, was $1,422,930; showing an increase in the
latter year of $302,348.
An examination of these tables will also show that the imports of
coals and 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 descrip-
tion, 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 New Brunswick and the United States,
differing, as they do, so widely in character and uses, may be fairly
exchanged with each other, each having its own peculiar advantages for
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
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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 1850 and 1851 are as follows:
Number.
Tons.
1850
58
20,377
1851
74
38,960
Of the new ships built at St. John in 1851, fourteen, measuring
10,332 tons, were for 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 ex-
ported 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 augmented in 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 resolu-
tion 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 foot-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.
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S. Doc. 112.
528
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 cleared.
No.
Tons.
Men.
No.
Tons.
Men.
St. Andrews
8
2,374
89
16
4,966
169
United Kingdom
British
St. Stephens
1
327
12
16
8,219
366
Campo Bello
3
736
27
1
598
20
Magaguadario
16
7,076
229
Total
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
St. Andrews
1
414
19
British West Indies
British
St. Stephens
8
1,766
81
21
3,536
181
Magaguadario
1
154
6
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.
St. Stephens
38
1,544
117
30
772
81
British.
Magaguadario
6
503
28
7
219
24
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
Magaguadario
103
7,664
401
108
2,657
284
Campo Bello
22
867
72
23
1,400
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
2,388
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
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524
S. Doc. 112.
The total amount of shipping owned at the port of Miramichi on
the 31st day of December, 1851, was 93 vessels-7,466 tons. During
1851, the number of new vessels built on the gulf coast of New Bruns-
wick 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 Mira-
michi during the years 1850 and 1851, were as follows:
1850.
Countries.
Inward.
Outward.
Number.
Tons.
Number.
Tons.
Great Britain
42
16,438
95
34,886
British Colonies
118
10,695
92
4,888
United States
29
7,512
3
102
Foreign States
13
3,088
6
501
Total
202
37,733
196
40,377
1851.
Countries.
Inward.
Outward.
Number.
Tons.
Number.
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. John,
were received to the extent of $47,435.
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S. Doc. 112.
525
The exports to the United States in 1851 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
In the year 1850, five American ships, of the burden of 2,273 tons,
took cargoes of timber and deals from Miramichi to London; and in
1851, six American ships, of the burden of 2,954 tons, also took car-
goes to the United Kingdom from this port, under the provisions of the
British navigation laws.
At the port of Dalhousie the value of imports in 1851 was $128,570;
of exports, $152,015. There were 28,202 tons of pine timber exported
to the United Kingdom in 1851. The shipping returns at this port are
as follows: Inward, 108 vessels-21,774 tons; outward, 102 vessels—
23,666 tons.
At Bathurst the value of imports in 1851 was $77,850; of exports,
$115,090. Shipping, inward, 89 vessels-14,065 tons; outward, 79
vessels-15,991 tons.
At Richibucto the value of imports in 1851 was $109,000, and the
value of exports $133,155. Shipping, inward, 106 vessels-16,786
tons; outward, 105 vessels-18,305 tons. Among the vessels at
Richibucto in 1S51 were the following vessels not British:
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Name of vessel.
Nation.
Whence.
Tons.
Cargo inward.
Whither bound.
Cargo.
526
Urania
Norwegian
Calais, France
244
Ballast
London
Deals.
Cora
Prussian
New York
250
do
Hull
do.
Lollando
Norwegian
361
do
Gloucester
do.
Louise
French
183
do
do
do.
Fortuna
Norwegian
345
do
do
do.
Christiana
do
355
Hull
Timber and deals.
Pacific
American
New York
191
Belfast, Ireland
Deals.
Florence
do
do
350
Hull.
Paladin
Prussian
do
328
Grimsby
Deals and spars.
Tjofna
Norwegian
do
414
do
Deals.
Minerva
Russian
do
374
do
do.
Mathilde Helena
Mecklenburg
279
Hull
Deals and spars.
Hevelius
Prussian
Halifax
364
British goods
Cork
Deals.
S: Doc. 112.
Marthina
Norwegian
New York
344
Ballast
Fleetwood
do.
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S. Doc. 112.
527
The trade of the colony of New Brunswick for the year 1851 is thus
summed up:
Imports at St. John
$3,749,585
Imports at ports on the Gulf
877,855
Imports at St. Andrews
225,000
Total imports in 1851
4,852,440
Total imports in 1850
4,077,665
Increase in 1851
774,775
Exports from St. John
$2,055,130
Exports from ports on the Gulf
1,454,975
Exports from St. Andrews
270,000
Total exports in 1851
3,780,105
Total exports in 1850
3,290,090
Increase in 1851
490,015
Ships inward and outward in New Brunswick in 1851.
Great Britain.
British Colonies.
United States.
Foreign States.
Total.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.'
Inward
273
113,665
1,275
87,965
1,453
274,594
57
12,926
3,058
489,150
Outward
815
347,757
1,182
73,280
950
111,772
34
5,719
2,981
538,528.
Ships and vessels owned in New Brunswick 31st December, 1851.
Total.
Number.
Tons.
Number.
Tons.
Sailing vessels-
Under 50 tons
438
10,857
Above 50 tons
340
105,854
778
116,711
Steam vessels—
Under 50 tons
5
136
Above 50 tons
13
1,441
18
1,577'
Total
796
118,288
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528
S. Doc. 112.
Number of new vessels built in New Brunswick in 1851.
Number.
Tons.
St. John
60
28,628
Miramichi
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.
Fisheries of New Brunswick in the Bay of Fundy.
The following statement of the extent and value of the New Bruns-
wick fisheries in the Bay of Fundy is from an official document, com-
piled with great care, in 1850, by a gentleman who, in that year, was
appointed to visit and inspect the various fishing stations and estab-
lishments in the bay:
Grand Manan.-At this island there are twenty-four fishing vessels,
with two hundred and ninety-one men; and ninety-four boats, with
two hundred and eighty-two men. The precise quantities of cod, pol-
lack, hake, haddock, and herrings are not stated, but the total catch is
estimated at $37,500.
Campo Bello.-At this island there are eleven fishing vessels, with fifty-
two men; fifty boats, with one hundred men; and twenty-one weirs, at-
tended by one hundred men. The catch of all these in 1850 is thus
stated: 5,340 quintals of pollock, 1,750 quintals of cod, 5,100 barrels
of herrings, 480 barrels of mackerel, 150 barrels of pickled haddock and
cod, 120 barrels of oil, and 40,000 boxes of smoked herrings. Total
value, $40,940.
West Isles.-At this group of islands (in the immediate vicinity of
the boundary, near Eastport) there are twenty-seven fishing vessels,
with one hundred and fifty-six men; two hundred boats, with five
hundred men; and seven weirs, attended by thirty-five men. The
catch of these in 1850 is thus stated: 20,800 quintals of pollock and
hake, 3,750 quintals of cod, 3,500 barrels of herrings, 800 barrels of
pickled cod and haddock, 450 barrels of oil, and 5,000 boxes of smoked
herrings. Total value, $51,060.
Harbor of St. John.-In this harbor there are about two hundred
boats and five hundred men employed in the fisheries. The catch of
1850 is thus stated: 40,000 salmon, (exported to Boston, &c., fresh, in
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S. Doc. 112.
529
ice,) 14,000 barrels of alewives, and 1,200 barrels of shad. Total
value, $100,000.
Cumberland bay.-In the northeastern arm of the Bay of Fundy,
known as Cumberland bay, there are two hundred and thirteen fishing
boats, with five hundred and twenty men. The catch of 1850 is thus
stated: 4,100 barrels of shad. Value, $24,000.
At various smaller stations on the bay shore the fisheries for shad,
salmon, herrings, cod, pollock, hake, and haddock, were, in 1850, es-
timated at the value of $10,000.
Total value of New Brunswick fisheries within the Bay of
Fundy, in 1850
$263,500
The free navigation of the river St. John.
The extent and navigable character of the river St. John have been
already noticed.
From its mouth, at the harbor of St. John, in the Bay of Fundy, to
its source, at the Metjarmette portage, in the highlands which separate
Maine and Canada, its length, as already stated, is four hundred and
fifty miles.
From the sea to the Grand Falls, the distance, as before mentioned,
is about two hundred and twenty-five miles: up to that point, the river
runs exclusively within British territory. About three miles above the
falls, the due north line from the monument at the source of the St.
Croix strikes the river St. John; from thence the boundary between
Maine and New Brunswick is found in the middle channel or deepest
water of the river, up to the St. Francis, a distance of seventy-five miles.
In this distance the right bank of the St. John is within the State of
Maine, and the left bank in the province of New Brunswick.
From the 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 in-
tersects 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 par-
tially, within the State of Maine; and it has been estimated that there
are one thousand three hundred miles of navigable water in the St.
John and its tributaries, to be used in common by British subjects and
American citizens.
The territory watered by the St. John and its tributaries comprises
nine millions of acres in New Brunswick, about two 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
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530
S. Doc. 112.
After the settlement of the boundary, by the treaty of Washington, in
1842, it was divided in nearly equal proportions between the States of
Maine and Massachusetts, each of which has since sold a number of
townships for lumbering purposes, and granted permits for the like
object to a large extent.
The whole of the timber and lumber cut within this district (with
the exception of a small quantity which is floated down the Penob-
scott) finds its way to the seaport of St. John. On being shipped from
thence, it has been subject to an export duty, since the 1st May, 1844,
at the following rates on every forty cubic feet of white pine timber,
twenty cents; on every forty cubic feet of spruce timber, fifteen cents
and the same on every forty cubic feet of hackmatac, hard-wood timber,
masts, or spars; and the sum of twenty cents on every thousand super-
ficial 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 manu-
factured, grown on any of those parts of the State of Maine watered
by the river St. John, or by its tributaries-of which fact reasonable
evidence shall, if required, be produced-shall have free access into
and through the said river, and its said tributaries having their source-
within the State of Maine, to and from the seaport at the mouth of the
said river St. John, and to and round the falls of said river, either by
boats, rafts, or other conveyance;" 'that when within the province of New
Brunswick, the said produce shall 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 din-
tinction 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.
Digitized by Google
S. Doc. 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
1852 :
100,000 tons white-pine timber, at $6 per ton
$600,000
10,000 tons hackmatac timber, at $7 per ton
70,000
50,000,000 white-pine logs, at $6 per thousand
300,000
20,000,000 spruce logs, at $5 per thousand
100,000
5,000,000 pine boards, at $15 per thousand
750,000
15,000,000 cedar and pine shingles, at $3 per thousand
45,000
5,000,000 pieces ciapboard, 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 immedi-
ately recognised by its owner: if not so marked, it is forfeited to the
Boom Company. Crown officers are appointed to examine the whole
of the timber which comes down the St. John, and that which is cut
within the limits of the United States is readily recognised by them.
There could, therefore, be no difficulty in identifying such timber and
lumber when shipped, and in relieving it from export duty, if an agree-
ment to that effect should be entered into between the respective gov-
ernments.
The St. John is navigable by large steamers and by sea-going ves-
sels, of 120 tons, up to Fredericton, which is eighty miles from the
Bay of Fundy. In 1848 Fredericton was created a port of entry, and
in 1851 two vessels ontered 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 occasion-
ally navigated by small steamers during the season.
In 1849 the legislature of New Brunswick granted the sum of
$40,000 towards improving the navigation of the St. John between
Fredericton and the Grand Falls; this amount to be expended at the
rate of $8,000 per annum for five years. The expenditure commenced
in 1850. The navigation is already greatly improved; and, in a few
years, it is believed the river below the Grand Falls will be quite
freed from obstructions, and rendered navigable from thence to the sea
for light-draught steamers.
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532
S. Doc. 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 settle-
ment 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 ma-
ple 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 ship-
building, 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 from the payment of all, or any
export duties upon their products, whether of the forest, of mines, or of
agriculture, in their transit to the sea.
As valuable interests arise, and border relations become more com-
plicated, this question will yearly become more difficult of arrange-
ment. 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.
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S. Doe. 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. JACKSON, M. D.
Nova Scotia is one of the oldest of the European settlements in Amer-
ica. Little is known of the voyages of the Northmen, but there is reason
to believe that those hardy navigators were the first Europeans that
visited these shores. They formed, however, no permanent settle-
ments, and hence did nothing towards the civilization of the country.
The French navigators, the Jesuit priests, and those adventurous
merchants and farmers who accompanied them, did much towards the
civilization of this continent, and the marks they made in the wilder-
ness of the great northern and western regions of this country still are
extant in every portion of the country between the mouth of the St.
Lawrence river and the great lakes of America, and all along the
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 medi-
cine men. It was thus that the French people first were enabled to
gain foothold among the Indians of America, and to spread their lan-
guage and religion among the aboriginal tribes of the North and 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-
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S. Doc. 112.
shire, and Maine. Native copper was also discovered along the shores
of Cape D'Or, and in other places in the trap breccia of the North
mountain range and the name Cape D'Or leads us to believe that the
brilliant metallic copper seen beneath the waters which bathe the foot
of that promontory was mistaken, at first, for native gold.
The early French settlers were very attentive in their exploration of
the mineral wealth of the country, and they manifested more skill and
discrimination generally in their estimate of their value, than is to be
found among our own pioneers in the wild and uninhabited regions of
this continent.
We shall have occasion to show, in a subsequent communication,
how much the French Jesuits did towards the discovery of the hidden
treasures of the shores of the great lakes of this country, and shall prove
that they knew more of them in 1636 than our own people knew in
1843. It must be remembered that the Jesuit fathers were men of
great learning, and possessed a knowledge of all the sciences of their day
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 dis-
cover records concerning the mineral wealth of Nova Scotia and of New
Brunswick, such as we found concerning the minerals of Lake Supe-
rior 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 his-
torian 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 techni-
cal nature.
Nova Scotia is a most remarkable peninsula, bearing geological evi-
dence 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-our-
rents-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-
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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 ori-
ginally perpendicular to the horizon, and have been since tilted with the
stratified rocks from their original position, to an angle of about fifteen
degrees from the vertical line.
Beneath the great masses of coal formed from the stems of Sigil-
laria, we find a thin bed of black shale filled with shells, resembling
the genus Dreissena, a fresh-water shell but they have not been fully
determined and described, having been mistaken probably for the ge-
nus Mytilus. Above this, the rocks are filled with beautiful stems of
the Stigmaria, and of numerous species of Calamites. Alternate beds
of excellent bituminous coal are seen cropping out along the shore;
and the British North American Mining Company has already opened,
and is now working, extensive mines in one of these coal beds. This
coal is peculiarly fitted for forges, and is sought with eagerness by the
smiths, both of New Brunswick and of Maine.
A visit to these mines will well repay the traveller who wishes to
see the relics of the primeval forests which formed the coal. We
have spent hours beneath the ponderous piles of rocks which form
these massive cliffs, and have beheld with amazement the huge trunks
of trees, mostly of the Sigillaria group, spanning the vault of rocks
over our heads-one, forty feet long and from two to three feet in diam-
eter, lying directly across the ceiling of shales which forms the roof of
one of the chambers of the mine. In other places we walked beneath
the spreading roots of these ancient trees, and measured their expan-
sions in the shale of the roof of the mine. Here and there the scaly
stems of the Lepidodendron were seen stretching their tall forms through
the rocks, or procumbently reposing, like huge serpents, partly encased
in the rocks. Now and then a bunch of coal-black fern-fronds is seen,
representing the foliage of the ancient tree-fern; and broad, flag-like
leaves remind us of the spreading palms of the tropical islands of the
South Pacific ocean. To the geologist the South Joggins coal mines,
in spite of its uncouth name, is like enchanted ground, and is to the
phytologist a classic land. The enterprising miner sees there the never-
failing signs of a coal deposite; and the quarryman finds excellent ma-
terials 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 ob-
tained in abundance. Cape Rorier is now explored also by enterpri-
sing 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-
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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 Bruns-
wick, 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 dif-
ferent 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 bitu-
minous 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 abund-
ance 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 bitn-
minous coal, containing sixty per cent. of gas-making bitumen and
forty per cent. of coke, which yields but half a pound of ashes per
hundred weight. This coal is in the true coal formation, and is found
in a highly inclined bed running nearly northeast and southwest, with
the trend of the enclosing strata. This coal mine is one of the most
remarkable in America; not only on account of its beautiful, clean,
glossy, and highly bituminous characters, so admirably adapted for gas
making, but also on account of the abundance, beauty, and perfection
of its fossils, and especially of its embalmed fishes of the Palaoniscus
genus-fishes of the true coal formation of America, and analogous to
those of the same formation in Europe. Six or more new species of
this genus Palaoniscus 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 man-
ufacturers to enrich the products of our semi-bituminous coals of Mary-
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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, there-
fore, 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 mar-
ket 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 ex-
change 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
geological resources; all the rocks, from the crystalline granites up to the
new red sandstone series, being, as it were, drawn together in this pro-
vince, 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 On-
tonagon 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 scien-
tific 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 Shæbinacudie 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.
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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 min-
eralogist to wander beneath the frowning crags which overhang his
head along the Buy of Fundy, rising in mural precipices of from 100
to 600 feet in height, and dropping, after each winter's frost, large heaps
of precious specimens ready for the collector; for such things are not
looked upon by every one as matters of economic value, though they
are really such when they induce travel from distant shores into Nova
Scotia, and cause the expenditure of wealth among the people of the
province-the inevitable result of inducing travellers to pass their time
among them. They are also valuable beyond what most persons sup-
pose, when they add to human knowledge and to the means of instruc-
tion 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 knowl-
edge of the laws.of the universe, and brings about results not at first
anticipated. No one knows how useful a stone, at first sight apparently
useless, may become by the hand of science.
What beautiful laws were opened by Sir David Brewster, and others,
by the study of the polarization of light by crystals of these very min-
erals, so that these discoveries are now reduced to real pecuniary value
in every well conducted sugar plantation of the world. Again, the
polarization of light is now turned to account not only in detecting the
intimate structure of bodies, so as to learn their nature, however masked,
but even the light of a wandering comet, or of the flitting aurora borea-
lis, is caught between the polarizing crystals and made to confess
whether it is intrinsic, or is borrowed from some other source.
We shall, therefore, claim some attention to the curious minerals of
Nova Scotia, though their uses may not be all at once apparent.
The topographical features of Nova Scotia are not less remarkable
than the geology of that province. We have along the Bay of Fundy
NOTE.-We refer to the memoir of Messrs. Jackson and Alger on the mineralogy and geot-
ogy 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 communica-
tions published by him in the Quarterly Journal of the Geological Society of London, for re-
marks on the geology of parts of this interesting province.
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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, Cornwal-
lis, 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 north-
eastward, we soon change the scene and find ourselves on the Permean
sandstones near Windsor, and soon come to the gypsum rocks in
the coal series of the province, where we wander over extensive hills
of gypsum, and see the quarries wrought by the busy miner and quar-
ryman. Riding over a fine road to Halifax, we come to the flinty slates
of that town, so remarkable for their hard sterility. Travelling north-
ward to Pictou, we traverse extensive beds of Devonian limestone, and
soon come to the rich deposites of coal and of iron ore in the district of
Pictou, and on the East river, in New Glasgow. This whole region is
rich and beautiful, and is settled mostly by Highlanders from Scotland
while, in other parts of Nova Scotia, as at Halifax and in the valley of
Anapolis, we have English and Irish; and on Digby Neck, Hessians,
American refugees, and French. The French population is mostly on
the other side of St. Mary's bay, on Sissaloo river-an old French col-
ony, the remains of the French neutral colony.
Nova Scotia is remarkably temperate, considering its northern lati-
tude, the almost insular position of the province, and the proximity of
the 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 Brunswick and Nova Scotia. It is obvious to the hydrographer,
that the great tidal wave enters the Bay of Fundy at its wide tunnel-
like mouth, and is kept from spreading by its rocky walls, and is forced
into a narrow compass as into a tunnel's neck. Hence the impetuous
waters, compressed into a narrow space, rise with fearful rapidity,
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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 fish-
ermen know how to make use of these rapid tides, and always manage
to go with the current. Hence the Peticodiac is sometimes called "la-
zy-man's river," since rowing is quite unnecessary, the tide bearing the
boat whither the boatman wishes, he only having to guide her course.
Every one knows that the rivers of the Bay of Fundy are full of fine,
shad and salmon in their season, and the herrings of Digby are known
all the country over for their excellence.
Observations on the geological resources of the province of New Brunswick.
We have already given a brief sketch of the valuable mines and
quarries on the New Brunswick side of the Bay of Fundy, though much
more might have been stated had time been allowed for a minute in-
vestigation of that important district.
We shall now extend our observations inland, and point out some of
the more prominent features of this province, so far as our personal ob-
servations 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 ex-
tensive rocks we find novaculite of a green color, which appears to be
an altered slate rock and a conglomerate of its broken fragments con-
solidated by an argillaceous cement. Reaching Sussex vale, we come
to some of the richest and purest salt springs known in this country, and
witness the manufacture of the finest flavored and purest table salt-an
article justly prized above any kind of salt made in the country, on ac-
count of its freedom from deliquescent salts of lime and magnesia. Now
on the borders of the beautiful Kennebekaris river, we followed its me-
anderings through one of the most picturesque valleys of the province,
and find on the steep flanks of the hills the continuous out-cropping of
red sandstones of the Devonian group, which support the coal formation
of the more eastern district before described. This valley is obviously
one of denudation, and the deeply scored rocks evince the passage, in
olden time, of currents of water and floes of ice loaded with imbedded
rocks and frozen soil.
The broad and beautiful Kennebekaris bay spreads before us, and
is bordered by limestone rocks of the Devonian group. We next en-
ter the city of St. John, the great mercantile entrepôt 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, indi-
cating 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
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541
portions of the city, contain the largest hed 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. As-
cending the river, we find, along its banks, the most curious display of
the strata of the country. Red sandstone, slates, and limestone are the
common rocks which meet the eye until we reach Fredericten, where
the coal formation crosses the river to its southern bank. There is an
extensive deposite of the coal-bearing rocks around Grand lake, on
the northern side of the St. John, below Fredericton, and mines
have been opened in many places along its borders, from which excel-
lent coals have been obtained. They are especially prized for use in
the forge, since they are of the coking variety, useful in making a hol-
low 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 Wood-
stock, on the western side of the river; and here, on the borders of the
Meduxnekeag river, a few miles above the town, we come to one of
the most extensive deposites of red hæmatite iron ore-a perfectly in-
exhaustible bed.
This, though so highly charged with manganese as to make white
and brittle cast-iron, resembling antimony in its fractured surface, fur-
nishes the very toughest kind of bar-iron, having eminently the proper-
ties required for making the finest cast-steel. It has been for many
years exported to England for that purpose; but owing to the late re-
duction of price in English iron, caused by the glut of the European
market, the furnace- fires have ceased at Woodstock for the present,
but will probably, as the price is now rising again, soon go into blast
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S. Doc. 112.
for the production of pig-iron to be used in making bar-iron in the pud-
dling furnaces of England.
Ores of manganese are also found around Woodstock, though they
have not yet 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 In-
dians still dwell on the borders of the Tobique, and have their princi-
pal camps at the mouth of the river. They still find occupation in the
chase, and even to this time take many beaver, otter, and sable, besides
hunting bears, moose, and caribou, in the 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 de-
scent. 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 lime-
stone, and makes a sudden turn in its course as it bursts through its
rocky barriers. Its beauty is not destroyed by the great saw-mills that
were built upon the edge of the falls by the late Sir John Caldwell;
but the business created on the spot has brought a sufficient number of
settlers to make the place more cheerful. Above the falls the river ex-
pands, and is as tranquil as a placid lake. We followed its windings in
our canoe for many days, stopping at night among the hospitable and
naturally polite French people who live in humble simplicity on the
borders of the river, pursuing their quiet mode of life, undisturbed by
the thirst for gain that torments dwellers in the great mercantile cities
of the coast.
The people of Madawaska are descendants of the French neutrals
of Acadia, and very much resemble, in their mode of life, the people
of Sissaloo, on the St. Mary's river. They have few wants, and these
are easily supplied by means of their own skill in the chase and in
rural labor.
For forty miles above the falls of the St. John, the Frenth settle-
ments 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. François is its most important Canadian branch,
and the Allagosh, with its numerous lakes, and the Aroostook, ex-
tending almost to the northwest angle of Maine, where it nearly
reaches the corners of New Hampshire and of Canada, are the longest
tributaries of this great river. That portion of the river is but little
known to this day except to the Indian hunter; and it is not, so far as
we can learn, very inviting to the canoe voyageur. The whole region of
country above the falls of the St. John is based upon a blue slaty
limestone, probably of the silurian group of rocks ; but it is not rich in
fossils or in minerals of value. The soil is excellent all over these
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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 de-
scribed by others. The province of New Brunswick is known to con-
tain an abundance of the very best kinds of timber for ship-building,
and for sawing into boards, plank, and deals. Much of her commer-
cial -intercourse with the mother country is sustained by this trade.
Ships of the largest class of merchantmen are, therefore, nearly as fre-
quent in the harbor of St. John as in the ports of the United States, for
this class of vessels is adapted more particularly for the transportation
of bulky timber, spars, and masts. Most of the ships which sail from
St. John are built and owned in the province.
New Brunswick, as has already been observed, contains some very
remarkable deposites of coal, accompanied by a series of most perfect
fossils. The most remarkable of these deposites is the Albert coal-
mine, in Hillsboro', near the banks of the Peticodiac river. This coal-
bed is included in shales, with an underlying mass of soft slate, equiva-
lent 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 Palæoniscus fishes of the ganoid order. These
fossils were originally discovered by the writer of this article in the
spring of 1851, and descriptions of them were read by him before the
Boston Society of Natural History at their second meeting in May of
that year, and that paper was subsequently incorporated into a report
to the Albert Coal Company, from which report we now extract the
following:
Descriptions of the fossil fishes of the Albert Coal Mine.
Pl. 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, 31ˢᵗ inches; width in middle of body, 185 inch; fins, one dorsal,
opposite anal, small triangular, 1ˢᵗ 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, com-
pressed into mass of scales of body of the fish; tail, bifurcated, un-
equal, 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 cartila-
ginous and compressible. The gill plates. are too confusedly com-
pressed to be dissected. I cannot find in any published book any
figure of a fossil fish identical with this. It is evidently a Palæoniscus,
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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, provision-
ally, Palæoniscus Alberti, in commemoration of its being the first fossil
fish discovered in Albert county, in New Brunswick.
Pl. 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 Palæoniscus 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, inches; breadth, 1½⁷₀ 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.
"Pl. I., Fig. 3, represents a perfect fish of the genus Palæoniscus,
which was found on the 3d of June last. In its general form and ap-
pearance it resembles the Palæoniscus Elegans of Professor Sedgewick,
(Lond. Geol. Trans., 2d series, Vol. iii, Pl. 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 striæ 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, 41/2 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 dis-
sected, they are so brittle and confused with the head; fins, pectoral a
little behind gill plates, and extend below the fish 13/0 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 120
of an inch high, and is well marked with its rays. Anal fin somewhat
larger than dorsal, a little posterior to it. Abdominal fin very small,
situated a very little in advance of the middle of the body; tail une-
qually bifurcated or heterocercal; scales run down on it becoming
smaller and more and more acutely rhomboidal or lozenge-shaped as
they recede; caudal rays come exclusively from under side of upper
division of tail. Scales obtusely rhomboidal on anterior and middle of
body, and are distinctly striated parallel to anterior and lower margins,
while they are smooth and very brilliant towards and upon the tail;
dorsal scales large, and in form of obtuse spherical triangles, pointing
backwards towards the dorsal fin. This species is not described in
any book I have examined, and, believing it to be new, I shall take the
liberty of naming it Palaoniscus Cairusii, 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.
Pl. I., Fig. 4. This large and elegant fish was most unfortunately
broken in splitting it out from the rock, only the posterior part of it
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having been saved in a fit condition for delineation. The whole length
of the fish was originally fifteen inches. That portion which remains
entire, is 5} inches long; it was broken off through the posterior
edge of the dorsal fin. It was an old fish, as is evident from the ap-
pearance of the scales, which are thick, heavy, and have their stria-
tions in part obliterated, while the serrations are extremely sharp and
deep. The scales are elongated rhomboids, and have many striæ
upon their surface, which run parallel with their upper and lower
margins. Caudal scales, acute lozenges. They run down on upper
division, which is long, and covered with scales. Rays of tail come off
very distinctly, exclusively from under side of the upper division, and
the tail is unequal or heterocercal. Until we obtain an entire speci-
men, perhaps it will be prudent to abstain from giving a specific name.
(See Pl. I., Fig. 5, now named P. Allisoni.) It is a species of the genus
Palæoniscus.
Pl. II., Fig. 1. This species so nearly resembles the Palaoniscus
decorus of Sir Philip M. de Egerton as on first view to pass for it; but
on examining the lines of striæ, we are forced to regard it as another
species. The four great dorsal scales, anterior to the dorsal fin, ex-
actly 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 su-
perior and inferior margins, and are deeply and acutely serrated on
their posterior edges. The lines of striation are worn away consider-
ably, 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 delinea-
tion gives a sufficiently full exhibition of the characters of this speci-
men, which appears to be of the same species, or very near the
species, last described.
Fig. 2, 2 bis, are delineations of specimens of shale, representing a fish
and its counter print in the rock, just as it was split open. It is a small
species of Palæoniscus, 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 middle of this fish,
proves its position to be as I have stated, and this opinion is still further
confirmed by the shape of the head, and by the open gill covers.
This fish must have been caught in the mud alive, since it was in
an upright position.
"Fig. 3. represents a beautiful and perfect fish, found at the new pit
of the Albert coal mine, by Mr. Wallace, deputy collector of Hillsboro',
who kindly presented it to me. It is compressed vertically, or from
the back towards the abdomen, and the head is also vertically com-
pressed between the strata. The large dorsal scales, so characteristic,
are seen along the middle of the fish. There is a coprolite seen pro-
jecting from near the middle of the fish, and it is not certain whether it
is included partially in its body, or was in the mud before the fish
was deposited or caught. The body of the fish curves over the coprolite
as if it had been a hard substance.
"Description: Fish is 4½ diameters of its body long; body 31
36
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inches long; head in form of equilateral spherical triangle gills open ;
back of head beautifully marked by tuberculations, or striæ 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 de-
scribed.
'Fig. 2, 2 bis.-Figure 7 represents a lower jaw of a Palæoniscus
from the Albert mines. It is interesting as showing the mode of denti-
tion of these ancient fishes; the teeth are here seen to be in a line fixed
in regular sockets in the jaw, like those of salmon; the jaw is beautifully
marked with little raised dots, visible under an ordinary lens; the teeth
agree with those observed by Sir Philip M. de Egerton. (See Quarterly
Jour. Geol. Soc., Lond., 1849.)
Fig. 8.-This specimen was discovered by me in the shale of the
new shaft of the Albert mines. It is peculiarly interesting on account
of the entire preservation of its abdominal fin, and also on account of
its association with a coprolite which seems to have belonged to this
individual.
'Description: Fish, entire; length, 31½ inches; width of the body,
1½ 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, op-
posite 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 speci-
men also presents another curious feature; its tail having been ampu-
tated by a shift of the strata, and the fracture being polished and
recemented a little out of place. Head more acute than any of the
before-described species, and very perfectly preserved, having the fine
markings of the gill covers and the striæ 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, 1'0 of an inch long,
and 13/0 of an inch in diameter. It is of an ash-gray color, and includes
what appear to be small black scales of fishes."
Descriptions of the scales of fossil fishes from the Albert coal mine, with
analysis of the scales.
Owing to the perfect preservation of the body of the fish, and of
ganoid fish-scales in the rocks, it is as easy to identify them as if the
fish were still living; for the substance of a ganoid fish-scale is of the
nature of bone, as will be shown by the following analysis of the scales
of Palaoniscus, from the Albert coal mines: 0.62 gramme of the scales
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547
from the middle of the body of the fish (Pl. I., fig. 4,) submitted to
analysis, gave the following results:
Animal matter
0.0800
Carbonate of lime
0.0980
Phosphoric acid
0.2452
Lime
0.1234
Phosphate of lime and of
Magnesia
0.0623
magnesia, 0.4309.
Silica
0.0040
0.6129
By analysis of another portion of the same fish, it is proved that the
fibrinous and albuminous matter composing the fish is still unchanged
in composition, SO far as its elements are considered.
The important element proving the presence of animal matter is ni-
trogen, which is separated by analysis into the state of ammonia. This,
by two determinations, was found to be in one 15.56 per cent., and in
the other 16.54 nitrogen; the mean being 16.05 per cent., which is the
amount of nitrogen in fibrine and albumen.
Description of the scales of Palaonisci from the shales of the Albert coal mine.
Plate I. A. Portion of shale, with impressions of Palaoniscus' scales
of three varieties, seen enlarged in a, b, c; a is one of the scales from
the middle of the body of the fish, and shows the articulating process
by which it is attached to the lower edge of the scale next above it on
the fish. The striations of the scale, and the serrations of its right ex-
tremity, are distinctly shown. b represents one of the fulcre or scales
near the fins of the fish; a group of three of them are seen in specimen
A. c is a broad scale from the lower part of the body near the tail.
B represents two fulcre or fin scales from the back, at the dorsal fin.
The enlarged views of them give a full explanation of their structure.
They have been mistaken not unfrequently for teeth, since the larger
scales bear some resemblance to the teeth of placoid fishes, and to
sauroid fishes'. teeth. C represents a specimen of another species of
Palaoniscus scale. It is, in the original specimen, the most perfect that
has been seen at the mine; above it is a correctly enlarged figure of
this scale.
The reader is perhaps aware that geologists have adopted the divi-
sion of fishes, as proposed by Agassiz, as classified by their scales,
which are of four orders: 1. Placoid, (broad plate,) of which the sharks'
scales are illustrative. 2. Ganoid, (resplendent,) hard, bony scales;
example, the American gar-pike. 3. Ctenoid, (comb-like;) example,
scales of the perch. 4. Cycloid, (circular;) examples, herring, salmon,
cod, pollock scales.
These divisions suffice for most purposes in identifying fishes; and
it fortunately happens that most of the fossil fishes-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
was originally imbedded at the time of its deposition.
Plate L,, Fig. 5, represents the head and part of the body of a very
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S. Doe. 112.
darge fish of the genus Palaoniscus. It appears to belong to the same
species with fig. 4 of same plate, and fig. 1 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 21 to 3 inches; width, 2 inches; gill-
plates 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 from the specimen before I réceived it and lost; but those want-
ing are seen on fig. 4 of this plate, and fig. 1 of Pl. II. Prints of five
of the great dorsal scales distinct in the rock-scales broken off.
Scales of body perfect, seryated, 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 stomach shows
that the organ is filled with the food 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: Palaoniscus Allisoni,
in honor of Edward Allison, esq., of St. John.
List of the Fossil Plants found in the Shales of the Albert Coal Mine.
The fossil fishes already described belong to the genera known to
characterize the coal formations of Europe; but, as might be expected
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 Lepidodendron, an-
alogous to the L. Gracile of Ad. Brogniart, though not identical with
that species. Figs. 3 and 3 bis represent the fruit of the Lepidodendron,
or Lepidostrobus, 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 Spheraedra; but it differs from that
plant in several respects, as 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
mines 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-
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8. Doc. 112.
549
torted and drooping stem, and was probably an aquatic plant, such as
are found growing in marshy places or bogs. Its association with
fishes indicates its being an aquatic plant, or one growing on the
borders of a lake or river. It is not a fucoid, as has been alleged, for
it has alternate branches.
The following is an elementary analysis of the Albert coal, made by
C. T. Jackson:
Carbon
75.2
Hydrogen
7.6
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 from 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 bi-
tuminous 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.
Agricultural 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. Vege-
table matters-the foliage which drops from deciduous trees; the peat
mosses, which grow in humid places, and decayed trunks of trees—
have 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 priori 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 bear-
ing any and all kinds of plants are those of climate. The cold of long
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S. Doc. 112.
winters limits the growth of crops to á few months; and only those
which are hardy, and are adapted to the climate, can be raised advan-
tageously. We have, then, to inquire what are the crops which expe-
rience 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 sea-
sons 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 many 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 the provinces
of New Brunswick and Nova Scotia produce the best potatoes known
in this country. The smaller 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 ad-,
vantageously 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 agri-
cultural portion of the community to engage in the heavier and more
immediately profitable enterprises of lumber cutting and sawing. This
business, although not so beneficial to the character of the people as
the more civilized life of farming, has its advantages, not to be over-
*Humboldt Isothermal Lines.
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551
looked. It produces a hardy set of men, and encourages, to some extent,
the establishment of manufacturing operations, by familiarizing 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 prov-
inces; but there is now growing up in Canada West a powerful com-
petition 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 Brunswick will become
more successful in 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 may 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.,
Anayer to the State of Massachusetts, &c., &c.
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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, con-
nected 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 north-
east, 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 east*
ward of Nova Scotia, from which it is only separated by the strait of
Canso. This strait is in length about twenty miles, and in breadth
about one mile. Cape Breton is more particularly described under
a separate head.
The most remarkable feature in the peninsula of Nova Scotia is the
numerous indentations along its coasts. A vast and uninterrupted body
of water, impelled by the trade-wind from the coast of Africa to the
American continent, strikes the Nova Scotia shore between 44° and 45°
north latitude with great force. A barrier of fifteen miles only (the
strip of land already mentioned) between the Atlantic ocean and Gulf
of St. Lawrence seems to have escaped such a catastrophe, while a
space of one hundred miles in length, and upwards of forty in breadth,
has been swallowed up in the vortex, which rolls its tremendous tides
of sixty and seventy feet in height up the Bay of Fundy. This bay
bounds Nova Scotia on its northwest side, and separates it from the
continent.
The combined influence of the same powerful agent and of the At-
lantic 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 suf-
ficient 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
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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 everywhere beautifully picturesque, owing to the great variety of hill
and dale, and the numerous rivers and lakes scattered everywhere.
The soil of Nova Scotia varies greatly in quality; some of the up-
lands 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 state-
ment 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
2,806
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.
Countries.
Ships.
Tons.
Ships.
Tons.
Great Britain
139
65,864
164
71,589
British colonies
1, 963
136,992
2,184
167,915
United States
2, 896,
281,340
2,595
245,796
Foreign States
254
25,509
157
15,907
Total
5, 255
509,705
5, 102
501,237
Seamen: Inward, 34,495; outward, 39,135.
:
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The aggregate value of the imports and exports of Nova Scotia in
the years 1849 and 1850 is thus stated :
In 1849.
In 1850.
Imports.
Exports
Imports.
Exports.
Great Britain
$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
53
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
1d. per pound
544
Candles
do
465
232
3d. per pound
28
Cheese
cwt
107
1, 253
5s. per cwt
133
Chocolate
pounds
241
25
1d. per pound
5
Flour
barrels
62,891
314,455
1s. per barrel
15,722
Hams
cwt
183
1,837
9s. per cwt
413
Leather (sole)
pounds
54,914
8,008
1d. per pound
1, 143
Leather (upper)
do
3,448
1,292
2d. per pound
143
Lard
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
1s. 6d. per gallon
483
Sugar (crushed)
cwt
44
450
10s. per cwt
111
Sugar (refined)
do
37
470
14s. per cwt
131
Tobacco
pounds
248,540
46,601
14d. per pound
7,766
Articles paying 21 per cent
33,653
21 per cent
841
Articles paying 61 per eent
210,847
64 per cent
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
49, 464
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The following returns give an abstract of the trade of the province
of Nova Scotia during the year 1851 :
No. 1.-Return showing the ships and tonnage inward, and the value of
imports into the province of Nova Scotia, during the year 1851.
Vessels.
From what countries.
Value of im-
ports.
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
United 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
191
13,890
China
3
487
125,000
Guernsey and Jersey
4
474
21,605
St. Pierre, Newfoundland
44
3,183 3,
1,110
Foreign States
12
1/291
1, 410
Total
3, 228
382,102
5, 527, 640
No. 2.-Return showing the ships and tonnage outward, and the value of
exports from Nova Scotia, during the year 1851.
Vessela.
To what countries.
Value of ex-
ports.
Number.
Tons.
Great Britain
75
40,164
$142,245
British North American colonies
1,258
96,153
1,346,596
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
104
10,008
304,080
Mauritius
2
469
12,155
Spain
1
189
8,265
Batavia
1
400
Pernambuco
1
203
8,930
Foreign Europe
3
407
16,460
Brazils and colonies of Spain
5
604
35,845
South America
1
283
1,905
French North America
18
928
3, 925
St. Pierre
7
419
925
Total
3, 265
311, 059
3, 542, 310
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8. Doe. 112.
553
The imports and exports of Nova Scotia for 1849, 1850, and 1851
are shown comparatively as follows :
1849.
1850.
1851.
Imports
$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 $886,940, and they paid provincial duties amounting in the
aggregate to $64,727.
The principal articles of colonial produce, growth, and manufacture
exported to the United States of America in 1851 were of the following
description and value:
Articles.
Quantity.
Value.
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
Herrings
17,499 barrels
62,140
Alewives
1,490 harrels
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
Hides
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
38,875
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
cargoes for foreign ports.
The number of vessels owned and registered in the province of Nova
Scotia, on the 31st December, 1850, is thus stated 2,791 vessels,
168,392 tons.
The fisheries on the colonial coasts have been prosecuted to a greater
extent by the people of Nova Scotia, except Newfoundland, than by
those of any other colony. The following table, compiled from official
returns, is of some importance at this time to the fishing interests of the
United States.
"See note, end of Part IX.
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8. Doe. 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 the
season was as follows :
Dry fish
196,434 quintals.
Salmon
1,669 barrels.
Shad
3,536
"
Mackerel
100,047
"
Herrings
53,200
"
Alewives
5,343
"
Smoked herring
15,409 boxes.
The total value of the above products of the fisheries is stated at
$869,080; to which must be added 189,250 gallons of fish oil, valued
at $71,016. The total value of the fisheries undoubtedly greatly ex-
ceeds 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 ag-
gregate of 31,354 scholars.
The religious denominations are thus classed :
Church of England
36,482
Roman Catholics
69,634
Presbyterians-Kirk of Scotland
18,867
Presbytery of Nova Scotia
28,767
Free Church of Scotland
25,280
Baptists
42,243
Methodists
23,596
Congregationalists
2,639
Universalists
580
Lutherans
4,087
Sandinians
101
Quakers
188
Other denominations
3,791
The whole number of churches in the province is 567. The number
of inhabited houses is stated at 41,453 ; of uninhabited houses 2,028 ;
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.
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S. Doe. 112.
The quantity of live stock is thus stated:
Horses
28,789
Neat cattle
156,857
Milch cows
86,856
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
3,686
Potatoes
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, 44° 39' north; longitude, 63° 36' west; magnetic variation,
15° 3' west; rise and fall of tide, 7 to 9 feet.
It is alleged that the harbor of Halifax has not, perhaps, a superior
in any part of the world. It is situate nearly midway between the
eastern and western extremities of the peninsula of Nova Scotia, and,
being directly open to the Atlantic, its navigation is but rarely impeded
by ice. From the Atlantic the harbor extends inland for fifteen miles,
terminating in a beautiful land-locked basin, where whole fleets may
ride in good anchorage.
The entrance to Halifax harbor is well lighted, and buoys are placed
upon all the shoals. A fine, deep channel stretches up behind Halifax,'
called the Northwest Arm, which renders the site of the city a penin-
sula. The town is built on the declivity of a hill, which rises gradually
from the water's edge; its length is more than two miles, and breadth
nearly a mile, with wide streets crossing each other at right angles.
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& 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 consid-
erable 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 im-
Countries.
Value of ex-
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.
Tons.
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
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561
The following is an exhibit of the various descriptions of merchan-
dise imported into Halifax from the United States in the year 1850,
with the value of each description:
Articles.
Value.
Ale and porter
$565
Agricultural implements
135
Bacon and hams
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 fluid
5,280
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
30,420
Hides
4,315
Hemp
4,915
Leather
7,180
Leather manufactures
9,990
Lard
2,385
Onions
2,490
Rice
11,070
Rum
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
Total
938,985
37
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Google
The staple exports of the port of Halifax are the various products of the sea fisheries, in which a large number of the
mhabitants 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 exported from Halifax in the year 1851.
Dried fish.
Mackerel.
Herrings.
Alewives.
Salmon.
Oil.
Preserved
Smok ed
Pickled
fish.
herrings.
cod.
Countries.
Quintals.
Barrels.
Barrels.
Barrels.
Tierces.
Barrels.
Casks.
Gallons.
Boxes.
Boxes.
Barrela.
Great Britain
5
14
264
112
300
British North American Colonies
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
2,237
United States.-British vessels
250
51,203
9,090
926
340
3, 472
304
6,260
126
78
United States vessels
100
6,313
975
75
931
50
Foreign West Indies.-British vessels
53,045
8, 914
4,621
495
40
620
336
Foreign vessels
2,666
S. Doc. 112.
Mauritius
3,026 3,
653
389
20
70
Azores.-Foreign vessels
53
7
Brazil.-Foreign vessels
100
10
Malaga.-Foreign vessels
1,458
Total
191,802
96,650
43,559
4,227
340
6,412
3, 493
36,028
238
3,234
78
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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
2, 470
2,470
Hong Kong
1
186
48,425
48,425
Mexico
1
113
Holland
1
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 bitu-
minous coal.
A notice of the abundant mineral wealth of this colony is given in
my former report to the Treasury Department, published by order of
the Senate; but some portions of this it may be necessary to repeat at
present, in order to point out clearly the existing state of the coal trade
of Nova Scotia.
The coal mines at present opened and worked in this colony are
four in number. They are as follows
1st. The Albion mines, near Pictou, on the Gulf of St. Lawrence.
2d and 3d. The Sydney and Bridgeport mines, in Cape Breton.
4th. The Cumberland mines, at the head of the Bay of 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-four feet of good
coal. Out of this only thirteen feet is fit for exportation; the remain-
ing part is valuable for furnaces and forges.
In consequence of a general subsidence of the ground, to the extent
of six feet, over all the old workings, new pits have recently been
opened at the Pictou mines, which are only 150 feet deep; the main
coal hand being struck at a higher level than in the old pits.
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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 ton. The cost
of screening, transporting to the loading-ground by railway-a distance
of nine miles-with other incidental charges, adds seventy-five cents
per ton to the cost of the coals.
The shipping season commences at Pictou about the first of May,
and continues until the middle of November, after which the northern
harbors of Nova Scotia are frozen up.
At Pictou, coals are delivered by the single cargo, at three dollars
and thirty cents per chaldron. Purchasers of one thousand chaldrons,
or more, obtain a deduction of thirty cents per chaldron. The slack,
or fine coal, is delivered on board at one dollar and a half per chal-
dron, with a discount of three per cent. for cash payment.
The average weight of a chaldron of Pictou coals is 3,456 pounds.
The average required in the United States is 2,940 pounds the chal-
dron.
One hundred chaldrons of coals, Pictou measure, are equal to 120
chaldrons, Boston measure. The usual freight from Pictou to Boston
is $2 75 per chaldron, Boston measure.
Pictou is in latitude 45° 41' north; longitude 62° 40' west rise
and fall of tide 4 to 6 feet.
The Sydney coal field occupies the southeast portion of the island
of Cape Breton, and is estimated to contain two hundred and fifty
miles of workable coal. The thickness of the coal-bed worked at
Sydney is six feet. It is delivered on board vessels, after being trans-
ported three miles by railway, to the loading-ground, at $3 60 per
chaldron, with the same deduction to large purchasers as at Pictou.
This coal, as a domestic fuel, is accounted equal to the best Newcastle;
it is soft, close-burning, and highly bituminous.
The Bridgeport mines are fifteen miles from Sydney. The coal-
seam at these mines is nine feet thick, and contains two thin partings
of shale. The coal is of excellent quality, of the same description as
at Sydney, and not at all inferior.
The coals from Cape Breton overrun the Boston measure from 18 to
20 per cent.
Sydney is in latitude 46° 18' north; longitude 60° 9' west rise
and fall of tide 6 feet.
The Cumberland coal mines are on the coast of Chignecto, which
forms the northeastern termination of the Bay of 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 con-
tain more sulphur than any other description in Nova Scotia.
The principal exportation of coals from Nova Scotia and Cape
Breton is to ports in Massachusetts and Rhode Island, with a small
quantity to New York. Many American vessels in this trade, espe-
cially 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
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S. Doc. 112.
565
pushels, 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, 518
The foregoing return was furnished by the Hon. S. Cunard, the
general agent for all the mines of Nova Scotia. No return has been
received for the year 1851; but Mr. Cunard states that the quantity
fell off about twelve thousand chaldrons in that season.
CAPE BRETON.
This valuable island is in shape nearly triangular, its shores in-
dented, 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 Newfound-
land, by two passages hereafter described, and afterwards spreading out
into a magnificent sheet of water, ramifies in the most singular manner
throughout the island, rendering every part of its interior easily ac-
cessible.
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, and rises gradually from
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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 New-
foundland. 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. Quan-
tities 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 di-
vided 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 en-
trances are settled by Scotch Highlanders and emigrants from the
Hebrides, who prosecute the fisheries in boats with much success.
These fisheries are most extensive and valuable, not exceeded in any
part of America; but, 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 ex-
traordinary facilities and conveniences for ship-building; the rare ad-
vantage 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 geo-
graphical situation of the island as the key of the St. Lawrence, and
the position which commands the entire commerce and fisheries of the
northeastern portion of North America-all combine to render Cape
Breton one of the most important and most desirable possessions of
British North America.
The possession of Cape Breton is of the utmost consequence to Great
Britain. The naval power of France, it, is well known and admitted,
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56%
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 if it were once obtained by them as a fishing station,
and a position to command the surrounding seas and neighboring coasts,
the American navy might safely cope with that of all Europe.
By the treaty of Utrecht, in 1713, France ceded to England the coun-
try called L'Acadie," now known as Nova Scotia and New Bruns-
wick, but reserved to itself the "Isle Royale," since called Cape Bre-
ton. 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 Amer-
ican 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 declar-
ation, in 1763; but in 1784, a separate constitution was granted to it,
and it remained under the management of a lieutenant governor, coun-
cil, 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.
Sealefish, dried
14,948
"
Pickled fish—
Mackerel
17,200 barrels.
Herrings
2,985
"
Salmon
335
"
Other pickled fish
12,399
"
Seal-skins
12,100 in number.
Oil of all kinds
415 tuns.
The estimated value of the foregoing articles was $302,616.
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1848.-Dried cod
32,553 quintals.
Scalefish, dried
6,783
"
Pickled fish—
Mackerel
14,050 barrels.
Herrings
3,700
"
Salmon
295
"
Other pickled fish
18,862
"
Seal-skins
2,200 in number.
Oil of all kinds
543 tuns.
The value of the above estimated at $282,772.
There is reason to believe, however, that the above gives but an
imperfect idea of the extent of the fisheries at Cape Breton. It has
been ascertained that, from the portion of this island within the strait
of Canso, the following quantities of fish were exported in the year
850 :
Codfish
28,570 quintals.
Herrings
8,750 barrels.
Spring mackerel
51,600
"
Fall mackerel
7,670
No returns can be procured from the northern and western portions
of this island, the fish caught near which being generally carried direct
to market from the fishing-grounds by the fishermen themselves, with-
out reference to any custom-house. It has been ascertained, however,
on good authority, that the quantity of herrings and mackerel caught
and cured at 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 chald-
rons of the large coal and 1,210 chaldrons of fine coal were shipped
to the UnitedStates in 1849; in 1850 the quantity shipped to the United
States was 10,796 chaldrons of large coal and 1,586 chaldrons of fine
coal.
The entries and clearances of trading and fishing vessels at Cape
Breton in 1850 were as follows:
Inward in 1850.
At Arichat-
Vessels. Tons. Vessels. Tens.
From England
2
349
From British colonies
52
3,196
From United States
98
8,105
From Foreign States
5
1,663
Total
-
157
12,31
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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
351 35,348
Whole number of vessels inward
508
47,661
Vessels outward in 1850.
From Arichat-
Vessels.
Tons.
To Great Britain
To British colonies
48
2,961
To United States
14 1,283
To foreign States
4
633
Total
I
66
4,877
From Sydney-
To Great Britain
5
837
To British colonies
217
20,615
To United States
69
6,883
To foreign States
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:
Imports-
Arichat.
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
43,380
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.
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S. Doc. 112.
Exports-
Arichat
Sydney.
To Great Britain
$10,850
To British West Indies
$38,400
2,745
To British North America
38,620
119,265
To other British colonies
9,650
To United 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 ac-
count 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 forests, mines, and fisheries, the exports from which
could be increased very considerably.
SABLE ISLAND.
This low, sandy island, the scene of numerous and melancholy
shipwrecks, lies directly in the track of vessels bound to or from Eu-
rope. 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
u rveyor, made in the autumn of 1851, the eastern extreme of this
sland has been found to be in latitude 43° 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,
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571
it is said by Captain Bayfield, has been greatly exaggerated but still,
it is a most formidable danger. Its real length is fourteen miles only,
instead of twenty-eight, as heretofore reported. For thirteen miles from
the land it has six fathoms of water, with a line of heavy breakers in
bad weather; in the fourteenth mile there is ten fathoms of water, and
not far from theex of the bar 170 fathoms, so that a vessel going
moderately fast might be on the bar in a few minutes after in vain
trying for soundings.
Captain Bayfield has recommended to the government of Nova Sco-
tia to establish a light-house on the east end of this island, and measures
are now in progress for its erection.
Sable island lies eighty miles to the southward of Nova Scotia, and
in the immediate vicinity of the gulf-stream. Throughout nearly its
whole length of twenty-five miles, Sable island is covered with natural
grass and wild pease, sustaining, by its spontaneous production, five
hundred head of wild horses, and many cattle.
The Hon. Mr. Howe, Principal Secretary, of Nova Scotia, visited this
island in 1850, and reported favorably as to the extent and value of the
fishery upon its coast. The superintendent informed Mr. Howe that, a
few days before his arrival, the mackerel crowded the coast in such num-
bers that they almost pressed each other upon the sands. Mr. Howe
himself saw an unbroken school, extending from the landing place for a
mile, within good seining distance, besides other schools at various points,
indicating the presence, in the surrounding seas, of incalculable wealth.
It is believed that a good boat fishery for cod might be carried on here.
Seals are numerous all around the island, being very little disturbed.
Hitherto the government of Nova Scotia, to which this island belongs,
has not permitted any fishing establishments to be set up upon it. It
has been feared that discipline would not be maintained at the govern-
ment 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 unfor-
tunate might prove too strong to be resisted by such a population when
the hand of authority was withdrawn.
The natives of Nantucket,* if permitted, would soon build havens
and breakwaters at Sable island, and make what is now but a dreaded
sand bank amid the solitudes of the ocean, a cultivated centre of mechani-
cal 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!
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578
PART VIII.
THE ISLAND COLONY OF NEWFOUNDLAND, INCLUDING LABRADOR.
In order that a correct opinion may be formed as to the natural re-
sources and capabilities of the island of Newfoundland, and the value
of its fisheries, it will be necessary to give a brief notice of the geo-
graphical 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 Gult
of St. Lawrence. From Canada it is separated by the Gulf; its south-
west 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 ap-
proach to regularity, each of its sides being broken into numerous
bays, harbors, creeks, and estuaries. Its circuit is not much less than
one thousand miles. Its width at the widest part between Cape Ray
and Cape Bonavista is about 300 miles; its extreme length from Cape
Race to Griguet bay is about 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 de-
pressions to rugged and abrupt ravines. The sea-cliffs are for the most
part bold and lofty, with deep water close at their foot. Great boulders.
or loose rocks, scattered over the country, increase the general roughness
of its appearance and character. This uneven surface is covered by
three different kinds of vegetation, forming districts, to which the names
of woods," " marshes," and " barrens," are respectively assigned.
The woods occupy indifferently the sides, and even the summits, of
the hills, the valleys, and the lower lands. They are generally found,
however, clothing the sides of hills, or the slopes of valleys, or wherever
there is any drainage for the surplus water. For the same reason,
probably, they occur in greatest abundance in the vicinity of the sea-
coast, around the lakes, and near the rivers, if the soil and other circum-
stances be also favorable.
The trees of Newfoundland consist principally of pine, spruce, fir,
larch, (or backmatac,) and birch ; in some districts the mountain ash,
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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 80 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 " marshes." These marshes are
not necessarily low or even level land, but are frequently at a consider-
able 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 con-
tinually 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, consist-
ing of berry-bearing plants and dwarf bushes of various sorts. Bare
patches of gravel and boulders, and crumbling fragments of rock, are
frequently met with upon the barrens," which generally are altogether
destitute of vegetable soil.
These different tracts are none of them of any great extent; woods,
marshes, and barrens frequently alternating with each other in the
course of a day's journey.
In describing the general features of the country one of the most re-
markable 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-
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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 count-
less.
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 char-
acter of the country is no doubt one cause of the absence of large
rivers. Each pond, or small set of ponds, communicates with a valley
of its own, down which it sends an insignificant brook, that pursues
the nearest course to the sea. The chief cause, however, both of the
vast abundance of ponds and the general scantiness of the brooks, and
smallness of the extent of each system of drainage, is to be found in
the great coating of moss that is spread over the country. On any
great accession of moisture, either from rain or melted snow, the chief
portion is absorbed by this large sponge; the remainder fills the numer-
ous 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 reser-
voir, to be given off when required.
The quantity of ground covered by fresh water in Newfoundland
has been estimated, by those acquainted with the country, at one-third
of the whole island, and this large proportion will not probably be
found an exaggeration. The area of Newfoundland is estimated at
23,040,000 acres.
LABRADOR.
Of the coast of Labrador less is known than of the island of New-
foundland, to the government of which it was re-annexed in 1808,
having for some time previously been under the jurisdiction of Canada.
It may be said to extend from the fiftieth to the sixty-first degree of
north latitude, and from longitude 56o west, on the Atlantic, to 78°,
on Hudson's bay. It has a seacoast of about 100 miles, and is fre-
quented, during the summer season, by more than 20,000 persons.
This vast country, equal in extent to France, Spain and Germany,
has a resident population of between 8,000 and 10,000 souls, including
the Esquimaux and Moravians.
The climate is very severe, and the summer of exceedingly short
duration. It is believed that the mean temperature of the year does
not exceed the freezing-point. The ice does not usually leave the
coast before June; and young ice begins to form again on the pools
and sheltered small bays in September, when frosts are very frequent
at night. Situate in a severe and gloomy climate, and producing 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 sea in its vicinity teems with fish. There
would be little inducement to visit the desolate coast of Labrador but
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for its most valuable and prolific fisheries, which excite the enterprise
and reward the industry of thousands of hardy adventurers who annu-
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 inlets and bays, and fringed with islands,
rocks, and ledges, which frequently rise abruptly to within a few feet
of the surface, from depths so great as to afford no warning by the lead.
In some parts, the islands and rocks are so numerous as to form a
complete labyrinth, in which nothing but small egging schooners or
shallops can find their way.
But although the navigation is everywhere more or less intricate,
yet there are several harbors fit for large vessels, which may be safely
entered, with proper charts and sailing directions.
The Strait of Belleisle, which separates Newfoundland from Labra
dor, 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-scat-
tered families reside at the establishments for seal and salmon-fishing,
and for fur-trading. Seals and salmon are very plentiful; the latter
are of a larger and better description than those taken on the coast of
Newfoundland.
The furs of Labrador are very valuable. There are four kinds of
foxes; with otters, sables, beavers, lynxes, black and white bears,
wolves, deer, (caribou) ermine, hares, and several other small animals,
all bearing fur of the best description. The Canadian partridge, and
the ptarmigan, or willow grouse, are also plentiful.
A number of small schooners or shallops, of about twenty-five tons,
are employed in what is termed the "egging business." The eggs
that are most abundant and most prized are those of the murr; but
the eggs of puffins, gannets, gulls, eider ducks, and cormorants, are
also collected. Halifax is the principal market for these eggs, but they
have been also carried to Boston, and other ports. One vessel of 25
tons is said to have cleared $800 by this egging business in a favor+
able season.
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377
THE COD-FISHERY.
In New foundland the term "fish" is generally understood to mean
codfish, that being the great staple of the island. Every other descrip-
tion 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 respect-
ively 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 gen-
erally 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 nu-
merous. The best fishing grounds on the Grand Bank are between
latitude 42° and 46° north.
Those perpetual fogs which hang over the Banks, and hover near the
southern and eastern portions of the coast of Newfoundland, are sup-
posed to be caused by the tropical waters, swept onward by the Gulf
stream, meeting with the icy waters carried down by the influence of
the northerly and westerly winds from the Polar seas. This meeting
takes place on the Grand Bank. The difference in the temperature of the
opposing currents, and in their accompanying atmospheres, produces
both evaporation and condensation, and hence the continual fog.
The cod-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 was not fully appreciated by the
English until about 1618. In twelve years after, there were no less
than one hundred and fifty vessels from Devonshire alone engaged in
it. At that period England began to supply the Spanish and Italian
markets, and then a rivalry in the fishery sprang up between the Eng-
lish 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 prosecu-
ting the fishery. In 1676, 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 from the hostile position as-
sumed by France with reference to this fishery. The English fisher-
men had much annoyance and trouble from those of France notwith-
standing which, the British Bank fishery continued to prosper.
Owing to the confusion created by the French revolution of 1792,
their bounties on the Newfoundland fisheries were discontinued, and
they immediately fell off greatly. In 1777, no less than 20,000 French
38
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S. Doe. 112.
seamen were employed in the Newfoundland fisheries; but that num-
ber dwindled down to 3,397 in 1793.
From 1793 to 1814, the British fishery at Newfoundland prospered
greatly. The price in foreign markets was very high, and the value
of fish exported from Newfoundland in 1814 was estimated at nearly
fifteen millions of dollars.
At that time the western and southern "shore" fishery sprung into
importance, and offered stronger inducements for its pursuit by the in-
habitants 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 pros-
ecuted 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 num-
bers 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 pres-
sure which bore with such excessive severity upon the staple trade of
the country.
The bounties granted by France were higher even then than at pres-
ent, and were so arranged as to exclude all fish of British catch from
the French, Spanish, and Italian markets. The effect of this has been
to break up the fishery on the Grand Bank by British vessels, alto-
gether; and that fishery is now prosecuted solely by the vessels of
France and of the United States, under the stimulus of bounties, which
have never been given to this fishery by the British.
THE SHORE FISHERY.
The inhabitants of Newfoundland prosecute the shore fishery for cod
in boats, shallops, and schooners, according to the ability of those who
fit them out. In the small boats the fishery is pursued on the coast by
the poorer portion of the inhabitants, who generally abandon it for the
large-boat fishery SO soon as they acquire sufficient means. In 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 them-
selves of such of the fishing grounds as offer the greatest induce-
ments.
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 fifiy per
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S. Doc. 112.
579
cent. beyond that of the others. In the small boats there are two men
only, and sometimes but one; in the large boats, four to six men.
At most of the fishing stations on the coast of Newfoundland the cod-
fishery commences early in June, and by the 10th of August may be
said to be over, for, although the people continue it for two months lon-
ger, 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 pur-
sued with much success during the whole year.
The small boats land their catch every night, when the fish are split
and salted on shore. The large boats, when fishing near home, generally
land their catch and salt it in the same way; but when at a distance
from home they split and salt on board from day to day, until they
have completed their fare. Four times the quantity of split fish, as
compared with the article when caught, may be stowed in the same
space.
The "shore fishery" is the most productive, both of merchantable
fish and oil.
The cod-fishery being generally the most certain in its results, has
hitherto been followed as the staple and prevailing fishery at New-
foundland; 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: 80 many as are required by themselves for bait in the cod-
fishery, and to supply the French "bankers," appear to be about the
extent of the quantity taken in general. It is no uncommon thing on
the south and west coasts of Newfoundland for hundreds of barrels of
live herrings of good quality to be turned out of the seines in which
they are taken, the people not deeming them worthy the salt and the
labor of curing.
This fishery might be made almost as productive as that for cod, and
perhaps more valuable, by the adoption of an improved system of curing
and packing, which would render the fish fit for those markets from
which it is now excluded by reason of being imperfectly cured.
THE SALMON FISHERY.
This is a valuable fishery in Newfoundland, but it is not prosecuted
so extensively as it might be, nor are the fish so valuable, when cured,
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S Doe, 112,
as they ought to be, from the manner in which they are split and
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 New-
foundland, as also north of Cape Ray, and thence up to the Strait of
Belleisle, during the summer season, yet this branch of the fisheries is
neglected by the residents of the island. They have no outfit for the
mackerel fishery whatever, and this excellent fish seems to possess
perfect impunity on those coasts of Newfoundland which it frequents,
going and returning as it pleases, without the least molestation.
THE WHALE FISHERY.
It is believed that the whale fishery might be much more extensively
pursued from Newfoundland than at present, particularly on the west-
ern coast, and in the Gulf of St. Lawrence, where it is prosecuted to
a limited extent by the hardy fishermen of Gaspé, 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 Newfound-
land. 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 frozen
during the winter. The vessels then proceed to the field ice, pushing
their way through the openings or working to windward of it, until they
meet it, covered with vast herds of seals. The animals are surprised
by the seal-hunters while sleeping on the ice, and killed either with
firelocks or bludgeons, the latter being the preferable mode, as firing
disturbs and frightens the herd. The skins, with the mass of fat which
surrounds the bodies, are stripped off together; these are carried to the
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 dungers.
Many vessels have been crushed to pieces by the tremendous power of
vast masses of ice closing in upon them, and in some instances whole
crews have perished. Storms which occur during the night, and when
the vessel is entangled among heavy ice, are described as truly terrible;
yet the hardy Newfoundland seal-hunter is ever anxious to court the
exciting yet perilous adventure.
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The vessels having completed their fare, or having failed to do SO
before the ice becomes scattered, and all but the icebergs has been dis-
solved by the heat of the advancing summer, return to their several
ports; and it sometimes happens that vessels which are successful im-
mediately after falling in with the ice, make two trips in that season.
The fat, or seal-blubber, is separated from the skins, cut into pieces
and put into frame-work vats, where it becomes oil simply by exposure
to the heat of the sun. In three or four weeks it flows freely; the first
which runs off is the virgin or pale oil, and the last the brown oil:
under these respective designations they are known as the ordinary
seal-oil of commerce.
The seal-skins are spread out and salted in bulk; after which they
are packed up in bundles of five each, for shipment to foreign markets.
Besides the mode of seal-hunting on the ice above described, seals
are also caught at Newfoundland and Labrador, on the plan first
adopted-that is, by setting strong nets across such narrow channels as
they are in the habit of passing through, in which they become entangled.
THE SYSTEM OF CARRYING ON THE FISH AND OIL TRADE OF NEWFOUND-
LAND.
The persons connected with this business are-
First. The British merchant, or owner, residing in some cases in
Great Britain, but in general on the island, who is the prime mover in
all the business of the colony.
Second. The middle man, or planter, as he is absurdly termed, pro-
bably from all the original English settlements in America having
received the official designation of plantations.
Third. The working bee, or fisherman, the bone and sinew of the
country, the main-stay of its fisheries, and chief reliance of its trade
and commerce.
The merchant finds the ship or vessel, provides nets, line, provisions,
and every other requisite for prosecuting the fisheries: these he fur-
nishes to the planter. In some instances the planter owns the vessel,
and provides his own outfit. It is his duty in all cases to engage the
crew and to superintend the labor of catching and curing.
In the seal fishery prosecuted in vessels, one-half the profit of the
voyage goes to the merchant or owner who provides and equips the
vessel, the other half being divided among the crew. Besides the pro-
fits on the extra stores or clothing furnished to the crew, the merchant
or owner deducts from each of them from six to eight dollars as berth-
money. To this there are occasional exceptions in favor of experienced
men, who are either charged less, or get their berths free, in conse-
quence 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 dol-
lars for the season, commencing with the first of May, and ending with
the last of October. These wages are usually paid one-half in money
and one-half in goods.
The Labrador fishermen are in general shipped or hired on shares
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S. Doc. 112.
or, as they call it, on 'half their hand," being fully found by the planter,
in every thing necessary to prosecute the fishery during the season.
This is also the case, in some instances, with the fishermen engaged for
carrying on the shore fishery of Newfoundland.
The following return of the vessels equipped for the seal fishery,
from the port of St. John only, and the number of seals taken by them
during the last ten years, will give some idea of the extent and value
of this branch of business in Newfoundland :
Year.
No. of
Aggregate ton-
Men.
No. of seals ta-
vessels.
nage.
ken.
1842
74
6,035
2,054
232,423
1843
106
9,625
3,177
482,694
1844
121
11 088
3,775
347,904
1845
126
11,863
3,895
302,363
1846
141
13,165
4,470
195,626
1847
95
9,353
3,215
334,430
1848
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 Newfound-
land in the spring of the year 1851, amounted to 323 vessels, with an
aggregate of 29,545 tons, manned by 11,377 men.
The average take of seals in the whole of Newfoundland during the
last seven years, is estimated at 500,000 per annum.
The following is a comparative statement of the quantity and value
of the staple articles of produce exported from the island of Newfound-
land in the years 1849 and 1850 :
1849.
1850.
Articles.
Quantity.
Value.
Quantity.
Value.
Dried fish
quintals
1,175,167
$2,825,894
1,089,182
$2,558,251
Oils
gallons
2,282,496
1,025,961
2,636,800
1,487,654
Seal-skins
No.
306,072
162,144
440,828
318,480
Salmon
tierces
5,911
51,912
4,600
44,160
Herrings
barrels
11,471
27,220
19,556
46,939
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s Doc. 112.
The total value of the imports and exports of Newfoundland, in the
years 1849, 1850, and 1851, was as follows:
1849.
1850.
1851.
Imports
$3,700,912
$4,163,116
$4,609,291
Exports
4,207,521
4,683,696
4,276,876
The extent of the foreign commerce of this colony is manifested by
the statements which follow, showing the numbers, tonnage, and men
of the vessels which entered and cleared at Newfoundland in the
years 1850 and 1851.
No. 1.-Vessels inward and outward in 1850.
Inward.
Outward.
Countries.
Number.
Tons.
Men.
Number.
Tons.
Men.
Europe:
Great Britain
196
28,446
1,662
114
15,597
890
Guernsey and Jersey
13
1,516
102
4
664
28
Gibraltar
8
1,152
50
Ionian islands
2
259
14
Spain
104
14,701
870
81
9,371
800
Portugal
81
10,035
602
76
9,427
647
Denmark
12
2,002
104
Germany
30
4,797
252
Italy
14
1,795
116
67
9,641
550
France
1
89
7
Madeira
2
221
14
America:
British North American
colonies
508
44,853
2,800
542
35,536
3,289
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
1,915
111
Danish West Indies
1
118
7
St. Pierre
32
412
95
Brazile
4
838
50
58
11,055
609
Total
1,220
138,228
8,331
1,087
108,795
7,868
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S. Doc. 112.
No. 2.-Vessols imoard and outward in 1851.
Inward.
Outward.
Countries.
Number.
Tons.
Men.
Number.
Tons.
Men.
Europe:
Great Britain
212
29,994
1,660
148
15,731
892
Guernsey and Jersey
11
1, 352
95
4
664
42
Gibraltar
11
1,132
67
Ionian islands
Spain
105
14,932
875
50
5,789
422
Portugal
70
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
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
Brazile
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
8,018
Cleared
1,074
126,643
7,901
1,087
108,795
7,868
1,034
141,578
7,356
The ships built in Newfoundland during the period of four years,
from 1846 to 1850 inclusive, are as follows 2
Years.
Vessels.
Tons.
In 1847
17
854
In 1848
19
794
In 1849
30
1,055
In 1850
30
1,497
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585
The population of Newfoundland, by the last census, in 1845, was
96,295 souls. On the 1st of January, 1852, the population was esti-
mated at 125,000, of whom 30,000 were ongaged directlv in the
fisheries. In 1845 the number of fishing boats, &c., was as follows:
Boats from 4 to 15 quintals
8,092
Boats from 15 to 30 quintals
1,025
Boats from 30 quintals upwards
972
Number of cod seines
879
Number of sealing nets
4,568
The value of the annual produce of the colony of Newfoundland
has thus been stated, on an average of four years, ending in 1849, by
the British colonial authorities:
949,169 quintals of fish exported
$2,610,000
4,010 tierces of salmon
60,500
14,475 barrels of berrings
42,500
508,446 seal-skins
254,000
6,200 tons of seal-oil
850,000
3,990 tons of cod-oil
525,000
Fuel and skins
6,000
Bait annually sold to the French
59,750
Value of agricultural produce
1,011,770
Fuel
300,000
Game-venison, partridges, and wild fowl
40,000
Timber, boards, house-stuff, staves, hoops, &c
250,000
Fish, fresh, of all kinds, used by inhabitants
125,000
Fish, salted
do
do
175,000
Oil consumed by inhabitants
42,500
Total
6,352,020
The average value of property engaged in the fisheries, during the
same period, is thus stated:
341 vessels, engaged in the seal fishery
$1,023,000
80 vessels, engaged in coasting and cod-fishery
80,000
10,089 boats, engaged in cod-fishery
756,675
Stages, fish-houses, and flakes
125,000
4,568 nets, of all descriptions
68,500
879 cod seincs
110,000
Vats for making seal-oil
250,000
Fishing implements and casks for liver
150,000
Total
2,563,175
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S. Doc. 112.
TRADE BETWEEN NEWFOUNDLAND AND THE UNITED STATES.
The following statement furnishes a full account of the quantity and
value of the staple products of Newfoundland, exported from that colony
to the United States in the years 1849, 1850, and 1851 :
1849.
1850.
1851.
Articles.
Quantity.
Value.
Quantity.
Value.
Quantity.
Value.
Fish, herrings
barrels
686
$1,690
1,860
$4,040
2,329
$5,510
tongues and sounds
do
16
75
37
45
46
230
caplin
do
29
60
19
25
18
25
salmon
do
3,374
34,180
1, 192
19,055
4,163
41,630
dried cod
quintals
21,428
56,935
14,119
31,770
15,431
38,495
Hides
number
245
600
1,431
3,445
619
1,245
Oil, seal
tons
4
535
1
15
cod
do
22
2,220
29
4,355
19
4,375
Skins, seal
number
750
560
Total
95,700
63,270
92,220
The whole of the foregoing articles were exported from Newfound-
land to the United States in British vessels only, no other vessels what-
soever being employed in their transport.
The character and extent of the imports into Newfoundland from the
United States is shown thus :
Return of the quantity, value, rate, and amount of duty paid on principal
articles, the growth, produce, or manufacture of the United States, im-
ported into the colony of Newfoundland, during the year ending 5th
January, 1852.
Articles.
Quantity.
Value.
Rate of duty.
Totalduty.
Arrowroot
$2,370
5 per cent
$118
Apothecaries' ware
2,007
5 do
100
Bacon and hams
cwt
180
1,980
5 do
232
Beef, salted
barrels
2,098
24,690
2s. per bbl
1,048
Beer and ale
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
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587
STATEMENT-Continued.
Articles.
Quantity.
Value.
Rate of duty.
Total duty.
Candles, tallow pounds
47,920
$5,600
71 per cent.
$420
Chocolate and cocoa cwt
23
350
5s. per cwt
28
Clocks and watches
1,620
10 per cent
162
Cheese
cwt
555 2
4,775
5s. per cwt
693
Coffee
do
682
8,325
Coloring
gallons
148
45
5 per cent
2
Confectionery
153
5 do
7
- -
Corn, grain, meal, flour, viz
Indian corn
qrs
284
1,650
5 do
82
Indian meal barrels
6,293
24,318
6d. per bbl
786
Flour
do
87,410
475,330
1s.6d. per bbl.
32,778
Oatmeal
do
97
500
6d. per bbl
12
Peas
qrs
36
405
5 per cent.
20
Oats
do
25
100
5 do
: -
5
Cotton manufactures
465
5 do
23
:
Earthen and China ware
36
5 do
1
- -
Feathers
cwt
24
190
5 do : -
9
Fish, viz: oysters bushels
96
100
Fluid
308
5 do
15
: -
Fruit, viz:
Apples
barrels
1,493
3,785
1s. 6d. per bbl.
559
Raisins, currants cwt
399 2
4,195
5 per cent
209
Oranges, lemons barrels
251
760
5 do
38
:
Preserves
cwt
12
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
157
397
5 do
19
: .
Hay and straw
tons
10
150
5 do
7
: -
Hops
bales
20
610
5 do
30
Iron manufactures
960
5 do
48
: -
Juice, lime and lemon
5
5 do
Lard
cwt
25
297
5 do
14
Lead
do
0 3 11
16
5 do
1
:-
Leather manufactures
6,291
5 do
314
: -
Lime
bushels
515
98
5 do
4
Musical instruments
740
5 do
37
Molasses
gallons
28,184
7,045
1}d. per gall
881
Oakum
cwt
196 2
1,077
5 per cent
53
Onions
bushels
30
21
Free
Perfumery
25
5 per cent.
1
Pickles and sauces
40
5 do
2
: .
Pitch and tar
barrels
1814
3,333
5
do
166
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& Doc. 112.
STATEMENT-Continned.
Articles.
Quantity.
Value
Rate of duty.
Total duty.
Pork, salted
barrels
14,480
$183,085
3s. per bbl.
$10,860
Potatoes and vegeta-
bles
bushels
745
785
Free
Rice
cwt
419 2
1,877
5 per cent
93
Robes, buffalo
GO
300
5 do
15
Rosin
barrels
1
31
5 do
1
Salt
tons
4
55
6d. per
Salæratus
25
5 per cent
1
Slops
845
5 do
42
Seeds
581
Free
Sausages
cwt
20 1
85
5 per cent
4
Soap
do
430
2,000
5 do
100
Spirits, viz: rum gallons
6,122
3,655
9d. per gall
1,147
Stationery
525
5 per cent
26
Straw manufactures
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
Manufactures
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
2
15
3s. per gall
1
Wood, viz:
Staves and casks pack
4,472
3,950
5 per cent
197
Timber
tons
to
15
1s. 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
11,730
5 do
586
Total
954,266
75,665
An examination of the preceding table shows that the principal ar-
ticles imported into Newfoundland from the United States are pre-
eisely 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 pitch and tar, $3,333 of salted pork, $183,085;
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581
of rice, $1,877 ; of tobacco, $54,535; of staves, $3,950; of wooden
wares, $7,696, and of woollen manufactures, $11,736.
The total value of articles imported into Newfoundland in 1850,
being of the growth, produce, or manufacture of the United States,
was $767,550; the value of such articles imported in 1851 was
$954,266, showing an increase in the latter year of $186,716.
The following abstracts of the trade of Newfoundland show, com-
paratively, the relation which the trade with the United States bore to
the whole trade of the island with 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 1851, with the value of
the goods imported in such vessels, distinguishing British from foreign :
Vessels.
Value of imports.
Countries from whence entered.
Total
No.
Tons.
British.
Foreign.
Europe-
Great Britain
212
29,994
$1,410,265
$132,770
$1,543,035
Guernsey and Jersey
11
1,352
57, 155
560
57,715
Spain
105
14,932
62,620
62,620
Portugal
70
8,825
90,165
90,165
Denmark
8
I, 541
80,810
80,810
Germany
41
6,822
399,875
399,825
Italy
4
604
1,970
1,970
America-
Brirish North American colonies
524
47,450
847,060
94,640
939,700
British West Indies
29
3,598
86,100
86,100
United Stares
131
16,481
993,735
998,735
Spanish West Indies-
Cuba
27
3,368
139,610
139,610
Porto Rico
12
1, 235
53,300
53,300
Brazils
7
1,488
95
95
St. Peter's, (French)
43
675
1, 450
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 colo-
nies, the largest amount of imports into Newfoundland is from the
United States. It exceeded the importations from the neighboring col-
onies last year by $59,000, and amounted to nearly one-hulf of all iin-
portations from every foreign country.
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& Doc. 112.
The succeeding abstract exhibits the number and tonnage of the
vessels cleared outward from Newfoundland in 1851, with the value of
the articles exported in such vessels, distinguishing British from foreign:
Vessels.
Value of exports.
Countries for which cleared.
Total.
No.
Tons.
British.
Foreign.
Europe-
Great Britain
118
15,731
$2,040,960
$98, 655
$2, 139, 615
Guernsey and Jersey
4
664
22,260
880
23, 23,140
Gibraltar
11
1,132
60,035
60,035
Spain
50
5, 789
273,810
273,810
Portugal
88
11,312
575,360
575,360
Denmark
1
107
11,625
11,625
Sicily
5
582
31,380
31,380
Italy
50
6,998
357,370
357,370
Madeira
1
62
2,490
2,490
America-
British North American colonies
503
55,162
345,930
16,920
362,850
British West Indies
70
10,135
340,095
570
340,665
United States
33
3, 3,559
99,720
250
99,970
Spanish West Indies-
Cuba
}
18
Porto Rico
20,202
m
50,325
50,325
21,920
21,920
West Indies, (Danish)
2
388
Brazils
51
10,256
450,560
450,560
St. Peter's, (Fremch)
4
71
230
230
Total
1, 013
142,176
4,684,070
117, 275
4,801,345
From the preceding statement it will be seen that the exports from
Newfoundland to the United States have but a small value, as com-
pared with the articles imported from this country. For the staple
products of Newfoundland exported to Spain, Portugal, Italy, and
the Brazils, amounting, in the whole, to $1,657,100, that colony re-
ceives 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, breadstuffs and tobacco. The balance of trade being
80 largely against Newfoundland, in its dealings with us, creates
much difficulty in that colony, and forces it to deal more extensively
with European countries which purchase its products, than it would do
if the trade with us were more nearly upon an equality.
In 1850 the number of vessels 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, $4,878,850.
The total value of exports in 1851 being $4,445,180 only, shows a
decrease from the preceding year of $433,670.
The value of imports at Newfoundland in 1850 was $4,336,585,
and in 1851 was $4,455,180, being an increase in the value of goods
imported in the latter year of $108,595. There was, therefore, an in-
creased importation, with diminished exports, during the past season, in
Newfoundland.
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501
VALUE OF THE LABRADOR TRADE AND FISHERIES.
The exports from Labrador are cod, herring, pickled salmon, fresh
salmon, (preserved in tin cases,) seal-skins, cod and seal-oil, furs, and
feathers.
No accurate account of the value of the exports of Labrador can be
furnished, because there are no custom-houses or public officers of any
description on that wild and barren coast; but the following estimate
is given as an approximation to the annual value of the exports. It has
been carefully made up from the best and most perfect information that
can be obtained:
In American vessels
$480,000
In Nova Scotia vessels
480,000
In Canadian
do
144,000
In vessels owned or chartered by English and Jersey
houses having estublishments on the coast
480,000
In vessels owned or chartered by the people of New-
foundland
1,200,000
Total
*2,784,000
The number of fishermen employed on the Labrador coast every
season is from ten to fifteen thousand.
The salmon fisheries average, annually, about thirty thousand
tierces, not more than two hundred tierces of which find their way to
Newfoundland. The salmon exported from Newfoundland are al-
most exclusively the catch of that island.
The herring fishery at Labrador is carried on by fishermen from
Nova Scotia, Canada, Newfoundland, and the United States, and are
shipped directly from the coast to a market.
Of the seal-oil, seal-skins, furs, and feathers, a very small share finds
its way to Newfoundland. Merchants and traders on the coast buy
them in exchange for their goods, being less bulky and more valuable
than fish. The trading vessels do not buy many cod on the coast,
preferring the other commodities named.
Since the treaty of Paris, in 1814, the Labrador fishery has in-
creased more than six-fold, in consequence of the fishermen of New-
foundland being forced by French competition from the fishery on the
Grand Bank, and also driven from the fishing grounds, now occupied
almost exclusively by the French, between Cape Ray and Cape St.
John.
The imports of Labrador have been estimated by the authorities of
Newfoundland as of the value of $600,000 per annum.
THE PORT OF ST. JOHN, NEWFOUNDLAND.
The chief town in Newfoundland is its capital and principal sea-
port, St. John, in latitude 47° 34' north, longitude 52° 43' west.
It is the most castern 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.
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S. Doc. 112:
possible distance between the continents of Europe and America. As
it lies directly in the track of the Atlantic steamers between the United
States and Europe, public attention has naturally been directed towards
its harbor as a position of prominent and striking importance on this
side the Atlantic. It therefore deserves something more than a pass-
ing notice.
It has recently been proposed that St. John should be established
as a port of call for at least one line of Atlantic steamers, and that the
intelligence brought by this line from the Old World should be thence
transmitted by telegraph to the whole of North America.
The route for the line of the proposed telegraph from St. John to
Cape Ray, the southwestern extremity of Newfoundland, was explored
during the latter part of the season of 1851, in a very energetic
and successful manner; by Mr. Gisborne; and it was found, that be-
yond the question of expense, there were no unusual obstacles to pre-
vent 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 England and France. From Cape North to the
town of Sydney, in Cape Breton, the distance is but short; and Syd-
ney already communicates by telegraph with every place in America
to which the wires are extended.
Another proposition is to carry the submarine cable at once from
Cape Ray to the east cape of Prince Edward island; then traversing
a portion of that island, to pass across the straits of Northumberland
into New Brunswick, there to connect at the first convenient station
with all the telegraph lines in North America.
It is alleged that a fast steam r, having on board only the small
quantity of coals which 80 short artrip would require, might cross the
Atlantic from Galway 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.
The narbor of St. John is one of the best in all Newfoundland, where
good harbors abound. It is formed between two mountains, the eastern
points of which have an entrance called "the Narrows."
From the circumstance of this harbor being only accessible by one
large ship at a time, and from the numerous batteries and fortifications
crected for its protection, St. John is a place of very considerable
strength. There are about twelve fathoms water in mid-channel of the
entrance, which, although but one hundred fathoms wide, is only one
hundred fathoms long; and, when the Narrows are passed, the harbor
trends off to the southwest, affording ample space for shipping, with
good anchorage, in perfect shelter.
Some very interesting testimony was taken before the Legislative
Assembly 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
respoctable shipmaster, who stated as follows:
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S. Doc. 112.
"I am a master-mariner, and I have been engaged in the trade forty-
four years. I have arrived at Newfoundland from England and foreign
countries during each month in the year. The coast of Newfoundland,
from Conception bay to Cape Race, is a fine, bold shore there is not
a rock or shoal to take up a vessel in making the land. The harbor of
St. John is safe and commodious; it is as fine a harbor as any in the
colony; the water is deep enough for a line-of-battle ship. There are no
perceptible tides. The light-house on Cape Spear affords a fine light,
which can be seen upwards of twenty miles at sea. There is a good
harbor light, also.
"The northern ice along the eastern side of Newfoundland is gene-
rally 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 south-
ward, and is found as far as the bank off Cape Race. I have, as mas-
ter, made several voyages to Nova Scotia, the coast of which is a very
dangerous one, from the shoals that lie off it at a considerable dis-
tance.
"Fogs prevail along the coast of vfoundland and Nova Scotia chiefly
during the months of May, June, and July ; they are thickest on the
Banks. Those that are acquainted with the navigation of New found-
land boldly run through the fog for the land, and find the atmosphere
clear within a mile, or a mile and a half, of this shore; and the safety
and boldness of our coast permit the running close inshore with im-
punity.
'Between St. John and Cape Race,* a distance of about fifty
miles, there are seven harbors, into which vessels of any size could:
enter easily and lie safely. A straight line from Liverpool to Halifax
would cut St. John harbor. From St. John to Cape Clear is 1,700,
miles, or thereabouts."
In a representation made very recently by the people of St. John
to the imperial government, it is set forth that the geographical position.
of St. John as the most eastern land on the American side of the At-
lantic, situated on a promontory directly in the route between the other
North American provinces and the United Kingdom, and distant from
Ireland 1,665 miles only, obviously points it out as a port of call for
Atlantic steamers. That in addition to its favorable position, the har-
bor of St. John possesses the advantages of being capacious yet land-
locked; of having a depth of water and absence of tides which enable
the largest ships that float to enter and leave it at all hours; of being.
easy of access and free from shoals or hidden dangers, as none exist
along the line of bold coast between Cape St. Francis and Cape Race,
*A beacon has recently been erected on Cape Race, on the southern coast of Newfoundland,
by the imperial government. The total height of the beacon is 65 feet. It stands on the rising
ground, 140 feet high, immediately behind Cape Race rock so that the top of the beacon is
at an elevation of 205 feet above the level of the sea. It is of hexagonal shape, 22 feet
in diameter at the base, and 11 feet on each face. It tapers upwards to a height of 56 feet,
where its diameter is but 2 feet 9 inches, and is then surmounted by a skeleton ball 9 feet in
diameter-making the total height 65 feet. The faces of the beacon are painted alternately
white and red, and the ball at the top red. The Cape Pine light-house is also painted white
and red, but in horizontal alternate stripes; whereas, Cape Race beacon is painted in vertical.
alternate stripes.
39
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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 often-
times when the fog is thick on the Banks of Newfoundland, this coast is
free from it.
A good land fall is of great value to the navigator, and it is asserted
that none better can be found for trans-Atlantic steamers than St.
John, as the royal mail steamers for Halifax usually endeavor to
make the land about thirty miles to the southward of St. John. Hence
it is argued that their call-at St. John would detract nothing from their
safety, and but little from their despatch.
All history and experience prove that the necessities of commerce
seek out the nearest and shortest routes for travel and business. Calais
and Dover have been the points of embarkation between England and
the continent of Europe ever since the invasion of Britain by Cæsar,
and for the sole reason that they are the nearest points between the
island of Great Britain and the continent. Where Cæsar crossed the
straits of Dover, the submarine telegraph now transmits intelligence
from every portion of Europe, on its way to North America. A glance
at the map of the world shows that in all time past, the points of islands
or continents which approach the nearest have become the highways
of their intercourse and commerce. Cape Surium was the point of
concentration for the trade of Greece, because it was the nearest point
to Egypt. The Appian Way was extended from Capua to Brundusium,
on the Adriatic gulf, because that was the nearest good harbor, near
the narrowest part of the Adriatic sea, in the most direct line from
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 from London to Dublin and Ireland.
Under the impulse given to communication between Europe and
America by the fast ocean steamers now traversing the Atlantic with
speed and certainty, and the quickening influence of the electric tele-
graph, spreading its network of wires over the length and breadth of
the continent for the instant communication of intelligence, it is but rea-
sonable to believe that the nearest points between the continents of
Europe and America-between the west coast of Ireland and the east-
ernmost point of Newfoundland-wil be established as the highway
for communication between this country and Europe, to insure the
transmission of intelligence in the shortest possible space. Nature ap-
pears 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 commu-
nication 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
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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 ad-
vantages, 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
Iongitude 52° 8' west, latitude 48° 42' north.
At Cape Spear, distant from Cape Bonavista seventy-three miles,
there is a powerful revolving light, showing a brilliant flash at intervals
of one minute; elevation, two hundred and seventy-five feet above the
sea; seen in all directions seaward at the distance of thirty miles. In
longitude 52° 37' 5" west; latitude 47° 30' 20" north.
At Cape Race is fixed a beacon-tower, in longitude 52° 59' west,
latitude 46° 40' north; distant from Cape Spear fifty-six miles. This
beacon-tower is hexagonal, painted in vertical stripes, red and white
alternately. It has a skeleton ball at the top, painted red; its height
is sixty-five feet, and it stands on ground one hundred and forty feet
above the level of the sea.
At Cape Pine, distant from Cape Race thirty-two miles, is a powerful
revolving light, three times a minute; its elevation above the sea is
three hundred and two feet, and it can be seen from all points to sea-
ward at the distance of thirty miles. Longitude 53° 32' 12" west;
latitude 46° 37' 12" north.
In addition to these lights, there is a good fixed light at the entrance
of the harbor of St. John, on the southern head, in longitude 52° 40'
50" west, and latitude 47° 33' 50" north. In foggy weather a heavy
eighteen-pound gun is fired by day every half hour, thus enabling ves-
sels to run at all times for the Narrows, the water being deep and the
shore bold. The greatest distance between any two lights on this
coast is eighty-eight miles; and as each light can be seen thirty miles
in clear weather, there would be but twenty-eight miles to run without
seeing a light.
The cost of the best coals for steam purposes; at the port of St.
John, is as follows:
Coals from Sydney, Cape Breton
$4 90 per ton.
Coals from Pictou, Nova Scotia
4 60 do.
Coals from Troon and Ardrossan, Scotland
4 96 do.
The duty on coals at Newfoundland is 30 cents per chaldron, equal
to 25 cents per ton, which is included in the above rates.
The trade and commerce of the port of St. John is very considera-
ble, as will be seen by the various statements which follow.
Digitized by Google
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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
21,114
1,143
Guernsey and Jersey
3
221
14
4
385
23
Spain
65
8,817
521
66
9,635
522
Portugal
46
5,533
330
46
5,515
325
Denmark
5
808
41
4
853
38
Germany
25
4,108
211
37
6,281
318
Italy
12
1,539
95
3
420
27
America:
British N. American colonies
380
36,552
2,192
377
37,773
2,183
British West Indies
26
3,527
218
26
3,144
199
United States
105
12,978
729
99
12,552
645
Spanish West Indies
64
8,796
612
38
4,512
300
Brazils
3
657
36
4
872
51
Total
865
103,817
6,190
842
103, 016
5,774
The number of vessels which cleared from St. John in the same
years was as follows :
1850.
1851.
Countries from 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
809
47
8
733
41
Ionian 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
190
Danish West Indies
1
118
7
2
388
19
St. Pierre
1
95
5
Brazils
42
8,149
445
38
7,897
499
Total
766
94,063
5,638
703
91,191
5,208
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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 im-
ports at the port of St. John in 1850 and 1851, with its increase or
decrease.
Weight or
1850.
1851.
Increase.
Articles.
Decrease.
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
do
19,253
13,309
5, 944
Beef
do
2, 410
2,522
112
Butter
cwt.
12,056
13,370
1, 314
Rum
puncheons
901
722
269
Molasses
do
9,856
7,313
2,543
Brown sugar
cwt
17,571
23,035
5, 465
Coffee
do
888
1,926
1, 038
Manufactured tobacco
do
1,890
3, 087
1,197
Tea
pounds
254,404
359, 334
104,930
Soap
boxes
12,163
11,707
454
Candles
do
4,598
3, 159
1, 439
Salt
tons
19,948
22,570
2, 622
Coals
do
18,025
16,613
1, 412
Pitch and tar
barrels
3, 240
3,029 3,
211
Potatees
do
6, 726
10,856
4, 130
Oats
bushels
24,225
34,449
10,224
Lumber
M
3,778 3,
4,263
485
Oxen and cows
2,718 2,
2,562
156
Sheep
3, 541
2,836
708
Digitized by Google
S. Doc. 112.
The following statement exhibits the quantities of the various de-
scriptions 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
76,562
Spain
do
123,040
70,113
52,937
Italy
do
114,665
68,533
46,130
British West Indies
do
117,750
116,731
1,019
Brazil
do
108,684
114,757
6, 073
British America
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
174
Blubber
do
578
265
313
Seal skins:
To United Kingdom
number
339,075
381,333
42, 258
United States and British
America
do
1,000
750
250
Salmon
tierces
1,950
3,129 3,
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 exporta-
tion the coming spring.
The value of the imports into the port of St. John from the United
States during the year 1851 was as follows: In British vessels,
$660,685; in American vessels, $75,650; total value of imports from
the United States in 1851, $736,335.
Digitized by Google
S. Doc. 112.
500
The following statement comprises an account of the various descrip-
tions 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 hame
cwt
122
1,735
46
530
Barley
bushels
2,696
1,360
15
22
Beef
barrels
294
2,305
239
1,455
Bread
cwt
862
2,275
2,845
7,050
Bricks
number
8,000
45
Butter
cwt
2,479
37,160
3,117
46,600
Candles
pounds
6,485
665
3,874
606
Carriages
number
2
210
Clocks
100
Indian corn
bushels
2,084
2,750
10,226
4,876
Flour
barrels
29,180
156,400
37,487
185,800
Furniture
40
Horses
50
Indian meal
barrels
69,133
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
Oatmeal
barrels
660
3,110
359
1,710
Oats
bushels
1,188
400
4,149
1,295
Pease
barrels
730
1,445
486
1,185
Pork
barrels
120
1,450
2,035
28,250
Potatoes and turnips
barrels
147
165
520
600
Shingles
thousands
1,245
3,115
815
2,050
Soap
pounds
67,678
1,910
10,000
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
Digitized by Google
600
S. Doc. 112.
The imports into the port of St. John in 1851 from the British West
Indies are thus stated: Molasses, 20,063 cwt.; value, $49,950. Rum,
49,411 gallons; value, $21,595. Brown sugar, 2,188 cwt.; value,
$10,780. Total value from British West Indies, $82,325.
From Spain, the imports at St. John in 1851 were as follows: Corks,
11 cwt.; value, $115. Feathers, 5,936 lbs.; value, $430. Dried fruit,
36 cwt.; value, $255. Olive oil, 424 gallons; value, $210. Salt, 482,504
bushels; value, $38,655. Wine, 3,325 gallons; value, $4,700. Total
value of imports from Spain in 1851, $44,365.
From Portugal the imports in 1851 are thus stated:
Quantity.
Value.
Candles
pounds
1,640
$150
Corks
cwt
48
155
Corkwood
do
78
130
Dried fruit
do
6
45
Green fruit
boxes
282
535
Feathers
pounds
2,988
205
Olive oil
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
198,645
Bricks
796,100
2,495
Butter
cwt
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)
cwt
250
595
Glass and glassware
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
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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 wares
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:
From Cuba.
Quantity.
Value.
Coffee
cwt
122
$625
Molasses
do
26,586
66,465
Rum
gallons
586
290
Brown sugar
cwt
2,775
11,475
Cigars
47,750
615
Total value
79,470
From Porto Rico.
Quantity.
Value.
Coffee
cwt
20
$200
Molasses
do
5,403
13,755
Rum
gallons
180
95
Brown sugar
cwt
1,269
6,400
Cigars
30,250
375
Total value
20,825
Total value of imports in 1851 from Spanish West Indies 100,295
The change in the navigation laws of Great Britain came into opera-
tion on the 5th January, 1850; and our vessels immediately availed
themselves of the new description of freights which the new arrange-
ments offered to them at Newfoundland. It will no doubt be interesting
to observe the course of traffic which our vessels have adopted with
respect to this colony during the past year, when the business became
better understood. The following statement, showing the number of
our vessels which arrived at the port of St. John during the year 1851,
with the places whence they came, and the nature of the cargoes they
brought-as, also, the ports for which they sailed, and the nature of
the freight they took away-may therefore prove both interesting and
useful, not only to the department, but to commercial men generally
Digitized by Google
Vessel's name.
Tonnage.
Where from.
Inward cargo.
Sailed for-
Outward cargo.
602
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
140
New York
Flour, tea, soap, hats, clocks, dried
Sydney, B
In ballast, to receive coals at Syd-
apples, oatmeal, and cheese.
ney mines.
Charles Henry
144
Matanzas
Molasses
Pictou
In ballast, to lead coals at Pictou
mines.
Avon
147
Boston
Bread, flour, pork, and butter
Sicily
Dried cod.
Panama
158
do
Ballast
Pernambuco
do.
S. Doc. 112.
Phenix
149
do
de
Gibraltar
do.
Water Witch
167
Baltimore
Flour and corn meal
Pernambuco
do.
El Dorado
182
do
Flour and pork
do
do.
T. M. Mayhew
176
Mentreal
Flour, tobacco, and butter
Sydney, B
Ballast, (for coals.)
T.M. Mayhew
176
Sydney
Coa's
Pictou
do.
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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. John in every month
of the year during the years 1848, 1849, and 1850, the following state-
ments 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
98
84
81
66
61
73
August
102
115
138
70
75
71
September
116
105
115
122
138
159
October
85
102
82
78
101
95
November
81
88
72
69
72
64
December
28
40
44
45
44
42
Total
777
805
828
717
739
769
It is believed that the returns of the trade and commerce of this im-
portant 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 conti-
nent. 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.
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Digitized by Google
S. Doc. 112.
605
PART IX.
THE COLONY OF PRINCE EDWARD ISLAND.
Charlotte Town, the capital, is in lat. 46° 14' north, lon. 63° 8' west.
The island of Prince Edward, formerly called St. John's island, is
situated in a deep recess on the western side of the Gulf of St. Law-
rence. It is separated from New Brunswick and Nova Scotia by the
straits of Northumberland, which, at their narrowest part, are only nine
miles wide.
This island is somewhat crescent-shaped; its length, measured on a
line through its centre, is about one hundred and thirty miles; its greatest
breadth, thirty-four miles; in its narrowest part, near the centre, it is
only four miles wide.
The east point of Prince Edward Island is distant twenty-seven miles
from Cape Breton, and one hundred and twenty-five miles from Cape
Ray, the nearest point of Newfoundland. Owing to the manner in
which this island is intersected by the sea, there is no part of it distant
more than eight miles from tide-water.
The whole surface of the island consists of gentle undulations, never
rising to hills, nor sinking to absolutely flat country. The soil is a
bright reddish loam, quite free from stone. The entire island is a bed
of rich alluvium, elevated from the sea by some convulsion of nature,
or else left dry by the gradual recession of the waters of the gulf.
There are many beautiful bays and safe harbors; and wherever a brook
is not found, good water can always be had within eighteen feet of the
surface, by sinking a well.
The soil is admirably adapted for agricultural purposes; it is easily
worked, and there is abundance of sea-manure everywhere at hand.
There are no stones to impede the plough; in fact, stone is so scarce
that such as is required for building purposes is imported from Nova
Scotia. Wheat, oats, barley, and potatoes are staple products, and are
produced abundantly.
The area of Prince Edward Island is estimated at 2,134 square
miles, equal to 1,365,000 acres. According to a census taken in 1848,
the population amounted to 62,678 souls, being in the proportion of one
soul to every twenty-two acres of land, or nearly thirty souls to the
square mile.
The climate is neither so cold in winter nor so hot in summer as that
of Lower Canada, while it is free from the fogs which at certain seasons
envelope portions of the shores of Nova Scotia and Cape Breton. Its
climate is very nearly the same as that of Cape Breton, but more
equable; the seasons are very nearly the same. It is exceedingly
healthy in every part.
This island was discovered by Sebastian Cabot, on St. John's day,
(24th June,) 1497, and thence received the name of St. John. The
Digitized by Google
006
S. Doc. 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, when
it was leased by authority of the King of France to the Sieur Dou-
blette, and his associates, as a fishing-station. As the French did not
encourage settlements near their fishing-stations, any more than the
English, very little progress was made in its colonization, until after
the treaty of Utrecht, in 1713. Its settlement and agricultural improve-
ment 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 inhab-
itants.
After the treaty of Paris, in 1763, by which France ceded this island,
with her other North American colonies, to England, the French inhab-
itants were driven off, as on all occasions they evinced great hostility
to the English.
A survey of this island was completed in 1766, when it was divided
into sixty-seven townships, of about twenty thousand acres each. The
whole of these townships (with the exception of two, then occupied by
a fishing company) were disposed of in London, in one day, by way
of 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 Edward Island was separated from Nova Scotia, and
erected into a separate colony, with a lieutenant governor, an executive
and legislative council of nine members, and a house of assembly of
fifteen members. It has since continued to enjoy representative insti-
tutions; the executive and legislative council has been divided into two
distinct councils, and very recently the principles of responsible gov-
ernment have been established in this colony.
The crown has very little land for sale in this colony-merely the
residue of the two townships that were not disposed of by the lottery.
The price at which small lots are sold is about three dollars per acre.
The proprietors rarely sell any of their lands; but when they do, the
price is about five dollars per acre. Farm lots are usually leased at
twenty cents per acre per annum, for terms of sixty-one and ninety-
nine years-the tenant paying all charges and taxes. Some proprietors
concede to their tenants the privilege of converting the leasehold into
freehold, at twenty years' purchase; but a majority of the landholders
do not grant this privilege.
By the census return of 1848, it appears that 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
Digitized by Google
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 pre-
vious 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, 92,875; and hogs, 19,683. In that year there
were in the island 109 churches, 182 school houses, 13 breweries and
distilleries, 116 grist mills, 27 carding mills, 139 saw mills, and 246
threshing machines.
In 1849 there were 88 new vessels built in this colony, of the burden
of 15,902 tons; in 1850 there were 93 new vessels built, of the burden
of 14,367 tons; in 1851 there were 89 vessels built, of the burden of
15,677 tons. A large proportion of the vessels built on this island are
intended expressly 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 re-
gistered 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 im-
ports and exports in 1849 and 1850
1849.
1850.
Countries.
Imports.
Exports.
Imports.
Exports.
United Kingdom
$192,030
$82, 890
$279,898
$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 difference between the value of imports and that of exports
is made up by the sale of new vessels in Great Britain and Newfound-
land-an account of which cannot be ascertained.
By a return published at Newfoundiand, 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 1851 are thus stated:
Digitized by Google
608
S. Doc. 112.
No. 1.-Vessels entered and cleared in 1850.
Inward.
Outward.
Countries.
No.
Tons.
No.
Tons.
Great Britain
18
4, 523
64
12, 454
British colonies
498
17,691
518
23,605
United States
34
2,578
49
4, 038
Foreign States
7
225
7
225
Total
557
25,017
638
40, 322
Number of seamen inward, 2,082 ; number outward, 2,301.
No. 2.- Vessels entered and cleared in 1851.
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
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 fol-
lows:
To Great Britain
$68,925
" British North American colonies
172,304
" United States
119,236
Total
360,465
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S. Doc. 112.
609
The following is a statement of the quantity, rate, and amount of duty paid
on all articles the growth, produce, or manufacture of the United States,
imported into the colony of Prince Edward Island in 1851.
Articles.
Quantity.
Rate of duty.
Total duty.
Apples and onions
728 barrels
5 per cent
$122
Stationery
104 packages
do
81
Boots and shoes
154
do
10 per cent
206
Breadstuffs
334
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 bags
do
231
Dry goods
128 packages
do
261
Drugs and medi-
cines
59
do
do
52
Flour
655 barrels
$1 25 pr. bbl
818
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 and lemons
89
do
do
19
Pitch and tar
257 barrels
2 per cent
16
Rice
11 packages
5 per cent
8
Spirits
7,800 gallons
621 cts. pr. gall
4,875
Seeds
202 bags
free
Stoves
282
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 turpen-
tine
25 packages
5 per cent
11
Wooden ware
62
do
10 do
212
Sundries
5
do
207
Total
14,020.
The total value of the articles on which the above duty of $14,020
was paid was $77,858, the whole of which was imported into Prince
Edward Island in British vessels, with the exception of merchandise
of the value of $3,200, in an American bottom.
In 1850, the value of articles the growth, produce, and manufacture
of the United States, imported into Prince Edward Island, was only
$42,113, upon which duties were paid amounting to $6,420.
The wide difference between the value of imports from the United
States in 1850 and 1851, arises from the fact that in 1851 the duties on
imports were greatly reduced from the rates of the preceding year, and
hence the increased value of imports in 1851. With the high rate of
40
Digitized by Google
610
S. Doc. 112,
duties in 1850, only $6,420 was received on articles of American pro-
duction; 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 bush-
els; wool, 1,700 pounds.
The value of the foregoing, with the value of sundry other articles
not enumerated, amounted together to $119,236. The value of similar
articles exported to the United States in 1850 was only $55,886.
It is obvious, therefore, that the increased import from the United
States in 1851 was coupled with an increased export to the United
States in that year.
The following is a statement of the American vessels and their
cargoes which entered and cleared at Prince Edward Island in 1851
Name of vessel.
Tons.
Where from.
Cargo.
Whence cleared.
Cargo.
Denmark
63
Gloucester
Flour and meal.
Gloucester
Oats.
Native American
115
Newburyport
do
Newburyport
Oats and
potatoes.
Iowa
74
United States
Gin, molasses,
United States
do
and flour.
Daniel P. King
73
do
Flour, tea, &c
do
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
do
do
Diana
70
do
do
do
do
Linda
86
do
Dry goods
do
do
Commerce
78
do
do
do
do
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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, 7,6871 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, 51 tons-34 sacks, 1254 barrels
1, 143
Oysters, 4,3771 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
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613
PART X.
INTERCOURSE BETWEEN GREAT BRITAIN AND HER NORTH AMERI-
CAN COLONIES.
The industry of the inhabitants of the British North American colo-
nies is principally engaged in agriculture, the fisheries, mines, and for-
ests; 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 manu-
facture is ill suited to the climate or condition of these possessions,
consists their trade, and the great extent of employment it gives to
British shipping.
The most important object of industry in British North America, as
well as the most striking physical feature of the country, is the forest—
lofty, wide-spreading, and apparently illimitable-all unplanted by the
hand, and, for a large part, yet untrodden by the foot of man; where,
without having planted or sown, he may enter, and reap and gather in
what nature for many centuries has been bountifully preparing for his
use.
The importance and value of the North American timber trade to
England is so fully established, as to be beyond a doubt. The mari-
time supremacy of England has been maintained by it, new markets
have been created for her manufactures, and a home, with remunera-
tive employment, has been found for her surplus population.
To show the rise and progress of the trade between Great Britain
and the North American colonies, the following statements are offered.
These have been carefully compiled from Parliamentary returns, and
may be relied upon.
Total official value of goods exported from Great Britain to the British
North American colonies in the years mentioned.
Colonies.
1800.
1805.
1810.
1815.
Canada
$2,208,528
$2,030,313
$4,701,220
$8,821,003
Nova Scotia
849,998
501,000
1,689,937
2,195,502
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, 3,956,287
8,760,548
14,801,283
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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 pre-
sented, 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.
OUTWARD.
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
2,215
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
1,076,162
2,666
978,590
7
2,418
1847
2,459
953,466
9
3,274 3,
2,174
829,809
29
6,331
1848
2,279
886,696
1,766
668,087
1849
This
return wantin
g
1850
2,036
798,080
170
67,580
1,337
480,279
43
15,939
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
$11,279,136
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
1,121
1,100
5,985
3, 107
Newfoundland
5,271
19,780
12,386
29,669
14,181
60,795
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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.
British.
Foreign.
British.
Foreign.
British.
Foreign.
British.
Foreign.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
England
1,480,807
7,045
1,373,724
12,370
1,258,478
72,178
1,135,734
73,323
Scotland
268,329
226,482
230
178,574
3,778
171,626
3,029
Ireland
210,136
149,095
90,012
6,129
68,626
16,082
Channel Islands
3,082
7,138
3,498
9,482
Total
1, 962, 354
7,045
1,756,439
12,600
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 im-
ported.
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S. Doc. 112..
Timber imported into the United Kingdom for home consumption.
1840.
1845.
1850.
Description.
From British
possessions.
From foreign
countries.
From British
possessions.
From foreign
countries.
From British
possessions.
From foreign
countries.
Sawed lumber, sup. feet
311,935,800
331,650
74,250
Square timber, cubic feet
31,950,700
8,440,200
Tunber, sawed or split,
cubic feet
24,944,550
17,148,250
23,386,560
18,365,750
Lumber, not sawed or
split, cubic feet.
39,874,500
14,101,400
31,150,000
13,696,100
Total timber imported.
1840.
1845.
1850.
Description.
From British
possessions.
From foreign
countries.
From British
possessions.
From foreign
countries.
From British
possessions.
From foreign
countries.
Sawed lumber, sup. feet
*313,442,250
*212,850
*56,100
Square timber. cubic feet
*32,336,100
8,557,500
Timber, sawed or split,
cubic feet
*24,691,300
19,526,350
*21,833,950
17,971,450
Timber, not sawed or
split, cubic feet
*39,315,750
14,765,650
*31,015,400
12,513,150
Staves, cubic feet
*4,417,350
*4,129,400
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 colonies.
REMARK.-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 feet: In 1849, 1,054,246; in 1850, 1,056,987; 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 apprehen-
sions were entertained that the remission of those duties would be highly
injurious, if not almost fatal, to the colonial timber trade.
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617
Such, however, has not proved to be the case. It is true, as will be
seen by the following statement, that the quantity of foreign timber im-
ported into Great Britain since the remission of duty, has considerably
increased; but the quantity from the North American colonies has like-
wise increased, as shown in the preceding statement.
Foreign timber and deals imported into the United Kingdom, in loads
of 50 cubic feet In 1849, 578,468 ; in 1850, 609,692; in 1851, 868,000.
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 dimin-
ishing 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, in-
cluding 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 per-
ceptions 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 her battles 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.
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S. Doc. 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 import-
ant and influential character fully understood, save by a small por-
tion 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 com-
merce 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 surround-
ing 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 Bruns-
wick, 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 for 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, from which it was prepared
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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 coun-
try 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 England, and that an interchange of their respective
products must not only exist, but will of necessity be mutually bene-
ficial, 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, ly-
ing contiguous to New Brunswick and Nova Scotia, with similar char-
acteristics 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 at-
taining 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 re-
spective 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 com-
mercial marine is to be laid in the means of affording it beneficial em-
ployment. 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 between the
United States and the lower colonies, yet that intercourse has already
attained great value and importance from a very small beginning.
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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, 75,388 tons.
The tonnage inward from the United States in 1831 was : British,
41,367 tons; American, 16,567 tons : total, 57,934 tons.
The decrease of tonnage in this year was owing entirely to commer-
cial restrictions, embarrassing to trade and injurious to both parties.
The falling off in tonnage between 1816 and 1831 was 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 States 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, 994,809 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 Prince Edward Island,
during the year 1851.
Digitized by Google
Table exhibiting the description, quantity, and value of the various articles of domestic production exported from twenty-three Atlan-
tic ports of the United States to the colonies of New Brunswick, Nova Scotia, Newfoundland, and Prince Edward Island, during
the year 1851.
Districts.
Pork, hame, and
lard.
Flour.
Butter & cheese.
Beef, hides, and
tallow.
Corn meal and
rye meal.
Total
Bread.
Tobacco.
Cotton manu-
factures.
Leather boots
and shees.
Rice.
Manufactures of
glass.
Manufactures of
wood.
Books and maps.
Unenumerated.
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
49
20
492
Machias
Portsmouth
1,857
127
94
13
36
204
2,331
Newport
Providence
304
30
334
Fall River
Fairfield
Middletown
S. Doc. 112,
New London
Marblehead
Salem and Beverly
10,815
127
1,636
3
77
69
19
1,322
14,068
Gloucester
Boston and Charlestown
210,037
62,772
19,716
41,321
41387
10,994
37,867
93,835
45,561
7,127
7,881
297,685
876,183
Digitized by
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
17,567
172,530
Wilmington
1,118
1,118
Google
Elizabeth City
13,100
13,100
Camden
Edenton
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
2,634,506
S. Doc. 112,
623
Here is an export trade of domestic products from some only of our
Atlantic seaports to the lower colonies during the past year, amounting
to more than two and a half millions of dollars. Yet this is not the
whole of the exports from the ports indicated to those colonies, as will
be seen by the table which follows, exhibiting the description, quanti-
ties, and value of the various articles of foreign production exported
from the same twenty-three ports to the four lower colonies in 1851.
Digitized by Google
Table exhibiting the description, quantities, and value of the various articles of foreign production exported from the ports men-
tioned to the four lower colonies in 1851.
Districts.
Flour and wheat.
Coffee.
Sugar.
Molasses.
Spirits.
Raisins and dried
fruits.
Tea.
Hides.
Cordage & hemp.
Cotton manufac-
tures.
Unenumerated.
Total.
Passammaquoddy
$6,106
$1,961
$546
$489
$67
$19,724
$28,893
Portland and Falmouth
152
24
$64
1,347
30
1,617
Penobscot
Machias
Portsmouth
11
120
$1,689
1,890
Newport
Providence
Fall River
Fairfield
Middletown
S. Doc. 112.
New London
Marblehead
Salem and Beverly
180
5
59
302
3
549
Gloucester
Boston and Charlestown
$16,097
69,760
11,321
20,869
25,082
2,968
16,816
$27,623
20,415
$14,534
71,910
297,396
New York
462,468
159,013
10,608
21,913
1,920
38,317
2,661
6,711
3,545
5,783
19,263
732,202
Digitized by Google
Philadelphia
354
299
1,317
10
804
334
3,118
Baltimore
Wilmington
Elizabeth City
Camden
Edenton
Savamah
Total
478,565
235,211
24,273
43,215
30,634
42,974
20,009
34,334
24,027
21,191
111,931
1,065,694
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 follows, 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:
41
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
$5
$423
$62
$73,593
$107, 402
Portland and Falmouth
3,369
2,121
4, 756
2, 020
2,062
90
1, 087
7,163
22,668
Penobscot
Machias
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
15,886
Fall River
10,203
18
10,221
Fairfield
492
533
1, 617
1, 378
4,020
Middletown
63
65
128
New London
53
2,069
2,122
Marblehead
45
159
214
6, 012
36
308
6,774
Salem and Beverly
28
7, 838
3,104
2, 650
2,326
484
4,275
4
S. Doe. 112.
11,994
32,703
Gloucester
666
975
536
1,110
5, 003
2,969
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
11,829
11,342
271,681
Philadelphia
42,556
3, 995
1, 807
1,725
50,083
Baltimore
24,246
179
1, 017
520
25,962
Digitized by Google
Wilmington
Elizabeth City
Camden
2, 053
2,053
Edenton
610
610
Savannah
Total
614,398
151,408
71,170
12,270
31,981
74,525
62, 170
60,667
11,833
13,646
422,922
1,526,990
625
626
S. Doc. 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 domes-
tic and foreign exports, and the value of colonial imports, in 1851, de-
duced from the preceding statements.
Exports.
Districts.
Total exports.
Importa.
Total exports
Domestic.
Foreign.
and 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 London
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 attract-
ing any portion of public attention, already sprung up, and been ex-
tended 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, in-
ward and outward, during 1851, to and from nine ports of the United
States only, and the colonies of New Brunswick, Nova Scotia, New-
foundland, and Prince Edward Island, distinguishing American from
British shipping, is also submitted:
Digitized by Google
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
4
440
29
4, 814
175
11,820
7
717
29
4, 814
185
14,932
Portsmouth
3
360
70
4,766
4
471
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
1, 803
206,642
Providence, R. I
10
1,698
33
3,097
6
1,050
....
32
3,030
New York
3
364
249
34,689
82
42,902
614
158,416
Philadelphia
7
1,204
21
2,047
8
3, 618
....
66
15,394
S. Doc. 112.
Baltimore
2
190
13
1, 383
11
3,343
26
4, 233
Total
83
33, 618
135
18,347
29
4, 814
3,121
284,593
84
33,579
242
81,830
29
4, 814
3,689
468,435
Digitized by Google
627
628
S. Doc. 112.
This table shows that, during the year 1851, 341,372 tons of ship-
ping entered inward from the lower colonies in nine Atlantic ports
only, and that 588,658 tons of shipping cleared outward from those
ports for the same colonies; making, in the whole, an aggregate of
930,030 tons of shipping engaged in the colonial trade with nine ports
of the Union alone in that year.
In order to show the relative total amount of tonnage inward and
outward to and from the principal seaports of the United States and
the North American colonies, the following comparative statement has
been compiled, showing the whole tonnage inward and outward at the
ports named, in 1851 :
Ports.
Inward.
Outward.
New York
1,448,768
1,230,082
Quebec
533,821
586,093
Boston
504,501
503,101
New Orleans
328,932
421,566
St. John, N. B
282,450
324,821
Halifax, N. S
176,802
178,079
Philadelphia
159,636
140,174
Baltimore
113,027
105,789
St. John, Newfoundland
103,016
91,191
The foregoing comparative statement will, no doubt, excite some
surprise as to the relative amount of shipping and navigation to the prin-
cipal seaports of North America. It proves, beyond a doubt, and with-
out reference to any other statement comprised in this report, that the
British North American colonies have industriously improved the exten-
sive facilities and abundant resources they possess, and have already
achieved the high position of being the fourth, if not the third, commer-
cial power, in point of tonnage and navigation, in the world.
The character of colonial vessels has improved within a few years
very rapidly, and they are selling very readily in England at remunera-
ting prices, and are found to be as good vessels as are built in the world.
The St. John and Quebec ships take the lead in colonial shipping.
Digitized by Google
S. Doc. 112.
629,
PART XII.
REVIEW OF THE PRESENT STATE OF THE DEEP-SEA FISHERIES OF
NEW ENGLAND.
PREPARED BY WILLIAM A. WELLMAN, ESQ., ASSISTANT COLLECTOR OF THE PORT OF BOSTON, UNDER
THE DIRECTION OF P. 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 prominent point in the negotiations for peace. By the third
article of that treaty it was stipulated, "that the people of the United
States shall continue to enjoy unmolested the right to take fish of every
kind on the Grand Bank, and on all other banks of Newfoundland; also
in the Gulf of St. Lawrence, and at all other places in the sea, where the
inhabitants of both countries used any time to fish ; that the inhabitants
of the United States shall have liberty to take fish of any kind on such
part of the coast of Newfoundland as the British shall use, (but not to
cure or dry them on the island;) and also on the coasts, bays, and
creeks of all other of his Britannic Majesty's dominions in America; and
that the American fishermen shall have liberty to dry and cure fish in any
of the unsettled bays, harbors, and creeks in Nova Scotia, Magdalen
islands, and Labrador, so long as the same shall remain unsettled; but
so soon as the same, or either of them, shall be settled, it shall not be
lawful for the said fishermen to dry or cure fish at such settlement,
without a previous agreement for 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 coun-
try; and under its provisions the cod fishery recommenced at the close
of the war, and continued to increase with the encouragement granted
by the government.
At first a bounty was allowed on the exportation of salted fish, as a
drawback of the duty on imported salt; and subsequently, the present
system of allowances in money was established to vessels employed
for a certain specified time in the Bank and other cod fisheries. The
State of Massachusetts alone employed in the cod fishery, from 1786
to 1790, five hundred and forty vessels annually, measuring about
twenty thousand tons, manned by three thousand three hundred seamen,
and the value of their products in fish exported to Europe and the West.
Indies exceeded two hundred and forty thousand dollars.
From this period the fisheries increased, and added largely to the
trade and commerce of the North, until the beginning of the commer-
Digitized by Google
630
S. Doc. 112.
cial restrictions which led to the embargo of 1808, and the war with
England in 1812. The magnitude of our fisheries from 1790 to 1807, the
greatest periods of prosperity, can be realized by those only who have
studied this branch of American industry. Beyond what relates to
the value of the wealth annually added to the country, and the exten-
sive employment it gives to our native seamen, it has claims on the
protection of the government as a nursery for the hardy and daring
mariners who have heretofore manned our fleets and fought the battles
of our navy. Some idea may be formed of the extent of the fisheries
just prior to the mercantile disturbances of 1808, from the fact that,
during the year 1806, the value of dried and pickled fish exported ex-
ceeded $2,400,000. From this time to the years 1813 and 1814 it.
dwindled down to less than $100,000. Then it was that the war be-
tween the United States and England almost annihilated the fisheries;
but the navy was recruited, from the vessels laid up, with that strength
and daring which enabled it to cope so successfully with its adversa-
ries. When peace was concluded, the rights secured, under the treaty
of 1783, to carry on the cod fishery on the colonial shores, was re-
fused by the British government. The treaty of Ghent, and the com-
mercial convention subsequently, are both silent on this important sub-
ject; and it was not until by the convention of 20th of October, 1818,
that we obtained the privilege to take fish "where the inhabitants of
both countries," under all former treaties, claimed the right. And by
this same convention it will be seen that " the United States renounced
any liberty before enjoyed or claimed by them, or their inhabitants, to
take, dry, or cure fish, on or within three marine miles of any of the
coasts, bays, creeks, or harbors of any of the British dominions of
America not included within that part of the southern coast of New-
foundland extending from Cape Ray to the Rameau islands; on the
western and northern coast of Newfoundland, from Cape Ray to the
Quiepen islands; on the shores of the Magdalen islands; and also on
the coasts, bays, harbors, and creeks. from Mount Jolly, on the south
of Labrador, to and through the straits of Bellisle, and thence northerly
along the coast."
We have, by this agreement, the liberty to dry and cure fish in any
of the unsettled bays, &c.; and when settled, with the grant of the
proprietors of the ground. Some of our vessels have attempted to
carry on the fishery as they had been in the habit of doing; but the
prescribed limits of three miles from the shore the imperial govern-
ment decided should be measured from the headlands, and not from
the interior of the bays, and excluded our vessels from the passage or
strait of Canso, 8 nd denied our right to land on the Magdalen islands;
thus driving off the American fishermen from the usual fishing grounds,
and in many instances seizing and confiscating their vessels.
These proceedings have naturally excited much ill feeling, especially
with those who have for so long a time resorted to those shores; and
these onerous restrictions are still in full force.
The advantages thus secured to the colonial fishermen must be ap-
parent; 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
Digitized by Google
S. Doc. 112.
631
voyages for many weeks, the colonists carry on their fishing entirely
in small boats, with perhaps not more than two men in each, who
return to their shores at the close of each day's work, and land and
cure their fish, which at the close of the summer are laden on board
their ships for a foreign market. Our vessels return to our ports, when
laden with fish, to wash out, dry and cure their 'fares," and they are
necessarily much behind their more favored competitors in seeking a
market for the produce of their toilsome labors of the fishing season.
In consequence of these unequal privileges, and the change of policy
of our government with regard to a reduction of duties, from specific
rates to a uniform ad valorem rate of twenty per centum on the foreign
cost of imported fish, our colonial competitors now supply our own
markets, as they did formerly the principal markets of Catholic Europe
and the West Indies. And not only our own markets are flooded with
foreign-caught fish for consumption and for transportation to other
American markets, but the Atlantic ports, since the year 1846, have
become depots of vast quantities of dry and pickled fish for exportation
to foreign countries.
Prior to the enactments of the tariff law of December, 1846. and
the warehousing act of August of that year, no drawback was allowed
on foreign dried and pickled fish, and other salted provisions, or fish-
oil; and so far as relates to the drawback of the duties paid on said
articles, the prohibition of the 4th section of the act of April 27, 1816,
is presumed to be in force. But its provisions are entirely nullified by
the operations of the warehousing act, which allows foreign fish to be
imported, and entered in bond, and exported thence without the payment
of any duties.
By the statement marked No. 1, appended hereto, of the imports of
fish into this port, from 1821 to 1851, it will appear that during the
first-nained year only six quintals of dry fish and eighty-seven barrels of
pickled fish were imported and that, during the first fiscal year after
the passage of the tariff of 1846, nearly fourleen thousand quintals of dry
fish and forty-two thousand barrels of pickled fish were imported the
foreign cost of which was a fraction short of $200,000. Statement No.
2 exhibits the exports from 1843 to 1851, by which it appears that in
1843, 1844, 1845, and 1846, not any foreign-caught fish was exported ;
and that the value of the exports of American fisheries averaged half a
million of doll irs annually. The same statement shows, that from
1847 to 1851, there were exported from this port 63,816 quintals. of
dry fish, and 92,524 barrels of pickled fish, all of which were entered
under the provisions of the warehouse act, and consequently exported
without paying any duties.
These facts most strikingly illustrate the hard lot of our fishermen,
who are denied equal competition on the fishing grounds, and are like-
wise deprived of the discrimination in their favor, extended to them for
more than half a century, by the general government; consequently,
the results of their adventures are diminished from year to year, as the
home markets, as well as the foreign markets, are being supplied by
foreigners with foreign-caught fish.
Statement No. 3 exhibits the quantity and value of dry fish imported
Digitized by Google
632
S. Doc. 112.
and warehoused for the fiscal years 1847 to 1851, inclusive, and the
disposition made of the same.
Statement No. 4 shows the same for pickled fish.
By the first it will be seen that twenty-seven thirty-fourth parts of
the whole importation were exported; and by the second, that fifty per
cent. of the imports were shipped out of the country, to the exclusion
of American fish. These facts are so very striking, that comment is
deemed unnecessary.
Statements Nos. 5, 6, and 7, exhibit the quantity and value of each
kind of fish imported into the United States from 1843 to 1850 inclu-
sive, and also the exports for the same years, of both foreign-caught
and American fisheries. In the table No. 5, the increase of imports
will sufficiently appear; and I have to call your particular attention to
table No. 6, in which will be seen that in 1843 no foreign dry fish was
exported from any port in the United States, and only one hundred
and three barrels of pickled fish; and even down to 1846, the small
amount of ten quintals only were exported. The following year, 1847,
thirty-five thousand quintals of dry and fourteen thousand barrels of
pickled fish were exported, and the annual exports have gone on in-
creasing from that time to the present; the quantity of pickled fish for
1850 being over fifty-nine thousand barrels. Table No. 7, shows the
quantity and value of American-caught fish exported to all countries
for the same years.
1 also append table No. 8, which shows the whole quantity of pic-
kled fish inspected at the various fishing towns in Massachusetts from
1838 to 1850 inclusive. This document is compiled to exhibit the
magnitude of this branch of the fisheries in this Commonwealth, and
the interest Massachusetts citizens have in the proper regulation of the
fisheries.
I also append hereto statement No. 9, of the tonnage of vessels
employed in the fisheries of the United States for the years 1843 to
1850 inclusive, designating the tonnage employed in the cod fishery,
mackerel fishery, and of vessels under twenty tons burden in the cod
fishery, and also register tonnage in the whale fishery, together with
the aggregate tonnage of the whole country for each period, by which
a comparison can be made, at a glance, of the relative tonnage in each
employment, with the entire tonnage of the United States.
In the year 1815, the year after the termination of the late war with
Great Britain, the fishing tonnage of the United States did not exceed
fifteen thousand tons; in 1835, twenty years afterwards, it reached one
hundred and fourteen thousand tons; in 1845 it was two hundred and
eighty-seven thousand tons; and from 1846 to 1850, it increased about
nine thousand tons only, including the whale fishery.
Although the cod and mackerel fisheries were each regarded a trade
or employment within the true intent and meaning of the 32d section
of the act of 1793, the authority to issue licenses for the mackerel fish-
ery was first granted by the act of Congress of 24th of May, 1828, by
which it was proposed to keep the two employments distinct. But
every year's returns show that vessels so licensed have been engaged
in catching cod fish; and the owners of such vessels have in many dis-
tricts obtained the bounty allowed to vessels in the cod fishery, by de-
Digitized by Google
S. Doe. 112.
633
ducting the time employed in mackerel fishing, if the time required for
bounty was otherwise made out between the last day of February and
the last day of November, in the year employed. The consequence
has been, that within the customary range of a fishing voyage both cod
and mackerel have been taken, without regard to the tenor of the license,
and the collectors generally have paid the full bounty allowed by law
to those employed exclusively in the cod fishery. It would therefore
appear from the legal history of the fishing bounties and allowances, and
from the constructions and understanding of them by the various offi-
cers whose duty it is to execute them, that the whole system requires
revision. The regulations for dividing the proceeds of the fishing voy-
ages, instead of paying monthly wages to the crew, are too frequently
evaded by a large number of vessels; ; and notwithstanding all the vigi-
lance of the officers of the revenue, it is quite doubtful if the actual fish-
ermen now derive much if any benefit from the large sums annually
paid out of the treasury for fishing bounties. I regard it of great im-
portance to cherish this branch of industry, and would not recommend
that anything should be adopted which would impair its prosperity but
I am so strongly impressed with the conviction that those most inter-
ested in the business would be benefited by a more thorough supervision
of bounty claims, that I do not hesitate to urge its consideration upon
the department.
The second act passed by Congress after the establishment of gov-
ernment-July 4th, 1789-allowed a bounty on dried and on pickled fish,'
and on salted provisions, exported to any foreign country; and this act
continued in force, with the modifications contained in the acts of Au-
gust 4th and the 10th of August, 1790; of the 18th of February and 8th
of July, 1792 2d of March, 1799 12th of April, 1800; and finally re-
pealed by the abolition of the salt duty, March 3d, 1807. From 1807
to July 29th, 1813, there were no bounties or allowances to fishing ressels.
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
this subject, in order to show the share of public attention given to it,
and as preparatory to giving a comparative view of the sums paid by
government as bounties under the various acts of Congress.
It appears that for the year ending December 31st, 1791, the sum of
$29,682 11 was paid as bounties on salted provisions and pickled fish,
but nothing was paid to vessels 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.
During the years 1812, '13, and '14, no payments were made. In
1815, only $1,800 were paid; but in 1820, the first year after the opera-
tion of the act of 1819, the sum paid amounted to $209,000. The
amount now paid annually is not far from $320,000. By the abstract
herewith, number 10, it will be seen that at this port alone there have
been paid more than two millions of dollars for bounties since the year
1841. The sums paid to vessels licensed at Boston I have separated
Digitized by Google
634
S. Doc. 112.
from the amounts paid for drafts drawn by collectors of other districts,
designating the particulars and the aggregates for each year and for the
whole period. It will be scen, likewise, that while the allowances have
continued to decrease at Boston, at almost every other place they have
increased. At this port, for several years past, an inspector has been
detailed at the commencement of the fishing season, whose whole duty
it is to look after vessels engaged in the fisheries, and to note, from day
to day, every vessel in port, and all the particulars relating to her busi-
ness, and at 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 February 22d,
1842, a certificate has been required previously to the vessel's depart-
ure, setting forth her seaworthiness and a description of fishing gear,
&c., and such a certificate has been regarded here as a necessary pre-
requisite to the obtaining the bounty. The journal of the vessel, to be
sworn to by the master, has also been required, as directed by instruc-
tions of 22d of December, 1848; and the last circular on this subject, of
September 17, 1851, as modified by circular of December 11, 1851,
will be strictly enforced, and applied in the liquidation of all claims for
the bounty during the past season.
If time permitted, other matters might be examined and stated, bear-
ing on this subject, but they would little aid or strengthen the infer-
ences to be drawn from the facts submitted. The extent, character,
and value of the fisheries, in connexion with the trade and commerce
of the British North American provinces, will appear in an examina-
tion of the statistical tables which form a part of this report; and from
an examination of the existing treaties bearing on the fisheries, the re-
strictions and inequalities under which American fishermen pursue
their business will be apparent. It follows, therefore, that to secure
anything like reciprocal trade between the United States and those
provinces, a more liberal policy on the part of the British government
in regard to the fisheries must first take place. So long as our citizens
are compelled to conduct the fishing business from their vessels in the
open sea, and the colonists are permitted to land on any of the shores,
inhabited or uninhabited, and set up their fishing stations, and carry on
their employment from the land, and American vessels are denied the
free navigation of the St. Lawrence, the Gut of Canso, the shore fishe-
ries, and other advantages claimed by the colonists, under the sanction
of these treaties, it is believed that our government cannot adopt any
measures tending to additional benefits to the commerce of the colonies.
I also transmit abstract (No. 11) of fishing vessels lost during the past
season, their tonnage, loss of life, &c., as returned by the collectors of
the several ports therein named.
CUSTOM HOUSE, Boston, January 7, 1852.
Digitized by Google
S. Doc. 112.
635
The following statement shows the allowances to vessels employed in
the fisheries and bounties on pickled fish exported, from January 1,
1820, to June 30, 1851 :
Years.
Allowances to vessels
Bounties on pick-
employed in the fish-
led fish expor
eries.
ed.
To 31st December, 1820
$197,834 63
$11,168 71
Do
1821
170,052 92
11,107 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
8,879 20
D
1828
239,145 20
9,026 23
Do
1829
261,069 94
9,007 60
Do
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
355,140 01
4,760 40
Do
1842
235,613 07
5,629 30
Six mos. to June 30, 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 80
Do
1849
286,703 77
68 40
Do
1850
287,988 75
Do
1851
328,265 01
30 00
7,725,373 13
241,936 35
M. NOURSE, Acting Register.
TREASURY DEPARTMENT,
Register's Office, August 11, 1852.
Digitized by Google
636
S. Doc. 112.
No. 1.
Imports of dried and pickled fish into the port of Boston during the fiscal
years ending June 30, from 1821 to 1851.
Dried fish.
Pickled fish.
Year.
Quintals.
Value.
Barrela.
Value.
1821
6
$13
87
$245
1830
37
389
351
2,591
1840
575
3,937
7,845
76,194
1843
169
1,989
9,667
39,796
1844
125
1,340
26,047
170,585
1845
684
3,933
21,322
194,948
1846
430
2,798
17,598
165,264
1847
13,822
22,424
41,456
199,171
1848
20,774
48,262
72,419
322,730
1849
723
2,851
34,597
189,695
1850
7,013
15,244
55,886
301,904
1851
3,424
8,463
92,312
473,005
47,782
111,643
379,587
2,126,128
P. GREELY, Jr., Collector.
COLLECTOR'S OFFICE,
Boston, December 17, 1851.
Digitized by Google
No. 2.
Quantity and value of dry and pickled fish exported from the port of Boston to foreign countries from July 1, 1843, to June
30, 1851, inclusive.
American-caught.
Foreign-canght.
Period.
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
1847
152,716
389,883
11,061
42,869
29,698
$48,331
10,923
$44,471
525,554
1848
105,170
321, 704
5,638
26,177
16,903
28,573
26,493
106,119
482,573
S. Doc. 112.
1849
100,412
214, 947
7,066
24,585
6, 050
12,127
17,459
51,203
302,862
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
284,100
990,489
2, 616, 845
90, 321
370,907
63,816
110,478
92,524
354,833
3, 453, 063
P. GREELY, JR., Collector.
Digitized by Google
CUSTOM-HOUSE, BOSTON, COLLECTOR'S OFFICE,
December 18, 1851.
637
No. 3.
638
Statement of dry fish warehoused in the district of Boston and Charlestown from June 30, 1847, to June 30, 1851; also, dry
fish withdrawn from warehouse during the same period.
WAREHOUSED.
WITHDRAWN FROM WAREHOUSE.
During years ending-
Transportation.
Exportation.
Consumption.
Quantity.
Value.
Quantity.
Value.
Quantity.
Value.
Quantity.
Value.
Cwt. qrs. lbs.
Dollars.
Cwt. qrs. lbs.
Dollars.
Cwt. qrs. lbs.
Dollars.
Cwt. grs. lbs.
Dollars.
June 30, 1848
21, 371 0 2
52,885
817 2 8
2, 231
15,926 1 14
38,864
4,796 0 20
12,478
June 30, 1849
1,994 1 14
7,554
1,920 1 16
7,698
91 3 6
75
June 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
S. Doc. 112.
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
Digitized by Google
No. 4.
Statement of pickled fish warehoused in the district of Boston and Charlestown from June 30, 1847, to June 30, 1851; also,
pickled fish withdrawn from warehouse during the same period.
WAREHOUSED.
WITHDRAWN FROM WAREHOUSE.
During years ending-
Transportation.
Exportation.
Consumption.
Barrels.
Hf-bbls.
Value.
Barrels.
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
June 30, 1851
47,499
912
229,716
2,970
231
15,739
22,583
168
87,315
19,740
495
118,416
S. Doc. 112.
Total
157, 825
2,148
643,234
21,765
314
82,730
79,015
250
264,165
47,444
1,351
259,420
Digitized by Google
639
No. 5.
640
Imports of dried and pickled fish into the United States during the fiscal years ending June 30, from 1843 to 1850, inclusive.
1343.
1844.-
1845.
1846.
Whence imported.
Dried.
Pickled.
Dried.
Pickled.
Dried.
Pick!ed.
Dried.
Pickled.
Cwt.
Value
Barrels.
Value.
Cwt.
Value.
Barrels.
Value.
Cwt.
Value
Barrels.
Value.
Cwt.
Value
Barrels.
Value.
Harse Towns
7
$18
41
$360
126
$904
1
$12
40
$506
Holland
94
807
$5
84
1,086
278
2,399
151
1,847
England
2
$24
27
199
19
189
155
1,626
8
40
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 Indies
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
29
293
2
11
13
282
1
8
7
174
4
43
Italy
1
3
11
62
11
286
7
203
12
35
45
907
S. Doc. 112.
Be!gium
1
3
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
300
5
29
Spain on the Mediterranean
5
20
3
16
8
112
2
17
4
20
Digitized by
Gibraltar
18
40
Mexico
5
12
Sweden and Norway
35
255
Trieste
5
30
Ma'ta
Spain on the At'antic
Sicily
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.
1847.
1848.
1849.
1850.
Whence imported.
Dried.
Pickled.
Dried.
Pickled.
Dried.
Pickled.
Dried.
Pickled.
42
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
Holland
1,361
3,688
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
21
27
203
2
15
3
29
17
108
Italy
53
251
17
57
384
15
1
5
Be'gium
5
43
France on the Atlantic
5
21
1
3
7
47
France on the Mediterra-
S. Doe. 112.
nean
18
55
1
5
73
152
1
5
French West Indies
19
33
Spain on the Mediterra-
nean
47
190
11
128
5
45
8
129
5
20
59
416
Gibraltar
Mexico
2
11
Sweden and Norway
Trieste
Digitized by Google
Malta
16
56
22
238
12
72
Spain on the Atlantic
1
5
Sicily
4
95
Africa
100
410
Canada
687
1,512
6,987
16,861
463
665
6,724
23,661
7,067
16,082
83,541
388,805
51,826
127,799
153,571
687,846
22,520
43,709
166,081
589,334
25,115
45,961
108,380
496,671
DISTRICT OF BOSTON AND CHARLESTOWN, Boston, December 20, 1851.
P. GREELY, Jr., Collector.
641
No. 6.
642
Exports of dried and pickled fish from the United States during the fiscal years ending June 30, from 1843 to 1850, inclusive.
FOREIGN CAUGHT.
1847.
1848.
1849.
1850.
Whither exported.
Dried.
Pickled.
Dried.
Pickled.
Dried.
Pickled.
Dried.
Pickled.
Cwt.
Value.
Bbls.
Value.
Cwt.
Value.
Bbls.
Value.
Cwt.
Value.
Bbls.
Value.
Cwt.
Value.
Bbls.
Value.
Danish West Indies
200
$612
2,000
$5,249
1,982
$7,137
729
$1,801
2,737
$8,302
148
$343
1,354
$4,088
Dutch West Indies
146
365
830
$3,196
1,371
5,167
1,394
4,979
23
304
1,275
4,218
British American Colonies.
204
568
155
296
424
1,051
216
1,002
Cuba
30,096
32,059
1,911
8,141
17,094
49,356
4,675
18,734
7,473
19,323
3,409
10,064
8,718
21,483
1,351
4,344
S. Doc. 112.
Other Spanish West Indies
980
2,868
1,069
4,566
4,915
14,369
3,053
13,407
4,087
9,744
5,713
17,814
3,226
8,751
2,244
9,457
Hayti
767
2,452
9,357
38,537
4,768
14,591
21,622
87,844
160
470
11,598
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
Digitized by
British Honduras
50
188
French West Indies
70
215
337
1,485
250
750
330
1,061
French Guiana
237
1,199
418
1,522
305
1,382
Venezu la
30
120
256
808
158
561
250
769
252
583
West Indies generally
225
1,035
50
220
343
1,102
Google
Dutch Guiana
260
1,161
1,424
4,649
British Honduras
30
130
40
240
Britsh Guiana
200
750
694
1,479
British West Indies
649
2,755
278
653
1,472
4,566
1,594
3,748
300
780
Teneriffe and other Canaries
12
48
Cisplatine Republic
250
720
51
150
Argentine Republic
572
1,975
110
350
250
1,424
Africa generally
200
838
100
325
100
283
50
163
Malta
1,581
3,257
Canada
110
55
12
22
22
65
Bourbon
1,872
2,000
Italy
150
450
Chili
114
312
10
176
South America generally
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
NoTE.-The quantity to each country not given in the annual reports of 1843, 1844, 1845, and 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.
CUSTOKPHOUSE, BOSTON, Collector's Office, December 22, 1851.
P. GREELY, JR., Collector.
S. Doc. 112.
Digitized by Google
643
No. 7-Exports of dried and pickled fish from the United States during the fiscal years ending June 30, from 1843 to 1850,
inclusive.
644
AMERICAN CAUGHT.
1843.
1844.
Whither exported.
Dried.
Pickled.
Dried.
Pickled.
Quintals.
Value.
Barrels.
Value.
Quintals.
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
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
S. Doc. 112.
British East Indies
180
319
49
210
63
166
Australia
21
92
100
240
Honduras
920
2,618
167
962
1,303
3,874
752
3,923
British West Indies
3,773
8,696
672
2,671
2,999
7,539
1,256
5,601
British American colonies
23
50
99
351
472
1,442
4,051
15,532
French West Indies
2,671 2,
6,086
1,030
3,737
5,126
14,409
998
5,273
Digitized by
French Guiana
6,162
11,431
478
2,299
7,052
15,278
372
1,645
Bourbon, &c.
4
40
70
185
Teneriffe and other Canaries
30
88
76
258
Manilla and Philippine islands
50
200
50
120
20
75
315
779
Cuba
46,007
101,653
3,769
14,927
107,493
265,807
4,931
21,490
Google
Other Spanish West Indies
26,242
58,720
6,854
28,696
35,638
98,749
8,918
42,067
Fayal and other Azores
237
504
702
1,498
Cape de Verd islands
57
100
36
159
Trieste and other Austrian ports.
6
20
15
140
Turkey, Levant, &c
64
129
324
874
20
176
Hayti
Texas
43,089
107,485
11,560
42,660
58,408
168,983
16,671
67,974
3
8
7
41
39
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
Venezuela
1,113
2,850
160
325
Brazil
844
2, 267
30
65
1,618
5,199
13
41
Cisplatine Republic
161
400
600
1,915
Argentine Republic.
314
615
510
1,130
26
53
Chili
145
461
262
735
China
75
162
100
230
West Indies generally
37
116
26
73
40
149
170
518
South 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
30
68
55
182
Italy
1
9
South seas and Pacific ocean
65
156
Russia
Cape of Good Hope
Mauritius
France on the Mediterranean
Spain on the Atlantic
Peru
Asia generally
S. Doc. 112.
Malia
Ireland
Scotland
France on the Atlantic
Miquelon and other French fisheries
Portugal
Holland
Canada
Digitized by Google
Tuscany
Hanse Towns
174,220
381,175
30,554
116,042
271,610
699,836
46,170
197,179
645
No. 7-Continued.
646
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
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
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
S. Doc. 112.
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
4,610
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
Digitized by
French Guiana
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
Google
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 porte
Turkey, Levant, &c
29
95
208
807
29
164
Hayti
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
Cirplatine Republic
351
698
80
310
Arg. ntine Republic
1,639
4, 919
687
1, 835
5
25
Chiti
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
2, 784
6, 217
100
375
152
739
15
26
Africa generally
505
1, 141
153
608
464
1,239
266
1,357
England
100
425
Briiish Guiana
232
605
50
390
83
164
24
111
Made:ra
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
95
4
16
Mauritius
450
2,930
350
1, 573
France on the Mediterranean
602
1, 807
52
186
Spain on the Atlantic
3
8
Peru
10
30
Asia generally
20
60
Malta
159
640
S. Doc. 112.
Ireland
Scotland
France on the Atlantic
Miquelon and other French fisheries
Portugal
Digitized
Holland
Canada
Tuscanv
by
Hanse Towns
Google
288,380
803,353
44,203
208, 654
277, 401
699,559
57,060
230, 495
647
No. 7-Continued.
648
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
$106
194
$932
Danish West Indies
5,307
14,552
925
3,906
5,792
17,245
1,441
6,049
Dutch East Indies
15
120
Dutch West Indies
9,633
19,807
695
3,030
10,976
27,704
1,124
4,729
Dutch Guiana
7,955
17,173
627
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
850
450
2,125
S. Doc. 112.
Austral
Honduras.
1,635
5,486
!29
2,706
1,577
4,989
401
2,203
British West Indies
1,051
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
5,666
13,931
305
1,434
Digitized by
Bourbon, &c
292
769
297
1,575
Teneriffe and other Canaries
204
632
40
153
67
180
Manilla and Philippine Islands
5
35
Cuba.
128,950
283,470
3,124
15,356
94,685
263,704
3,860
18,101
Other Spanish West Indies
25,833
68,146
6,717
30,686
21,753
61,541
4,866
24,760
Google
Fayal and other Azores
2
4
Cape de Verd islands
143
394
10
31
Trieste and other Austrian ports
Turkey, Levant, &c
Hayti
55,672
188,306
12,584
45,730
38,973
144,617
5,073
22,235
Texas
Mexico
436
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
428
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
British Guiana
1,242
3,065
94
460
30
75
20
100
Made ra
28
80
20
77
17
90
Italy
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
Mauritius
58
160
295
1,898
France on the Mediterranean
Spain on the Atlantic
Peru
Asia generally
Malta
20
45
S. Doc. 112.
Ireland
6
18
41
267
Scotland
6
6
France on the Atlantic
53
265
Miquelon and other French fisheries
503
1,929
193
757
Portugal
1
9
Holland
Canad
Tuscany
Digitized by Google
Hanse Towns
258,870
659,629
31,361
136,221
206,549
609, 482
22,736
109,315
No. 7-Continued.
099:
AMERICAN CAUGHT.
1849.
1850.
Whither exported.
Dried.
Pickled.
Dried.
Pickled.
Quintals.
Value.
Barrels.
Value.
Quintals.
Value.
Barrels.
Value.
Swedish West Indies
183
$493
110
$431
108
$268
24
$95
Danish West Indies
6,929
16,189
1,930
6,595
5,327
13,179
537
2,495
Dutch East Indies
12
98
Dutch West Indies
9,086
16,369
980
4,060
14,860
25,462
870
4,537
Durch Guiana
12,719
23,450
623
1,846
15,003
25,898
669
3, 017
Gibraliar
400
800
1,269
2, ,592
British Eas: Indies
130
723
704
1,920
1,182
5,863
S. Doc. 112.
Austra ia
Honduras
715
1,972
306
1,292
1,051
3, 106
371
2,303
British West Indies
2,146
5,605
1,378
5,948
2,012
4,634
1,088
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
Digitized by
Bourbon, &c
60
500
Teneriffe and other Canaries
197
518
3
41
92
264
25
90
Manilla and Philippine islands
5
21
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
833
9
25
Cape de Verd islands
22
47
10
64
104
204
Trieste and other Austrian ports
Turkey, Levant, &c
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
111
201
1,423
3,826
108
540
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
199
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
2, 681
England
20
122
British Guiana
352
1, 016
398
1,460
73
209
100
300
Madeira
40
96
107
270
20
144
Italy
South seas and Pacific ocean
192
505
3
24
119
229
10
100
Russia
1
7
Cape of Good Hope
13
35
40
340
Mauritius
100
300
28
173
France on the Mediterranean
Spain on the Atlantic
Peru
Asia generally
Malta
1, 130
2, 300
21
125
S. Doc. 112.
Ireland
Scotland
France on the Atlantic
Miquelon and other French fisheries
418
743
50
188
Portugal
Holland
12
170
16
224
Canada
1,049
1,844
274
1,014
224
815
243
1,778
Toscany
40
265
Digitized by Google
Hanse Towns
1
10
197,457
419,092
25,835
93,0c5
168,600
365,349
19,944
91,445
DISTRICT OF BOSTON AND CHARLESTOWN, Collector's Office, Boston, December 22, 1851.
P. GREELY, JR., Collector.
651
No. 8.
Statement of pickled fish inspected in Massachusetts from 1838 to 1850, inclusive.
1842.
1843.
1844.
1845.
1846.
1847.
1848.
1849.
1850.
Name of town.
Barrels.
Barrels.
Barrels.
Barrels.
Barrels.
Barrels.
Barrels.
arrels.
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
Hingham
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
Dennis
2,674
3,023
4,101
7,511
5,072
15,237
16,593
12,060
20,580
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
S. Doc. 112.
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
Digitized by
Duxbury
47
65
Essex
846
Somerset
76
45
93
78
37
Haverhill
105
47
Marblehead
608
395
425
559
104
108
Google
Tisbury
205
Harwich
1,462
3,279
9,722
4, 943
14,876
Manchester
622
1,097
287
Swansey
132
Edgartown
1, 266
442
994
Falmouth
405
New Bedford
277
Nantucket
610
455
251
Westport
145
88
Ipswich
362
46,537
74,893
98,014
212, 296
195, 194
238,980
300, 336
203, 499
246, 463
Nore.-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, 1851.
S. Doc. 112.
Digitized by Google
No. 9.
654
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.
1846.
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 ves-
sels 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
S. Doc. 112.
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
2, 383, 977 84
2, 549, 784 23
2, 706, 101 59
2, 864, 846 49
3, 142, 035 84
3, 480, 056 87
3, 638, 899 27
3, 833, 389 62
DISTRICT OF BOSTON & CHARLESTOWN, Collector's Office, December 19, 1851.
P. GREELY, JR., Collector.
Digitized by Google
No. 10.
Abstract of bounty allowances to fishing vessels, paid by the collector and disbursing agent of the treasury at the port of Boston, for
the fishing seasons of the years 1841 to 1850, inclusive.
District.
1841.
1842.
1843.
1844.
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
115,662 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
14,913 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
1,736 26
3,065 05
3,923 57
10,621 17
S. Doc. 112.
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
1,440 00
Digitized
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
by
New Haven
312 08
312 08
Google
Total
202,725 56
156,035 40
190,799 13
221,471 90
202,557 94
200,288 96
168,994 09
216,761 75
217,510 60
241,809 34
2,018,954 67
DISTRICT OF BOSTON AND CHARLESTOWN, Collector's Office, December 20, 1851.
P. GREELY, JR., Collector.
655
No. 11.
Abstract of fishing vessels lost during 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
do
51 41
Not known
800
do
800
Crew saved.
Schooner Red Wing
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.
S. Doc. 112.
629 49
24
21,650
2,284
19,366
Digitized by Google
No. 11-Continued.
DISTRICT OF PENOBSCOT.
Denomination and names of vessels.
Masters of vessels.
Tonnage.
Number of
Value.
Value of
Amount of
Remarks.
men.
fittings.
loss.
43
Schooner New England
Brophy
65 13
10
$1,400
$650
Total
Schooner Martha Ann
Clark
35 52
5
800
300
do
Schooner Norna
Thurlo
66 13
9
1,400
600
do
Schooner Mary Moulton
Emerson
50 44
8
1,000
500
do
Eight men lost.
Schooner George
Thurston
55 26
7
1,200
600
do
Schooner Rapid
Hatch
63 2
7
1, 000
600
do
Schooner Independence
Robbins
53 80
6
1,200
450
do
Schooner Lion
Pressey
62 90
11
1,000
650
do
Six men lost.
Schooner Mary Farley
Steel
74 24
11
2,800
775
do
Schooner Elizabeth
Knight
57 48
8
1,000
600
do
Eight men lost.
Schooner Reward
Howard
46 82
5
900
500
do
Schooner Amelia
Lunt
28 50
4
300
100
do
S. Doc. 112.
Schooner Delight
Abbott
21 25
3
250
do
Boat Leader
Hendrick
15 22
2
150
do
696 1
96
14, 400
6, 325
Digitized by Google
637
658
S. Doc. 112.
No. 11-Continued.
DISTRICT OF PORTLAND.
Denomination and names of
Masters of
Tonnage.
No. of
Value.
vessels.
vessels.
men.
Proceeds of
wrecks.
Amount
of loss.
Schooner Regulator
None given
49 85
8
$600
None
Total.
Schooner Washington
do
52 08
10
800
do
do
Schooner Delight in Peace
do
51 21
8
1,000
do
de
Schooner Elizabeth
do
35 66
6
600
do
do
Schooner Triumph
do
52 29
12
1,600
do
do
Schooner Hickory
do
40 74
8
400
do
do
Schooner Caledonia
do
87 56
14
600
do
do
369 54
66
5,600
DISTRICT OF BARNSTABLE.
Denomination and names
Masters of
Tonnage.
Number of
Value.
vessels.
vessels.
crew lost.
Proceeds of
wrecks.
Amount
of loss.
Schooner William Gray
None given
57 08
$1,000
$1,000
Schooner Belle Isle
do
103 82
4
3,000
3,000
Schooner Rival
do
47 76
1,400
1,400
Schooner Nettle
do
66 92
3,000
3,000
Schooner E. M. Shaw
do
82 20
16
3,000
3,000
Schooner Franklin Dexter
do
63 13
10
2,200
2,209
Schooner Hamilton
do
64 22
11
2,500
2,500
Schooner Grafton
do
78 22
3,000
3,000
Schooner Telegraph
do
2
Schooner Melrose, and
other vessels in this dis-
trict, partial loss
do
5,000
563 50
43
19,100
24,100
DISTRICT OF PORTSMOUTH.
Denomination and names
Masters of
Tonnage.
Number of
Value of
Value of
Amount
of vessels.
vessels.
crew lost.
vessels.
cargo.
of loss.
Schooner Ballerma
None given
59 00
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
do
66 00
10
2,500
900
do
Schooner Wellington
do
74 00
10
1,500
3,500
do
Schooner Oscar Coles
do
do
328 00
47
7,600
8,600
16,000
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659.
No. 11-Continued.
DISTRICT OF PASSAMAQUODDY.
Denomination and names
Masters of
Tonnage.
Number of
Value of
Value of
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
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
219
P. GREELY, JR., Collector..
COLLECTOR'S OFFICE,
District of Boston and Charlestown, January 1, 1852.
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PART XIII.
THE FRENCH FISHERIES AT NEWFOUNDLAND.
The recent movements in France in regard to bounties on fish caught
at Newfoundland, and exported to foreign countries, are singularly
interesting at the present time, because it will be found, from what fol-
lows, that the changes which take place during the present year in the
allowance of those bounties are calculated to exercise a powerful effect
on the deep-sea fisheries of the United States. Hereafter we are to
have fish, caught and cured by citizens of France, entering our markets,
under the stimulus of a large bounty, to compete with the fish caught
and cured by our own citizens. This altogether new and unexpected
movement on the part of France has already attracted attention and
excited much interest among the fishermen of the New England States.
As affecting an important branch of the industry of our people, this
change in the policy of France will be reviewed somewhat at length,
in order that the whole matter may be fully understood. The law of
France which granted bounties to the sea fisheries being about to expire,
the project of a new law was submitted to the National Assembly on
the 20th December, 1850, by Monsieur Dumas, Minister of Agricul-
ture and Commerce, and Monsieur Romain-Desfosses, Minister of Ma-
rine and Colonies. At the same time, these ministers submitted to the
National Assembly an able report on the deep-sea fisheries of France,
and a variety of interesting statistical returns, translations of which are
embodied herewith.
It is set forth, among other things, by the Minister of State, that the
bounties paid by France during the nine years from 1841 to 1850,
inclusive, for the cod fishery only, had amounted to the mean annual
average of 3,900,000 francs. The number of men employed in this
fishery annually amounted to 11,500 on the average. The annual ex-
pense to the nation was, therefore, 338 francs per annum for each man.
France trains up, in this manner, able and hardy seamen for her navy,
it is said, who would cost the nation much more if they were trained
to the sea on board vessels-of-war.
The proposed law and report of the ministers of State who intro-
duced it having been submitted to a committee of the National Assem-
bly, 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, representative
of the people. Session of May 3, 1851.
GENTLEMEN: The commission to which you intrusted the examina-
tion of the projected law in relation to the great sea
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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 dis-
cussions held by the Counsel of State, as well as the deliberations of
the commission formerly appointed, under the honorable Mr. Ducos, its
president; deliberations which served-if one may so speak-as the
basis for this project; and to conclude, it is only after coming to a per-
fect understanding with Messieurs the Ministers of the Marine and
Commerce, and the Director General of Customs, that we lay before
you the result of our labors.
Your commission, messieurs, has not thought for a moment that the
encouragement granted to the great fisheries can be regarded as any
exclusive favor or protection to any one form of industry. Unquestion-
ably, 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 ap-
pears to us entirely secondary and insufficient to justify the favors of
especial legislation.
We conceive that such industrial employments as can prosper only
at the expense of the public treasury should not exist; and that the
intervention of the State, in the form of aid and bounties, can be justified
only by considerations of general and public interest. It is not, there-
fore, a commercial law that we have the honor to propose to the As-
sembly, but rather a maritime law-a law conceived for the advance-
ment 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 fishe-
ries ought to be maintained. France, seated on the three most import-
ant 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 ele-
ment of naval power. Treaties, which became inevitable in the course
of time, have successively robbed her of the most valuable objects of
freight. Cotton belongs to the Americans, coal to the English; and at
the present moment, the shipments of sugars, our last resource for 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 pe-
riods 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
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Thus it appears from the crew lists of our marine, that the average
numbers of men employed by the one hundred kilogrammes of tonnage,
in commercial vessels, are as follows:
For long coasting
6 men.
For foreign voyages
8
"
For short coasting
11
"
For fishery on the Grand Banks
13
"
For fishery at Iceland
17
"
For fishery at St. Pierre and Miquelon
18
"
For fishery on the coasts of Newfoundland
30
"
These figures clearly prove the considerable share which cod-fishing
bears in the development of our maritime enlistments. If it were ne-
cessary to confirm the fact yet more strongly, we should say that table
No. 2, appended to this report, establishes that the increase of the mari-
time population in the districts in which these vessels are fitted out
has been, on the average, during the ten years under the prevalence of
the law which we call upon you to maintain, not less than 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 posi-
tion; the United States, where fisheries are both economical and easy,
inasmuch as they are carried on upon their own coasts, and Holland,
had always favored this description of shipping, and have proportioned
their encouragement to the chances of profit or loss, as they appeared
to predominate.
Less than any other maritime nation ought we to refuse support to
this admirable school for our seamen, for the French shipmasters are
at present in a condition very inferior to that occupied by their rivals.
There was a time when France possessed all the principal fishing
grounds in Acadia, Canada, Isle Royale, the isle of St. John, and
lastly Newfoundland. The treaties of 1713, of 1763, of 1783, and
finally of 1814, have reduced our possessions in those seas to the two
islets of St. Pierre and Miquelon; that is to say, of two sterile rocks,
destitute of all resources, and on which we are forbidden to raise any
fortifications.
The same treaties reserve to us the right of fishing along the coast,
but only at determined points and distances. We are only permitted
to establish ourselves on the northern part of Newfoundland during a
few months of the year, and that without constructing any permanent
habitations.
Thus, while the English are in exclusive possession of the best fish-
eries-while they are enabled to found numerous permanent habita-
tions 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
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are easy and economical along the vast range of coasts they possess,
near the most favorable fishing grounds.
The consequences of such inequality in position can be readily ap-
preciated. 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 disad-
vantages of our situation by means of prudently considered encourage-
ments.
Your commission, gentlemen, has shown, then—
1. That commercial navigation having lost its best elements of trans-
portation, 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 ad-
vantages possessed by our rivals. It remains to examine what has
been the importance of the sacrifices to which the State has submitted,
and to consider whether we may look for results proportionate to the
assistance asked for from the new clauses of the proposed law.
BOUNTIES ON VESSELS FITTED OUT.
We fish for cod—
On the Grand Bank of Newfoundland;
On the shores of the same island
On those of the isles of St. Pierre and Miquelon;
In the Icelandic seas
And on the Dogger Bank.
We fish with or without drying.
Fishery without drying is carried on in the Icelandic seas, on the
Dogger Bank, and on the Grand Banks of Newfoundland. The fish
so taken is salted on board the fishing vessels, and each vessel brings
it to France as soon as the cargo is completed. This is the green
codfish, which is consumed entirely in France. This description of
fishery employs far fewer men than the fishery with drying, and yet
its returns are far more abundant. Fishery with drying is practised
on the Grand Bank of Newfoundland, on the shores of that island, and
on those of the isles of St. Pierre and Miquelon.
The cod there taken is dried on shore, either at St.-Pierre and
Miquelon, or on those coasts of Newfoundland where that privilege is
reserved to us. This day, cod is not sparingly consumed in France.
It is principally exported, with the aid of bounties, to French colonies
and foreign countries, either directly from the fisheries by the fishers
themselves, or by transhipment from France.
It appears from the official tables which have been furnished to us,
that during the period from 1841 to 1S49 the turns of the French
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fisheries have been annually, on an average, about 44,000,000 kilo-
grammes: 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 pro-
portions 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 ex-
clude us, were it not for the aid afforded by means of bounties; for
the prices of the English and American cod must always be lower than
the rates of our fish, owing to the different positions in which we are
placed. We shall proceed to show that, should this be the case, and
this exportation be stopped, our equipment of vessels for the fisheries
would be reduced to a most insignificant number, and our enrolment
of seamen would be deprived of one of its most precious resources.
The encouragements given to the cod fishery are divided into bounties
on the number of men in every crew, and into bounties on the exporta-
tion of the produce, counted by the quintal of cod, but the amount of
bounty varying according to the destination of the cargoes.
It follows that the bounties on the crew are beneficial to the vessels
employed in both kinds of fishing-that with, and that without drying.
The average annual amount of bounties to the crew for the last ten
years has been 530,000 to 540,000 francs.
The bounties on exportation apply only to the 17,000,000 kilo-
grammes exported, whether to our own colonies or to foreign countries,
and have amounted, on an average of years since 1841, to 3,800,000
francs; that is to say, during the nine years elapsed since 1841, the
expenses of the State on the cod fisheries have annually reached the
average of 3,900,000 francs.
The cod fisheries employ 332 vessels, 47,000 tons burden, and
manned, according to the government returns, by 11,500 men. Each
of these men, therefore, is an annual charge on the nation of 338 francs.
But it has been said that if the bounties paid on the exportation of fish
were discontinued, the fisheries necessary for the provisioning of France
itself would still remain; and it is, in reality, for only about one-third
of the produce of our fisheries that the budget is charged yearly with
so heavy a sum. It is not, therefore, 12,000 sailors, but the third part
of that number, which costs us three millions.
Messieurs, this reasoning has been seriously discussed by your com-
mission, and it appears to us that it is actually the 12,000 fisher sailors,
and not the third of that number, who profit by the sacrifices of the
treasury. In fact, the operations of the fisheries are indivisible, and
form a single whole. It is the elasticity given by exportation to the
price in our markets which alone induces the fitting out so many ves-
sels. 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 pro-
duce of the fisheries, those external markets would be closed against
us, and that consequently thereupon the French markets would be em-
barrassed, and prices lowered ?
The consequences which must follow from such a state of things can
be easily foreseen. The produce of the fisheries selling in France only,
because all exportation would be impossible, two-thirds of the outfits
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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 ap-
preciated, 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 nav-
igation of them; and it may be said of this fishery, that if it prepares
fewer men for the sea, it forms better sailors, the elite of the navy. It 18
pursued principally on the Grand Bank of Newfoundland, and in forty
fathoms of water. The vessel lies at anchor, and sends out her boats
every day, in the heaviest seas, to set, and again take up the lines. Of
all kinds of fishery it is the rudest and most exposed.
It would seem at first that the encouragements given to it should be
equal to those given to the fisheries with drying and the island fish-
eries, since on the one hand its products are abundant, and more capa-
ble, owing to their quality of sustaining competition against foreign pro-
duce; 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 reflec-
tion-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 sail-
ors 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, im-
poses on all vessels fitted out with this destination, the obligation of
embarking at least twenty men in every vessel of less than one hundred
tons burden; thirty men for a vessel from one hundred to one hundred
and fifty-eight tons; and fifty men for a vessel from one hundred and
fifty-eight tons upward. It is this fishery which employs the largest
number of vessels, and which is most favorable to enlistments. In it,
young men from 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
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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 fish-
eries 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 difficult-
ies of this mode of fishing, even when it is prosecuted without drying
the fish caught.
We give entire approbation to these propositions.
The bounty on the fishing without drying in the Icelandic seas, is
fixed at fifty francs per man for each of the crew, since the law of June
25, 1841. We have retained this also, on the recommendation of mes-
sieurs the Minister of Commerce and the Marine. No fishery, in truth,
is more suitable for the formation of intrepid sailors. On the coast of
Newfoundland the ship is laid up and dismantled; on the Grand Banks
it is at anchor; in Iceland it must needs be under sail among floating
ice, and on a sea continually stormy and agitated. The fishing is prac-
tised 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 consid-
erable.
Six vessels only have been sent to the Dogger Bank since 1841. We
retain the bounty of 15 francs per man for each of the crew, which is
given to this fishery, carried on in the North sea.
Bounty on the produce of the fisheries.-According to the law of 1841,
the bounty on dry codfish sent to the French colonies, whether from the
place where the fish is caught or from the warehouse in France, is fixed
at 22 francs per quintal. The law proposes to reduce this amount to 20
francs per quintal; and we approve the reduction. The same law of
1841 assigns a bounty of 14 francs the quintal to all codfish sent into trans-
atlantic countries. A decree of August 24, 1848, raised this bounty to 18
francs. The present project proposes to render it equal to that accorded
to fish sent to the French colonies. We believe this new proposal to
be wisely conceived, and likely to produce very beneficial effects on
our fisheries. In fact, the diminution of two francs per quintal in the
bounty on exportations to our colonial possessions, together with an
augmentation of two francs in favor of exportation to foreign transat-
lantic countries, will tend to open new foreign markets to us, at the
very moment when the political and commercial situation of our colo-
nies leads us to apprehend a decrease of their ordinary consumption.
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The sacrifice on the part of the treasury will not be augmented; for a
considerable quantity of codfish was re-exported from our colonies,
after having enjoyed the bounty of 22 francs. The shippers would no
longer have an interest in overstocking our colonial markets with their
produce, since the bounty will be no higher when sent there than when
sent to Cuba or Brazil; and, at the same time, the exemption from all
duties in our colonies guaranties that they will always be sufficiently
supplied.
The prohibition to send codfish to ports at which there is no French
consul forms part of the law of 1841. In order to prevent abuses, the
shippers are obliged to furnish a certificate proving the good quality of
their fish, and its exact weight. It is important to the interest of the
treasury that these certificates should be made by a government officer,
who would be under the influence of responsibility not felt by men
completely unconnected with the administration. There is, moreover,
no port of any consideration at which there is not a French consular
agent.
This commission has considered it its duty to admit our colonies on
the western coast of Africa to the benefit of the same bounties accorded
to the West India colonies, and has especially had Senegal in view-a
colony too often overlooked and forgotten. The government has accept-
ed this addition to the proposed law.
The present project establishes the bounty of 16 francs on exporta-
tions 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, pro-
vided that, in spite of our fears of its decrease, our exportations of cod-
fish 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 protec-
tion to the fisheries.
The Minister of Marine has declared to us that the minimums ap-
peared to him to be judiciously regulated, and that there was no neces-
sity for modifying them, the administration having had, thus far,no
reason to complain of any abuses. The commission has therefore ap-
proved the minimums as they are now established, adding, that if, in
the course of the term which you propose to fix for the duration of the
law, the necessity of augmenting them shall become evident, the gov-
ernment shall have the power to provide for their increase.
The vessels sent to the fisheries without drying, having salt on board—
that is to say, in Iceland and on the Grand Bank-are never subjected to
the ordinance respecting minimums; they embark'at their own pleasure,
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such number of men as their crew as they deem advisable for navi-
gating 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 con-
tribute 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 enter-
tained 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 circum-
stances 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 pre-
vents 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 ac-
corded 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-
Digitized by
Google
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 per-
mits 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 command of such vessels exclusively to captains in
foreign voyages, and the masters of coasters; this provision to date from
January 1, 1852. The chamber of commerce at the port of Dunkirk,
where vessels are specially fitted out for the Iceland fishery, has pro-
tested 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 pro-
fession as will be sufficient for the security of navigation." A ministe-
rial decree of 1840 has already made an examination of masters of fish-
ing 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 commission is of opinion that it is advisable such periods should
be lawfully determined; but while admitting the article, it desires that
such period should be so limited as to throw no obstacle in the way of
the fisherman's operations, in regard to the bounties.
SECOND HEAD.
The second head of the project presented by the government relates
to the salt to be used in the fisheries.
Your commission, messieurs, has carefully examined the provisions
under this head. It has examined many individuals representing the
manufactures of the different kinds of salt, and several delegates from
the outfitters of vessels interested in the matter; and, after mature de-
liberation, the commission has come to the opinion that, pending the
existence of a special inquiry into the manufacture of salt, with which
a committee by you appointed is at this moment engaged, it is our
duty to strike out of a special law on fisheries, any propositions which
might thereafter be modified by general legislation. We limit our-
selves, therefore, to affirming the legislation which actually directs the
Digitized by Google
S. Doc. 112.
671
use of the various kinds of salt to be employed in the curing of codfish,
without anticipating, by any particular definition, the final conclusion
at which the Assembly may arrive in regard to salt.
We are the more convinced of the propriety of holding ourselves to
this reservation, since the government has declared to us, since the
presentation of the project, that it was its intention to strike out the
exemption which the article seemed to insure to the codfish im-
ported into France from the fishing places, and that it shall be neces-
sary 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
have calculated on deductions from facts now existing, must be es-
tablished proportionably to the reduction which the augmentation of
the duties of salt may occasion.
Upon the foregoing report the National Assembly of France passed
the law therein mentioned on the 22d July, 1851, which was officially
published on the 22d August last.
This law provides that from the first day of January, 1852, until the
30th June, 1861, the bounties for the encouragement of the cod-fishery
shall be as follows:
BOUNTIES TO THE CREW.
1. For each man employed in the cod-fishery, (with drying,) whether
on the coast of Newfoundland, at St. Pierre and Miquelon, or on the
Grand 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 trans-Atlantic countries, provided the same
are landed at a port where there is a French consul, per quintal met-
rique, equal to two hundred and twenty and a half pounds avoirdupois,
twenty francs.
2. Dried cod, of French catch, exported either direct from the place
where caught, or from ports in France, to European countries or for-
eign 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
Digitized by Google
672
S. Doc. 112.
America or India, or to trans-Atlantic countries, from ports in France,
without being warehoused, per quintal metrique, sixteen francs.
4. Dried cod, of French catch, exported direct from the place where
caught, or from the ports of France, to Sardinia or Algeria, per quintal
metrique, twelve francs.
BOUNTY ON COD LIVERS.
5. Cod livers which French fishing vessels may bring into France as
the product of 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 Eng-
land, that the cod caught by the French at Newfoundland will be in-
troduced into the principal markets of the United States, with the ad-
vantage 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 com-
mission of the National Assembly, and have, therefore, the highest of-
ficial authority.
Digitized by Google
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 Bank of Newfound-
Grand Bank, with-
Iceland.
Dogger Bank.
Totals.
land.
Miquelon.
land, with drying.
out drying.
44
Years.
Ships.
Tonnage.
Men.
Ships.
Tonnage.
Men.
Ships.
Tonnage.
Men.
Ships.
Tennage.
Men.
Ships.
Tonnage.
Men.
Ships.
Tonnage.
Men.
Ships.
Tonnage.
Men.
1842
148
21,608
6,473
9
1,262
209
53
6,827
1,785
108
14,836
1,726
83
6,508
1,024
401
51,041
11,217
1843
133
19,500
6,157
5
676
192
37
4,597
1,325
119
16,785
1,947
97
7,684
1,259
3
83
24
394
49,325
10,904
1844
138
19,882
6,230
9
1,161
350
33
4,271
1,269
100
14,316
1,644
109
8,692
1,512
389
48,322
11,005
1845
149
20,228
6,670
4
537
161
41
5,253
1,648
88
12,777
1,447
95
7,663
1,323
377
46,158
11,249
1846
147
21,464
6,666
1
168
51
50
6,330
2,140
84
12,539
1,412
104
8,159
1,458
386
48,660
11,727
1847
157
24,485
7,398
1
140
66
52
7,799
2,052
70
10,968
1,184
105
8,058
1,454
2
59
9
387
51,509
12,163
S. Doc. 112.
Annual mean
145
21,195
6,599
5
657
172
43
5,816
1,703
95
13,703
1,560
99
7,794
1,338
389
49,219
11,378
Mean of the period from
1835 to 1839
142
21,797
6,369
18
2,321
372
50
6,917
1,340
102
14,891
1,537
104
7,476
1,254
416
53,456
10,882
1848
127
20,781
6,058
1
110
33
65
8,781
2,529
71
11,986
1,257
90
7,439
1,248
354
49,097
11,125
1849
131
14,106
6,359
2
316
101
48
6,587
1,867
69
11,737
1,239
73
6,014
1,033
1
34
7
324
38,797
10,606
1850
139
22,477
6,715
3
328
141
51
7,066
2,150
67
11,482
1,196
101
7,516
1,371
...
361
48,899
11,573
Digitized by Google
673
674
S. Doc. 112.
No. 2.
The account of the sums paid as bounties to the crews of ressels employed in
the cod fishery of France in the years 1842, 1843, 1844, 1845, 1846, and
1847.
Place of fishery.
1842.
1843.
1844.
1845.
1846.
1847.
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, 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.
Annual mean of above six years
536, 649
Do
preceding period
485, 190
Total paid in the year 1848
531, 110
Do
do
1849
505, 275
Do
do
1850
554, 730
Annual mean of eight years, 1842 to 1849
532, 035
Digitized by Google
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.
Districts.
Captains & mas-
Petty officers and seamen.
ter pilots.
Total.
officers.
Green hands.
Boys.
General total.
Captains & mas-
Petty officers and seamen.
Petty
Seamen.
ter pilots.
Petty
Seamen.
Total.
officers.
Green hands.
Boys.
General total.
Dunkirk
434
55
3,844
3, 899
1,055
953
6, 291
430
69
3,950
4,019
919
865
6,233
Havre
1,254
104
3, 968
4,072
1,678
835
7,839
1,258
114
4, 190
4,304
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
4,168
1,843
16,938
744
1,068
9,521
10,589
4,365
1,927
17,625
S. Doc. 112.
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
1,542
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
1,080
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
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
Digitized by Google
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
675
No. 3-Continued.
676
1843.
1844.
Districts.
Captains & mas-
Petty officers and seamen.
ter pilots.
Petty
Seamen.
Total.
officers.
Green hands.
General total.
Captains & mas-
Petty officers and seamen.
ter pilots.
Petty
Seamen.
Total.
Boys.
officers.
Green hands.
Boys.
General total.
Dunkirk
415
85
4, 005
4,094
1,033
849
6,391
419
101
4, 113
4, 214
1,053
842
6,528
Havre
1,265
138
4,436
4,574
1,889
1,029
8,757
1,266
136
4, 549
4, 685
1,953
7,767
9,033
Cherbourg
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
968
335
7,549
7,884
2, 449
1,577
12,878
868
343
7,581
7,924
2,713
1, 400
12,905
L'Orient
1,078
446
6,144
6,590
1,561
1, 706
10,935
1,091
461
6,302
6,763
1,563
1,662
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
S. Dec. 112.
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
5,271
57,327
62,598
20,415
14,773
108,807
Digitized by Google
No. 3-Continued.
1845.
1846.
Districts.
Captains & mas-
Petty officers and seamen.
ter pilots.
Petty
Seamen.
Total.
officers.
Boys.
General total.
Captains & mas-
Petty officers and seamen.
Green hands.
ter pilots.
Petty
Seamen.
Total.
officers.
Green hands.
Boys.
General total.
Dunkirk
407
112
4, 271
4,383
1,068
902
6,760
421
116
4,191
4,307
980
895
6,608
Havre
1,265
151
4,777
4, 928
1,997
1,289
9,479
1,274
150
4,765
4,915
1,964
1,340
9, 493
Cherbourg
594
204
2,755
2,959
841
703
5,097
619
204
2,680
2,884
830
742
5, 045
Brest
737
1,155
10,801
11,956
4,677
2,378
19,748
752
1,179
11,208
12,387
5,378
2,742
21,259
St. Servan
881
312
7,539
7,851
2,768
1,404
12,964
879
378
7,526
7,904
2,627
1, 202
12,612
L'Orient
1,113
471
6, 560
7,031
1,639
1,808
11,591
1,066
440
6,336
6,776
1, 434
1,934
11,210
Nantes
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
3,171
3,486
1,273
1,183
6,733
697
319
3,347
3,666
1,185
1, 217
6,765
S. Doc. 112.
Bordeaux
1,096
259
4,689
4,948
1,125
779
7,948
1,091
256
4, 718
4,974
1, 132
754
7,951
Bayenne
177
120
1,446
1,566
591
174
2,508
175
120
1,399
1,519
631
180
2,505
Toulon
2,899
2,104
9,320
11,424
3,155
3,769
21,247
2,981
2,139
9,137
11,276
2,812
3,657
20,726
Totals
11,133
5,416
59,284
64,697
20,635
15,424
111,889
11,123
5,492
59,044
64 586
20,354
15,624
111,637
Digitized by Google
LLD
No. 3-Continued.
1847.
1848.
Districts.
Captains & mas-
Petty officers and seamen.
ter pilots.
Petty
Seamen.
Total.
officers.
Boys.
General total.
Captains & mas-
Petty officers and seamen.
Green hands.
ter pilots.
Petty
Seamen.
Total.
officers.
Green hands.
Boys.
General total.
Dunkirk
431
116
4,382
4, 498
943
951
6,823
440
121
4,448
4,569
1,044
966
7,019
Havre
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
602
213
2,752
2,965
910
714
5, 191
Brest
793
1,114
11,576
12,690
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
1,346
13,491
927
375
7, 806
8,181
3, 225
1, 393
13,726
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
200
3, 940
4,140
1,354
912
7,605
1,222
188
4, 005
4,193
1, 439
1,092
7,916
Rochefort
709
316
3, 458
3,774
1, 428
1,229
7,140
726
341
3,578
3,919
1, 486
1,321
7,452
S. Doc. 112.
Bordeaux
1,076
260
4,709
4,969
1, 269
648
7,962
1,081
263
4,779
5,042
1, 276
729
8,128
Bayenne
173
123
1,423
1,546
778
200
2,697
174
113
1,468
1, 581
902
215
2,872
Toulon
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
Digitized by Google
No. 3-Continued.
1849.
1850.
Districts.
Captains & mas-
Petty officers and seamen.
ter pilots.
Petty
Captains & mas-
Petty officers and seamen.
Seamen.
Total.
Green hands.
General total.
ter pilots.
Petty
Seamen.
Total.
officers.
Boys.
officers.
Green hands.
Boys.
General total.
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
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
S. Doc. 112.
Bordeaux
1,107
249
4,712
661
1, 215
757
7,997
1,114
237
4,645
4,882
1,015
632
7,643
Bayenne
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
65,782
71,146
24,440
17,475
124,463
Digitized by Google
679
680
S. Doc. 112.
No. 4.
Return of the quantity of dried cod exported direct from the place where
caught to the colonies of France, with the rate and amount of bounty
paid thereon, in the years 1842 to 1850 inclusive.
Years.
Number of ships
employed.
Rate of bounty.
Quantity of cod
exported.
Amount of bounty
paid.
Average quantity
of cargo.
Francs.
Kilogrammes.
Francs.
Kilogrammes.
1842
83
22
6,366,042
1,400,529.30
76,669
1843
110
22
7,943.377
1,747,542.94
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
642
50,675,078
11,139,098.82
481,368
Annual average
107
8,445,846
1,856,516.33
80,228
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
107
22
5,544,399
1,219,767.86
51,816
.
Average of eight years-
1842 to 1849
102
7,723,550
1,693,030.35
76,100
Digitized by Google
S. Doc. 112.
681
No. 5.
Return of the quantity of dried cod of French catch exported from the
warehouse in France to French colonies, in the years 1842 to 1850,
inclusive, and the amount of bounty paid thereon.
Years.
Number of ships
employed.
Rate of bounty.
Quantity of cod
exported.
Amount of bounty
paid.
Average quantity
of cargo.
Francs.
Kilogrammes.
Francs.
Kilogrammes.
1842
121
22
3, 759, 988
827, 156.76
31, 072
1843
146
22
4,380,036
963,607.92
30,000
1844
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
3,696,354
813, 197. 88
33,911
1847
82
22
2,977,965
655, 152. 30
36,616
Total
833
24,568,804
5, 405, 135.88
183,220
Annual average
139
4, 094, 800
900,855.98
30,533
Average of preceding period.
68
3, 580, 050
914, 434.00
52, 646
1848
87
22
2, 456, 812
536,098.53
28,239
1849
119
22
3, 162, 766
695,808.52
26,611
1850
94
22
1, 936,387
426,005.14
Mean of eight years—1842
to 1849
129
3,773,547
829,630.00
29,758
Digitized by Google
682
S. Doc. 112.
No. 6.
Return of the quantity of dried cod of French catch exported from the
ports and curing places of France to French colonies in the years 1842
to 1850, inclusive, and amount of bounty thereon.
Years.
Number of ships
employed.
Rate of bounty.
Quantity of cod
exported.
Amount of bounty
paid.
Average quantity
of cargo.
Franca.
Kilogrammes.
Francs.
Kilogrammes.
1842
44
16
766,913
122,240.96
17,429
1843
31
16
385,027
61,604.32
12,420
1844
47
16
634,872
101,579.52
13,507
1845
19
16
231,287
37,005.92
12,173
1846
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
271
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, 679
138, 188.72
21,065
1850
27
16
661,838
105,894.16
Average of eight years—1842
to 1849
29
531,007
84,902.96
18,953
Digitized by Google
No. 7.
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 bounty paid 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-
france.
in kilo-
france.
paid, in
grammes.
grammes.
grammes.
grammes.
francs.
1842
745,794
89,495.28
745,794
89,495.28
1843
1,203,401
144,408.12
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
45,210.62
3,047,996
365,759.52
3,370,929
410,970.14
1846
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
S. Doc. 112.
534,617
321,948
10,680,124
11,536,679
Annual average
1,780,020
1,922,780
Average of preceding 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
92,444
594,615
687,059
1850 Digitized by Google
Total bounty
105,283.08
102,248.46
107,163.90
1,781,594.52
2,096,289.96
Average of eight years-
1842 to 1849
94,003
13,160.38
12,781,05
1,855,898
222,698.75
2,101,197
262,036.22
683
No. S.
684
Return of the quantity of dried cod, of French catch, exported from the ports of France to foreign countries in the years 1842
to 1850, inclusive, with the amount of bounty paid thereon in each ycar.
Spain and Portugal.
Algeria.
Levant.
Italy.
Total quan-
Total amount
Years.
Quantity in
kilogrammes.
Bounty in
francs.
Quantity in
kilogrammes.
Bounty in
francs.
Quantity in
kilogrammes.
Bounty in
Quantity in
kilogrammes.
Bounty in
tity exported.
of bounty
francs.
franes.
paid, in
france.
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
1844
26,044
3,646.16
306,684
42,935.76
1,219,599
170,743.86
2,390,578
286,869.36
3,942,905
504,195.14
1845
616.392
86,294.88
227,289
31,820.46
1,408,333
197,166.62
1,476,329
177,159.48
3,728,343
492,441.44
1816
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, 2,766,981
345,205.06
S. Doc. 112.
Total
691,616
1,525,007
5,744,695
13,094,883
21,076,229
Annual average
115,274
254,168
957,449
2, 2,182,480
3,512,705
Average of preceding period
73,973
3,137,331
Digitized by
1848
668.863
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
148,813
302,059
1,065,674
1,576,546
Total bounty
98,622.44
371,411.79
1,423,703.68
2,211,608.16
4,105,315.97
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, from 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
4,765,646.96
224,602.76
4,930,249.72
1846
4,481,531.36
296,611.06
4,778,142.42
1847
3,760,668.58
277,845.40
4,038,513.98
1848
3,433,446.01
89,948.40
3,523,394.41
1849
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.
Nore.-The amount of bounties paid in France up to the 1st day of December, 1851, was
as ollows:
Francs.
Cod
2,631,643.90
Whale
178,010.62
Total
2,809,654 52
Digitized by Google
Digitized by Google
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 charac-
ter 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 re-
lation 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 fore-
seen at an early period of its history. The wonderful sagacity of
WASHINGTON discovered and predicted the result which the people
have within a comparatively few years achieved. When, in 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-
rio, and from thence to the sources of the Susquehanna, he gave the
following expression to this glowing thought: "Taking a contempla-
tive and extensive view of the vast inland navigation of the United
States, I could not but be struck with the immense diffusion and im-
portance of it, and with the power of that Providence who had dealt
his favor to us with so profuse a hand. Would to God we may have
wisdom to improve them."
Our national progress has undoubtedly far transcended all that the
"Father of his Country" dared ever to hope or desire. Our natural
avenues have been improved, and artificial ones have been constructed,
allowing the free, rapid, and cheap movement of the products of national
industry in every direction, and the producer and consumer in every
portion of the country are brought into convenient connexion with each
other. By opening easy access to markets, the development of our
resources has been stimulated to an extraordinary degree. The re-
sults obtained can hardly be better expressed than by copying the fol-
lowing paragraph from the celebrated Treasury Report of the Hon.
Robert J. Walker, of 1847-'48, in which he says:
The value of our products exceeds three thousand millions of dollars.
Our population doubles once in every 23 years, and our products quad
ruple in the same period. Of this three thousand millions of dollars
only about $150,000,000 are exported abroad, leaving $2,850,000,000
at home, of which at least $500,000,000 are annually interchanged be-
tween the several States of the Union. Under this system, the larger
Digitized by Google
638
S. Doc. 112.
the area and the greater the variety of climate, soil and products, the
more extensive is the commerce which must exist between the States,
and the greater the value of the Union. We see then, here, under the
system of free trade among the States of the Union, an interchange of
products of the annual value of at least $500,000,000 among our twen-
ty-one millions of people, whilst our total exchanges, including imports
and exports, with all the world beside, containing a population of a
thousand millions, were, last year, $305,194,260."
The following tables will exhibit something of the productions and
value of the country in 1850, and of its commerce with foreign nations
in 1851. These tables have been compiled from various authentic and
official sources, and may be relied upon as the nearest approximation
to correctness that can be had under the present system of procuring
statistics.
The following statements show the trade and commerce, population,
treasury receipts, &c., of the country, for several years
Average yearly imports, 1821 to 1826, inclusive, specie
omitted
$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 1821
1,298,958 tons.
Tonnage in 1852
4,138,441 tons.
Digitized by Google
S. Doc. 112.
689
Receipts into the Treasury from customs and other sources.
Year.
Customs.
Total from all sources.
1800
$9,080,932
$12,451,184
1810
8,583,309
12,144,206
1820
15,005,612
20,881,493
1821
$13,004,447
$19,573,703
1822
17,589,761
20,232,427
1823
19,088,433
20,540,666
1824
17,878,325
20,381,212
1825
20,098,713
26,840,858
87,659,679
107,468,866
Average
17,531,936
21,453,773
1830
$21,922,391
$24,844,116
1831
24,224,441
28,526,820
1832
28,465,237
31,865,561
1833
29,032,508
33,948,426
1834
16,214,957
21,791,935
119,859,534
143,976,864
Average
25,971,907
28,795,373
1847
$23,747,864
$52,025,989
1848
31,757,070
56,693,450
1849
28,346,738
59,663,097
1850
39,668,686
47,421,748
1851
49,017,567-
52,312,979
1852
47,339,326
49,728,386
Per cent. increase in custom receipts.
Year.
Customs.
Per cent. increase for 10 years.
1810
$8,553,309
to
1820
15,005,612
an
782 +
to
1830
21,922,391
an
46d +
to
(Decrease.)
1840
13,499,502
to
1850
~~
193⁵ +
39,668,686
45
Digitized by Google
Statement showing the valuation, area, and population to the square mile in 1850, with the indebtedness of the sereral States in 1851.
Valuation.
States.
Area in square
Population to the
Indebtedness in 1851.
miles.
square mile.
Assessed value.
True or estimated value.
Alabama
$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
California*
22,123,173
22,161,872
188,982
475,460
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
22,784,837
22,862,270
59,268
1.47
+2,800
Georgia
335,110,225
335,425,714
58,000
15.62
1,828,472
Illinois
114,782,645
156,265,006
55,405
15.36
16,627,509
S. Doc. 112.
Indiana
152,870,399
202,650,264
33,809
29.23
6,775,522
Iowa
21,690,642
23,714,638
50,914
3.77
79,442
Kentucky
291,387,554
301,628,456
37,680
26.07
4,397,637
Louisiana
220,165,172
233,998,764
46,431
11.15
11,492,566
Digitized by Google
Maine
96,765,868
122,777,571
30,000
19.44
600,600
Maryland
208,563,566
219,217,364
9,356
62.31
15,424,380
Massachusetts
546,003,057
573,342,286
7,800
127.49
6,259,930
Michigan
30,877,223
59,787,255
56,243
7.07
2,528,872
Mississippi
208,422,167
228,951,130
47,156
12.86
7,271,707
Missouri
98,595,463
137,247,707
67,380
10.12
922,261
New Hampshire
92,177,959
104,652,835
9,280
34.26
76,000
New Jersey 1
190,000,000
200,000,000
8,320
58.84
71,810
New York
715,369,028
1,080,309,216
46,000
67.33
23,463,838
North Carolina
212,071,413
226,800,472
45,000
19.30
977,000
Ohio
433,872,632
504,726,120
39,964
49.55
18,744,594
Pennsylvania
497,039,649
722,486,120
46,000
50.25
40,316,362
Rhode Island
77,758,974
80,508,794
1,306
112.97
South Carolina
283,867,709
288,257,694
24,500
27.28
2,061,292
Tennessee
189,437,623
201,246,686
45,600
21.98
3,352,856
Texas
51,027,456
52,740,473
237,321
.89
12,435,982
Vermont
71,671,651
92,205,049
10,212
30.76
Virginia
379,561,660
389,731,438
61,352
23.17
15,196,856
Wisconsin
26,715,525
42,056,595
53,924
5.65
12,892
5,983,149,407
7,068,157,779
1,486,917
201,541,624
Total debt in 1851
$201,541,624
Total January 1, 1850
209,305,552
S. Doc. 112.
Total January 1, 1849
211,252,432
Total January 1, 1848
205,708,038
Total January 1, 1847
216,911,554
Total January 1, 1846
224,023,827
Digitized by Google
# Only thirteen countles-the other statistics destroyed by fire in San Francisco.
t This is the Territorial debt.
# In New Jersey only the real estate was given, (partly estimated)
691
692
S. Doc. 112.
On the 1st of June, 1850, the population of the United States was
23,263,000, and the rate of increase during the preceding ten years,
with an average immigration of 150,000 per annum, was shown to be
about three and one-fifth per cent. annually. At this rate of progress,
the inhabitants had increased to 25,237,000 on the 1st of January, 1853.
But during the intervening time there had arrived from Europe 990,000
immigrants, which was 604,000 above the average for the same length
of time during the previous decennial term. This excess being added
to the natural increase, and to the number of immigrants who had ar-
rived upon the average before mentioned, the result shows that the
population of the United States on the 1st of January, 1853, was
25,841,000, representing an increase of 2,578,000, somewhat over
eleven per cent., during the thirty-one months preceding. This increase
of population is probably greater than the ratio which ought to be as-
sumed 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 computation
and comparison the following tables have been prepared.
Digitized by Google
S, Doc. 112,
608
Valuation of real and personal estate of the inhabitants of the United States
for the years ending June 1, 1850, and December 31, 1852, together with
the average amount to each inhabitant.
States and Territories.
True or estimated
True or estimated
Population of
Average real
value in 1850.
value in 1852.
each State
and person-
January 1,
al property
1853.
to each in-
dividual.
Maine
$122,777,571
$135,055,328
649,338
$208
New Hampshire
103,652,835
114,018,118
352,960
323
Vermont
92,205,049
101,425,553
348,673
290
Massachusetts
573,342,286
630,676,514
1,103,883
571
Rhode Island
80,508,794
88,559,673
163,769
540
Connecticut
155,707,980
171,278,778
411,578
416
New York
1,080,309,216
1,188,340,137
3,438,107
345
New Jer- ey
200,000,000
220,000,000
543,406-
404
Pennsylvania
722,486,120
794,734,732
2,566,082
309
Delaware
18,652,053
20,517,258
101,603
201
Maryland
219,217,364
241,139,100
647, 168
372
Virginia
430,701,082
473,771,190
1,578,043
300
North Carolina
226,800,472
249,480,519
964,482
258
South Carolina
288,257,694
317,083,463
742,042
427
Georgia
335,425,714
368,968,285
1,005,658
366
Florida
22,862,270 22,
25,148,497
97,015
259
Alabama
228,204,332
251,024,765
856,554
293
Mississippi
228,951,130
251,846,243
673,276
374
Louisiana
233,998,764
257,398,640
574,690
447
Texas
52,740,473 52,
58,014,520
235,977
245
Arkansas
39,841,025
43,825,127
232,699
188
Tennessee
201,946,686
221,371,354
1,112,913
198
Kentucky
301,628,456
331,791,301
1,090,569
304
Ohio
504,726,120
565,198,732
2,198,252
252
Michigan
59,787,255
65,765,980
441,395
148
Indiana
202,650,264
222,915,290
1,097,141
203
Illinois
156,265,006
171,891,506
945,131
18
Missouri
137,247,707
150,972,477
757,067
199
Iowa
23,714,638 23,
26,086,101
213,357
122
Wisconsin
42,056,595 42,
46,262,254
338,762
136
California
22,161,872 22,
24,378,059
183,150
133
District of Columbia
14,018,874
15,420,761
57,372
268
Minnesota Territory
6,744
Utah Territory
986,083
1,084,691
12,631
86
Oregon Territory
5,063,474
5,569,821
14,755
284
New Mexico
1,174,471
1,291,918
67,701
19
Aggregate
7,133,369,795
7,846,706,697
In the preparation of the foregoing statement, the tables of the sev-
enth census have been strictly followed, and the general rates of in-
crease, 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-
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694
S. Doc. 112.
erty and wealth among the urban and rural population. It appears
from the census that-
140 cities and towns, of more than 10,000 inhabitants each,
contain a population of
2,860,000
Towns and villages of over 200 inhabitants (estimated)
1,140,000
Total population of cities, towns, and villages in the United
States
4,000,000
Total rural population
19,263,000
23,263,000
The four cities of New York, Philadelphia, Baltimore,
and Boston, contain a population of
1,214,000
Amount of real and personal property
$702,000,000
Average amount of real and personal property to each
individual in the above cities
$578
Aggregate amount of real and personal property owned
by residents in cities, towns, and villages
$2,312,000,000
The average amount of personal property owned by each inhabitant
of cities and towns appears to be $166. If the average among the
rural free population be about the same, it follows that the aggre-
gate 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 of farms, plantations, live stock, farming imple-
ments, 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 Uni-
ted States in 1850
9,071,364,000
Add 10 per cent. for increase of prices since June, 1850
907,136,400
Add 10 per cent. for increase in the amount of property
907,136,400
Total value of real and personal property, January 1,
1853
10,885,636,800
The subjoined table is designed to exhibit a general view of the
agriculture of the United 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 in-
arease. The remainder, together with the value of farms and farming
implements and machinery, should obviously be reckoned as capital.
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695
In ascertaining the average price of crops, those of the New York Price
Current for January, 1853, have been taken, and a deduction there-
from of fifteen per cent. has been made, to cover expenses of transport-
ation 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 1852.
Productions.
Quantity.
Price.
Total value.
Wheat
bushels
143,000,000
$1 00 per bushel
$143,000,000
Rye
do
1,607,069
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
pounds
236,843,000
3 40 per pound
8,052,662
Tobacco
do
283,000,000
6
do
16,980,000
Cetton
do
1,290,000,000
10
do
*129,000,000
Wool
do
58,067,000
50
do
29,033,500
Peas and beans
bushels
10,141,000
80 per bushel
8,112,800
Irish potatoes
do
97,500,000
75
do
73,125,000
Sweet potatoes
do
42,085,000
80
do
33,668,000
Barley
do
5,683,000
60
do
3,409,800 3,
Buckwheat
do
9,900,000
50
do
4,950,000
Orchard produce
10,000,000
Wine
gallons
1,000,000
50 per gallon
500,000
Value of produce of market gardens.
50,000,000
Butter
pounds
344,592,000
20 per pound
68,918,400
Cheese
do
116,088,000
6
do
6,964,280
Hay
tons
15,222,000
12 50 per ton
190,275,000
Clover and other grass seeds, bushels
974,380
5 00 per bushel
4,871,900
Flax seed
do
8,487,500
1 30
do
11,033,750
Hops
pounds
4,231,000
17 per pound
719,270
Hemp
tons
39,000
136 00 per ton
5,304,000
Flax
pounds
15,420,000
6 per pound
925,200
Maple sugar
do
39,675,000
5
do
1,983,750
Cane sugar
do
272,339,000
4
do
10,893,000
Molasses
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
Feathers
2,000,000
Milk and eggs
25,000,000
Residuum 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 farms
$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.
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S. Doc. 112.
REMARKS UPON THE AGRICULTURAL TABLE.
1. The crop year of 1849, to which the returns of the seventh census
apply, was reported nearly all over the country as a season of "short
crop." Investigations undertaken by State legislatures and agricultural
societies prove that the aggregate production of wheat reported in the
census tables was below the average by at least 30,000,000 of bushels.
That amount has been added to form a basis of comparison for ascer-
taining the crop of the past year, as given in the foregoing table.
2. The quantity of tobacco assumed as the production of 1852, ex-
hibits an increase of more than forty per cent. on that of 1849. This
result is ascertained from commercial statements, and circulars, the ac-
curacy of which there is no reason to question.
3. The cotton crop of 1852 is estimated at 3,225,000 bales of the
average weight of 400 pounds, and the average price for the year is
assumed at ten cents per pound. The quantity will probably exceed
that given in the table. Able statistical writers have made calculations
showing the probability of such an increase in the production of this
great staple as will bring up the crop of 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, and it is con-
sidered safe to assume the production of the past year as about equal to
what it would have been, had no such cause of retrogression occurred
during the course of the late decennial term.
5. The census tables undoubtedly present an estimate of the wine
crop very far below the truth. In the State of Ohio, the vintage of
1849 yielded more than the whole quantity assigned to the United States.
Since that year, numerous vineyards along the Ohio, in Missouri, and else-
where-some of them of large extent-have been brought into a con
dition to add largely to the production of the country in this article
California and New Mexico, also, reported as producing more than a
quarter of all the wine of the United States, must become fertile wine
districts.
6. The value of the produce of market gardens i3 much understated in
the census returns. The class of produce coming under this designa-
tion includes the whole of some highly important crops, as beets, tur-
nips, carrots, onions, parenips, melons, tomatoes, besides numerous
minor productions which are separately of small account, but collect-
ively amount to a very large sum. The estimate in the table is a mod-
erate one.
7. The price of hay in New York at the end of the year 1852, was
between twenty-five and thirty dollars per ton. But the quantity of
this bulky article entering into the trade of the country is relatively so
small, and the expense of its transportation to a market is so consid-
erable in comparison with its original value, that the arbitrary sum of
412 50, or less than half the selling price in New York, has been as-
sumed as the average in the country at large.
8. The item of the value of hides and peltries is a very important
one, amounting doubtless to many millions of dollars; but it is pre-
sumed to be included in the value of animals slaughtered.
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S. Doc. 112.
697
9. The estimates for poultry, feathers, milk, and eggs, of which arti-
cles no returns are found in the census tables of 1850, may seem to many
extravagant; but the gross amount is equal to an average of only some
twelve or fifteen dollars to each farming establishment in the United
States, and is undoubtedly very considerably within the truth.
10. Too high an importance has been sometimes attached to the
residuum of crops as an integral part of the agricultural wealth of the
United States. In official tables heretofore published, the value of such
portions of the produce of the field and forest as are not susceptible, in
the usual course of trade, of a transfer to market, and must be con-
sumed on the farm, has been given at one hundred millions of dollars.
But it should be remembered that by far the greater part of this value
has been already expressed in that of live stock, by which nearly the
whole of it is consumed. It would obviously answer no good purpose
to give prominence to what has been thus disposed of as an independ-
ent item in our annual productions. But straw, corn-husks, and some
other substances which come under this classification, are extensively
used in the minor manufactures of the country, and will bear the val-
uation assigned to them in the table.
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693
S. Doc. 112.
The following statements show the number of manufacturing establishments
in the United States, the amount of raw materials used, the cap'tal in-
vested. and 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 Hampshire
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 23,
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
109,678
140,050
Pennsylvania.
21,595
87,206,377
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
*Alabama
4,464,006
*Mississippi
2,749,838
*Florida
103
220,611
547,060
668,335
"Louisiana
1, 016
2,485,073
5,304,924
7,043,814
*Texas
399,734
613,238
1,202,885
"Arkansas
286,899
338,154
668,815
"Missouri
12,408,457
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
Nors.-The chief production of California is gold.
L 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
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699
Home manufactures, 1850*
$27,500,000
Increase of home manufactures, 1852
2,750,000
Total value of productions of industry, including all
enumerated interests
2,932,762,642
Were it practicable to bring within the scope of a general system of
statistical inquiry, like that of the late census, every variety of occu-
pation 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 ralue of domestic produce and manufacture ex-
ported annually from 1821 to 1852, and also the value per capita during
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
1822
49,874,079
10,283,757
4 85
Do
1823
47,155,408
10,606,540
4 44
Do
1824
50,649,500
10,929,323
4 63
Do
1825
66,809,766
11,252,106
5 94
Do
1826
52,449,855
11,574,889
4 53
De
1827
57,878,117
11,897,672
4 86
Do
1828
49,976,632
12,220,455
4 09
Do
1829
55,087,307
12,543,238
4 39
Do
1830
58,524,878
12,866,020
4 54
Do
1831
59,218,583
13,286,364
4 46
Do
1832
61,726,529
13,706,707
4 50
Do
1833
69,950,856
14,127,050
4 95
Do
1834
80,623,662
14,547,393
5 54
Do
1835
100,459,481
14,967,736
6 71
Do
1836
106,570,942
15,388,079
6 92
Do
1837
94,280,895
15,808,422
5 96
Do
1838
95,560,880
16,228,765
5 89
Do
1839
101,625,533
16,649,108
6 10
Do
1840
111,660,561
17,069,453
6 54
Do
1841
103,636,236
17,612,507
5 88.
Do
1842
91,799,242
18,155,561
5 05
Nine months to June 30, 1843
77,686,354
18,698,615
4 15
Year to June 30
1844
99,531,774
19,241,670
5 17
Do
1845
98,455,330
19,784,725
4 97
Do
1846
101,718,042
20,327,780
5 00
Do
1847
150,574,844
20,870,835
7 21
Do
1848
130,203,709
21,413,890
6 08
Do
1849
131,710,081
21,956,945
6 00
Do
1850
134,900,233
23,246,301
5 80
Do
1851
178,620,138
24,250,000
7 36
Do
1852
154,930,947
25,000,000
6 19
* Employed in manufactures-613,000 males, 214,000 females.
Digitized by Google
700
S. Doc. 112.
Per cent. increase of domestic exports.
Years.
Amount.
Per cent. increase.
1821
$43,671,894
to
34+
1830
58,524,878
to
94 3-5ths+
1840
113,895,634
to
20 1-5th+
1850
136,946,912
Exports of domestic produce for several years, with amount to each individual.
Year.
Amount.
Population.
Amount to each indi-
vidual.
1830
$58,524,878
12,866,520
$4 54 10-12+
1840
113,895,634
17,069,453
6 67 2-9+
1850
136,946,912
23,119,504
5 92 1-3+
The following table has never been published; it shows that the ex-
ports have doubled, per capita, with an increase of the population of
about two hundred and forty per cent:
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701
Statement exhibiting the value of foreign merchandise imported, re-cxported,
and consumed, annually, from 1821 to 1851, inclusive, and also the esti-
mated population and rate of consumption, per capita, during the same
period.
Value of foreign merchandise.
Years ending-
Imported.
Re-exported.
Consumed
and on hand.
Population.
Consumption,
per capita.
September 30
1821
$62,585,724
$21,302,488
$41,283,236
9,960,974
$4 14
1822
83,241,541
22,286,202
60,955,339
10,283,757
5 92
1823
77,579,267
27,543,622
50,035,645
10,606,540
4 71
1824
80,549,007
25,337,157
55,211,850
10,929,323
5 05
1825
96,340,075
32,590,643
63,749,432
11,252,106
5 66
1826
84,974,477
24,539,612
60,434,865
11,574,889
5 22
1827
79,484,068
23,403,136
56,080,932
11,897,672
4 71
1828
88,509,824
21,595,017
66,914,807
12,220,455
5 47
1829
74,492,527
16,658,478
57,834,049
12,543,238
4 61
1830
70,876,920
14,387,479
56,489,441
12,866,020
4 39
1831
103,191,124
20,033,526
83,157,598
13,286,364
6 25
1832
101,029,266
24,039,473
76,989,793
13,706,707
5 61
1833
108,118,311
19,822,735
88,295,576
14,127,050
6 25
1834
126,521,332
23,312,811
103,208,521
14,547,393
7 09
1835
149,895,742
20,504,495
129,391,247
14,967,736
8 64
1836
189,980,035
21,746,360
168,233,675
15,388,079
10 93
1837
140,989,217
21,854,962
119,134,255
15,808,422
7 53
1838
113,717,404
12,452,795
101,264,609
16,228,765
6 23
1839
162,092,132
17,494,525
144,597,607
16,649,108
8 68
1840
107,141,519
18,190,312
88,951,207
17,069,453
5 21
1841
127,946,177
15,499,081
112,447,096
17,612,507
6 38
1842
100,162,087
11,721,538
88,440,549
18,155,561
4 87
9 m'the to June 30, 1843
64,753,799
6,552,697
58,201,102
18,698,615
3 11
Year to June 30 1844
108,435,035
11,484,867
96,950,168
19,241,670
5 03
1845
117,254,564
15,346,830
101,907,734
19,784,725
5 15
1846
121,691,797
11,346,623
110,345,174
20,327,780
5 42
1847
146,545,638
8,011,158
138,534,480
20,870,835
6 60
1848
154,998,928
21,132,315
133,866,613
21,413,890
6-25
1849
147,857,439
13,088,865
134,768,574
21,956,945
6 13
1850
178,138,318
14,951,808
163,186,510
23,246,301
7 01
1851
223,419,005
21,743,293
201,675,712
24,250,000
8 31
1852
252,613,282
17,273,341
195,339,941
24,500,000
8 00
Total imports consumed in the United States for several years, with amount
to each individual.
Year.
Amount.
Population.
Amount to each
individual.
1830
$49,575,099
12866,520
$3 851.+
1840
107,141,519
17,069,453
6 273+ +
1850
164,034,033
23,119,504
7 091+
Digitized by Google
702
S. Doc. 112.
The preceding returns, and those which immediately follow, are pre-
sented to illustrate the chief object of the report, which is to show the
value of the productions, and the rapid increase of the inland inter-
changes between different parts of the thirty-one States, and the impor-
tance of this inland trade.
It is a natural characteristic of the North American people, influenced
by that stern spirit of co-operation which has so signally contributed
to their present high position, to examine with interest the results of
their labor as exhibited in the advancement of its material or intel-
lectual strength. With the progress of the former, whether of com-
merce, manufacture, or agriculture, there will be a corresponding
increase of a taste for literature, art, and the sciences.
It is gratifying to observe that no one interest outstrips any other in-
terest, and that if one section of the Union is prosperous, there is a cor-
responding 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 indus-
try, so well adapted to all the wants of man, on the whole, as that of
letting the share of each individual depend in the main on that indi-
vidual's own energies and exertions."
The principle of private property has never yet had a fair trial in
any country but this, and in no country where such conclusive proofs
are furnished that the principle should be universally applied.
Doubtless, the successful application of so just a principle is chiefly
owing to two causes-the perfect equality and protection of labor, and
that prohibitory clause in the constitution preventing any State from
levying taxes on the produce of another State and although it has del-
egated to Congress the regulation of the " commerce with foreign na-
tions and among the several States," the federal legislature has wisely
left the latter totally unfettered and free.
Since the publication of Mr. Walker's celebrated report in 1847-'48,
in which he estimated the internal trade of the country at three thou-
sand millions, already mentioned, various causes, obvious to all, have
conspired to greatly extend its area by increased facilities, and increased
its value.
The railroads have increased from five thousand five hundred miles,
costing about one hundred and sixty-six millions, to thirteen thousand
three hundred miles, costing four hundred millions.
The imports and exports have increased from three hundred to over
four hundred millions; the tonnage, inward and outward, from 6,700,703
to 10,591,045 tons; the tonnage owned. from 2,839,000 to 4,200,000
tons. The receipts into the treasury, exclusive of loans, have increased
from twenty-six to over forty-nine millions; and the California trade,
the whole of which does not appear in the published returns-the com-
mercial phenomena of a commercial age-have also added a hundred
millions to the national commerce, and, more than any event of the
last forty years, have invigorated the navigating interest of the coun-
try, and to a great degree had a powerful influence over the com-
mercial 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.
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703
The inland trade moves in a circle : a larger part of the imports are
made at the North, which pass to the South and the West-a greater
part to the latter ; while the southern States furnish the chief bulk and
amount of exports.
The imports and exports, and tonnage inward and outward, of
the principal commercial or Atlantic States, for the years 1825, 1840,
and 1851, were as follows :
Imports.
States.
1825.
1840.
1851.
Maine
Massachusetts
Rhode Island
Connecticut
$83,311,436
$86,599,858
$190,260,840
New York
Pennsylvania
Maryland
Virginia
North Carolina
South Carolina
12,259,001
27,009,185
23,250,271
Georgia
Louisiana
Alabama
Florida
Total from all States
96,340,075
149,895,742
216,224,932
Exports.
States.
1825.
1840.
1851.
Maine
Massachusetts
Rhode Island
Connecticut
$31,018,734
$36,412,349
$85,238,833
New York
Pennsylvania
Maryland
Virginia
North Carolina
South Carolina
Georgia
34,525,505
80,269,078
109,843,194
Louisiana
Alabama
Florida
Total from all States
66,944,745
113,895,634
196,689,718
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S. Doc. 112.
Tonnage inward and outward.
1825.
1840.
1851.
States.
Inward.
Outward.
Inward.
Outward.
Inward.
Outward.
Maine
New Hampshire
Masssachusetts
Rhode Island
696,097
684,398
1,599,859
1,396,194
3,779,526
3, 3,491,786
Connecticut
New York
Pennsylvania
Maryland
Virginia
North Carolina
South Carolina
267, 388
355,492
602,305
865,859
717,909
995,875
Georgia
Florida
Alabama
Louisiana
It is stated in another part of the report, that the resolution of the
Senate referred to the trade of the lakes, andeas the trade of the Missis-
sippi valley would be justly entitled to a separate report, only general
statements would be given.
The intimate connexion between the trade of the lakes and the
Mississippi river, and the construction of various lines of railroads and
canals to facilitate the transportation from the river to the lakes, and
from the lakes to the river, the circuit made by the chief articles of im-
ports and exports, the importance of the basin of the rivers Ohio, Mis-
souri, and Mississippi, the increasing value of the exports of the southern
portion of the contederacy, particularly to the navigating interest of the
North, render it necessary, however, to notice the chief outlets of the
national products, as well as the chief inlets for the produce of other
countries. Although the materials are not at hand to give the account in
detail, it is hardly necessary to state that no report on the internal com-
merce would be acceptable to other portions of the confederacy if it
failed to notice the commercial importance of the Southern Atlantic
States, and their great commercial interests.
The advantages to be derived from the facilities now enjoyed by the
travelling public, and for transportation of produce, are of a higher
character than the additions they make to' the wealth of the country.
In case of an unfortunate war, particularly with a maritime power, by
which our commerce with the ocean might be impeded, the means of
intercommunication afforded by the rivers, canals, lakes, and railroads
would still be enjoyed, and the domestic trade and commerce continue
to be comparatively unmolested.
As great interest is now manifested as to what portion of the trade
of the valley of the Mississippi shall seek a southern market, the follow-
ing notes, prepared in part by Mr. Mansfield, of Cincinnati, will be
found very useful and interesting by those engaged in that portion of
the western trade. The line of separation referred to in these notes,
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705
as dividing the northern from the southern trade, is by no means fixed
or stationary, but varies from year to year, as affected by prices in dif-
ferent 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 north-
ern, or lake route, to the ocean, has become SO strong in the western
States as to excite much interest as to the dividing line which separates
the legitimate trade of the lakes from that of the rivers. It is desirable
to know what portion of the country is best accommodated by the
northern, and what by the southern route; and also to know something
of the character of the articles which make up the principal trade of
the different channels respectively.
This is at first sight a difficult question, because the lakes, and the
public works connected with them, are closed for a portion of the year,
during which the trade tends southwardly. But there is a certain
method of determining it. Taking, for example, the arrivals and
clearances at the extremities on the lake and on the Ohio river, and then'
comparing the result with the receipts and clearances at the interme-
diate ports, it will at once appear at what points the stream, southward
or northward, terminates. First, then, to take the leading articles of
groceries which depart from Cincinnati and Toledo, and arrive at
various points on the Miami canal, we have as follows:
1. Miami Canal, 1851.
Cincinnati.
Toledo.
Articles.
Receipts.
Clearances.
Receipts.
Clearances.
Coffee
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
315,343
Total
1,279,706
9,132,323
2,464,556
4,164,059
This table proves that groceries are transported in the Miami country
both from the lake to the river and vice versa; but that a much larger
portion go from the river than from the lake. An investigation of the
receipts at the various ports of the interior proves that the country
north of Piqua, Miami county, ninety miles from Cincinnati, is supplied
from Toledo, and the country south of it from Cincinnati. A point on
the Miami canal, about ninety miles from Cincinnati, is therefore the
point of division between the trade in foreign articles derived from the
lake and that derived from the river.
The above amounts are, of course, only a part of the whole trade
distributed from Cincinnati; but they are sufficient for the purposes of
this inquiry
46
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S. Doc. 112
2. Ohio Canal, 1851:
Cleveland.
Portsmouth.
Articles.
Receipts.
Clearances.
Receipts.
Clearances.
Coffee
lbs.
29,812
1,912,204
10,152
647,418
Sugar
do.
187,518
1,874,274
6,055
2,025,715
Molasses
do.
132,844
559,246
7,750
1,828,836
Total
350,174
4,245,724
23,957
4,501,969
3. Muskingum Improvement, 1851.
Harmar.
Articles.
Receipts.
Cleurances.
Coffee
lbs.
840
633,327
Sugar
do.
986,097
Molasses
do.
3,000
1,557,000
Total
3,840
3,176,424
It appears from an examination of the statistics of the interior ports,
where their receipts are from the Ohio canal, that the supplies from
the Ohio river extend as far as Newark, Licking county, about 120
miles from Portsmouth and 150 from Cleveland.
The Muskingum improvement extends to Dresden, on the Ohio
canal, and the groceries are supplied from the Ohio, at Harmar, 80 far
as to Zanesville, Muskingum county.
The following tables show the aggregate of the above articles re-
spectively shipped through the southern and northern ports of Ohio, viz:
On the Canals.
From Toledo and
From Cincinnati,
Cleveland.
Portsmouth, and
Harmar.
Coffee
pounds
5,588,372
2,953,992
Sugar
do
2,646,522
7,373,220
Molasses
do
1,246,522
6,483,498
Total
9,481,436
16,810,710
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St Doe. 112.
TOT
It appears that groceries are supplied from 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, Ur-
bana, Champaign county, Columbus, Franklin county, Newark, Lick-
ing 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 do-
mestic 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
bushels
711,125
3,561,020
Whiskey
barrels
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 re-
ceived from 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 to
Cincinnati from l'iqua 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 lake-
wards.
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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 observed, 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 region, down the
Ohio; though recently lumber has found its way through Toledo and
Cleveland.
Lumber.
Lath.
Timber.
Cleveland
feet
9,574,435
97,321
Toledo
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
100,908
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 follows, then, from the above facts, that two-thirds the coffee and
six-sevenths of the lumber passing over the public works for consump-
tion 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 ex-
ported 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,
reduced to grain, 10,335,145 bushels of wheat. But the exports from
Sandusky, derived from 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 therefore 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
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S. Doe. 112.
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 manu-
facturing population of the Eastern States, the amount received in New
England from 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 sum-
mary, viz:
Pork, of all descriptions
300,000 barrels.
Lard
do
100,000
"
Lard oil
do
30,000
"
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 pounds.
Pork
300,000 barrels.
Lard
100,000
"
Lard oil
30,000
"
Beef.
50,000
"
Cheese
10,000,000 pounds.
Butter
8,000,000
"
Candles
1,500,000
"
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
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710
S. 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
following 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
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
38,158
200 "
Flour
barrels
194,700
390,131
100
"
Iron
tons
1,238
9,776
800
"
Iron
pieces
2,937
152,365
500
"
Lard
kegs
248,753
223,245
Lard oil
barrels
1,650
26,110
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
700
"
Sugar
hhds
13,000
Salt
barrels
35,729
Merchandise
packages
23,603
349,181
1,400
"
Merchandise
tons
2,106
10,350
400
"
Molasses
tons
9,046
25,080
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 years. Its
power and tendency to increase no less rapidly for many years to come
18 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,
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8. Doe. 112.
711
in which Cincinnati exceeds, proportionably to its population, any town
of the United States. The following table of manufactures in Cincin-
nati 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-mille,
grates, stoves, rails, &c
$1,288,199
$5,547,900
330 per ct.
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, re-
frigerators, &c.
937,715
2,356,890
150
"
5. Manufactures of grease and-oil, viz:
Soap, candles, stearine, lard oil, &e.
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 "
11. Flour and feed
816,700
1,690,000
100 "
12. Miscellaneous manufactures, viz:
Chemicals, tobacco, white lead, steam-
boats, &c
1,138,300
2,488,000
220
"
35,739,337
300 per ct.
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
"
:
Pork and bacon
79
"
16
"
5
"
Coffee
32
"
20
"
48
"
Sugar
10
"
30
"
60
"
Molasses
10
"
50
"
40
"
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712
S. Doc. 112.
This table demonstrates that of the produce of Ohio-beef; pork,
lard, flour, and corn-nearly the whole quantity, as exported from Cin-
cinnati, 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 South—
tend 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 through 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 arti-
cles of sugar and molasses will, in future, be supplied to Ohio and In-
diana almost exclusively by way of the Ohio river. The construction
of railroads, by facilitating distribution, is augmenting that tendency,
and thence the business of distributing in Cincinnati is greatly on the
increase. For the same reason, much of the coffee which has hereto-
fore 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 longi-
tude 70 24' 25" west from Washington. Its site is just opposite the
mouth of the Licking river, which comes into the Ohio between New-
port and Covington, Kentucky. It is distant from New Orleans about
1,450 miles; from 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 augmen-
tation will be preserved during the present period of ten years, to
elapse previous to 1860.
The numerous railways in process of construction, and already in
operation, which will be tributary to her business, must have a very
beneficial and prosperous effect upon her growth. The Ohio and Mis-
sissippi 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
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S. Doc. 12.
713
advantageous to her business interests, by opening to her trade a sec-
tion 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 lead-
ing 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 fol-
lowing tables, is immense, embracing almost every variety of produc-
tion 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 com-
position 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
bbls
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
Barley
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
361,315
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
95,732
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
25,712
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
Digitized by Google
V14
S. Doc. 119.
STATEMENT-Continued.
Articles.
1847-'48.
1848-'49.
1849-'50.
1850-'51.
1851-'52.
Hides, green
lbs
10,829
22,774
14,181
25,424
54,905
Hay
bales
8,036
12,751
14,452
12,691
9,279
Herring
boxes
4,191
2,960
3,546
3,832
5,149
Hogs
head
49,847
52,176
60,902
111,485
160,684
Hope
bales
645
238
799
756
1,591
Iron and steel
pieces
197,120
187,864
186,832
225,039
194,107
Iron 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
6,975
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
tons
7,308
837
4,540
3,370
1,958
Molasses 4
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
bble
69,828
44,967
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
1,496
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
3,788
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
68
304
Salt
sacks
65,265
76,985
110,650
50,474
91,318
Salt
bbls
94,722
76,496
114,107
79,358
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
bble
2,473
1,829
1,225
3,682
5,930
Wines
bbls. & qr. casks
2,251
2,683
6,874
3,401
4,488
Wines
baskets & boxes
2,272
2,101
4,296
5,060
8,322
Wheat
bush
570,813
385,388
322,699
388,660
377,037
Wool
bales
1,943
1,686
1,277
1,866
4,56$
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
Digitized by Google
&
Doe. 112:
715
It will be observed that the articles enumerated in the foregoing
table comprise the whole importations into Cincinnati, whether from
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, 1852, 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 com-
merce amount to $56,861,731.
Statement of the principal articles of export from Cincinnati by all land and
water routes for the years 1847-'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
7,228
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
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
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
bbls
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
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
25,098
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
5,283
19,823
23,844
Pork and bacon
hhds
37,162
39,470
23,529
30,220
43,933
Pork and bacon
tierces
8,862
10,930
22,477
20,762
34,396
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
Digitized by Google
710
& Doc. 112.
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
21,553
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
Merchandise
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
Manufactures
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
bbls
186,509
136,911
179,540
231,324
276,124
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 castings
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 Pennsylva-
nia, 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 Monongabela.
It is in 42° 30' north latitude, and 80° 2' west longitude ; 230 miles
from Baltimore, and 297 from Philadelphia; 200 miles from Harris-
burg, and 226 from Washington. It had a population, with its suburbs,
in 1800, of 1,565 persons, and in 1850, of about 83,000. The enu-
meration of the inhabitants of the city proper was, in 1810, 4,768; in
1820, 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 places in the vicinity.
Alleghany county, of which Pittsburg is the principal town, had a pop-
Digitized by Google
''Doc. 112.
VI7
ulation, in 1850, of 138,098, having gained, since 1840, nearly 57,000.
In this county a larger capital is invested in iron manufactures 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 considera-
ble 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 bituminous
coal, which can be quarried and delivered in the city at a trifling ex-
pense. 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 entrepôt. of western Pennsylvania, from the Ohio and Mississippi
basin and from the lakes. The Ohio river. gives her. an eligible con-
nexion 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 rail-
way projects, which will soon be in operation in various 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 Pennsylva-
nia canals with the western termini of the New York canals, and the head
of Ohio navigation with the great lake port at the eastern terminus of navi-
gation on Lake Erie. Buffalo 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 carry-
ing 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
dumped 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 rail-
way than by water. The minufactures and commerce of Pittsburg are
immense; but no returns, later than those of the census of 1850, are at
Digitized by Google
718
$ Doa 112.
hand, by which to exhibit the exact value of the former, and the code
mercial returns are but indifferently kept at any time. Below, such au+
thentic data are presented as could be procured indicative of the charac-
ter 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 ton-
nage of the port, in 1840, was estimated at 12,000 tons.
In 1850, according to the returns of the United States census, Allo-
ghany 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 an-
manufao-
vested.
terial.
ployed
nual product.
teries.
Pittsburg
819
$5,944,383
$5,677,890
8,436
$10,038,721
Alleghany city
190
1,469,790
1,156,018
1, 817
1,844,706
Alleghany county
328
3,441,721
2,590,498
4,400
4, 892, 605
Total
1,207
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, nails, glass, cotton, clothing, boots and shoes, cabi-
net-ware, whiskey, flour, and provision-packing. Iron, of course, takes
the lead, and enters into almost all kinds of manufactures to a greater OF
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 re-
late 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 af-
fairs; 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 circum-
stances and with many grains of allowance. In the case of Pittsburg
and vicinity, all commercial returns, lately compiled, present very dif-
ferent 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-
Digitized by Google
S. Doc. 119,
719
age valuation of ten thousand dollars each, would amount. to five hun-
dred 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 Pennsylvania-
that is, in the twenty-two counties west of the Alleghanies-there were
different varieties of iron works in thirteen of the counties, to the num-
ber of one hundred and forty, involving the investment of $6,887,376.
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, un-
remunerating 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 manu-
factures. 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 agri-
cultural resources, all abound in the utmost profusion, and at the great-
est 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
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S. Doc. 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 quan-
tity, 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.
Comparative statement exhibiting the exports by canal of some of the leading
articles during three seasons.
Articles.
1852.
1847.
1846.
Cotton
lbs
1,670,922
1,056,138
1,000,971
Hemp
do
1,165,057
3,311,618
1,287,886
Tobacco, unmanufactured, do
20,490,918
14,777,059
24,696,742
Groceries
do
1,724,070
1,978,822
1,571,889
Hardware, cutlery
do
433,669
246,897
239,353
Iron-pig
do
16,557,572
65,537
" castings
do
607,995
250,910
2,675,341
" blooms
do
411,620
13,836
333,702
Cast steel
do
7,364,436
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
Beef and pork
bbls
10,367
41,225
19,620
Butter
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 articles spe-
cified, moved from and received at Pittsburg on all the public improve-
ments during the years named.
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Comparative statement, showing some of the leading articles imported into
Pittsburg, by canal, during the years named, each ending December 31.
Articles.
1852.
1847.
1846.
Produce not specified
lbs
358,231
1,257,620
871,500
Oats
bushels
43,087
21,360
19,080
Leather
lbs
237,616
312,239
386,225
Coffee
do
17,102,061
9,927,605
10,290,993
Dry goods
do
36,117,244
23,201,074
12,651,S18
Groceries
do
17,885,702
7,833,925
6,923,856
Hardware
do
17,457,753
14,501,693
10,522,463
Iron-pig
do
20,225,558
21,979,353
"
castings
do
15,410,661
814,300
124,662
" 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
32,644
19,926
19,600
On the average, these figures indicate a very gratifying increase in
the canal commerce of the city, but especially in the iron trade for
1852. In this fact, and in the greatly increased importations of dry
goods and groceries, may be seen the evidence of the stimulation which
the advanced prices have already imparted to the iron manufactures.
Statement showing the imports and exports by canals, at Pittsburg, during
the year ending December 31, 1852.
Articles.
Exports.
Imports.
Agricultural 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
Hay
tons
58
73
Hemp
lbs
1,165,057
542,600
Dried fruit
do
13,262
43,087
Oats
bushels
311
Ginseng and beeswax
lbs
277,634
Hogs' hair
do
494,064
Seeds
bushels
3,270
817
Tobacco, unmanufactured
lbs
20,490,918
75,800
47
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& Doc. 112.
STATEMENT-Contmied.
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
522,412
237,676
Wool
do
4,108,694
29,540
Bark
cords
170
813
Boards and plank
feet
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-stuffs
do
5,385
140,400
Earthenware
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, foreign
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
lbs
91,653
131,600
Iron, pig
do
16,557,572
20,255,558
" castings
do
607,995
814,300
" blooms and anchors
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
lbs
434,495
Cheese
do
399,571
3,700
Fish
bbls
169
32,644
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S. Doc. 112.
728
STATEMENT-Continued.
Articles.
Exports.
Imports.
Flour
bbls
236,904
1,048
Lard and lard oil
lbs
5,995,628
Dried beef
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 nething 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 steam-
ers were constructed at that point, of an aggregate of 15,000 tons, or
an average of 213 tons each. And all this tonnage, besides that built
at other points below, finds sufficient and lucrative employment; if not
in the Pittsburg trade directly, then at points below.
LOUISVILLE, KENTUCKY.
Louisville is situated on -the southern bank of the Ohio river; near:
the falls, in latitude 38° 3' north, and longitude 85° 30' west, 52 miles.
from Frankfort, 1,400 from New Orleans, 600 from St. Louis, 650 from
Pittsburg by water, and 596 from Washington.
This is the commercial city of Kentucky, and one of the five great.
places in the valley of the Mississippi. Situated at the falls of the
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S. Doc. 112.
Ohio-the only great obstruction in a navigation of 2,100 miles from
the Alleghany river to the Gulf of Mexico-it has, in this very circum-
stance, 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 the most 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.
In 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-
boring 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
80,650 bbls.
Salt
110,250 bbls.
Salt, Turk's island
50,525 bags.
Bagging
70,160 pieces.
Rope
65,350 coils.
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S. Doc. 112.
725
The value of these was estimated at ten million six hundred thousand
dollars.
2. Dry goods.-The aggregate annual sales of dry goods are esti-
mated at five million eight hundred and fifty-three thousand dollars.
3. Hardware, queensware, saddlery, &c.-The aggregate of other sales
of merchandise amounts to three million eight hundred and sixty-six thou-
sand dollars.
3. Pork business.
The number of hogs put up this season in Louisville, New Albany,
and Jeffersonville, round the "falls," is estimated at 275,000, which
shows a large and increasing business. A large number of the farmers of
Kentucky drive their hogs to the Louisville market; and, in the last two
or three years, the business has been extended.
4. Steamboats and navigation.
Louisville embarked in the steamboat business at a very early day,
and still employs a large number of steam-vessels. In the year 1851
(vide United States Steam Report) there were sixty-one steam-vessels
registered at Louisville, carrying 15,180 tons.
A large number of steamboats are annually built at Louisville and
New Albany.
5. Manufactures.
Louisville is a commercial, and not a manufacturing town. Hence,
its manufacturing establishments are small as compared with Pittsburg
and Cincinnati. Yet, they make, in the aggregate, a large amount.
The following are the principal:
Number.
Hands.
Product.
Foundries
15
930
$1,392,200
Soap and candles
6
59
409,000
Bagging
3
120
184,000
Breweries
6
30
108,600
Cotton and wool
3
135
173,500
Clothing
45
1,157
941,500
Feed and flour mills
9
47
283,800
Furniture
25
446
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
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The manufactures of Louisville (exclusive of mere mechanical labor)
probably amount in value to six millions of dollars per annum-cer-.
tainly a very good foundation for more extensive operations.
6. Railroads.
Louisville will, in the course of two or three years, have an exten-
sive 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 Indian-
apolis with all the northern, Indiana, and Michigan lines.
5. New Albany, Salem, and Michigan city line. This will connect,
at Orleans, with the Ohio and Mississippi railroad, and thus make a
continuous line to St. Louis, and will be continued north to Michigan
city and Chicago, Illinois.
These railroads, when completed, will connect Louisville with the
most distant parts of the Union, and enable her to avail herself of her
great commercial advantages.
Louisville is situated in the centre of a large district of level and
rich land. Its site for building is almost indefinite. Provisions are
cheap; and its position for commerce one of the best in the interior of
the United States. Its growth is not so rapid as that of some places,
but is very uniform; so that the growth in future may be very cer-
tainly counted upon at the same rate. Allowing for some decrease in
the ratio of growth, and it will probably, in half a century, have half
a million of inhabitants.
A statement recently published shows that there are navigating the
Ohio and Mississippi rivers an aggregate of 269 steamers, measuring
60,792 tons, and which are valued at $3,895,000, that can pass
through the present locks in the canal around the rapids at Louisville.
There are also navigating the same rivers 76 steamers, measuring
48,052 tons, and valued at $3,714,000, which are too large to pass
through those locks, and therefore cannot participate in the trade of the
upper Ohio, being nearly one-half the valuation of the steam stock
engaged on those waters.
Valuation, in 1850, of the cities named.
Estimated.
True.
St. Louis
$27,968,833
$50,000,000
Cincinnati
41,848,536
49,310,925
Louisville
31,533,904
31,533,904
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S. Doc. 112.
ver
ST. LOUIS, MISSOURI.
Lying upon the bank of the finest river on the continent, in latitude
38° 37' 28" north, and longitude 90° 15' 30" west from Greenwich,
and backed by untold acres of lands, rich in all the elements of agri-
culture, forests, and mines, which may be made tributary to her com-
merce, St. Louis is entitled to important consideration in the investiga-
tion 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, there-
fore, there is a territory belonging to the great valley which can scarcely
avoid becoming tributary to the business of this city, much larger and
more prolific of all the elements of wealth than can be found adjacent
to any other city in the West. This fact alone is decisive of the future
greatness of St. Louis, provided she puts forth her energies towards
the progress of the means for the exhumation of the resources of this
country. Her connexions with eastern cities, through Cincinnati and
Chicago, are already decided upon and secured beyond contingency,
as will be seen by reference to the description of canals and railways.
This is now one of the most important of the river-ports. Surrounded
by an extensive back country of unsurpassed fertility, well watered
and endowed with all the advantages requisite to support a dense and
thriving population, St. Louis bids fair to become, at no distant day,
one of the first cities in the United States in point of population and
commercial wealth. It is situated on the western shore of the Missis-
sippi river, about 196 miles above the mouth of the Ohio, 20 miles be-
low the mouth of the Missouri, its principal affluent, and 40 miles
below that of the Illinois. Still further northward the Fever, the Wis-
consin, 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 ex-
changed 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.
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S. Doc. 112.
transhipment of almost the entire bulk of produce and merchandise ar-
riving 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 con-
stituted the great receiving and distributing depot for 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 inexhaustible tide of immigration, does
St. Louis owe her late rapid growth in population and prosperity.
The city is one of the oldest French trading and military posts in the
Mississippi valley, and has been looked upon for many years as the
key to the great territory to which we have referred; but, until the last
twenty years, its progress was very slow. In 1840 it could claim but
16,469 inhabitants, whereas in 1850 it numbered a population of ao
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 91 years; during
the last 40, once in 9; the last 30, once in 7; the last 20, once in 51
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 rail-
ways now in progress or projected, in connexion with her natural ad-
vantages? The opening of these artificial routes will give her easy
access to numerous deposites of lead, iron, coal, and copper ores,
within a circuit of 90 miles, equal to the wants of the whole Missie-
sippi valley for centuries, which have not, to this time, been brought to
use. The lack of necessary means of transportation has heretofore
precluded the successful working of these numerous mines, though they
have been known to exist in richness rarely if ever excelled. The
completion of the "Pacific," the "Hannibal and St. Joseph," the
"St. Louis and North Missouri," and other projected railways, which
is now determined, will open easy communication with these mineral
regions, besides developing the resources of large tracts of country
second to none other in agricultural richness. Owing to these promising
natural features, the hidden wealth of which will be brought to light
and rendered available through these stupendous lines of internal im-
provement, the people of St. Louis confidently anticipate a continu-
ation 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.
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& Doc. 112.
729
Comparative statement of some of the principal articles landed at St. Louis
during six years-ending December 31, 1852.
V
Articles.
1851.
1850.
1849.
1848.
1847.
1846.
Wheat
bush
1,700,708
1,792,074
1,792,535
2,194,789
2,432,377
1,838,926
Flour
bbls
793,892
292,718
306,412
387,314
308,568
220,45Z
Corn
bush
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
13,862
97,642
43,692
48,981
Pork, bulk
pieces.
768,819
449,556
Pork, bulk
tons
147
Salt
sacks
216,933
261,230
291, 709
204,741
106,302
177,724
Salt
bbls
46,250
19,158
23,553
38,809
41,380
58,948
Hemp
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
tcs. & 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
90,736
94,228
68,902
62,097
71,877
63,396
Whiskey
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
5,034
Sugar
boxes
15,833
11,328
an
7,348
14,812
20,111
5,752
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
Bacon
boxes
1,564
1,320
3, 3,245
6,622
1,289
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
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
above, 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
175
215
217
396
204
Total number
2,625
2,907
2,905
3,179
2,969
Digitized by Google
730
S. Doc. 112.
Tonnage of steamboats and barges was, in 1850
681,256
Do
do
do
do
1851
683,140
Wharfage collected in 1850
$41,195
Do
do
1851
48,156
Showing, that while the number of arrivals has fallen off, the loss is
more than compensated by the enlarged capacity of the boats, as ex-
hibited by the increase of tonnage.
The foreign commerce of St. Louis, consisting of importations, is as
follows:
Sugar and molasses
$289,753
Hardware, &c
133,401
Raitroad iron
100,211
Earthenware
98,786
Tin plates, tin, copper, iron, &c
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 & disabled boatmen
3,441
No estimate of the total value of the commerce of St. Louis for
1851 has been made, nor, indeed, would it be an easy task to prepare
such with any degree of accuracy. Enough, however, is here shown
to exhibit the importance which it must soon attain, and the power and
influence it will ultimately exert on the commerce of the Atlantic cities.
Nore.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 Vin-
cennes. From this point a railroad is under contract to Evansville, and finished from Evane-
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, Hop-
kinsville, and Trenton, striking the Tennessee State line about twelve miles north of Clarks-
ville, 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 por-
tion 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 81 feet thick, good
reefing and drainage; and the mines are 80 situated, that the coal cars, when laden, will de-
seend 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 die-
tance 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 val-
ley, 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, 80 far as carrying is concerned
and the road must, necessarily, be one of the greatest thoroughfares in the United States,
embracing, as it does, every variety of climate and agricultural production, and the shortest
communication to the seacoast; and the attention of the public is now being anxiously turned
to this great work. The country over which it passes is nearly champagne" in Kentucky,
and all highly agricultural.
Digitized by Google
S. Doc. 112.
731
STEAM MARINE OF THE INTERIOR.
As the rivers of the great valley west of the Alleghany ridge-the
Mississippi and its tributaries-constitute the most important portion of
our river navigation, a full report of the business transacted upon those
waters is very desirable, especially in this connexion; as it would show
not only the relative value of the commerce of the rivers, as compared
with that of the lakes, but also the exchanges among the several differ-
ent points upon the rivers. Regrets have before been expressed that
returns have only been received from a few of the more important river
cities in detail. It is thought best, however, to state the amount of ton-
nage 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 state-
ments of the commerce of the largest cities. This trade has long been
considered of the highest importance by our most distinguished states-
men, who foresaw the necessity of making provisions for its prospect-
ive augmentation, as well as by the highest of commercial authorities
who have ever advocated a liberal policy of internal improvements, and
also by private individuals engaged in commercial affairs.
Mr. Calhoun, in his able report to the Memphis convention, con-
vened for the purpose of considering the valuable interests involved,
amounting to more than three hundred millions, and to concert meas-
ures for improving the navigation of the "western waters," says:
"Looking beyond, to a not very distant future, when this immense
valley-containing within its limits one million two hundred thousand
square miles, lying, in its whole extent, in the temperate zone, and
occupying a position midway between the Atlantic and Pacific oceans,
unequalled in fertility and the diversity of its productions, intersected
by the mighty stream, including its tributaries, by which it is drained,
and which supply a continuous navigation of upwards of ten thousand
miles, with a coast, including both banks, of twice that length-shall
be crowded with population, and its resources fully developed, imagi-
nation itself is taxed in the attempt to realize the magnitude of its
commerce."
The trade on the Mississippi and its tributaries is now a matter of
great public concern. By its rapid advance and its great future it
claims equal notice with the foreign trade and the trade of the lakes,
and perhaps more than either as one of the main sources of the wealth
of the confederacy.
The following remarks from De Bow's Review show the interest that
is felt in this matter: "The free d'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 construc-
tion of State powers, as contradistinguished from Federal, can exclude
these arteries of trade from the pale of government regard and protec-
tion. They are points of national concern. No State, nor alliance of
States, can apply the remedies which their exigencies require. No
narrow views of economy, no prospective expenditure, Digitized by
732
S. Doc. 112.
could be allowed to deter the legislature of the Union from approaching
the solemn act of duty which is involved here."
The following resolutions were, with others, adopted by the Mem-
phis convention:
'That safe communication between the Gulf of Mexico and the
interior, afforded by the navigation of the Mississippi and Ohio rivers,
and their principal tributaries, is indispensable to the defence of the
country in time of war, and essential also to its commerce.
That the improvement and preservation of the navigation of those
great rivers are objects as strictly national as any other preparation for
the defence of the country; and that such improvements are deemed
by this convention impracticable by the States or individual enterprises,
and call for the appropriation of money for the same by the general
government."
The following statements, compiled chiefly from a valuable and
useful report, already referred to, on the steam marine of the inland
waters, are presented here to exhibit the necessity for secure inland
navigation, and as having a special bearing on the trade of the Missis-
sippi 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 Hu-
ron, to Michilimackinac; thence up Lake Michigan to Chicago; thence
across the Mississippi river, and down that stream to New Orleans;
thus extending, on a natural line of interior navigation, which has but
two slight interruptions, from the waters of the Gulf of St. Lawrence
to those of the Gulf of Mexico, a distance of not less than 2,850 miles,
upon which is employed, for purposes of trade and travel, a steam ton-
nage of 69,166 tons.* The Ohio basin forms of itself a cross-section
some 1,100 miles in length, embracing simply the districts on that river
and its tributaries.
"Immediately west of Lake Superior lies the Minnesota district, with
a collector at Pembina, on the line between our own and the British
possessions, and a deputy at St. Paul, on the Mississippi, within the
Territory of Minnesota. This is a new district, and steamboats em-
ployed on its waters have hitherto been enrolled at St. Louis. During
the years 1850 and 1851, three or four good steamers ran regularly be-
tween St. Louis and St. Paul, and Fort Snelling, two of which took
several large pleasure parties almost two hundred miles up the Minne-
sota (St. Peter's) river. A small boat (the only one yet built in the
Territory) has been running the past year above the falls of St. An-
thony, 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 navi-
gation; thence by land (the first interruption) to Buffalo; thence on the regular line of steam-
boat navigation to Chicago; thence by the Illinois and Michigan canal, (the second interrup-
tion,) and the Illinois river, to the Mississippi; and by that river to the Gulf.
Digitized by Google
S. Doc. 112.
the Gulf of Mexico by the Mississippi river, along which another ime-
rior section may be constructed, to show separately the strength of that
division of our steam-marine. This section presents the following re-
sults :
Steam-marine of the Mississippi Valley.
No. of
Tonnage.
No. of officers,
Passenge
Districts.
steamers.
crews, &c.
Tons & 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.
No enrolment.
Steam-marine of the Ohio basin.
No. of
Districts.
Tonnage.
No. of officers,
Passengers,
steamers.
crews, &c.
Tons & 95ths.
Pittsburg
112
16,942 68
2,588
466,661
Wheeling
46
7,190 67
651
243,170
Cincinnati
111
24,709 07
2,789
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 204,72512. tons, and employing 17,607 persons
as officers, crews, &c. Of this aggregate, 663 are ordinary steamers,
measuring 184,262} tons, and employing 16,576 persons ; 52 are pro-
pellers, measuring 15,729}? tons, and employing 817 persons ; and
50 are ferry-boats, measuring 4,733 tons, and employing 214 per-
sons. 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-
Digitized by Google
734
S. Doc. 112.
dinary by low-pressure. All of the river steamers, and all of the ferry-
boats, have high-pressure engines. Low-pressure engines have at sev-
eral periods been partially tried on the western rivers, and abandoned.
In the year 1818, three boats of this description were built on those war
ters; in 1819, sevrn boats; in 1820, two; in 1822, one; in 1823, one; in
1824, two; in 1825, six; in 1826, eight; in 1827, 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 compara-
tively 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 Su-
perior, which is embraced in the district of Michilimackinac, with the
St. Mary's river, Green Bay, and the Straits of Mackinac. Following
the water-flow from this district, we reach the Gulf of St. Lawrence
through Lakes Huron, Erie, Ontario, and the St. Lawrence river; and
the Atlantic coast by Lake Champlain and the New England improve-
ments in one direction, and in another by the Erie canal and the Hud-
son river.
Tabular statement of steumers 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
Vicksburg
6
937
101
46,800
Natchez
New Orleans
113
34,736
3,958 3,
434,000
Nashville
18
3,578
397
24,340
750
Evansville
New Albany
Louisville
61
15,185
1,913
270,000
1,001
Cincinnati
111
24,709
2,789
2,400,796
Wheeling
46
7,190
651
243,170
290
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 move-
ment 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
3,464,967 3,
Total
5,861,860
Digitized by Google
Statement of the total number of persons who arrived at and departed from the principal port of each collection district of the inte-
rior, by steamers, railroad cars, stage-coaches, canal boats, and steam ferry-boats, during the year ending June 30, 1851.
LINE OF THE NORTHERN FRONTIER.
Ports.
By steamboats.
By railroad care.
By canals.
By stages.
By steam ferry-
Total.
boats.
Burlington
Vermont
155,000
81,816
236,816
Plattsburg
New York
3 500
3,500
Ogdensburg
do
60,562
79,408
104,620
244,590
Sackett's Harbor
do
5,952
1,240
7,192
Cape Vincent
do
do
S.
Oswego
22, 22,830
33,615
230
56,675
Rochester
do
210
277,139
977,349
Lewiston
do
22,987
45,944
2,400
71,331
Buffalo
do
171,557
381,586
43,000
26,280
622,423
Ere
Pennsylvania
60,630
21,920
82,550
Cleveland
Ohio
Sandusky City
do
2,190
157,751
159,941
To:edo
do
31,842
31,842
Doc. 112.
Detroit
Michigan
369,430
197,399
352,000
918,899
Mackinaw
do
41,212
41,212
Chicago
Illinois
85,800
71,253
42,770
198,823
Total
1,027,750
1,325,911
86,000
27,872
486,540
2,958,073
Digitized by Google
735
STATEMENT-Continued.
736
LINE OF THE MISSISSIPPI.
Ports.
By steamboats
By railroad
By canals.
By stages.
By steam ferry-
Total.
cars.
boats.
# St. Paul, Minnesota
Saint Louis, Missouri
318, 713
18,582
49,080
386,375
Memphis, Tennessee
34,000
34,000
Vicksburg, Mississippi
10,800
36,000
46,800
t Natchez, Mississippi
New Orleans, Louisiana
419,000
15,000
434,000
Total
748,513
18,582
134,080
901,175
LINE OF THE OHIO.
S. Doc. 112.
Pittsburg, Pennaylvania
428,745
37,911
466,656
Wheeling, Virginia
139,170
27,998
104,000
271,168
Cincinnati, Ohio
270,796
159,287
2,190 000
2,620,083 2,
Madison, Indiana, in the district of Cincinnati
70,149
70,149
Louisville, Kentucky
120,000
36,500
150,000
306,500
New Albany, Indiana
# Evanaville, Indiana
775
775
Digitized by Google
Nashville, Tennessee
24,340
24,340
Total
983,051
265,936
28,773
2,481,911
3,759,671
# New districts.
t No enrolments.
STATEMENT-Continued.
RECAPITULATION.
Lines.
By steamboats.
By railroad.
By canals.
By stages.
By steam ferry-
Total.
48
boats.
Northern 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 basin
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
S. Doc. 112.
Digitized by Google
737
738
S. Doc. 112.
It is not surprising that a first attempt to collect and embody this in-
formation 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 de-
ficiencies are few in number; and had more time been devoted to the
collection of this particular class of facts in the Cuyahoga, Miami, and
Vicksburg districts, they would have been hardly worth mentioning.
There are several centres of interior commerce and navigation, at
which it would seem of interest to know the radiation of trade and
travel, as shown by natural and artificial channels of communication,
and the boats and other descriptions of conveyance in or upon them.
One of these centres is at the head of the Ohio river, another at the
foot of Lake Erie, a third at the head of Lake Michigan, and a fourth
on the Mississippi, below the outflow of the Illinois and the Missouri
rivers. The heavy commerce that centres midway of the Ohio valley,
though reaching up the Muskingum, the Wabash, the Cumberland, and
the Mississippi, by natural streams, and back into Ohio and Indiana by
artificial channels, is more direct in its main lines, which extend to
Pittsburg in one direction, and to New Orleans in another. In the first
and last of the four districts named, the number of boats and men, and
the amount of tonnage, employed on each of the several streams to
which the trade of those districts extends, as well as the travel upon
each, are shown by the following subdivisions of the whole number of
boats therein severally enrolled.
Subdivision of the St. Louis district.
Number of steam-
ersfrom St. Louis.
Tonnage.
Number of officers,
Pressure.
In what trade.
crews, &c.
Number of passen-
gers.
Average distance
carrried.
High.
Low.
Longest trip.
Tons.
Miles
26
To New Orleans
12,575
628
All.
None.
64,008
1,195
27
To Illinois river
4,527
412
"
"
48,799
320
28
To Missouri
6,148
495
"
"
57,284
1,780
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
Digitized by Google
S. Doc. 112.
739
Subdivision of the Pittsburg district.
Number of steam-
ers at Pittsburg.
Number of officers,
Pressure.
In what trade.
Tonnage.
crew, &c.
Number of passen-
gers.
Average distance
carried.
High.
Low.
Longest trip.
Tons.
Miles.
7
Cincinnati
2,451
470
All.
None.
89,828
479
16
Monongahela river
1,332
224
"
"
112,142
561
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. Louis, 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
1
112
16,942
2,589
466,656
The main trade of each of the other four districts named is in a di-
rect line from the second, nearly north and south, by Lake Michigan
and the Illinois river, and the Illinois and Michigan canal; and from
the third, in a direction indicated by the course of Lakes Erie and
Huron and that of the Erie canal. The points embraced by the rami-
fications of travel, however, are more numerous; and hence the fol-
lowing subdivisions are intended only to include them, and show the
total number of passengers who arrived at and departed from the prin-
cipal port of each of these districts, by the several descriptions of con-
veyance mentioned, during the period included in all the preceding
tables-the year ending 30th June, 1851.
Buffalo subdivision.
No. of passengers
Conveyance.
arrived at and
departed from
Buffalo.
By ordinary steamers
157,251
By propellers
14,300
By ferry-boats
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
Digitized by Google
740
S. Doc. 112,
Chicago subdivision.
No. of passengers
Conveyance.
arrived at and
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, 42,770
Total
199,883
RECAPITULATION AS TO TRAVEL.
Principal ports.
Number of pas-
sengers.
To and from St. Louis
367,795
To and from Pittsburg
466,656
To and from Buffalo
622, 423
To and from Chicago
199,883
Total
1,666,757
Showing a recorded movement at these four commercial centres of
the interior, (of the Northwest, indeed,) of one million six hundred
and fifty-six thousand seven hundred and fifty-seven persons in the
course of a year, where the resident population is but 217,946. No
fact can better illustrate the activity of our people.
By the national census for the year 1850, the population of each of
the four cities at which this movement is shown, is stated as follows:
St. Louis
77,860
Pittsburg, 46,601 ; with Allegheny city
67,862
Buffalo
42,261
Chicago
29,963
Total of the four commercial centres
217,946
Digitized by Google
MARINE LOSSES AND INSURANCE.
Statement of the amount of marine risks taken, and of losses paid, on vessels and cargoes of the United States, in the several collection
districts of the interior, for the year ending June 30, 1851.
Amount insured.
Losses paid.
Districts.
Value of prop-
erty destroyed.
On hulls.
On cargoes.
Total.
On hulls
On cargoes.
Total.
Vermont
$20,000 00
$387,455 00
$407,455 00
$500 00
$500 00
$500 00
Champlain
Oswegatchie
3,500 00
19,122 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
28,008 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
Genesee
30,400 00
105,000 00
135,400 00
S. Doc. 112.
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 06
Sandusky
350 00
350 00
1,650 00
Miami
Detroit
12,900 00
63,400 00
Michilimackinac
Milwaukie.
Chicago
26,997 00
11,430 00
38,427 00
44,613 00
by
Minnesota
St. Louis
162,498 00
230,492 00
Memphis
Vicksburg
Natchez
New Orleans
Nashville
186,624 17
243,949 00
Evansville
Ital
STATEMENT-Continued.
742
Amount insured.
Losses paid.
Districts.
Value of prop-
erty destroyed.
On hulls.
On cargoes,
Total.
On hulls.
On cargoes.
Total.
New Albany
Louisville
$134,300 00
$310,000 00
Cincinnati
$956,357 49
$16,082,082 33
$17,038,439 82
$76,021 59
$181,406 89
257,428 48
319,050 32
Wheeling
80,833 33
683,934 00
764,767 33
1,989 03
1,989 03
2,652 00
Pittsburg
1,813,413 33
3,008,966 00
4,822,379 33
16,462 60
13,972 38
30,434 98
38,715 00
Total
5,025,922 15
29,345,218 92
34,371,141 07
218,839 62
280,045 73
995,207 52
1,568,106 73
S. Doc. 112.
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S. Doc. 112.
748
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 esti-
mate. 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 intro-
duction of steam navigation thereon to the close of the year 1848, has
been prepared by Captain Davis Embree, one of the oldest steamboat
masters ever engaged upon the western waters.
This list shows the place where, and the time when, each of the
boats SO lost was built; the amount of its tonnage; the date of its loss;
the length of time it had been running when lost; its original cost; the
depreciation of its value by use; and the sum finally lost in its de-
struction. Of the 618 boats it embraces, 45 were lost by collisions, 104
by fires, and 469 by snags and other obstructions to navigation.
The following statement shows aggregate results:
Causes.
Number of
Tonnage.
Original cost.
Depreciation
Final loss.
boats.
of value.
Lost by collisions
45
7,769
$730,286
$346,762
$383,524
Lost by fires
104
22,058
2.064 512
1,096,143
968,369
Lost by snags
469
79,261
7,104,950
3,733,852
3,368,098
Total
618
109,088
9,899,748
5,176,757
4,719,991
The losses sustained through explosions, collapsing of flues, and
bursting of steam-pipes, are not included in this statement. With
reference to losses of those descriptions, some interesting information
is given at the close of Captain Embree's list, as also concerning the
average life of steamboats on the western waters, the subjects of marine
insurance thereon, the monthly and yearly cost of running boats, &c.
The history of the rise and progress of the steam-marine of the
United States is one of the most interesting and wonderful things in our
national advancement. Although one steamboat was built at Pittsburg
as early as the year 1811, and although eleven other boats were built
on the Ohio river and its headwaters within the next five years, it was
not until the year 1817 that steam navigation could be said to have
been fairly introduced upon the Mississippi and its tributaries. Previous
to this year, there were twelve steamboats upon these waters, having
an aggregate carrying capacity of 2,235 tons. From 1817 to 1834, the
number of boats increased to 230, and the aggregate of tonnage to
39,000 tons. In 1842 there were 475 boats on the same waters: in
1851 this number had been increased to 601.
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744
S. Doc. 112.
Official reports made to the Treasury Department in 1842, stated in
detail the steamboat tonnage on the Mississippi and its tributaries in
that year. The following table shows the increase from 1842 to 1851.
Comparative Statement.
Tonnage.
Districts.
1842.
1851.
Increase.
Decrease.
New Orleans
28,153
34,736
6,583
Saint Louis
14,725
31,834
17,109
Cincinnati
12,025
24,709
12,684
Pittsburg
10,107
16,943
6,836
Louisville
4,618
15,181
10,563
Nashville
3,810
3,578
232
Wheeling
2,595
7,191
4,596
Vicksburg
938
938
Memphis
450
450
Total
76,033
135,560
59,759
232
The year following the real commencement of regular steamboat
navigation on the waters of the Mississippi and its tributaries, (1817,)
the first steamer employed on the upper lakes was built and launched
on Lake Erie. In 1819 the waters of Lake Huron were first ploughed
by the keel of a steamer, and in 1826 those of Lake Michigan. In
1832 a steamboat first appeared at Chicago, and in 1833 there were
but eleven small steamers on the three lakes named. This date may
therefore be fairly taken as that of the real commencement of steam-
boat navigation on the upper lakes.
Ten years later (February, 1843) a report was made to Congress of
the number and tonnage of steamboats employed on those waters,
"from January 1, 1841, to January 1, 1843.' Though this is a very
loose way of stating a matter of this kind, and does not give the true
amount of the steam tonnage enrolled and employed in either one of the
two years included-necessarily overstating it-yet the facts thus pre-
sented are used for the purpose of comparing them with those now
ascertained, as showing correctly the steam tonnage of the year which
ended on the 30th June, 1851.
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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
1,855
6,418
4,563
Miami
887
1,745
858
Detroit
2,053
16,469
14,416
Mackinaw
1,746
1,746.
Chicago
652
652
Total
14,381
58,711
44,330
These comparative statements show that in a period of nine years the
steamboat tonnage of the Mississippi valley has nearly doubled itself,
and that in a period of eight years that of the upper lakes has more
than quadrupled itself: very significant facts touching increase of popu-
lation, 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 tons and
that of those of the lower and upper Mississippi, the Arkansas, the
Missouri, and the Illinois rivers, 27314. On the Mississippi and Ohio
rivers there are many steamers of from 300 to 500 tons each, and a
number from 600 to 800 each; but the large number of light-draught
boats, built to run in periods of low water on those rivers, and in all
seasons on the smaller streams emptying into them, carry the general
averages down to the figures given above. Several of the passenger
steamers of the lakes are of eleven hundred tons and upwards each.
Comparative Statement.
Number.
Tonnage.
Tons and 95ths.
Northern lakes of the United States
164
69,165 87
Mississippi valley
do
253
67,957 84
Ohio basin
do
348
67,601 31
Total for interior of the United States.
765
204,725 12
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746
S. Doc. 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, we have as the original value of the 204,7251? 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 hun-
dred 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 employ-
ment 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.
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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
Sackett's Harbor, New York
2
2
4
Oswego, New York
15
1
4
2
20
2
23
23
Genesee, New York
S. Doc. 112.
Niagara, New York
Buffalo Creek, New York
8
8
11
11
Presque Isle, Pennsylvania
1
1
4
4
Cuyahoga, Ohio
2
2
8
8
Sandusky, Ohio
1
1
Miami, Ohio
Detroit, Michigan
3
2
3
2
1
1
Digitized
Michilimackinac, Michigan
Milwaukie, Wisconsin
Chicago, Illinois
2
1
3
20
20
by
Minnesota, Min
St. Louis, Missouri
1
1
4
5
11
97
97
Memphis, Tennessee
Vicksburg, Mississippi
Natchez, Mississippi
New Orleans, Louisiana
11
1
5
17
51
51
Nashville, Tennessee
1
1
Evansville, Indiana
747
STATEMENT-Continued.
748
Number of vessels lost.
Number of persons lost.
Districts.
By tempest.
By fire.
By collision.
By snage.
Total.
On the
On the
Total.
lakes.
rivers.
Lakes.
Rivers.
Lakes.
Rivers.
Lakes.
Rivers.
Lakes.
Rivers.
Lakes.
Rivers.
New Albany, Indiana
Louisville, Kentucky
3
4
7
29
29
Cincinnati, Ohio
1
11
7
15
34
451
451
Wheeling, Virginia
Pittsburg, Pennsylvania
1
1
2
Total
33
2
3
28
6
13
33
42
33
67
628
695
76
S. Doc. 112.
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S. Doe. 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 dis-
asters, in the west, prior to the year 1849:
Boats.
Tonnage.
Average tonnage.
Average number of years
they lasted.
684
106,135
155
41
552
90,791
164
3}
420
80,220
191
31
1,656
277,146
167
34
RECAPITULATION.
Boats built prior to 1849
1,656
Boats lost by disasters (nearly 441 per cent.)
736
Losses on boats, as per tables
$5,643,791
Losses on cargo
12,698,529
Total loss
18,342,320
GENERAL AVERAGES.
Of the 765 steam-vessels on the waters of the interior, 164 run on
the lakes, and 601 on the rivers.
Of the aggregate tonnage of these 765 steam-vessels of the interior,
(viz: 204,725 tons,) 69,165° tons is upon the lakes, and 135,5591
upon the rivers.
Of the 164 steam-vessels on the lakes, 105 are ordinary steamers, 52
are propellers, and 7 are ferry-boats.
Of the 601 steam-vessels on the rivers, 558 are ordinary steamers,
and 43 are ferry-boats.
The average tonnage of all the steam-vessels on the lakes (ferry-
boats excepted) is 437 tons.
The average tonnage of all the steam-vessels on the rivers (ferry-
boats excepted) is 23515 tons.
The average tonnage of the ordinary steamers on the lakes is 503H
tons, and that of the propellers 30218 tons.
The average number of persons employed on the ordinary steamers
of the lakes is 191 to each; and the number employed on the propel-
lers is 151 to each.
The average number of persons employed on the ordinary steamers
of the rivers is 26 to each; the boats of the Ohio basin averaging a
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750
S. Doc. 119.
fraction under 26, and those of the Mississippi valley averaging a frac-
tion orer 26.
The 7 steam ferry-boats enrolled on the lakes measure 55521 tons;
the 43 steam ferry-boats enrolled on the rivers measure 4,177 tons.
Of the 558 ordinary steamers on the rivers, 317 are enrolled in the
districts of the Ohio basin, and 241 in those of the Mississippi valley.
Of the 157 ordinary steamers and propellers on the lakes, 31 are
enrolled on Lake Champlain, the St. Lawrence, and Lake Ontario; 66
are enrolled on Lake Erie; and 60 at Detroit and on the lakes above.
Of the 43 steam ferry-boats on the western rivers, 31 are in the Ohio
basin, and 12 in the Mississippi valley.
A remarkable equality is found to exist, at the present time, in the
distribution of the steam tonnage of the interior among the several lines
of navigation heretofore specified:
The line of the St. Lawrence and the lakes has 69,165 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.
The 17,607 persons employed on the steam-vessels of the interior, as
officers, crews, &c., are distributed as follows:
On the lakes and the St. Lawrence
2,855
On the Mississippi river and its tributaries
6,414
On the Ohio river and its tributaries
8,338
The tabular views of vessels lost on the waters of the interior, shows
a total loss of 118-76 on the rivers, and 42 on the lakes.
Of this whole number, 35 were lost by tempest, 31 by fire, 19 by
collision, and 33 by snags. All the losses on the rivers were of the
class of boats denominated "ordinary steamers" in this report. Nearly
all the losses on the lakes were of sail-vessels, schooners and brigs.
The loss of lives, as shown by same tabular view, amounted to a
total of 695 for the year-628 on the rivers, and 67 on the lakes. This
statement is probably under the truth, except as to the Cincinnati dis-
trict, which is thought to have more assigned to it in the table than its
real proportion of the fatal calamities of the year. But this information
is always difficult to obtain, and can hardly be had in an entirely re-
liable form without a more determined and longer-continued effort than
was possible in the present instance.
GRAND RESULT.
The entire steam-marine of the United States, employed on the coast
and in the interior, separate and combined, is shown in the following
tabular view, with the aggregate tonnage thereof, the total number of
persons engaged upon the same as officers, crew, &c., and the entire
number of passengers, distinguishing between those conveyed upon
ferry-boats and those conveyed upon steam-vessels of all other descrip-
tions.
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S. Doc. 112.
751
United States steam-marine.
Description of vessels.
No.
Tonnage.
No. of
Pressure.
Passengers
officers,
carried annu-
crew,
ally.
dc.
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, 245 73
542
50
17
53,705
Steam ferry-boats.
80
18,041 13
369
10
70
29,315,576
Total coast
625
212,500 91
11,770
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
Steam ferry-boats
50
4,733 63
214
50
3,102,531
Total interior
765
204, 725 12
17,607
715
50
5,861,845
RECAPITULATION.
No. of vessels.
Tonnage.
Tuns and 95ths.
Steam-marine of the United States-Coast
625
212, 500 91
Steam-marine of the United States-Interior
765
204,725 12
Total
1,390
417, 226 08
By ferry-boats.
By all other
steam-vessels.
Passengers of the coast division
29,315,576
4,027,270
Passengers of the interior division
3,102,531
2,759,314
Total
32,418,107
6,786,584
The strength of the steam-marine of the United States is thus shown
to be comprised in thirteen hundred and ninety vessels, measuring four
hundred and seventeen thousand two hundred and twenty-six and 0/8
tons, and manned by twenty-nine thousand three hundred and seventy-
seven men.
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752
of Doc. 119,
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 steam-marine on the rivers,
there were lost 4 barges, 73 coal boats, 32 salt boats, and 4 flat-boats.
The aggregate loss of property attending these casualties is not ascer-
tained.
On the lake or northern frontier, the annual statement of Captain G.
W. Rounds exhibits the loss of life for 1852 at 296, and of property at
$992,659. He recapitulates the losses as follows:
Amount of loss by collisions
$261,950
Do.
by other casualties
730,709
Amount of loss by steam vessels has been
638,620
Do.
by sail
do
do
359,039
Do.
by Amer'n do
do
907,487
Do.
by British do
do
65,172
Amount of loss on Lake Ontario by steam
$49,350
Do.
on
do
by sail
29,589
78,939
Do.
on Lake Erie, by steam
543,470
Do.
do
by sail
197,830
741,300
Do.
on Lake Huron, by steam
16,000
Do.
do
by sail
53,600
69,600
Do.
on Lake Michigan, by steam
800
Do.
do
by sail
78,020
78,820
Do.
on Lake Superior, by steam
24,000
Of the 229 disasters here detailed, 7 occurred in the month of April,
19 in May, 24 in June, 15 in July, 16 in August, 21 in September, 27
in October, 85 in November, (55 in one gale of the 11th and 12th,) and
15 in December. Six steamers, 7 propellers, and 35 sail vessels have
gone out of existence entirely. In many instances the amount of losses,
as above stated, have been matters of estimate, as many must necessa-
rily be; but much pains and care have been taken to procure, in each
case, the opinion of competent men who were most familiar with the
circumstances.
These statements show the whole number of lives lost on the western
waters in 1852 to have been:
On the rivers
454
On the lakes
296
Total
750
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S. Doc. 112.
753
NEW ORLEANS, LOUISIANA.
The city of New Orleans is situated on the left bank of the Mis-
sissippi river, about 100 miles from its mouth, in latitude 29° 57' 30"
north, and longitude 90° 8' 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 popu-
lation 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 urbs, 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 per-
sons 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 entrepot for supplies destined
to all parts of the Mississippi valley, as well as the depot for those pro-
ducts 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 afflu-
ents are flanked on either side by extensive territories, unsurpassed in
richness of soil, which readily yield a harvest to the labors of the agri-
culturist, whether it be of cane, corn, or cotton. These are the princi-
pal staples of the valley, and the receipts of each or their products at
New Orleans are rapidly increasing. Heretofore, the river has been
the only channel depended upon for their transportation. Several lines
of railway are in process of construction now, however, to facilitate
the transportation of cotton and sugar, produced at a distance from the
river, to market, and thus enlarge the area of production. These bulky
products will not bear an extensive land carriage by the old mode, and
result in wealth to the producer; but the construction of railways for
their cheap transit to the river, even, will not only change the prospects
of the interior 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 ex-
tensive trade with Texas, Mexico, and the Gulf ports, as well as a very
heavy foreign export trade. These facts will be fully illustrated by the
accompanying tables. She has, besides, a large coasting trade with
Atlantic ports, the value of which can only be known generally by its
results.
Since the acquisition of California by the United States, and the dis-
covery of its mineral wealth, and the consequent opening of important
trade to the Pacific, the relative importance of New Orleans to New
York and other Atlantic cities has not been as well maintained as it was
49
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754
S: Doc. 112.
before. The Atlantic cities, but particularly New York, have received
most of the California trade and commerce, owing to the establishment
of lines of extensive ocean-steamers via Panama and Nicaragua, and
the many steamers, and clipper and other ships, engaged in such trade
from those ports, sent around Cape Horn. Sanguine expectations are
entertained in New Orleans of the favorable results to that city, in re-
spect to the Pacific trade, when the Gulf or Tehuantepec route is opened,
either as a route of passage for ships by canal or a route of transit by
railway. Doubtless, these anticipations would be realized; but, at the
same time, the advantages of such route, it is believed, would accrue
in an equally favorable degree to the Atlantic ports. The capital, ship-
ping, and seamen, supplied by those cities to the whaling, Pacific, China,
and East India trade, could not readily be transferred to New Orleans,
even with the great advantages such route would afford that city. As the
recipient, however, of the vast and inestimable resources of the Missis-
sippi valley-which natural advantage can never be destroyed by arti-
ficial communications from that valley to the Atlantic-New Orleans.
will maintain its rank as one of the largest commercial cities of the
world.
To present some of the advantages enjoyed by New Orleans as a
commercial city, the following extracts are made from an article pub-
lished in De Bow's Review in 1846, prepared by the present Assistant
Secretary of the Treasury, William L. Hodge, esq. Mr. Hodge having
been for many years a resident of New Orleans, intimately and per-
sonally connected with the business interests of the city, was fully com-
petent to do justice to the subject which he has discussed.
Mr. Hodge says:
No city of the world has ever advanced as a mart of commerce
with such gigantic and rapid strides as New Orleans.
Her commercial life may be said to date after the cession of Louis-
iana to the United States, in 1803, as, previous to that her commerce was
insignificant; and yet, in this short period of about forty years, she
already ranks as the fourth city of the world for the magnitude and
value of her commerce, being exceeded only by London, Liverpool,
and New York. The foreign importations of New York greatly exceed
those of New Orleans; but if the whole of the foreign and coasting
trade of both ports are taken into view, it might be a matter of doubt
whether the bulk, and possibly the value of merchandise that enters and
leaves the mouth of the Mississippi, is not fully equal to that which
enters and leaves Sandy Hook. At any rate, if it is not now, it will in
a very few years not only equal but exceed it, and place New Orleans
the third in rank of the commercial cities of the world.
The facilities and convenience of transacting business at New Or-
leans are fully equal to, and in many respects superior to those of any
other place. It is the centre of immense exchange operations, and any
amount of funds can at all times be obtained at the shortest notice
under good letters of credit, and bills negotiated with great readiness
and facility on any prominent point in the United States, or any of the
commercial cities of western Europe; and the banking institutions af-
ford all reasonable accommodations to the local wants and trade of
the city.
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S. Doc. 112.
755
Some European cities can show more splendid quays or magnifi-
cent docks for the accommodation of shipping, and the landing 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 in-
undation by a raised and solid embankment called the 'Levec,' ex-
tending on both sides of the river below, and a great distance above
the city. Outside of the levee the bank of the river is called the 'Bat-
ture,' which in many places is increasing from the continual alluvial
deposites, while in other places the river has what is called 'a falling
bank,' and the water gradually encroaches on the land. In the former
case the levee is advanced as the batture increases, and this has been
the case in a large portion of the front of New Orleans, where in some
parts the levee has, in the last 25 years, advanced full 1,000 feet and the
front warehouses now stand for a long extent that distance from the water,
affording a splendid space for the vast bulk of produce that is annually
landed and shipped. The wharves are constructed outside the levee
on massive piles, driven with a heavy iron ram into the mud, and ex-
tending over the river into the water sufficiently deep to admit the
heaviest steamboats and ships to lie up against them; heavy sleepers
connect the piles at their tops, and on these piles the platform is laid,
of thick planking, the edges of which are separated about one inch, to
prevent the accumulation of dirt which falls through these interstices
into the river flowing below, and in five minutes after the heaviest
storm the whole surface is in perfect condition to receive any description
of merchandise. These wharves are thus planked back until they join
the crown of the levee, in some places 150 to 200 feet, which is made
firm and solid by a constant coating of shells, and always kept in good
order. One of these wharves presents an unbroken front on the river
of 1,500 feet, and others 600 to 800 feet, and in the business season it
is usual to see these fronts entirely occupied with steamboats lying
bow on, and each with her stage rigged out to the wharf, actively en-
gaged 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 steam-
boats, 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 out-
side one the timber, plank, and all the conveniences for this staging,
being furnished by the city, who even also supply tarpaulins to protect
the goods in case of rain.
These details are given to show to those who are familiar to ship-
ping, the very great facilities and convenience that are afforded here,
and without which it would be impracticable to get through the vast
amount of business that is transacted in the city, except with great in-
convenience and enormous expense."
Having thus sketched the commercial position of the city, as it then
was, and the advantages and facilities which it possessed for a rapid-
Digitized by Google
756
S. Doca 112
continued advancement, Mr. Hodge proceeds to predict the future
greatness of this depot of the commerce of the Mississippi valley and
the Gulf of Mexico. He alludes to the despatch given to the discharge
of steamers and other vessels, and then passes to the question whether
New Orleans will probably retain her immense trade, and how she,
will be affected by the constant augmentation of population, and the
inevitable development of the resources of the mighty West. But as
these speculations with respect to the future of New Orleans have
been for some time past in a rapid course of realization, it is considered
unnecessary to reproduce them here.
The tables herewith exhibited, presenting, somewhat in detail, the
commerce of New Orleans at different periods, will show that Mr.
Hodge, in his most sanguine predictions, did not over-estimate the effect
which time would produce, through the facilities he then enumerated.
The following table will show the value of some of the principal ar-
ticles imported into New Orleans from the interior, at several periods,
during the last ten years:
Articles.
1831-52.
1845-'46.
1841-'42.
Apples
$61,068
$53,550
$46,274
Bacon
6,348,622
1,671,855
521,912.
Bagging
780,572
917,710
783,991
Bale rope
677,040
255,051
443,149
Beans
65,980
66,340
21,986
Butter
411,628
203,580
50,572
Beeswax
7,695
54,000
10,981
Bcef
669,657
580,784
86,511
Buffalo robes
95,500
56,705
156,100.
Cotton
48,592,222
33,716,256
24,425,115
Corn-meal
7,452
9,762
7,528
Corn
1,790,663
1,556,181
357,434
Cheese
253,543
114,784
37,940
Candles
323,616
31,383
14,372
Cider
900
405
3,390-
Coal, western
425,000
131,400
55,292
Dried apples and peaches
4,020
2,134
3,956
Feathers
72,275
115,175
10,422
Flaxseed
5,190
6,584
9,588
Flour
3,708,848
3,770,932
2,198,440
Furs
1,000,000
900,000
250,000:
Hemp
257,235
309,800
18,165
Hides
247,374
135,495
$2,461
Hay
160,302
213,810
65,540.
Fig iron
1,860
37,905
7,084
Lard
3,925,845
2,729,381
1,138,919
Leather
189,300
51,750
16,920,
Lime
52,881
8,387
415
Lead
880,332
1,982,087
1,053,815
Digitized by
Google
S. Doc! 112.
757
STATEMENT-Continned}
Articles.
1851-'52.
1845-'46.
1841-'42.
Molasses
$4,026,000
$1,710,000
$450,000
Oats
347,454
202,039
337,969
Onions
34,368
13,958
66,676
Oil, linseed
19,708
31,780
10,675
Oil, castor
120,148
45,201
183,300
Oil, lard
395,192
49,514
Potatoes
456,190
160,587
39,302
Pork
5,250,541
3,666,054
1,542,467
Porter and ale
4,060
1,270
4,112
Packing yarn
14,651
5,900
4,552
Skins, deer
24,950
87,280
32,194
Skins, bear
240
960
2,500
Shot
67,600
49,648
51,240
Soap
15,924
9,082
5,796
Staves
278,122
147,654
35,000
Sugar
11,827,350
10,265,750
3,600,000
Spanish moss
34,976
8,832
12,192
Tallow
26,140
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, es-
timated
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
79,779,161
1841-'42
45,716,045
1846-'47
90,033,256
Digitized by Google
758
S. Doe. 112.
Statement showing the value of exports and imports at New Orleans, annu-
ally, from 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
10,673,190
1841
32,865,618
1,521,865
34,387,483
10,256,322
1842
27,427,422
958,753
28,386,175
8,031,190
1843
26,653,924
736,500
27,390,424
8,170,015
1844
29,442,734
1,055,573
30,498,307
7,826,759
1845
25,841,311
1,316,154
27,157,465
7,345,010
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
12,958,294
Statement of the receipts on account of duties collected at New Orleans from
1835 to the 30th of June, 1852, inclusive.
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
385,596 29
1852
2,282,082 28
Digitized by Google
No. 10.-Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the
district of New Orleans, 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
48,691
68,144
23,622
22,943
72,313
91,087
1827
66,657
89,793
30,937
30,240
97,594
120,033
1828
76,821
85,341
39,791
38,731
116,612
124,072
1829
67,6%0
87,657
32,535
33,172
100,215
120,829
1830
83,243
106,017
35,393
36,317
118,636
142,334
1831
76,231
96,753
55,541
53,558
131,772
150,311
1832
68,637
88,236
56,942
59,620
125,579
147,856
1833
71,476
86,021
62,346
60,580
133,822
146,601
1834
381
69,131
456
112,230
328
67,199
337
71,599
709
136,330
793
183,899
1835
518
97,680
587
137,391
316
58,690
317
58,778
834
156,370
901
196,149
1836
503
95,833
632
147,838
210
50,294
190
48,110
713
146,127
822
195,918
1837
460
91,790
658
175,563
174
44,615
186
45,523
634
136,435
854
221,086
S. Doe. 112.
1838
613
139,722
764
217,126
169
43,184
168
42,142
782
182,906
932
259,273
1839
603
126,547
684
177,257
2.9
56,618
208
54,772
822
183,165
892
232,059
1840
672
182,292
850
277,021
252
73,185
265
73,350
924
255,477
1,115
350,371
1841
683
193,003
741
244,988
259
71,634
259
72,577
94%
264,637
1,000
317,565
1848
564
179,777
644
244,110
222
75,698
218
73,668
76
255,475
862
317,778
1843
833
261,053
808
292,473
233
90,450
220
80,697
1,066
351,503
1,028
373,170
Digitized by
1844
727
211,282
711
237,050
201
99,705
289
101,056
1,008
310,987
1,000
338,106
1845
752
237,268
639
243,543
320
126,719
331
129,56
1,072
363,987
970
373,104
1846
655
203,898
639
238,448
266
111,874
274
110,023
921
315,772
913
348,471
1847
682
232,477
741
274,112
393
170,059
397
166,766
1,075
402,536
1,138
440,878
1848
680
200,428
667
287,887
370
165,678
362
148,612
970
366,106
1,029
436,499
1849
686
229,245
714
293,456
412
196,204
417
194,234
1,098
425,449
1,131
487,690
1850
522
175,065
493
211,800
374
174,884
350
158,137
896
349,949
843
369,937
1851
542
194,776
645
292,954
328
134,156
322
123,612
870
328,932
967
421,566
759
700
S. Doc. 112.
MOBILE, ALABAMA.
Mobile is situated on a bay and river, bearing the same name, just
at the point where the latter enters the former, and about thirty miles
from the entrance of the bay into the Gulf of Mexico. It is in latitude
30° 40' north, and longitude 88° 21' west. The city is on the west side
of the river, distant from Pensacola, Florida, 55 miles; from New
Orleans 160 miles, from Tuscaloosa 217 miles, and from Washington
1,013 miles. It had a population in 1830 of 3,194 persons; in 1840,
of 12,672; and in 1850, of 20,513: showing, from 1830 to 1840, a
duplication about once in five years, and from 1840 to 1S50, a rate of
duplication once in about sixteen years. About forty miles above the
city, Mobile river is formed by the junction of the waters of the Tom-
bigbee and Alabama rivers. These latter are both navigable for steam-
ers, and a portion of the distance for vessels. Steam navigation on the
Tombigbee extends to Tuscaloosa, Alabama, and Columbus, Missis-
sippi. Vessels requiring five or six feet draught of water can ascend
to St. Stephens, about ninety miles from the bay. The Alabama river
is navigable by steamers to Montgomery, three hundred miles; and by
vessels drawing tive to six feet, one hundred miles, to Claiborne.
Mobile bay is about thirty miles in length, with an average breadth
of twelve miles. The principal channel from the gulf has a depth of
eighteen feet water at low tide, and on the upper bar, near the mouth
of the river, there is about eleven feet at low tide; and eighteen to
nineteen feet at high water. Owing to this fact, vessels of heavy draught,
when laden, have to proceed to sea at high tide. The tonnage registered
and enrolled at this port, in 1840, was 17,243; in 1841, it was 15,714
in 1846, 22,537 and in 1851, it was 27,327 tons. The tonnage entered
and cleared from and to foreign 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
121,265
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
depôt for the shipment of surplus products, as well as the entrepôt for
all foreign supplies, or necessaries not produced in that section. The
face of the country is level, and remarkably adapted to the cheap con-
tsruction of railways. It will be seen by reference to page 337 of this
report, that this feature in the topography of the country has not been
overlooked, and that several very important lines of railway are already
under contract, and in progress toward completion, which must largely
increase the commerce of Mobile, not only with the surrounding coun-
Digitized by Google
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 south-
ern city. The agricultural resources of the State of Alabama are sup-
posed to be second to those of hardly any other for the production of
the staple articles of that climate; and when, three years hence, nearly
every portion of the State will become directly connected with Mobile
by the completion of her system of railways, it may well be expected
that the growth of that city will increase beyond all previous periods
of her history.
Statement showing the exports and destination of cotton from the port of Mo-
bile 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
385,029
53,645
26,903
113,668
479,245
1842
185,414
49,544
6,919
77,161
319,038
This statement exhibits very little evidence of an extension of the
area cultivated during the series of years presented, which is a cor-
roboration 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.
Digitized by
Google
762
S. Doc. 112.
Statement showing the quantity of some of the principal articles of imports
into the port of Mobile during the last five years ending August 31,
1852.
Articles.
1852.
1851.
1850.
1849.
1848.
Bagging
17,012
30,402
24,901
29,200
27,275
Bale rope
16,585
30,926
22,460
26,679
27,011
Bacon
11,500
16,637
9,269
6,482
11,392
Coffee
28,538
25,236
18,928
26,104
26,415
Corn
83,380
98,086
79,038
25,573
21,505
Flour
74,329
95,054
70,570
52,311 52,
33,069
Hay
26,852
27,143
23,189
17,470
11,787
Lard
22,481
20,021
10,562
8,044
10,914
Lime
31,027
23,745
19,322
21,155
9,893
Molasses
18,095
23, 23,673
18,042
10,647
15,245
Oats
20,985
29,121
12,429
15,290
13,160
Potatoes
22,014
16,248
20,243
19,041
29,059
Pork
15,589
23,949
8,016
5,282
11,595
Rice
1, 491
1, 832
1,387
1,169
1, 227
Salt
154, 351
128,700
154,183
131,273
70,710
Sugar
6,083
6,634
7,760
5,528
7, 673
Whiskey
15,597
28,868
21,440
17,895
21,345
The total value of the foreign imports at Mobile, during the last two
years, may be seen by the figures annexed
Years.
Value of imports.
Duties collected.
1852
$701,918
$131,249
1851
440,404
96,276
Increase
261,514
34,973
This shows an increase of about sixty per cent. in one year, which is
certainly very handsome, and augurs well for the future prospects of
Mobile in the direct import trade.
The present may well be termed the railway era; and, perhaps,
there is no other place in the whole confederacy likely to experience
greater benefits, in proportion to its present population, from such im-
provements than Mobile. The railways now in progress, terminating
at that point, must constitute her the entrepôt of foreign supplies for a
very large extent of country.
The annexed table will show the tonnage entered from and cleared to
foreign ports, in the district of Mobile, during a long series of years—
from 1826 to 1851, inclusive. For reasons explained elsewhere, the
tonnage cleared best exhibits the amount engaged in the export trade
of that city.
Digitized by Google
Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district
of Mobile, 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
13,178
16,086
1,596
1, 807
14,774
17,893
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
5,400
4,953
17,283
19,447
1830
10,490
22,277
4,826
4,059
15,316
26,336
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
29,067
9,918
9, 286
21,156
38,353
1834
52
8,685
120
29,272
35
10,308
36
10,614
87
18,993
156
39,886
1835
75
16,834
119
32,795
42
14,050
37
12,665
117
30,884
156
45,460
1836
79
14,915
114
35,340
43
16,323
43
17,367
122
31,238
157
52,707
S. Doc. 112.
1837
65
17,211
156
53,822
27
10,320
29
10,725
92
27,531
185
64,547
1838
122
27,191
244
70,124
32
11,996
33
12,466
154
39,187
977
82,590
1839
128
21,857
200
48,286
45
17,408
44
17,006
173
39,265
244
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
64
38,264
64
38,095
145
57,970
210
89,342
Digitized by
1843
138
48,892
200
79,107
96
56,648
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
137
47,654
190
80,032
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
131
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
32,268
112
84,106
106
80,717
152
96,020
182
112,985
1851
23
9,186
129
68,747
96
46,498
103
52,518
119
55,684
232
121,265
763
764
S. Doc. 112.
FLORIDA.
The geographical position of this State, the peculiar productions to
which its climate and soil are adapted, its extensive seacoast, and nu-
merous rivers and harbors, and its various and valuable resources, and
especially its important relation in respect to the commercial and nav-
igating interests of the other States, render a particular notice of it in
this report peculiary appropriate. Communications addressed to the
undersigned by citizens of that State, in response to notes requesting in-
formation for such notice, are published herewith. Some of the docu-
ments accompanying these letters are appended. The information
contained in these letters and documents in relation to the internal im-
provement of the State, and of its rivers and harbors, to its productions
and resources, and its present trade and commerce, and that antici-
pated, is so copious that it is not deemed necessary to make any addi-
tions. Though these papers are voluminous, and though there are mat-
ters mentioned in them not directly pertinent to the object of the reso-
lutions of the Senate, under which this report is made, and notwith-
standing the undersigned may not coincide with the intelligent writers
in all respects as to some matters they refer to, yet it has been con-
sidered just to them, and to the State, not to exclude any part of them.
A paper respecting the Gulf of Mexico and Straits of Florida," pre-
pared chiefly from notes and data furnished by an intelligent and dis-
tinguished officer of the engineers, and a map made by the " Coast
Survey," to accompany that paper, are also herewith published, as
being of general and national interest, and especially to the trade, com-
merce, and navigation of the United States.
As stated in the papers now published, though Florida can furnish
ample and superior materials for ship-building from her inexhaustible
forests, but few vessels are built in that State; and in fact most of those
employed, and even most of those owned in Florida, are owned and
navigated by citizens originally from the northeastern States. The
business of wrecking on those dangerous coasts and reefs is also
pursued principally by the same class of persons, now residents of the
keys, and other residents, emigrants from the Bahamas, who have be-
come 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 ex-
tremity of the Union, resources for similar employment, equally profita-
ble to them, and as advantageous to the confederacy; and that the
realization of such prediction may injuriously affect the trade and inter-
ests of the British colonies. One great advantage of the southern fish-
eries is, that they may be carried on throughout the year. Such diver-
sion of the occupation of our hardy eastern fishermen from the fisheries
now used by them to those appurtenant to the State of Florida, would
also be accompanied by a large increase of the vessels built in that
State by mechanical labor now employed in the eastern States in such
business. The injurious effect upon the similar interests of the British
colonies can readily be anticipated, and particulary when
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S. Doc. 112,
765
ered that, in the climate. of Florida, mechanical labor can also be em-
ployed without cessation throughout all seasons.
The papers now published refer to other matters worthy of investi-
gation and deliberate reflection by the statesmen of this confederacy.
The great importance to the commercial and navigating interests of the
Atlantic ports and of the gulf, extending beyond the Isthmus of Panama,
of completing at an early period the fortifications at Key West and at
Tortugas-of expediting the valuable labors of the "Coast Survey" in
that quarter-of erecting proper light-houses, beacons, and buoys, &c.,
on the keys and coasts-of making Key West a naval station and a.
principal commercial depot and rendezvous for our shipping, and a point
for the deposite of coal and provisions in large quantities, and of having
a public navy-yard there-is strongly and cogently contended for in
those papers. Doubtless, when the extensive fortifications now in pro-
gress at the two points designated are completed, our naval vessels,
though of inferior force, can readily, in case of war with any other na-
tion, by operating from Key West and from the Tortugas, owing to:
their peculiar position, keep the Carribean sea, the Gulf of Mexico, the
straits of Florida, and the entire southern coast of the United States,
free from the depredations of any naval enemy. When steamers be-
come more generally substituted for sailing-vessels, the long and cir-
cuitous voyage that large vessels from Atlantic ports to the Gulf of
Mexico, and further south, now often make through the Mona passage,
or through the Windward passage," and going on the south side of
Cuba, (and around Cape Antonio, when bound into the gulf,) can be
avoided, thereby saving several hundreds of miles of navigation gen-
erally with unfavorable winds. It has been estimated that exceeding
four hundred millions of dollars in value in ships, merchandise, and pro-
duce, (a large proportion of the two latter items from and to the valley of
the Mississippi,) annually passes near to Key West and Tortugas, and.
can be protected or controlled from such points. By the completion of
the proposed improvements of the routes of passage or transit between.
the Atlantic and Pacific oceans, at Atrato, at Panama, or at Nicaragua,
and especially if the route at Tehuantepec should be made suscepti-
ble of passage by a canal or transit by a railroad, the amount of property
that will pass near to the two points designated will be immensely
augmented.
Amongst the topics referred to in the papers now published, is the,
alleged probability of the extensive substitution, before the lapse of
many years, of oils produced from the turpentine and rosin of the
southern States, for spermaceti and other oils. If full credence is yielded
to the writer's anticipations-that resinous oil (recently highly improved
as to its manufacture) is destined to affect the profits of the labor and
capital of the eastern States, now so extensively employed in the whale
fisheries, and already greatly reduced by the decrease of the sperm
whale-this subject becomes one worthy of grave consideration. It is
alleged that, on account of its cheapness, resinous oil is already em-
ployed in the adulteration of most other expensive oils, and that it is
beginning to be much used for machinery, for various manufactures,
and for lights, in lieu of other oils.
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766
S. Doe. 112.
Reflection upon the suggestions just adverted to, and others con-'
tained in the letters respecting Florida, annexed hereto, and the ac-
companying statistical data, shows how closely blended, and intimately
interwoven with each other, are the interests of the most remote sec-
tions of this confederacy, and how strong the bands are by which the
perpetuity of our glorious and happy Union is secured. If the interests
of one kind of industry in one section are assailed and injured by for-
eign illiberality, there soon opens in another part of this vast empire a
new field for employment of a congenial character, to which that in-
dustry can be profitably applied. And they show that, upon the de-
crease of an important article of commerce, and valuable for use to the
whole country, the enterprise and ever-ready inventive talent of our
countrymen soon find new and fully commensurate means of supplying
the necessities of civilized life and the wants of commerce. A cheap
substitute for the product of distant seas is obtained from our illimitable
and exhaustless forests, and new employment in its procurement and
manufacture.
The suggestions in the paper upon the Cotton Crop of the United
States," appended hereto, and in relation to the vast capabilities of that
region of this continent designated therein as the " Cotton Zone," (as
yet but partially developed,) and as to the effect of the increased pro-
duction of that highly important staple upon the destinies of this con-
federacy, 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 inter-
ests of that region, and of the commercial and navigating interests of
other sections, based upon and connected with it, is, in the conduct of
the government of this country, conducive to the preservation of peace
with other nations, and especially with those nations that afford profit-
able markets for that product. The restraints imposed by self-interest
upon those foreign governments which must look to such products as
the means for employment of several millions of manufacturing labor-
ers, and hundreds of millions of capital, and as the basis of their com-
mercial prosperity, from heedlessly engaging in disputes, or coming
into collision with us, are much more powerful and effective in the pres-
ervation of amity than treaty stipulations, however formally and sol-
emnly concluded.
The treasury tables show the value of all our domestic exports
to foreign countries, for the last ten years, to be about $1,258,332,000;
the annual average value to be about $125,583,000. Of these the
south and southwestern States (being the region before mentioned as
the Cotton Zone") have, in the same period, exported upwards of
$651,767,000 worth of cotton, being an average amount of $65,176,700
in each year; and it is estimated that upwards of $40,000,000 is now
annually used for home consumption, and for manufacture in the United
States for exportation. The aggregate amount exported in 1849 and
1851, of the crops of cotton of 1848 and 1850, exceeded two thousand
millions of pounds; and the avails of the exports of the crop of 1850
amounted, alone, to $112,315,317. The same tables show the produc-
tion, exportation, and home consumption of rice, and other products of
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S. Doc. 112.
767
the region referred to. The upper Mississippi, or western States, export
to foreign countries chiefly breadstuffs, provisions, and the like. The an-
nual 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 pro-
ducts, are chiefly obtained through the agency of the intelligent mer-
chants of the Atlantic cities, who thus protect the agriculturist from
the unjust exactions of a foreign trader, unrestrained by a responsibility
that can be enforced by our judicial tribunals, and without the stimu-
lants to fair dealing springing from the ties of interest and feeling cre-
ated 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 independ-
ent of, and impregnable to, any efforts from abroad to injure our com-
mercial or other industrial pursuits, by illiberal exactions, impositions,
restrictions, or prohibitions. They show that we have within ourselves
the means and ability to meet and counteract any and all illiberality ;
and they also show that the preservation of our mutual interests, and
the prosperity of our common country, depend, under Providence, upon
ourselves alone and that the cultivation of fraternal feelings and good
will, the strict and faithful observance of the stipulations of our consti-
tutional compact, and the never-ceasing inculcation and rigid observ-
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. Hodge, Esq.:
WASHINGTON, 1852.
My DEAR SIR: In reply to your inquiry as to the probable annual
value of the trade of the American ports in the Gulf of Mexico, I do
not exactly understand whether you mean to confine it merely to
the value of the merchandise which arrives at and leaves those ports,
or to include likewise the value of the shipping employed in the trans-
portation of that merchandise. In connexion with the question of a
ship-canal through Florida, the Senate, in the late session of Congress,
requested information from the Treasury Department as to the probable
value of the property which annually passed round Cape Florida, which
the department, in its answer to the resolution, estimated at two hun-
dred and fifty millions of dollars. This estimate seems large, and was
generally SO considered at the time, but I am, on further reflection,
now convinced that it was an under instead of an over estimate, and I
will give you the data on which this opinion is founded.
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-bouse of even
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765
S, Doc. 112.
the kind of goods shipped coastwise; and, of eourse, nothing even ap-
proaching to the correct value can be ascertained from the outward
manifests. Perhaps the most valuable cargoes shipped in American
ports are those by the packet-ships to New Orleans, from Boston, New
York, and Philadelphia, and I have no doubt that some single cargoes
are not unfrequently worth one million of dollars, and that half a mil-
lion is a very common value for them. Some four years since, one of
these Boston packets-a vessel of 1,000 tons-was missing, and con-
siderable 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 ascer-
tained that her cargo was worth $700,000. When it is recollected that
the entire supplies of the States on the lower Mississippi, and a large-
portion of those for the States higher up that river and its tributaries, are
received through that city, the magnitude of them may to some extent be-
appreciated. The value of goods arriving at New Orleans from the Amer-
ican 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
all the Gulf ports, including New Orleans, Mobile, Pensacola, St. Marks,
Appalachicola, and all the ports of Texas.
The value of foreign importations at New Orleans is about fifteen
millions of dollars, and for the other ports of the Gulf not less than five
millions more.
Very correct statistical details are kept at New Orleans of all the re-'
ceipts of produce from the interior, with thequantity of each; and an
annual statement is published, with the estimated value, based upon the
current prices of the year, approximating, probably, as near, or more
near to the true value than such statements usually do. These state-'
ments show that the value of this produce annually received at New
Orleans from the interior ranges from ninety to ninety-five millions of
dollars; and allowing ten millions for the local consumption, it would
leave eighty to eighty-five millions of dollars as the annual value of
the export trade of New Orleans.
Mobile exports little but cotton, and the average receipt of which,
there, is about 500,000 bales, worth at present prices about $22,000,000.
The exports, including cotton from the ports of Florida, and those from
Texas, may, in the aggregate, be safely placed at ten millions more,
showing a total of exports from the American ports on the Gulf of
about $115,000,000.
Upon the above data, then, the statement of the merchandise entering
and leaving the American ports of the Gulf will be as follows:
Foreign imports
$20,000,000
Coastwise imports
50,000,000
Exports
115,000,000
Making a total of
185,000,000
as the aggregate value of the merchandise shipped and received at
those ports.
I have not at hand, for reference, the record of shipping arriving.
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S. Doc. 112:
769
from the ocean at New Orleans annually, but it exceeds 600,000 tons,
and at all the other ports of the Gulf it would probably be 300,000 tons
more, making an aggregate of 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 out, the entire value of the tonnage which annually passes
Cape Florida would be $135,000,000; which, added to the prece-
ding amount of merchandise, would make a grand aggregate of
$325,000,000 of property which annually passes to and from the
American ports of the Gulf of Mexico. Although this estimate is
made up in round sums, without going very particularly into detail, I
have no doubt it is considerably below the real amount.
The value of the exports from the ports of the Gulf could, with a
little care and attention, be very correctly ascertained, for they princi-
pally consist of articles of domestic produce, such as cotton, sugar,
molasses, flour, lard, bacon, &c., &c., the quantities of which can
always be ascertained from the outward manifests; and the prices are
a matter of record, from day to day, throughout the year, in the daily
publications of the public journals and price currents. The cus-
tom-house records, of course, exhibit the value of foreign importations
and the only difficulty in arriving at the correct value of the trade of
the Gult would be in the coastwise shipments from the Atlantic ports.
Nor do I see how this can be correctly ascertained, and it will have
to remain as a matter of conjecture, though, in placing it, as I have done
in this communication, at fifty millions of dollars, I feel well assured it
is considerably below the actual value.
I regret extremely, that under the heavy pressure of official duties,
particularly at this time, I cannot devote more time to the subject of
your inquiry, and am obliged to give you such a hastily-prepared and
crude communication.
Very truly and sincerely,
WM. L. HODGE.
ISRAEL DE WOLFE ANDREWS, Esq.
-
There cannot be any surprise that the attention of the country, par-
ticularly the commercial portion, has within a few years been directed
in a special manner to the value of the domestic and foreign commerce
flowing through the Straits of Florida and Gulf of Mexico. That atten-
tion will now annually increase, for obvious causes; and, therefore, no
apology is deemed necessary for the prominent position that subject,
in connexion with the State of Florida, occupies in this part of the
report, to which particular attention is requested.
50
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770
S. Doc. 112.
Letter from the Hon. E. Carrington Cabell.
CITY OF WASHINGTON,
House of Representatives, August 29, 1852.
DEAR SIR: I cheerfully comply with the request in your favor of the
10th inst., to furnish you memoranda of the works of internal improve-
ment, and for the improvement of rivers and harbors, heretofore under-
taken in Florida, and which it is anticipated are to be undertaken by
the general government, or by the State, or associations in it; and like-
wise as to the general resources of the State. You can use these notes
in any manner you please in your forthcoming report to the Treasury.
There is not, perhaps, any State of the confederacy that can be more
benefited by the construction of judicious works of internal improve-
ment, and by the improvement of its harbors, than Florida. Thirty-one
years have elapsed since the provinces of East and West Florida were
taken possession of by the United States, under the treaty of cession
concluded in 1819. No works of internal improvement, except the
"King's road," in East Florida, and a short and small canal (never
completed) near Lake Okechobe, and De Brahme's surveys, in 1765,
&c., were commenced by the British or Spanish governments whilst
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, ag-
ricultural, and other resources.
The fortifications then near Pensacola that at St. Marks, the fort at
St. Augustine, and an old defence called Fort George. near the mouth
of the river St. Johns, were all the military defences worth mentioning
existing in the provinces at the cession. The United States have since
established a navy-yard and works for the repair of vessels of war,
and erected other forts, and built a naval and marine hospital near Pen-
sacola; are building fortifications at the Tortugas, and at Key West,
and near the mouth of the St. Mary's river, and have placed the fort at
St. Augustine in good condition; but no other part of the extensive and
exposed gulf and seacoast of the State is in any degree fortified; nor
are there proper preparations made for the construction, at an early pe-
riod, of such defences. The entire Atlantic and Gulf coast of the
United States, from Passamaquoddy to the Rio del Norte, is about 3,500
miles, and of this extent the coast and reefs of Florida, from St. Mary's,
around the Tortugas, to the Perdido, comprise upwards of 1,200 miles,
extending over 8° of latitude and 710 of longitude; being more than one-
third of the whole coast.
Within a few years past, our "coast survey" has been commenced,
but with meagre and inadequate appropriations, not at all in just pro-
portion either to the necessities of the work, or to the amounts yielded
for such surveys in other sections less important to the whole country.
No canal or railroad has been constructed by the federal government in
Florida, but the expenditure of a few thousands of dollars (whilst Flor-
ida was a Territory) for the removal of obstructions in some of the
rivers and harbors, and for two or three
S. Doc. 112.
771
routes of a national character, has given rise to allegations that profuse
grants have been made for her benefit. She has, too, been unjustly re-
proached as being 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 in that war by the employees of the federal government, though
not citizens of the State. A similar class have had the infamous au-
dacity to impute to her people the purposed origination of the war, and
a desire for its protraction, as a source of pecuniary gain. A devastated
frontier of several hundred miles, and the butchery by the savages of
hundreds of men, women, and children, throughout the State, and the
utter ruin brought upon many of her citizens by that war, ought to be
sufficient to prove the falsity of this accusation. Those who have prop-
agated or countenanced such unscrupulous slanders against the people
of Florida have not, when challenged, exposed a single case in which
any citizen of the State has obtained payment of any demand against
the United States, founded on fraud; and the public records of Con-
gress and of the federal departments will verify the declaration that
scores of Floridians have been refused payment of just claims, or pcst-
poned on the most frivolous pretexts and discreditable suspicions.
If attempts have been made in any instance, by individuals claiming
to belong to Florida, to obtain from the federal treasury claims not
founded in strict justice, such dishonorable exceptions do not excuse
wholesale imputations against the citizens of the State generally, nor
justify the excitement of prejudices against them, and the withholding
payment of just demands.
Both of the provinces, when acquired by the United States, (excepting
only a small portion of country around the city of Pensacola, at the western
extremity, and the region contiguous to the city of St. Augustine, and
to the lower part of the river St. John's, in East Florida,) were in the
possession of warlike and hostile bands of savages. The territories,
when ceded, were covered with British and Spanish titles to lands,
some for tracts of several thousands of acres. The "Forbes grant"-
extending from the St. Marks to the west side of the Apalachicola
river, and including also the site of the city of Apalachicola, and several
thousands of acres contiguous thèreto, 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 con-
cessions by the King of Spain to the Duke of Alagon, the Chevalier
De Vargas, and the Count of Punon Rostros, clandestinely made whilst
the treaty of cession was being negotiated, and which, though annulled
by a codicil to the treaty, are still claimed by the grantees, and those
to whom the grants have been assigned, to be valid and in force. A
decision has recently been given by the United States court in Florida,
in a suit brought upon the Alagon or Hackley grant," against its
validity. The procrastination since 1821 of the definitive ascertain-
ment and confirmation or rejection, of alleged Spanish titles, has been
a serious evil to the State, and aided to retard its settlement and progress.
The removal of many of the Indians from the Digitized by upper and middle
772
S. Doc. 112.
sections to below 28° (N. L.) on the peninsula, was effected about
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, expe-
rience has proved that it was injudicious policy. It has been the
prolific cause of subsequent troubles, and of great sacrifice of life and
property by the people of Florida, and of immense expenditures
by the federal government; the responsibility for which, as before
stated, has been most unjustly attributed to the inhabitants of the
State. The measure referred to has put back the State at least a fifth
of a century. Four large bands or towns of Indians, located on the
Apalachicola, remained there till 1834, when they were removed peace-
ably, in conformity with treaty stipulations, to the Indian territory west
of the Arkansas. In 1835 the Seminoles, Miccossukies, and other tribes,
(concentrated, as above stated, near the fastnesses of the peninsula,) in
resistance to the enforcement of treaties stipulating for their emigration
west of the Arkansas, commenced predatory hostilities that soon ripened
into open war, which lasted for seven years, and was attended with but
limited and partially creditable success to the federal government, or to
its officers, either in arms or in diplomacy. The best measure adopted
by the United States during the war was the "armed occupation" act
of 1842; though the policy pursued by the federal government, in the
execution of the law, until the act of July 1, 1848, was passed, de-
creased its benefits. The contest was abandoned by the United States
in 1842, an "arrangement" with the yet unsubdued Indians then being
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 disregard of the previous
treaties, stipulated that those Indians, headed by the chiefs Arpiarka and
Bowlegs, might remain on the peninsula. Their whole number, it is
estimated, cannot exceed eight hundred, and they are on paper restricted
to prescribed limits, embracing many hundreds of square miles in area.
Since that 'arrangement," repeated disturbances, attended by blood-
shed and the destruction of property, have occurred, owing, it is alleged
by the citizens, to the depredations of the Indians outside of the country
reserved for them; and, on the other hand, asserted by those inimical
to the people of Florida to be occasioned by the encroachments of the
frontier population upon the Indian reservation. The officers of the
federal government have not restrained the Indians to the limits of the
"reservation;" and while this duty is neglected, collisions and conflicts be-
tween the savages and the settlers near to the linesare inevitable. Means
are now being 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 hoped may be successful; but if they fail, prompt and efficient
measures will certainly be taken by the State government to abate this
evil, so blighting to the prosperity of Florida.
It is a striking fact in the history of the provinces of Florida, that
since their first discovery by the Spaniards, nearly three centuries and
a half ago, they have never enjoyed twenty successive years of peace
and tranquillity, undisturbed by domestic warlike conflicts or foreign
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S. Doc. 112
773
bostile 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 1835 not only deterred emigration to Florida, but hundreds of
worthy and valuable citizens abandoned their plantations, and, with their
families, went to other southern States, where they would not be daily
liable to massacre and devastation, owing to the neglect, by the federal
government, of the duty of protection.
The creation by the territorial legislature of some ten or a dozen
banks, to three of which were given territorial bonds or guaranties to
raise their capital, and the failure of all these corporations prior to or
in 1837, the inability of any of them to retrieve their credit, and the
liability imputed by the foreign holders of the " faith bonds" and guar-
anties" to the State of Florida, since organized, for several millions of
dollars, have been a serious drawback to the settlement and growth of
the State. The State constitution expressly inhibits the State legisla-
ture from levying any tax for the redemption of these imputed obliga-
tions; those who effected the adoption of such restriction contending
that the people of the State are not justly responsible for the improvi-
dent acts, allowed by Congress, of the territorial authorities, who, they
insist, were the creatures solely of federal legislation and federal execu-
tive power, and also that the bonds were purchased by the holders in
disregard of the conditions of the acts of incorporation, and with full
knowledge of all the facts. Some contend, also, that the territorial
banks were created without any competent legal power in the territo-
rial legislative council therefor.
The apnexation 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 improve-
ments should not be mentioned without also adverting, at the same
time, to them as her apologies. Her people are as public-spirited and
as enterprising as those of any other section, but their energies have
been stifled by the series of untoward circumstances alluded to. Blessed
with a genial climate and a fruitful soil, and advantages for improve-
ment, with facility and cheapness unsurpassed by any country, it is
believed Florida is destined, in time, to become a populous and one of
the richest and most 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 recent pamphlet on that subject. They are a serious grievance
to the State. But for those restrictions, we should sell annually to
those islands many thousands of dollars worth of agricultural products,
stock, &c. The restrictions should be forthwith abrogated, if the
commercial and agricultural interests of the Gulf and Atlantic southern
States are entitled to any consideration; and, indeed, the dictates of
sound policy and equal justice to every section of the Union impera-
tively demand the repeal of those laws.
It is proper, also, to state here that the failure of the federal govern-
ment to fulfil in good faith its obligation to indemnify Spanish in-
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S. Doc. 112.
habitants for the spoliations of 1812, 1813, 1814, and 1818, when the
provinces (then belonging to Spain) were invaded by the troops of the
United States; and the withholding of protection to the citizens of Flor-
ida during the protracted Indian hostilities which commenced in 1835;
and the refusal to indemnify the many hundreds of citizens whose prop-
erty was devastated by the savages, owing to the flagrant neglect of
the federal government to fulfil its duty of affording proper protection
to them; and, likewise, the refusal to pay others their just dues for sup-
plies furnished to troops in service, and for services rendered the fed-
eral government-are all matters that have been severely felt in Florida,
and have all materially retarded its prosperity.
The only railroad in Florida now in operation is the Tallahassee
and St. Marks road. It was built about 1834, by an incorporated com-
pany. It now runs from Tallahassee to the seaport at the site of the
ancient Spanish fortress of St. Marks, at the junction of the St. Marks
and Wakulla rivers, a distance of about 23 miles, and is in good con-
dition, Between twenty and thirty thousand bales of cotton, and large
amounts of other produce and of merchandise, are annually trans-
ported over this road. It originally crossed the St. Marks river, and
run to a point on the bay of St. Marks, or Apalache, a short dis-
tance below its present terminus, where a flourishing village soon
sprang up, but which was in 1843 totally demolished by an un-
precedented hurricane and flood from the gulf, by which many lives
were lost. This railroad is now owned chiefly by General Call. The
cost of construction, of rebuilding it, and of repairs, has probably been
$250,000 ; but it is generally considered to be a good investment. If it
is intersected by the contemplated great Central road, hereafter spoken
of, it will increase in value. The Georgia Brunswick Company,"
hereafter alluded to, it is understood, desire to connect with this road
and projects have been in contemplation to extend the Tallabassee road
to Thomasville, Georgia, and to other points in Georgia, without reference
to the Brunswick Company. Such extension will add to its importance,
Plank roads are being projected at several detached points in Flor-
ida, for short distances, and one several miles in length is now in course
of construction from New Port (a rival town to St. Marks, situate a
few miles above it, on the St. Marks river) to the Georgia line.
A small private railroad was constructed a few years ago, leading
to Forsyth & Simpson's extensive manufactories and mills, near Bag-
dad, on Black Water river, West Florida; but it became useless,
and has been taken up.
In 1835, a company was incorporated to build a canal or railroad to
connect the Apalachicola river (through Lake Wimico) with St. Jo-
seph 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 Apa-
lachicola. A road about nine miles long was put in operation, but, in
consequence of the difficulties attending the passage of large steam-
boats through the shoal waters of the lake, it was abandoned in 1839;
and another road running from St. Joseph, north, about thirty miles to
Iola, a village established on the west side of the Apalachicology mile
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above the Chipola river, was constructed at an expense of upwards of
$300,000. A bridge of superior construction, several hundred yards in
length, was thrown across the Chipola, and the railroad continued upon
it. A town was soon built, at the southern terminus, on the bay of St.
Joseph, which bay has an excellent harbor, easily accessible to mer-
chant vessels of the first class usually employed in southern trade. In
1841, the railroad, in consequence of pecuniary embarrassments of the
company, occasioned by its immense expenditures, was abandoned,
and soon after, the rails were taken up and sold to a railroad company
in Georgia. Many persons contend that the site has superior advan-
tages, and that with judicious management it would have succeeded, and
that it may be resuscitated at some future period under favorable aus-
pices. The proper and judicious improvement of the harbor of Apala-
chicola would, of course, prevent this, and especially if the inland
communication along the coast (hereafter mentioned) from South Cape
to the Mississippi is undertaken. Apalachicola now ships, to foreign
ports 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.
Excepting some local improvements at the city of St. Augustine,
made by the federal government, and which were necessary for the
preservation of its property there, the foregoing, it is believed, comprise
all the works of the character you inquire of heretofore constructed or
partially constructed in Florida.
Florida has several capacious and secure habors, and of easy ep-
trance. No less than twenty-six important rivers-the Perdido, the
Escambia, the Black Water, and Yellow rivers, (through St. Mary de
Galvez bay,) the Choctawhatchie, the Apalachicola, (into which flow
the Chattahoochie and the Flint,) the Ockolockony, the St. Marks, and
Wakulla, (through St. Marks or Apalache bay,) the Wacissa and Os-
cilla, the Suwance or Little St. John's, and its tributaries, the Withla-
coocy, and Alapahau, and Santaffei, the Weethlockochee or Amixura,
the Hillsborough, the Nokoshotee or Manatee, the Talachopko, or Peas
creek, the Caloosahatche, the Otsego, the two Caximbas, the Galivans
river, Harney's river and Shark river; besides other streams of lesser
note-flow from or through the State into the Gulf of Mexico. The five
first-named rivers extend into the State of Alabama. They already
bear upon their waters to the Florida Gulf shipping ports valuable
products, which could be greatly increased by comparatively trifling
artificial internal improvements," and the value of the public and'
private lands in Alabama, contiguous to them, much enhanced. The
Chattahoochie river is the boundary between Alabama and Georgia, and
is navigable for steamboats for upwards of 150 miles northward from
its junction with the Flint, where they form the Apalachicola. The
Flint extends upwards of 100 miles, into one of the most productive
sections of Georgia. The Ockolockony, the Oscilla, the Suwanee and
the two first-named of its tributaries, all extend into Georgia; and if
all of them are not susceptíble, by artificial improvement, of being
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S. Doc. 112.
made navigable for steamboats of a large class, they can be made equal
to most of the ordinary canals in operation in the middle States, to
within a few miles of their respective sources, in affording facilities for
the transportation of produce to the coast, and of merchandise into the
interior. Every one of the rivers named, not only at their respective
outlets to the gulf, but with reference to their navigation in the interior,
is susceptible of artificial improvement, the beneficial effects of which
would be commensurate to the expense incurred. The country at large
would not only be benefited by the promotion and extension of the ag-
ricultural and commercial- interests of the contiguous region, and the
development of new sources of wealth and prosperity that the improve-
ments suggested would cause, but the facilities for cheap and ready
defence of an extensive coast frontier (now greatly exposed to a foreign
maritime enemy) that such improvements would afford would be of
incalculable national advantage. In fact, the federal treasury, as to most
of them, would be more than reimbursed for all outlays (if it undertook
the works) by the enhanced value of the public lands in their vicinity,
and their consequent increased sales and if undertaken by a State
or States, or by corporate associations, and a proper portion of the lands
were granted in aid of the works, the United States would be remu-
nerated by the increased value of the portion retained. The States of
Alabama and Georgia are directly interested in the improvements re-
ferred to to an extent quite equal to the interest of the State of Florida.
Some years since, the legislature of the last-named State directed an
examination of the Ockolockony river with a view to its improvement;
and it has, also, at different times, made examinations with a view to
the improvement of the navigation of the Chattahoochie and Flint rivers;
and it has expended some money on both. Alabama has as yet done but
little to promote the interests of her southeastern counties in obtaining
"facilities for the transportation of produce to the gulf through Florida.
It is believed that the improvement of the bays and harbors, and of
their outlets, to the gulf or sea, can be rendered easier, less expensive,
and more substantial and permanent, by the adoption of the system of
closing unnecessary delta or outlets; and, instead of removing bars or
deepening channels by excaration, making portions of them positive
and immovable obstructions; thereby confining the waters to as few
channels as possible, and causing them to force and deepen those chan-
nels for their debouchement to the gulf or sea. Especially on the southern
Atlantic coast, and in the gulf, is this plan deemed to be the most eligible.
Several different examinations, reconnoissances, or surveys have
been made of some of these rivers, and their outlets, and reports fur-
nished as to their susceptibility of advantageous improvement; which
can be found by reference to the public documents, of which a list is
annexed in note A.
That an inland water communication from the Mississippi river to
South Cape, in Middle Florida, could be obtained for steamboats of a
medium size, and coasting craft, was many years ago maintained by high
authority. The expense necessary to obtain such inland communica-
tion, by canalling between the nearly continuous line of bays or sounds
running parallel with the gulf coast from South Cape to the Mississippi,
and by closing the mouths of one or two streams, and stopping a few
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shoal inlets, is really trifling when the immense advantages to flow
from such work are estimated. But I will not dilate on this undertaking.
The public documents enumerated in note A afford full information on
the subject, and demonstrate, to my judgment, the entire practicability
of effecting results especially beneficial to the western States, and to
Alabama and Florida, and, when such communication is extended
across the peninsula to the ocean, important to the Atlantic States.
On the Atlantic or eastern coast of Florida, above or north of Cape
Suble, there are several important streams, which could also be improved
by widening, straightening, and deepening, and by removing obstructions
in the navigation, at comparatively trifling expense, considering the
benefits that would result therefrom in the same way above mentioned.
The sound behind the tongue of land terminating at Cape Florida
receives the Miami river, Little river, Arch creek, Rio Ratones, and
Snake creek, and extends several miles north, parallel with the sea-shore.
New river inlet, Hillsborough river and inlet, Jupiterinlet, 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. Mary's, (the latter
being the boundary between Florida and Georgia,) are all important
points on the Atlantic coast. As is heretofore stated, in respect of the
gulf coast between South Cape, in Middle Florida, and the Mississippi,
a nearly continuous line of inland "sound navigation," for coasting craft
and steamboats of the medium size, drawing six or seven feet, it 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;
being the "sounds," and also the "lakes" and rivers, adjacent to, and ex-
tending, (with but trifling interruption,) along the entire eastern coast of
the State, and running parallel with the sea-shore, at a short distance
therefrom, in the interior. And it has been predicted that, after such
improvement, the natural effect of the tides from the sea, through the
"inlets" remaining open, and of the accumulation of the waters flowing
into the sounds from the interior, and restrained to such outlet to the sea,
and the currents caused thereby, would be, not only to increase the depth
of the channels of the sounds, but to deepen several feet and keep open
the entrances from the ocean at St. Augustine, and St. John's, and to
such extent as always to admit large vessels adapted to foreign trade.
The entire expense of such improvements, it is estimated, would not
exceed two hundred and fifty thousand dollars. But if it should be three
or four times that sum, it would not equal the value of the benefits re-
sulting in a national point of view, and to other States besides Florida.
Such improvements would render the entire coast from St. Augus-
tine to Cape Florida forever impregnable to any enemy, and even ex-
empt 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
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S. Doe. 112.
the other hazar dous experiment of hugging Cape Carnaveral, and keep-
ing 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 eighty by thirty
miles, and with the large and deep fresh-water lake Okechobe, further
north, and with the interior river Kissimme, running into said lake
from Tohopekaliga lake and other lakes, (the waters extending ninety
miles north from the mouth of the river,) would not only reclaim vast
quantities of rich sugar lands, now submerged by the overflow of the
waters, at certain seasons, but would be the means of facile interior
communication, and also between every part of the interior region and
the seacoast, and afford easy and cheap transportation for all the pro-
duce intended for exportation to foreign ports or shipment coastwise.
The extensive swamp called Halpatioke would become dry and culti-
vatable. And the character of the country is such, that the cost of
such improvement would not be great. The upper soil is light
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 under-
taking is, that it is of a character which renders it necessary that every
portion of it should be commenced and carried on to completion
simultaneously, and speedily, requiring a large laboring force and
united, combined, and concurrent action.
So too, on the western coast of the peninsula, the deepening of the
outlets, and the connexion of the rivers emptying into the Gulf with the
same interior waters abovementioned, would be equally beneficial.
The vast swamp called the Big Cypress, or Atseenhoofa, could be
reclaimed. And the completion of such works on both sides would
probably effect a means of passage for small coasting-vessels and
steamers across the peninsula, thereby avoiding the perilous navigation
of the keys and reefs farther south, and extending southwestwardly,
upwards of a hundred miles from Cape Florida and Cape Sable, into
the gulf.
The improvements suggested in the two last paragraphs are subjects
of comment in the valuable documents annexed to a report made by
Senator Breese, of Illinois, from the Committee on Public Lands of the
Senate, at the 1st session 32d Congress, August 28, 1848, Doc. Nov
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 conntry becomes more densely populated, such
work will certainly be constructed.
Another road from Tampa, running northwardly up the peninsula,
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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 sug-
gested to connect the lower with the upper region of the peninsula,
and to connect the Gulf of Mexico with the Atlantic.
It is said that the head-waters of the Kissimme can be connected with
those at the sources of the St. John's river, so as to be navigable for
boats transporting produce.
A canal for boats or barges drawing four or five feet, has been
spoken of as practicable at small expense from the Ocklawaha, a branch
of the noble river St. John's, to the navigable waters of Weethlocko-
chee, or 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
from the head of navigation on Black creek; and one from Jackson-
ville, 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 be-
lieved, 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 saine officer
made a partial survey of the harbor of Tampa, and of a portion of the
eastern coast of the State, and of the sounds contiguous thereto, which
are referred to in the said list of documents, marked A.
The thorough-cut," or great ship-canal," or "ship-railway" across
the head of the peninsula, has been written about a great deal within
the last thirty years. It has formed the subject of congressional
speeches and reports, and of newspaper essays; and, many years
since, a board of the United States engineers, at the head of which was
General Bernard, made a partial survey, with a view to ascertain its
practicability and its cost. His report and maps of his surveys are to
be found in vol. iv. Ex. Doc., 2d sess. 20th Cong., 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-
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S. Doc. 112.
tion of $20,000 will probably be made at this session of Congress for
the completion of the survey for this work.
Whilst the certain practicability of effecting the completion of this
stupendous and magnificent project to the full extent anticipated by
some of its advocates 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 intelli-
gence, and possessing accurate knowledge of the location through
which the canal must be constructed and of the soils to be excavated,
confidently contend that it is entirely practicable. The immense cost
of the construction of a ship-canal is an insuperable obstacle to its being
undertaken by the State of Florida, or by any association of individuals
there. The State constitution contains provisions virtually restraining
the legislature from borrowing money on the faith and credit of the
State, even for such purpose. Therefore, if such work is undertaken,
it must be by the general government, and upon the most considerate
estimates, founded upon previous examinations and accurate surveys
by scientific and impartial engineers. The same observations apply
to the construction of the "ship-railway" that has been suggested. If
the construction of either of these works is ascertained to be feasible, it
will be beyond all question the most important undertaking of the kind
in the United States. No one can deny that its beneficial results will
be eminently "national" Whensoever any route inside of the Gulf of
Mexico, whether through Texas, through eastern Mexico, or by Vera
Cruz, or by Tehuantepec to the Pacific, may be established, a passage
across Florida, as a means of speedy and safe travel, and for the trans-
portation of merchandise, will become imperatively necessary, to ena-
ble the eastern and middle Atlantic States to participate fully in the
benefits of such route. The proposed canal or road may be located on
a direct and straight line drawn along the coast from Cape Hatteras
(to pass which in sailing from New York a considerable deflexion east
must be made) to the mouth of the Rio Coatzacoalcos, on the gulf side
of the isthmus of Tehuantepec. The legislature of Louisiana, smother-
ing all selfish local considerations, at a recent session adopted resolu-
tions asking Congress to institute examinations as to the Florida "ship-
canal and patriotic and enterprising citizens of eastern and of western
States, with wise forecast, look to the ascertainment of its practicability
as a result of the highest importance to the general interests of the whole
confederacy-as well to the Atlantic, southern, northern, eastern, mid-
dle, and interior States, and those on the Pacific, as to the gulf and
Mississippi States. Our Atlantic merchants see that it will greatly
facilitate our future trade, not only with the Pacific generally, but with
China and with the East Indies.
Whatever doubts may be entertained as to the practicability of the
construction and successful operation of a "ship-canal" or "ship-railway"
across the peninsula, it is not doubted that canals for boats drawing six
or seven feet water may be made, either from the head of navigation
on Black creek, or from one of the two southernmost prongs or branches
of the St. Mary's river, or from the St. John's river, directly to the
capacious, deep, and never-failing lake, called " Ocean pond," about
thirty miles westwardly of Whitesville, on Black creek, and aboutforty
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781
miles from Jacksonville, on the St. John's river. From this lake it is
supposed such canal can be continued to the navigable waters of the
Santaffee, and, by the improvement of the navigation of that river and
of the Suwanee to the gulf, can also, without doubt, be constructed; and
the expense is not estimated to be so great as to render it an injudicious
investment. It is believed, also, by some persons, that a similar canal
for boats, commencing at the head of navigation near the great southern
bend of the St. Mary's river, and running across near to the southern
margin of the vast lake or swamp called Okefenoke, and directly to
the head-waters of the Suwanee, with proper improvements to the
navigation of the St. Mary's and Suwanee rivers, is practicable, and
would be highly beneficial as a means of transportation of produce,
lumber, naval stores, and merchandise, and that it would also drain and
reclaim tens of thousands of acres of the richest lands in that region.
Such work would be greatly beneficial to the State of Georgia, which
State has heretofore made examinations and surveys, with a view to its
construction.
A railroad has been projected from Brunswick, Georgia, to the gulf
coast, on which coast different points for its termination have been indi-
cated. It is stated that an association is now being organized to raise
funds and commence such work. Some years since, partial reconnois-
sances, and some unperfected surveys, were made of such work, from
Brunswick, on two different routes entering Middle Florida; but, from
circumstances not fully understood, the commencement of the work
was postponed, and the results of the surveys have never been made
public. Unless the proposed work should enter Florida much farther
to the east than has been stated is intended, and become connected with
the great trunk or Central railroad hereafter spoken of, so that it would
result to some benefit to East Florida, it will be regarded with disfavor
in that section of the State, and meet with such opposition as probably
will prevent its extension into the State at all. It would certainly be a
competitor and rival of the Central Florida railroad, if allowed to
abstract from it the southwestern travel and transportation, for the
benefit of southern Georgia, by leaving the State of Florida in the
western section.
To all the suggested improvements terminating on the gulf coast,
near to the delta of the Suwanee, some persons have objected that 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 drawing over seven or eight feet, and owing
also to alleged hazards attending the approach of that part of the gulf
coast. I do not, however, hesitate to say that I regard these objec-
tions as fallacious; and that safe and good harbors for vessels of twelve
or fifteen feet draught can be found, and which can also be greatly im-
proved by artificial means.
The first great work to be undertaken by the State of Florida is, in
my judgment, unquestionably, at the present time, the truitle or Central
railroad, commencing at Pensacola and running eastwardly from Deer-
point, at the opposite side of Pensacola bay, along or as near the route of
the old Bellamy or Federal road as is practicable to the river St. John's;
the distance being about three hundred and fifty-miles. A can
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S. Doc. 112.
run from St. John's to St. Augustine, from Jacksonville, thirty-eight
miles, and from Picolati, eighteen miles. All the different sectional in-
terests 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 Ala-
bama 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 resin-
ous 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 construc-
tion of such work, the just share of the general improvement fund of
the State due to that section detached from the immediate and direct
advantages and conveniences of this road, and lying farther south than
its effects would be felt, should not be expended, but should be scru-
pulously retained for the benefit of such section. The facilities such
road would afford the federal government for the cheap and rapid trans-
portation 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 sub-
sistence, 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 feet, but inside it is navigable by vessels of twenty-
five feet draught as far up as Jacksonville, and by those drawing twelve
feet up to Lake George, and two feet water can be had to Lake Poin-
gett. 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 esti-
mated 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 flour-
ishing commercial city is sure to spring up in a few years at the ter-
minus 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 Google the St. John's,
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783
were made some years ago by an association of eastern capitalists,
chiefly from Boston; but they have never been made public, and it is
-stated the association was prevented by the Indian war from pro-
gressing with the undertaking.
A railroad has been contemplated from Pensacola, across the south-
ern 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 At-
lantic 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 cer-
tain means for the defence and protection of the valuable public prop-
erty at Pensacola-worth many millions of dollars, and as the federal
treasury would be benefited by the enhanced value of the public lands
in Alabama through which the road would run, and their increased sales.
On these points I refer you to the documents specified in note B, hereto
annexed. The surveys for the chief part of one of the contemplated
routes of this road were, it is understood, perfected some years since,
and several miles of the road near to Pensacola were graded, and other
work done. It 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 Pen-
sacola, (or at any of the gulf ports that may be selected,) with the com-
merce to distant foreign or American ports in the gulf and elsewhere,
and especially with steamships to Tebuantepec so soon as the inter-
oceanic communication IS made at that isthmus, (whether the Florida
road is extended to Mobile and New Orleans or not,) it must soon be-
come the principal line of southern and southwestern travel to and from
the eastern and middle States, to California and Oregon, and the Pa-
cific generally. It is the natural and direct course of such travel. The
sagncious and enterprising merchants of the Atlantic cities engag in
the Pacific trade, and in the trade to China, and to the East Indies,
will also soon discover that such work may be used to promote their
interests. Of its profitable success as a pecuniary investment, little
doubt can be entertained.
A canal from St Andrew's bay to the Chipola river has been con-
templated 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 vi-
cinity of this work, have been reserved from 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
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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 ca-
pacious harbor. Intersecting, as such work probably would, (by an ex-
tension for a short distance into the interior,) the great Central State rail-
road, its completion at once will be a valuable auxiliary to the cheap
and speedy construction of the latter.
The State legislature, however, (under the advice of the "State
Board of Internal Improvements," composed of citizens from each sec-
tion of the State,) will, it is expected, this fall, when its biennial session is
held, devise some additional measures for carrying out the most judi-
cious-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 ex-
ecutive and legislature to watchfulness and caution. I place the firmest
reliance on the intelligence, patriotism, and prudence of those depart-
ments 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 con-
centrated, will go far in aid of the work. But unless the federal gov-
ernment 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 em-
bark in such an undertaking, as a permanent investment of their means,
especially when the proposed work is in a country distant from them,
and the progress and conduct of which work they cannot personally
attend to; and the assistance of those who may subscribe for stock,
as a matter of present speculation by its sale, is generally. of
doubtful value. I append hereto a statement obtained from the Gen-
eral Land Office, (marked C,) exhibiting the number of acres of pub-
lic lands in Florida, "surveyed" and "unsurveyed," on the 30th of
June, 1851; also, the quantity " offered for sale," and the quantity
"sold," up to the same day, and other authentic and valuable inform-
ation 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
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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 ad-
dition as having been granted, making 1,225,078 acres more than Flor-
ida; Wisconsin, with an area of 3,420,160 less, has received 358,400
acres more than Florida; Illinois, with an area of 2,472,320 less, has re-
ceived 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 dispro-
portion 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, up-
wards of four millions and a half, Mississippi 2,239,987 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 be-
cause 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 from the place where the
great Central road will probably cross, are of great value. That road.
alone will, by the cheap transportation of the marl, afford 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 lum-
ber, tar, turpentine, rosin, and resinons oils that may be obtained from
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 advantage
had by no other State of the Union. She alone, of all the present United
States, can cultirate and raise advantageously, and for the supply of the
other States on this side of the continent, tropical fruits and other highly val-
uable tropical products! She will have no rical 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-anucxed.. In a
51
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S. Doc. 112.
few years, whether in time of war or in time of peace, not only the
Atlantic cities, but the entire valley of the Mississippi, can be supplied
by her with most tropical productions with greater facility, and cheaper,
than they can be procured from Cuba, or from any other of the West
India islands. A tithe of the sum necessary to purchase Cuba, if Spain
should be willing to dispose of it, and a fiftieth part of the amount of ex-
penditure necessary to conquer and annex that island by arms, or to
obtain it in any other mode, honorable or dishonorable, if expended by
the federal government (even as above indicated, by liberal grants of
land) in aid of works of internal improvement in Florida, would render
that State more valuable than Cuba ever can be to this confederacy.
Such policy might also subdue some of the covetings and cravings many
seem to have for the "Queen of the Antilles," (as they designate that
island,) and obviate in some degree the necessity which they insist now
exists of its being forthwith wrested from Spain and possessed by the
United States. War and bloodshed would also be thereby averted.
The most judicious policy that can be adopted by the federal gov-
ernment with reference to Florida, in my judgment, is, to transfer
without delay to that State every acre of public lands within its bor-
ders, stipulating that the proceeds thereof hereafter realized by the
State shall be exclusively devoted to internal and harbor improvements
within the State; the United States reserving only the necessary sites
for light-houses, fortifications, and other structures, under the control of
the federal government. At any rate, the transfer of all lands that at
this time, or hereafter, have been offered for sale at $1 25 per acre
for ten years, and that remain unsold, should be made, and a similar rule
could be wisely applied to all the States wherein public lands lie.
No one, it is presumed, will deny that the coast frontier of every part
of the United States is peculiarly a subject of legitimate concernment
for the federal government, or that, to a certain extent, the States have
yielded the partial control thereof to the United States; and that, in
some respects, it may be regarded as the common property of the
people of all of the States of this confederacy. The lines of jurisdic-
tion between the States and the federal government, and between the
respective State governments, as to such coast frontier, are distinctly
marked by the federal constitution. The federal government has not
been invested by the States with any right of property to the coasts.
By article 4, section 2, clause 1, of the federal compact, it is stipulated
that "the citizens of each State shall be entitled to all privileges and immu-
nities of citizens in the several States;" and it has been held that the free
right of mavigation, of commerce, and of piscary, and in fine of every
usufructuary privilege of the coast waters, (not essential and exclusively
local,) and that are common rights, as distinguished from exclusive
rights of property, in a State, or in individuals, pertain equally to the
citizens of the United States of every State of the confederacy, with-
out 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
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787
other States. The general rights of navigation and of commerce by
all, and that of piscary in waters not exclusively local, cannot be with-
held for the exclusive benefit of its own citizens. But no other State
may rightfully legislate as to such privileges on the coasts of a sister
State; nor does the federal government possess any constitutional power
to regulate by law the right of piscary on the coasts of a State, nor to
cede by treaty, or otherwise, the privilege of using such fisheries to a
foreign power, or its subjects, any more than it can regulate by law any
other common right in a State, or cede away a part of the territory of a
State to a foreign power. To defend and protect such coast frontier in
which the citizens of the United States in all the States have such common
interest, as well as because it is a part of one of the States; to "repel in-
vasions," (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 ful-
filment of such duty, (see clause last cited, and article 4, section 4;) and
the same instrument contains an express constitutional guaranty that
"il shall protect each of them [the States] against invasion," &c. The
federal government builds fortifications, and navy yards, and ships, and
armories, and arsenals, and military, and naval, and marine hospitals,
and custom-houses, and it establishes lines of mail- steamers to Great
Britain and Europe and to the Pacific; it has erected and maintains an
Observatory, and a Military and Naval Academy; has a Coast Survey"
establishment; sends ships-of-war on exploring expeditions; and Con-
gress, within the last fifteen years, has spent millions of dollars for the
making and publication of all kinds of books, on all kinds of subjects.
Some of the improvements on the coasts, and leading to the coasts of
Florida above noticed, are as directly and immediately important and
essential for the 'defence" and "protection" of that section "against
invasion" as forts, ships, &c., can be elsewhere. This, it is true, is owing,
in some degree, to the peculiar geographical position, insular informa-
tion, and character of that section. Under such circumstances, to deny
the legitimate constitutional power of the federal government to pro-
cide for the common defence" by aiding and promoting such necessary im-
provements in Florida, is to deny to it the power to employ the proper and
necessary means of fulfilling such constitutional duty. Whilst the obli-
gation 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 prepara-
tion by it, in time of peace, for the fultilment of such duty economi-
cally, 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 confed-
eracy, has little weight with me. But when the aid desired can be
yielded in the exercise of the undoubted constitutional authority of
Congress to dispose of the public lands for the common benefit, all
scruples with respect to grants of such lands in aid of those inprove-
ments in the States where the lands lie should be extinguished. The
impolicy and injustice of the federal government retaining all the land~
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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 en-
hance the value of the property of the United States, in addition to his
other taxes, is an onerous burden. Difficulties will probably ensue from
the granting to one sovereign State the control and ownership of lands
within another sovereign State, even if the lands are made liable to just
taxation; and still greater difficulties will arise as to the adoption of any
just rate of distribution among the States. Some proposed rules of
distribution are absurd as well as iniquitous. By the rule of popula-
tion, New York would at this time receive 33 acres to every one re-
ceived 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 Massa-
chusetts, 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. Pop-
ulation is a shifting rule, and not based on any just principle when
adopted with reference to grants to the States. If the grant is in-
tended 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,
18 the necessity or importance of such work, and the advantage that will
result to the country therefrom. The policy of promoting the settle-
ment 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, and fully as strong, as any policy of defence, as to a
future war with a naval power, that can be adopted. The expense in-
curred 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-"N
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 Wash-
ington. Besides, if such improvements are made, the means of defence
thereby permanently established in Florida will enable the federal gov-
ernment to provide more readily and early for other exposed points, and
to furnish troops which could not be withheld or abstracted from Florida,
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in her present condition, during such war, without gross dereliction of
federal duty.
That the scientific and able engineers educated for and in the fed-
eral service ought to be (when the federal government has so little
appropriate employ for them as at present, and generally in times of
peace) assigned to duty in the States, in surveys for public improve-
ments, is an opinion becoming quite general; and if such course is
adopted, it will probably prevent the abolition or reduction of such
corps. The services of such officers would be most valuable to
Florida in her surveys for the various works I have mentioned above.
The population of Florida, by the last census, was but 47,167 white
persons, 928 free colored, and 39,309 colored slaves; in all, 87,401.
If Congress will encourage and foster the growth and prosperity of the
State by aiding and promoting the works indicated, in the manner
suggested, emigration thither from Maryland, Virginia, North Carolina,
Kentucky, Tennessee, Missouri, and other States, will speedily com-
mence; and by the year 1860, her population will be quadrupled, her
resources and wealth augmented in still greater ratio; and the most ex-
posed and defenceless section of the Union rendered impregnable. By even
yielding to the State merely the lands made valuable by the works she
may construct, and with the means thereby afforded for the employment
of labor in the construction of such works, she will be enabled to do
much. Grant her all the vacant land. and (excepting the ship
canal") she may effect all that her own interests or those of her sister
States demand, now or hereafter.
A reference to the map of Florida now sent to you, made at the
Bureau of Topographical Engineers in 1846, and to a chart of the light-
houses of the United States, also enclosed, will show you that, with
upwards of 1,200 miles of dangerous sea-board, there are fewer light-
houses 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 por-
tion 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 ad-
verted 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 De-
partment 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 inform-
ation 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 induc
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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 colo-
nies at the northeast end of this contrnent.
In addition to the documents above mentioned, I enclose you a letter
(G) respecting the State of Florida from that intelligent officer, J. C.
G. Kennedy, esq., of the Census Bureau;" and also a statement, (H,)
compiled from the laws, of all the appropriations of money or lands
made by Congress since the acquisition of the Floridas, in any wise in
aid of public improvements therein.
Though hundreds of invalids and valetudinarians annually resort to
Florida from the North and West, during the winter months, the State
has been slandered as being insalubrious. The letter of Mr. Kennedy
proves 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 Florida, ignorant of the ordinances of
Providence for the preservation of health in tropical regions, and igno-
rant 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 worth-
less," &c. Mr. Kennedy's testimony, founded on the unerring test of
official statistics of facts, disproves all these notions, and establishes
the fact that in proportion to the improved lands, and in proportion also to
her population, her agricultural products exceed in ralue those of any other
State of the Union; and so, also, in proportion to her slave population,
they exceed in value those of any other of the slave States.
Very respectfully, your obedient servant,
E. C. CABELL.
ISRAEL D. ANDREWS, U. S. Consul.
APPENDIX.
C.
Statement compiled from report of Commissioner of General Land Office as
to public lands in Florida, June 30, 1851, and other documents in the
General Land Office.
Area in square miles
59, 268
Area in acres
37,931,520
Surveyed
22,314,689
Unsurveyed
15,616,831
Offered for sale
17,043,111
Sold
1,000,407
Surveyed and not offered
5,271,578
Advertised in fall of 1851
1,780,322
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791
Surveyed and not sold
21,314,282
Donations and grants for schools, (16th sections,) and for university
954,583
Kentucky deaf and dumb asylum
20,924
Internal improvements, grant on admission
500,000
Grants to individuals, armed occupants," 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
unsurveyed, and others not designated, supposed to amount to several millions
of acres
562, 170
Reserved temporarily for Indians under General Worth's arrangement, including
" neutral ground" prescribed by War Department, estimated at
3,600,000
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.
CENSUS OFFICE, WASHINGTON CITY,
August 23, 1852.
DEAR SIR: In compliance with your request, I enclose you sundry printed statements com-
piled in this office in January last from the official returns, relating to the population, products,
&c., of Florida, and also of other States, 80 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 popu-
lation being 87,400. This is but one in 93 (and a fraction) in that year, and is less in propor-
tion than in any other State of the Union, except Vermont, Iowa, and Wisconsin.
The Territories of Oregon and Minnesota, it appears, had fewer deaths in 1850, in propor-
tion 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, and of this there were in 1850 only
349, 049 acres of improved land. The official average valuation of these improved lands,
made by the returning officers, is $18 per acre, being much less than the average valuation of
improved lands in any other State or Territory.
Florida has less improved lands than any State, except Rhode Island and California.
3. Florida has acres of improved lands
349,049
Unimproved, attached to above
1,236,240
Cash value of improved lands
$6,323,109
Value of farming implements and machinery
$658,795
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
Digitized by
Google $2,880,058
792
S. Doc. 112.
Wheat, bushels of
1,027
Rye, bushels of
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
23,247
Peas and beans, bushels of
135,359
Irish potatoes, bushels of
7, 828
Sweet potatoes, bushels of
757,226
Buckwheat, bushels of
55
Value of orchard products, in dollars
1,280
Wine, gallons of
10
Value of produce of market gardens
8,721
Butter, pounds of
371,498
Cheese, pounds of
18,015
Hay, tons of
2,510
Other grass seeds, bushels of
2
Hops, pounds of
14
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 (from cane) in proportion to the lands in cultivation, and also
in proportion to her slave population, and also in proportion to her entire population, than any
other State of the Union, except Louisiana and Texas.
6. Florida raises a greater quantity of tobacco than any of the other States, except Connec-
ticut, Maryland, Virginia, North Carolina, Tennessee, Kentucky, Ohio, Indiana, and Missouri;
and, in proportion to the lands in cultivation, and to the population, greater than several of
those States. She raises a greater number of bushels of sweet potatoes than any State of the
Union, in proportion to the land in cultivation, and slave population, and aggregate population.
7. The number of cattle in Florida compares with that of any State, in the same way.
8. No account of oranges, figs, olives, plantains, bananas, yams, or other tropical fruits, or
of the coompty 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 value of the different products of the different
States, and of the same products in different States; but, from a general and hasty ostimate
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 lands,
and to the population, slave or free, and both, will compare favorably with the value of the pro-
ducts 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 sheet-
ing annually. It is impossible at this moment to furnish the statistics of the lumber business
in Florida, which amounts to a large sum annually.
I have the honor to be, sir, with great respect, your obedient servant,
JOS. C. G. KENNEDY, Superintendent.
Hon. E. C. CABELL.
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793
F.
TREASURY DEPARTMENT,
Register's Office, August 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 half of the tonnage of the entire State is from Key West.
Of the value of shipments of foreign or domestic merchandise or products from and to
Florida ports, coastwise, to and from other ports of the United States, no returns are made
to the treasury. It is presumed that the value of the shipments of cotton, tobacco, rice, sugar,
lumber, tar, turpentine, and other products of Florida 80 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 of Mexico, from Cape Sable
to the Rio Grande.
Districts.
Ocean steamers.
Ordinary steam-
ers.
Propellers.
Tonnage.
High pressure.
Low pressure.
Crews.
Tons and 95ths.
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
200
Brazos St. Iago
5
657 00
5
75
Total
12
95
2
23,244 59
98
10
3,473
The above is taken from Messrs. Gallagher & Mansfield's report of
1852. The steamers at Appalachicola are not stated. There are be-
tween fifteen and twenty steamers running on the Appalachicola, Chat-
tahoochee, and Flint rivers, and in St. George Sound, and along the
coast from that port, the tonnage of which amounts to perhaps 3,500
tons, and the number of hands so employed not less than 350. Messrs.
G. & M. say, in a note to their account, 'only those vessels at New
Orleans which ply on the Gulf of Mexico" are given by them; the
Mississippi ricer boats being stated in another part of their report.
Key West is not given in the above; but there are not more than two
steamers along the coast not included.
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794
S. Doc. 112.
The Gulf of Mexico and the Straits of Florida.
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 compar-
ison 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
following rivers debouch into the same common reservoir: The Ala-
bama, Tombigbee, and Mobile rivers, with the waters of their respect-
ive tributaries, some reaching inland into the States of Mississippi and
Georgia, enter the gulf through Mobile bay, from the State of Alabama.
The Pearl and Pascagoula, from the State of Mississippi, and the mighty
Mississippi, (appropriately styled " Pater Fluviorum,") flow by its
different deltas through the State of Louisiana. 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
La Vaca (by La Vaca bay;) the Guadalupe and San Antonio by Pass
Cavallo; and the Nueces-all flow into the gulf from the interior of
Texas. The Rio Grande divides Texas from our sister republic of
Mexico, and extends from its outlet, (latitude 25° 56' north, longi-
tude 97° 12' west from Greenwich,) northwest, as such boundary, to
El Paso, at the 32d parallel north latitude; and still further northward to
its sources in the mountains of New Mexico, more than 1,300 miles in
length from its mouth. The cities, towns, or shipping ports of Tampa,
Cedar Keys, St. Mark's, Appalachicola, St. Joseph's, St. Andrew's, and
Pensacola, in Florida; the city and shipping-port of Mobile, in Ala-
bama; the towns of Pearlington and East Pascagoula, in the State of
Mississippi; the city and port of New Orleans, in Louisiana; and
Sabine City, Galveston, Houston, Velasco, Brazoria, Matagorda, La-
vacca, Indianola, La Salle, Saluria and Copano, Corpus Christi, Brazos
Santiago, and Brownsville, in Texas-are all situated on or contiguous
to the shore of the gulf.
The Mexican States of Tamaulipas, Vera Cruz, Tobasco, and Yuca-
tan, to Cape Catoche, form the southwestern and southern gulf coast.
The rivers Tigre, San Fernando, Santander, the Panuca, and the Tula,
(by Tampico harbor,) the Tuspan, the Alvarado, and the San Juan, the
Coatzacualcos, the Tobasco, Laguna de Santana, Lake de Terminos,
the Rio San Pedro, the Usumasinta, and the San Francisco, with others
of less importance, flow into the gulf from Mexico; and the towns of
Matamoros, Tampico, Tuspan, Vera Cruz, Alvarado, Minatitlan, Fron-
tero, Laguna, Vittoria, and Campeachy, Sisal and Merida, are all upon
or near to the coast.
A glance at the map of this continent will show that this great estuary
is of an irregular eircular form, embracing from 18° 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
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S. Doc. 112.
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those adjacent to the coast of Yucatan. The distance from Tortugas
(24° 31' north latitude, longitude 83° 07' west) to Cape Catoche (lati-
tude 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 Anto-
nio, (latitude 21° 52', longitude 84° 59',) the southwestern extremity of
the island of Cuba, which island reaches some 70 miles north and
eastwardly, and then some 580 miles further to the east. Cuba on the
south, and the reefs and keys of Florida on the north, (between 75 and
80 nautical miles distant,) form the entrance of the " Straits of Florida."
It is more a practical fact than a mere figure of speech that these
straits are but a continuance of every river falling into the Gulf of
Mexico; and that the place where their united waters, flowing through
these straits, mingle with those of the Atlantic ocean, is the true mouth
of each and all of these rivers.
The "straits" extend from the Tortugas up to latitude 27° 50', their
entire length being more than three hundred miles; their course from
Tortugas to Cape Florida is nearly east, and, after rounding that cape,
is nearly north. After this change of course, they are confined, on the
west side, by the eastern peninsular coast of Florida, and on the east
side by the Bahama banks, the Bimini isles, and the westernmost Ba-
hama islands, and the Matanilla reef, (to latitude 27° 35' north, longitude
79° 11' west,) where their barrier on that side ceases. The distance
from the west head" of the " Great Bahama" island (latitude 26° 42'
north, longitude 79° 05' west) to the Florida shore, due west, (longitude
80° 3' west,) is less than seventy miles; and, in the entire course of those
straits, at no point does their width exceed eighty miles. The immense
waters of the gulf, contributed by the numerous rivers above named,
and others of less magnitude, are all forced, on leaving the gulf, by the
powerful currents coming into the mouth of the gulf from the 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 some-
times at a velocity of five miles per hour. After passing the Matanilla
reef, the Gulf Stream, as it is called-gradually spreading till opposite the
capes of the Delaware, it is widened to upwards of two hundred miles—
continues increasing in width still further north and east; and its in-
fluence 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 sur-
rounded as it is by countries of such superior agricultural, mineral, and
commercial resources. No similar gulf exists, the natural and indis-
pensable outlet for vast interior States, with a population of many mil-
lions of republican freemen, unequalled by any people, noticed in an-
cient or modern history, for general intelligence, industry, enterprise,
and independence, and who are consequently thriving and prosperous
beyond example. These States extend upwards of twelve hundred
miles from its shores. Their wealth is exhaustless. Their population
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796
S. Doe. 112.
may be quintupled, and they can still sustain such number in plenty!
Their soil, and especially that of the great valley of the Mississippi, is
of surpassing fertility; and their contributions to the commerce of the
world, through this gulf, are the varied productions of a region spread-
ing over 18 degrees of latitude and the same degrees of longitude,
and adapted to the diversified wants of nearly every other coun-
try. And this great inland sea," though easy of egress, is, at the
same time, readily susceptible of defence as a mare clausum, by the
States situate on its shores, against any foreign intrusion they may de-
cide 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 com-
merce between Europe and China and the East Indies, and the Pacific
ocean generally, by a communication through the Isthmus of Tehuan-
tepec, will immeasurably augment the importance of this sea. To the
benefits which that great man, more than three hundred years ago,
foresaw would result to European commerce, must now be superadded
the advantages such communication will give to American commerce with
Asiatic countries, and in the Pacific, not inferior in yalue to that of Europe.
But especially would such communication be valuable to the United
States of America for the facilities and security it would afford to the
intercourse and trade between those portions of this confederacy border-
ing on the Pacific ocean and those on the Atlantic side of this conti-
nent. It is not deemed extravagant to estimate that the trade, com-
merce, 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 ar-
ticles of necessity, but also of luxury, from our surplus but still con-
stantly increasing stores; and our trade with the islands in the Pacific,
and to the foreign States on its shores, would, within the same period,
increase tenfold. We could then, as to all this trade and commerce,
enter into full competition with every other commercial power-and
even if all were combined against us-on terms of great advantage,
that would soon obtain and secure for us a permanent ascendency. A
railroad across the same isthmus would result advantageously to us in
the same way, though not to the same extent.
A ship canal, or railroad, at either of the other routes of passage or
transit to the Pacific, further south, generally spoken of, (Nicaragua,
Panama, or Atrato)-and a railroad is already in progress at Panama-
must advance our commerce and navigation in the same way but it is
not believed they can be as valuable to this country as the "Gulf route"
would be, if put in successful operation.
These great improvements are alluded to because, whichsoever of
them is adopted, and if all of them should be put into operation, most
of the trade, commerce, and navigation to or through them, or in any
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S. Doc. 112.
797
wise arising from them, must necessarily pass through the " Straits of
Florida." All of such trade, commerce, and navigation, through Te-
huantepec, 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 Wind-
ward islands, and with the eastern coasts of South America, now passes
through these straits, and likewise the trade, commerce, and navigation
of Europe with those places, in sailing-vessels, on the homeward
voyage. Steam-vessels, on their outward passage from the Atlantic
States, also pass through the straits, and most of our coasting-vessels,
even of the largest class, bound for the gulf-they, generally, crossing
the Bahama banks. The voyage through the Windward passage, or
the Mona passage, going near Jamaica, and round Cape Antonio, is
sometimes pursued; but it is several hundred miles longer, and is
attended with its peculiar hazards, and also delays, that render the
other passage preferable.
An estimate of the trade, commerce, and navigation of the Gulf
now annually passing through the Straits of Florida; and also of the
other trade, commerce, and navigation of the United States and of other
countries, above referred to as pursuing the same channel, has stated it
as probably amounting to $400,000,000, (four hundred millions of
dollars.) That it must increase, and rapidly, and to an immense
amount, and particularly that of the United States, if we are blessed
with a continuance of peace, no one can doubt.
With reference to this trade, commerce, and navigation, the Straits
of Florida, and the islands, and keys, and coasts of Southern Florida,
and particularly the positions of Key West and Tortugas, 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 in-
terests of the great valley of the Mississippi. They are important as
the outposts of the military and naval defences of the entire gulf and south-
ern Atlantic coasts, and as points from which to assuil an enemy.
They are essential for the protection of all our commercial and navi-
gating 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
Pacitic, and through it to China and the Asiatic seas generally-the
anticipated augmentation of which is before adverted to-must of
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S. Doc. 112.
necessity pass within sight of these two positions abové 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 forti-
fications at the Dardanelles do not more completely control the entrance
to the sea of Marmora and that to the Euxine; or the Castle of Cron-
berg that of the Baltic through the sound at Elsinore; than the forts
at Key West and Tortugas will, when finished and garrisoned, and
aided by the modern naval power of steam-frigates-the most formida-
ble ever known-control the entrance to the Straits of Florida, and its
entire passage.
Key West is one of the finest harbors in the United States. The
largest ships-of-war can enter it at any time with facility. The anchor-
age 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 blockading force must necessarily be so divided as to prevent any
junction giving it effective superiority. These two positions will be
formidable to any power that may provoke this country to a war, and
that has possessions in, or convenient to, the West Indies; for, besides
the Gulf of Mexico, and not only the Havana and Matanzas, but the
entire island of Cuba, and every other West India island, and the whole
Caribbean Sea and its coasts, could be successfully blockaded by a
vigilant and effective force of war-steamers to rendezvous there. From
thence any point in the region named could be assailed in a few hours.
Another consideration gives consequence to this position with refer-
ence to the interests of the trade, commerce, and navigation before
referred to. From a report made to the Coast Survey office by the
agent of the underwriters of our Atlantic and other seaports, it appears
that, from the year 1845 to November 1, 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 $798,317,
or about ten per cent. average salvage and the expenses incurred were
$389,350-about five per cent. more: amounting in all to $1,187,697, or
about fifteen 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
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system for the regulation of the business of assisting wrecked vessels,
and for securing the fidelity, honesty, and vigilance of the "salvors,"
now enforced by the admiralty court at Key West, under authority of
acts of Congress, is judicious and salutary.
The extended introduction and use in navigation of steam power,
defying the currents and the storms; the acquisition of more accurate
knowledge of the reefs, and keys, and coasts, and currents, and the
course of the winds; and the improved skill and greater care on the
part of navigators, and the erection of further necessary light-houses,
beacons, buoys, &c.-it is hoped, may decrease the number of wrecks
on those reefs and coasts, and the immense losses sustained thereby,
chiefly by easlern 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, com-
mends itself to the consideration of every philanthropic statesman.
Provision for the destitute mariner cast upon those islands or coasts by
shipwreck is also a subject meriting attention.
There is no navy or ship-yard at Key West. There are no public
establishments for the repair or refitting of ships injured in battle or by
storm, or by having been ashore, nearer than Pensacola, on the gulf
side, and Norfolk, in Virginia, on the Atlantic side. There is no naval
hospital at Key West. There are no naval or military magazines or
storehouses. There are no supplies of naval or military armaments or
munitions of war. There are no public supplies of provisions; no coal
for steamers, or other naval or military stores of any kind, or places to
deposite them in, if taken there. There are no materials for the repair
or refitting of vessels. There are no public workshops, or artisans,
implements, or tools, or machinery, or tackle, for such object. And the
case is the same at Tortugas. The nearest government establishments
are at Pensacola, six hundred miles across the gulf, and Norfolk, nine
hundred miles up the Atlantic coast.
Every dictate of prudent foresight demands a change in these
respects. At the present session of Congress, an appropriation of
twenty thousand dollars is made for establishing a depot for coal, for
naval purposes, at Key West." No appropriation allowing further prog-
ress 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 ship-
yard and dock there, must be apparent to all who reflect on the sub-
ject. That port should be relied upon as a certain depot for coal and
provisions and stores of all kinds, but especially for ship-chandlery
and materials for repairing and refitting our ships-of-war and mer-
chant-vessels, injured in any way, if they should put in there, or
be taken in by salvors." The establishment there of a naval hos-
pital would be a just and a judicious measure. If made a stop-
ping-place for the United States mail steamers between Chagres
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S. Doc. 112.
and New York and New Orleans, and all others going to, or re-
turning from the South, the advantage thereby afforded of shipping
wrecked goods by the large steamers directly to New York or to New
Orleans would be important to the insurers and others interested. The
adoption of the measures suggested could not but result beneficially to
the country in every respect. To wait till circumstances of necessity
force such results-till private interests are constrained or induced to
build up private establishments, and provide the means for making Key
West a rendezvous and haven and depot, as suggested-is, it is con-
ceived, short-sighted policy. Public and general interests are involved,
and public governmental aid should be yielded. Key West will become
more and more essential as a place of depot for American coal as the
steam navy and steam mercantile marine increases. If Tehuantepec
should be made a good route of transit or of passage to the Pacific,
Key West, being in the direct pathway of steamers from thence to the
Atlantic ports and to Europe, and about midway of the voyage to and
from New York, will be absolutely indispensable to the steamers in
that business as such depot.
Cogent arguments are urged in favor of Key West being made a
principal naval station, and for establishing a navy-yard there of the
first class. Besides those arising from its peculiar advantages of posi-
tion, before alluded to, in time of war and of peace, the facility of pro-
curing all kinds of naval timber cheaply, and also of tar, pitch, and
turpentine, from the contiguous public domain on the peninsula, is a
matter deserving consideration. At any rate, it should be made an
auxiliary yard for the repair and refitting of vessels-of-war injured in
battle or by storm, even if it should be deemed injudicious to construct
or build ships there. Large sums have heretofore been expended at
Port Mahon, and elsewhere in foreign ports, by the United States, for
similar limited public establishments. If provision is made by law,
allowing, on proper terms, the use of such works for the repair and
refitting of wrecked merchant-vessels, it would be highly advantageous
to the commercial and navigating interests of the Atlantic seaboard.
The superior eligibility of Key West as a naval station and depot,
and the sound policy of fortifying it strongly, have long since been urged
upon the government by officers of the army and navy at the head of
their profession. President Monroe's message, January 20, 1823, 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, No. 1, p. 37 ; and Commo-
dore Rodgers's report, ibid., P. 236 also President Jackson's message,
March, 1830, and Secretary Branch's letter and Captain Tatnall's re-
port, 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
$638. 32d Cong.; and Gen. Totten's report, ibid., pp. 25-52; and Lieuten-
ant Maury's report, ibid., pp. 116 and 179 to 184; and Lieutenant Mau-
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
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801
David Porter, at different times, officially and unofficially, in communi-
cations published in the newspapers, expressed his unequivocal con-
currence with Commodore Rodgers in the opinion he gave of the great
importance of Key West and Tortugas, and of the policy and measures
that should be adopted with respect to those points. And when Com-
modore Porter was in the service of the republic of Mexico in her strug-
gle 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., rol. 6,
No. 243, 1st sess. 24th Cong.,) made by General Cass, then Secretary of
War under General Jackson, and which, it has been considered, em-
bodies all the arguments against the general system of coast fortifica-
tions 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. lbid., pp. 11, 15, &c.
The opinions expressed as to the value of Key West and Tortugas
to the United States, in the documents and papers above referred to,
are by no means peculiar to the eminent men and officers who thus
expressed them, nor are they, in the least degree, novel. Similar views,
it is well known, were entertained and expressed, by British engineers
and other British naval and military officers, to that government a long
time ago. Great Britain took the Havana and the provinces of East
and West Florida from Spain, in the war of 1762-'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 com-
manding, 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-roy-
alty of Mexico) was at that time possessed by Spain. The British offi-
cers 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 as-
serted that Key West and Tortugas are unhealthy." The census
reports of 1S50, as to the number of deaths there, and the official re-
ports of army and navy, medical, and other officers, and the experience
of the residents of the Florida keys for the last twenty years, disprove
this assertion. It has been stated that the isolated position of these
two points renders the construction and maintenance of public works
there more expensive than at other places. This is not correct to any
52
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802
S. Doc. 112.
very great extent, and it is not a good reason for withholding the means
if the advantages are superior, or the necessities greater, for such works
there than at other places. Besides, these two works will cost for the
construction less than the aggregate of the cost of four frigates, (if esti-
mated 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 for 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 gov-
ernment in time of war, nor by our army or navy officers. And it is
denied, if such were the case, aid could not be rendered from the ad-
jacent coasts, especially if some of the keys (such as Bahia Honda and
Key Vacas) nearer the capes are protected by small defences, as should
be, and can be done, at trifling expense; and if it can be supposed
that there was no naval force of the United States on the gulf competent
to repel the enemy. The assertion has been made in crude essays in
political newspapers, and it has been elsewhere re-echoed, that Cuba,
the Havana, and the Moro Castle, are the true and only keys to the
defence" of the shores of the South, and to the immense interests there
collected," and that Key West and Tortugas were not the controlling
positions stated in the documents referred to. It is believed that but a
solitary instance exists where such opinion has been acquiesced in by
any distinguished naval or military officer.
Such peculiar opinion, with respect to the relative value of these po-
sitions, and of Cuba, and of the Havana, and of the Moro castle, is
unsupported by any sound reasons founded off 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 re-
garded 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 or-
dinarily 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 demonstra-
tion by sea, either in the West Indies or to the south, or in the Atlantic
beyond the Caribbean sea, as has before been observed, Key West and
Tortugas are the most favorable positions in possession of the United
States. Foreign statesmen and military and naval officers are not 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 forth-
with despatched by the enemy to their vicinity, and, as was predicted
by Commodore Rodgers in 1823, "the first important naral contest in
which this country shull be engaged, will be in the neighborhood of this tery
island," [Key West.]
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803
In confirmation of the correctness of those remarks, it is not inap-
propriate to refer to debates in the British Parliament more than thirty-
three years ago, in which eminent and sagacious British statesmen, who
doubtless received the views they expressed from British military and
naval officers, (as is the practice of wise British statesmen on such
subjects,) unequivocally attest the value to the United States of these
positions, obtained by the then recent cessions of the Floridas by
Spain. [Vide Lord Lansdowne's speech, in May, 1819, Hans. 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 states-
man called public attention to the importance of the Tortugas, and to
the expediency of the British government taking possession of and for-
tifying those islands.
One of the most useful public undertakings in the Union is the
Coast Survey." Its labors on the Florida reef, keys, and coasts were
commenced in 1848, and are extending up the gulf and Atlantic coasts.
Appended to a statement of wrecks at Key West in 1847, (published
p. 105, Sen. Doc. No. 242, 1st sess. 20th Cong.,) is the following
printed note, made by one of the then Senators from Florida:
[Note BY J. D. W. IN 1848.]-" It is not a little surprising that, in
the twenty-seven years Florida has been held by the United States, no
complete nautical survey has been made of the 'Florida reef.' During
such time the British government has had ships-of-war, (among them
the brig Bustard,) with scientific officers, engaged for months in such
surveys; and even in surveying the harbor of Key West, and other of
our harbors there The charts used by our navigators are the old
Spanish charts, and those made by the British from 1763 to 1784, and
of the recent British surveys alluded to, and compilations of them by
Blunt and others-all imperfect in many particulars, and erroneous in
others. We have no original American chart of all the reefs and keys !
That accomplished and scientific officer at the head of the Coast Sur-
rey,' Professor Bache, has informed me, that if the means were appro-
priated by Congress, the entire reef and all the keys, from the Tortugas
up to Cape Sable, could be surveyed in one season. The expense, to
enable the work to be finished in one season, might not fall short of
$100,000; as, to effect it, three or four different parties of officers must
be employed. But the benefits of such work would greatly outweigh
this amount; and it will not cost less, to devote two or three years
to it."
No intelligent man, after investigation and reflection, can question
the great value of the coast surveys." They have been prosecuted
with diligence on this coast, as the results show, since the first appro-
priation of $7,500 was made in 1848. The annexed map, showing
the coast of the Gulf of Mexico, and also the relative positions of Cape
Catoche and of Cuba, and of the Bahama banks and islands, to the
peninsula, and to the islands, keys, and reefs of Florida, and also of
804
S. Doc. 112.
the Atlantic coast as far north as Charleston, has been furnished from
the Coast Survey" office, upon request, expressly for this report. It
will be found to be highly useful. Some portions of the coasts therein
delineated have not as yet been fully 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
preliminary, reconnaissances made by the Coast Survey officers. The
beneficial effects of the labors of this valuable public establishment
(characterized as those labors are by that perfect accuracy attainable
only by the highest degree of science and professional skill) should be
conceded by all, though it seems such is not the case. It is to be
lamented, as a drawback to these and all similar works for the preven-
tion of casualties of any kind, and particularly those by shipwreck,
that they are not generally appreciated. Their salutary results are
silently effected, and therefore unperceived by many. Even the mer-
chant, whose property is saved from destruction by the charts of hid-
den dangers, and of safe channels and harbors, furnished by the Coast
Survey," reflects but little to whom he owes its preservation. But the
tempest-tossed mariner, when his ship and his life are in peril, from
which there is no escape except by the aid these charts give him, then
feels their inestimable value, and cherishes the guide there found as his
best friend.
WRECKS.
The following statement has been compiled from Sen. Doc. No. 242,
1st session 30th Congress, pp. 25, 26, and ibid., pp. 99 to 105 ; also
Sen. Doc. No. 3, 2d session 30th Congress, 1848, pp. 30, 31, &c.; also
Sen. Doc. No. 42, 1st session 32d Congress, 1851-'52, p. 11; and other
documents referred to in the foregoing paper, and in Mr Cabell's let-
ter, which precedes it. See also Mr. Hoyt's (agent) report to " Board
of Underwriters" in New York, for 1852
Wrecks on Florida reefs from 1844 to December 15, 1852.
Salvage.
Expenses.
Lors.
Year.
Number
Value of ves-
Salvage and
of ves-
sels and car-
expenses.
sels.
goes.
Per ct.
Amount.
Per ct.
Amount.
Per ct.
1845
29
$725,000
12.7
$92,694
10.5
$76,370
$169,064
93.3
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
74,280
200,069
21.3
1849
46
1,305,000
11.2
127,810
8.5
91,350
219,160
18.7
1850
30
922,000
13.2
122,831
8.3
77,169
200,000
21.5
1851
34
941,500
12.1
75,852
8.4
89,148
165,000
90.5
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 foreign vessels are not included in the above, except in the three
first years, when there were 17 British, and 84 American, and 6 of
other nations. Foreign vessels included, since 1847 the number of
wrecks is altogether about 290 vessels. The expenses are distinct
from salvage, being charges against vessels, &c., in port, as harbor fees,
wharfage, storage, auction commissions, exchange, commissions for
advances, support of crews, repairs, refitting, &c.
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805
THE COTTON CROP OF THE UNITED STATES.
This paper is not intended to be an essay upon the questions respect-
ing which much has been written as to the time when, and by what peo-
ple, "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 publi-
cations, official and unofficial, readily attainable in most parts of this
country, each, afford all the information on these points that can, in any
degree, be practically useful to any person. Nor is it intended to discuss
in this paper, or even to intimate an opinion respecting those topics of
political economy connected with the different "cotton interests," which
have divided public sentiment in this country in years past. The sole
object is to present data, gathered and compiled from authentic sources,
relating to the cultivation and production of cotton-its past increase
in the United States as an article of commerce, and its probable still
greater importance and value.
Two kinds of cotton are grown in the United States.
1. That indifferently called long staple," "black seed," "lowland,"
or 'sea-island." When raised inland, it is sometimes called "Mains."
2. The short staple," green seed," "upland," also sometimes
called petit gulf," or "Mexican."
The first generally commands twice or thrice the price of the latter
kind, and superior sea-island often brings a much higher amount. Very
choice qualities of sea-island cotton have commanded upwards of a
dollar per pound. Sea-island cotton is prepared for market with great
care, being mostly cleaned by hand, or by the roller" gin; the "saw"
gin, used to separate the wool of the " short staple" from its seed, in-
juring 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 em-
ployed; whilst the short staple yields from 150 to 250 pounds of cleaned
eotton 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
eultivation, eight, nine, and sometimes ten bales of upland cotton, to
the hand, have been produced. The hands employed in the cultiva-
tion 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 con-
sequently 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
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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 adap-
tation of the climate and soil of parts of those States to the favorable
production of that kind of cotton; but it is also attributable to the great
attention given to its cultivation by intelligent and observing planters,
availing themselves of the aids of chemical and agricultural science-
making experiments from year to year for improving the processes of
cultivation, and for increasing the excellence as well as the quantity
of the product; and who profit by the practical experience of their
antecessors of more than half a century.
The treasury accounts exhibit the progress of the "sea-island" cotton
crop of this country from 1805 to 1852 inclusive, fuller than they do
the progress of the crop of "upland" cotton, for the reason that the for-
mer has been mostly exported, whilst a large portion of the latter has
always been consumed in the United States. Prior to 1805, no dis-
tinction was made in the treasury reports between the "sea-island"
and other cotton," styled, in a treasury report of 1836, " common
cotton."
The treasury accounts show, that during the years 1790, '91, and
'92, about 733,044 pounds of cotton of all kinds, foreign and domestic,
valued at $137,737, were exported from the United States. There had
been imported into the United States previously, and during that period,
foreign cotton to a considerable amount. The importations within the
years named were about 889,111 pounds, which, valued at the same
price as that exported, amounted to $202,014. The importations of for-
eign raw cotton during those three years exceed the exportations
156,067 pounds; and, consequently, either the whole of the domestic
crops, and likewise that much of the foreign (and imported) raw cotton,
was then consumed in the United States; or a portion of the domestic
crops was exported, and a greater amount than is above stated of the
foreign raw cotton was consumed in the United States. The quantity
of foreign raw cotton consumed in the United States in these three
years is, however, estimated in a treasury report of 1801 at 270,720
pounds, which would make the exportation of domestic cotton in those
years 114,653 pounds. It is known that some, though limited quanti-
ties of domestic raw cotton were sent to Great Britain in the years spe-
cified; but the correct accounts thereof cannot now be obtained, and
therefore, with this explanation, it has been deemed proper to state all
the exportations for those years as foreign cotton, as in fact most of them
were.
The only accounts of the entire annual crops of the United States
that can be obtained are unofficial, except the decennial census 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, end-
ing 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
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S. Doc. 112.
807
year has been received in market, the crops of the two preceding sea-
sons 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, and 7
23,809,752 pounds.
In 1808 (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
11,738,075
"
The annual exports of sea-island" cotton for the last nineteen years,
excepting the years 1845, '46, '49, and '52, were less in quantity than
the exports of the same kind in 1805. The fluctuations in the prices
of "sea-island" cotton have not been so great as in those of other
cotton." The "embargo," laid December 22, 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
cotton exported, and the quantities and values of the different kinds of
cotton, and that exported in foreign and that in domestic vessels; since
1820 the separate values of "sea-island" and of "other cotton" are not
stated in the published reports. It appears that for many years Great
Britain has generally received nearly four-fifths, and France about one-
fifth, in quantity, of the "sea-island" cotton exported.
It has been stated that a process of dividing, or splitting, the coarser
"upland" cotton, and of substituting the divided fibre for the fine
"sea-island," in the manufacture of the finer muslins, has recently
been discovered in Europe; and which, it has been conjectured by
some, may cause a diminution of the value of "sea-island" cotton.
The account is not fully credited; but if the fact be as stated, it is con-
sidered 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
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S. Doc. 112.-
raised in the United States, (as before observed, necessarily limited in
quantity,) may be certainly depended upon.
A comparison of the exportations of "sea-island" cotton with those of
"all other" domestic raw cotton will show that, whilst in 1805, '6, and
, ry the former amounted to 23,809,752 pounds, the quantity of the lat-
ter exported during the same period was 114,182,256 pounds; the
proportion of "sea-island" to "all other" being less than a fourth,
and to the entire exportation less than a fifth in quantity. In 1821,
'22, and '23 the proportion of "sea-island" to the entire exportation
was less than a twelfth in quantity; and in 1849, '50, and '51 that pro-
portion was less than a ninetieth! In the year 1852, the "sea-island"
exported was 11,738,075 pounds, and the proportion to the entire ex-
portation 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 unparal-
leled. 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, sepa-
rately 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 fol-
lows:
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 ,ry
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
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809
a prominent article of foreign commerce, (except whilst the embargo
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-eight fold in quantity, and more than ninc
hundred per centum 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 con-
sumed 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
244,548
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 ap-
pears that the price of some foreign cotton was formerly very high
but the average of medium "upland" domestic cotton is now too great
for the foreign cotton imported. As before observed, the entire exports
of 1790, '91, and '92, are set down as foreign raw cotton ; insomuch
as they were less than the imports of same cotton in same years. The
total amount of the crops of the United States in those three years has
been variously estimated but the accounts of the imports and exports
of foreign raw cotton, (before stated with explanations,) show that the
cotton then produced in the United States was not sufficient for 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-
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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 manufuctures imported and exported in different periods,
will illustrate these remarks. The difference is the true amount of such
importation consumed in the United States. The accounts, or general
tables, annually published by the treasury, do not direct attention to
past changes in the course and character of our trade, commerce, and
navigation; and therefore its true decrease or increase, and its actual
retrogression or progress, in every respect, is not manifest without close
investigation of several different tables.
The value of importations and exportations of foreign merchandise,
and "difference," (being the amount consumed in the United States,) in
certain periods, were as follows:
Years.
Imports.
Exports.
Difference, con-
sumed 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
226,724,598
1821, '22, and '23
223,406,502
71,132,312
152,274,190
1824, '25, and '26
261,863,559
82,467,412
179,396,147
1827, '28, and '29
242,486,419
61,656,631
180,829,788
1830, '31, and '32
275,097,310
58,460,478
216,636,832
1833, '34, and '35
384,535,385
63,640,041
320,895,344
1836, '37, and '38
444,686,656
56,054,117
388,632,539 632,
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:
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S. Doc. 112.
811
Foreign cotton goods imported and exported, &r.
Years.
Imports.
Exports.
Difference, con-
sumed 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 " sea-
island" cotton, or the best qualities of 'upland." Our domestic manu-
factures, 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 cot-
ton 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 de-
stroyed the exportations of foreign cotton manufactures, and taken the
place of them.
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 but
the suggestion now made.
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812
S. Doc. 112.
Exportations of domestic cotton manufactures in certain years and periods.
Years.
Value.
In 1826
$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 man-
ufactures 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 "home-
made" manufactures of many different kinds, and that which is con-
sumed 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 the "home-made" manu-
factures 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 raw 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
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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-'50 of the cotton
manufactories 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 450 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)
92,286
Entire wages per month-(males, $653,778; females,
$703,414)
$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 121 per centum. Most of the eotton 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-islund" 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, 763,678,407 yards of sheeting, and 27,860,340 lbs. of thread,
yarn, &c., and 13,260 bales of batting, and are valued at $61,869,184.
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 bariels of ale, beer, &c., or of the 42,133,955 gal-
lons 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 annual wa ges amount to $8,399,280.
The iron manufactories employ 57,017 male, and 277 female hands—
in all 57,294-whose annual wages amount to $15,000,000; and brew-
eries and distilleries employ 5,487 hands, the value of whose labor
is not given!
Deduct from the value of the 'products" of these cotton manufactories
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,
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814
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 re-
spective 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 forcign 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 centum more than the raw cotton, and includes
freight, 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 "raw cotton" COR-
sumed 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.
Consumption 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 man-
ufacture, profits, &c.-about
$29,000,000=256,638,000 lbs.
In foreign manufactures, (from domes-
tic cotton,)-deducting from imports,
,
($20,108,719) 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= 87,087,000
"
In "household," or "home-made" man-
ufactures
7,500,000= 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. of
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S. Doc. 112.
815
which the foreign manufactures consumed in the United States are
composed, being mostly "sea-island," its value should perhaps be 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 quan-
tity 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, how-
ever, generally be rectified, if erroneous, by reference to the general
prices current" of the same year, to be found in commercial news-
papers. The price stated for 1851-52 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 sec-
ond 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 commer-
cial 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 com-
pared with past years; all derived from intelligence obtained by cor-
respondence, 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 com-
parison can be made.
Digitized by Google
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
288,558,000 " = 32,607,000
"Household," or "home-made" manufac-
tures
66,372,000 " = 7,500,000
Destroyed by fire or otherwise, and not
received in market
3,000,000 " =
339,000
Entire crop of the United States in
1849-'50
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 from 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 "erports," &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 ralue, 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 more than those of the
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 pounds-
being 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.
Digitized by Google
Entire crop of the season of 1849, taken from the census returns.
ACRES OF LAND.
POPULATION.
Bales of 400 lbs.
Total number of
STATES.
pounds.
53
Entire area.
Improved.
Whites.
Colored.
Total.
Indiana*
5
2,000
21,637,760
5,019,822
977,628
10,788
988,416
Illinois*
8
3, 200
35,459,200
5,114,041
846, 104
5, 366
851, 470
Kentucky*
1,669
667, 600
24,115,200
6,068,633
761,688
220,717
982,405
Virgiuia*
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
77,054,000
28,160,000
5,087,057
756,893
245,732
1,002,625
South Carolina
300, 901
120,360,400
17,920,000
4,074,855
274,623
393,884
668,507
Mississippi
494,774
197,909,600
30,174,080
3,489,640
295,758
310,797
606,555
S. Doc. 112
Georgia
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 returns," and are stated to be of 400 pounds
each. As the entire sea-island" crop is included in this statement, 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 450 pounds in most of the States.
Digitized by Google
The above is compiled from the published report of the Superintendent of the Census, dated December 1, 1851. The report dated December 1, 1852, is
variant from the above, and states the entire crop at 2,468,624 bales, or 987,449,600 pounds. Both are below the actual crop.
817
818
S. Doc. 112.
The cotton crop of the United States now amounts to upwards of
seven-tenths of all the cotton produced in the world. The quantity an-
nually 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
200,000,000 "
150,000,000
"
"
West Indies
3,100,000
"
3,000,000
"
"
Demerara, Berbice, &c.
700,000
"
500,000
"
"
Bahia, Macelo, &c
14,000,000
"
11,000,000
"
"
Maranham, &c
12,000,000
"
9,000,000
"
"
Pernambuco, Aracati,
Ceara, &c
30,000,000
"
25,000,000
"
"
Brazil, China, and all
other places
250,000,000 "
40,000,000
"
"
Total
1,899,800,000 "
1,366,730,639
"
"
The first column of the above states all that is estimated to be con-
sumed, in the countries named, in "household" manufactures and for
various domestic uses, as well as that used in their home cotton manu-
factories, and likewise all exported to other countries. In the second
column is estimated the exports to contiguous foreign countries for man-
ufacture, 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 manufac-
tures are estimated to employ, directly and indirectly, nearly nine-
tenths of the immense population of that country. A very large propor-
tion 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 em-
ployed. 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 cot-
ton goods from thence are now comparatively nothing. The above
estimate as to the crop in China is doubtless too small, but the produc-
tion there is decreasing.
There is not now any serious cause for apprehension by the agricul-
tural, 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 4 few years, past, her leading statesmen, with but few ex-
Digitized by Google
S. Doc. 112:
819
ceptions, used every effort and devoted every faculty and power to
diminish and prevent all necessity for dependence, in any degree, by her
capitalists, (having large and increasing investments in manufactures
and commerce) upon any of the products of the United States. The
younger Pitt-the most enlightened and sagacious, and therefore the
most liberal statesman Great Britain has had in her councils within a
century past, did not approve such policy towards us; but he was
overruled. In Jay's treaty of 1794, as originally agreed to by the
negotiators, it was attempted, by different provisions, to restrict us in
the exportation to any part of the world, even in our own vessels, of our
own raw cotton! Our negotiator, it seems, did not appreciate the
future importance and value of this product to his own country, which
had then recently embarked in its cultivation. British sagacity, how-
ever, not only foresaw it, but sought to stifle the enterprise in its infancy.
These provisions were of course expunged from the treaty by the United
States Senate, before that body would advise and consent" to its 'rati-
fication." 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 consummation of
the certain destiny of this country would thereby have been accele-
rated. 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 coun-
tervailing legislation on the other. Until within a few years past,
Great Britain has not relaxed her illiberal and selfish policy; and the
cotton interests of the United States have seemed to be especial objects
of her unceasing hostility.* She has used every exertion, and availed
herself of every means she possessed, to create competition and rivals
to the southern States of 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 consid-
ered 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 glui, to stifle, in the cradle, those rising manufactures in the United States
which the war had forced into existence, contrary to the natural course
820
S. Doe. 112.
convicts, and slaves; Christians and Pagans, civilized and savage. Of
her efforts to induce its cultivation elsewhere than in this country, we
had no right to complain. But of her illiberal restrictions and wrongs
done to us, we had; and they engendered no little ill feeling towards
her in this country. Her statesmen, since the war of 1812, have urged
in justification of her courses, that they were to "counteract" the meas-
ures of the United States, at different times, affecting her commerce
and manufactures unfavorably. The conduct of the government of the
United States has, however, from the outset, always been solely defen-
sive and countervailing. We have not been in any instance the first
to adopt illiberal and injurious measures. We have been constrained
in past times to enact and enforce laws, necessary in proper self-
defence, against her illiberality, not only antecedent to the war, but
since. That different relations were created by measures adopted
under the administration of that profound and able statesman, Mr.
Peel, and that they now exist between the two countries, is because
Great Britain felt that every attempt to embarrass, or fetter. or re-
strain, or otherwise injure the trade and commerce of this country,
would certainly recoil upon herself. The futility of warring against the
natural laws governing trade and commerce, and against advantages
given by the superior adaptation of climate and soil, and experienced
and effective (because united) labor for the production of an article like
cotton, and the folly and presumption of any nation striving to establish
for itself an exclusive and selfish monopoly or control of all things, is
fully demonstrated in the former course of the British people towards
us. It is, perhaps, best for her that her experiments in making cotton,
to "root the Yankees out," have so signally failed; for the cotton crop
of the United States is the main link connecting the two countries com-
mercially; and if it is broken, the entire trade between them will soon
become comparatively valueless to both.
And the efforts to induce to the production of cotton, to compete with
the United States, have not been confined to Great Britain. France
attempted it in Algeria, without favorable success. It has been tried by
The following has been extracted from an article, very abusive and denunciatory of this
country, and its institutions and people generally, contained in a recent number of Black-
wood's (Edinburgh) Magazine." The parts now italicised betray the feelings and motives of
the author:
In the year 1789, only one million pounds of cotton were grown in the United States:
now, the produce amounts to about 1,500,000,000 of pounds How great a stimulus this has
proved to the employment of slave labor, by which it is raised, and to the rapid multiplica-
tion of the slaves themselves, can easily be imagined. The influence of the potato on the
social, moral, and industrial character of the Irish people, has long been recognised among us.
But the history of the cotton-plant shows how powerful a control an obscure plant may exer-
cise, not only over the social character of a people, but over their general material prosperity,
their external political power, and their relations with the world at large. The cotton shrub,
which seventy years ago was grown only in gardens as a curiosity, yields now to the United
States an amount of exportable produce which, in the year ending with June, 1850, amounted
to seventy-two millions of dollars, of which from thirty to forty millions were clear profit to
the country. With its increased growth has sprung up that mercantile navy, which now teaves
its stripes and stars over every sea; and that foreign influence which has placed the internal peace
-we may say the subsistence-of millions in every manufacturing country in Europe, within the
power of an oligarchy of planters.
The new and growing commerce soon gave birth,
likewise, in the free States themselves, to a large mercantile, manufacturing, and moneyed party,
whom relf-interest has constantly inclined to support the views and policy of the southern
States."
Digitized by Google
S. Doc. 119.
821
the Turkish Sultan, and a superintendent and intelligent and experi-
enced slave laborers procured from the State of South Carolina, but
the trial did not succeed profitably. It has been tried in different
places, on the extensive shores of the Euxine, opened to the commerce
of Christendom by the cannon of the allies at Navarino, in 1827; it has
been tried in Mexico, in Central America, in the different republics
of South America, and in the empire of Brazil; it has been tried in
different parts of the East Indies, and in Africa; and the fact has been
fully and conclusively tested and established, that the soils, seasons,
climate, and labor of no country can successfully compete with those
of that vast region of this confederacy which has been appropriately
styled the COTTON ZONE," in the raising of this product. It is proper,
however, to state that many of the most intelligent cotton planters of
that region insist that their now generally conceded superiority is not
so much attributable to any radical difference of the soil or dissimilarity
of the climate in that region, from those of several other countries in
like latitudes, as it is to the advantages afforded by the aggregated and
combined, and cheap, and reliable labor they derive from that patri-
archal system of domestic servitude existing throughout the Cotton
Zone," and to the superior intelligence, and greater experience, and
skill, and energy, of the American planter; and to the improved and
constantly improving systems of cultivation pursued by them-the most
affluent attending personally to his own crop.
The 'Cotton Zone" extends from the Atlantic ocean to the Rio del
Norte, and includes the States of South Carolina, Georgia, Alabama,
Mississippi, Louisiana, and those portions of the States of North Caro-
lina, Tennessee, and Arkansas, that lie below 35° north latitude; and
all of the State of Florida above the 27th parallel of north latitude;
and all of the State of Texas between the Gulf of Mexico and the
34th parallel of north latitude. The region described is an area of
upwards of four hundred and fifty thousand square miles; but large
portions are mountainous, or covered with water, and in each State
more than two-thirds, from various other causes, it has been estimated,
is not adapted to the growing of cotton advantageously.
The annexed table shows the estimated cotton crop of each of the
States mentioned that produced raw cotton for exportation in 1852;
the number of agricultural laborers employed in the cultivation of cotton
in each State; the estimated quantity in each State of lands now appro-
priated to the growing of cotton; and the quantity, not in cultivation
in cotton, but that which may be advantageously applied to the grow-
ing 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.
Digitized by Google
B: Doc. i112.
Estimate of crop in 1852, and of crop Cotton Zone may produce.
States.
Bales of 400 pounds.
Hands employed.
Acres in cotton in
1852.
Area susceptible of
cultivation in cot-
No. of hands neces-
sary therefor.
Probable production
in bales of 400
ton.
pounds.
Florida
80,000
20,000
160,000
6,000,000
750,000
3,000,000
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
200,000
50,000
400,000
3,000,000
375,000
1,500,000
Tennessee
220,000
55,000
440,000
2,000,000
250,000
1,000,000
South Carolina
310,000
77,500
62,000
200,000
25,000
100,000
Mississippi
650,000
162,500
130,000
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
737,500
4,572,000
39,200,000
4,900,000
19,600,000
In the above estimate of the number of hands employed in the cul-
tivation 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 culti-
vating cotton is performed by white citizens, who cultivate their small
crops themselves. This is full proof that 'labor" is not "degraded"
there.
The hands are estimated at an average of four bales for each hand,
and the land is estimated at eight acres for each hand, or 200 pounds
for each acre. A reference to the table, (ante, p. 817,) showing the en-
tire 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 compari-
son 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, Ken-
tucky, and North Carolina, or the probable increase for a long time.
The present free colored population and slave population of those
States, and of those in the 'Cotton Zone," is estimated as follows:
# North Carolina, Virginia, and Kentucky are not included, as they cultivate other products
more than cotton.
Digitized by Google
S. Doe. 112.
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
899
309,898
Georgia
2,880
381,681
Alabama
2,272
342,892
Total aggregate
207,986
3,197,865
These five first named States are the sources from which the Cot-
ton Zone" derives additional colored agricultural labor by emigration.
If the demand for "raw cotton," or, after its manufacture, for exportation,
should increase, as some intelligent persons anticipate will ere long be
the case, upon the extension of our commerce to the Pacific, to China,
the East Indies, and the Asiatic seas generally, and to our southern
sister American republics, the lighter labor required of those engaged in
cultivating cotton, and its constant concomitant Indian corn," in com-
parison with that necessary in the growing of tobacco, hemp, rice, and
other crops-the decreased cost of the support of the labor employed in
cultivating cotton in the Cotton Zone," and particularly in the southern
portions-the healthfulness of such occupation-the cheapness of the
lands-the equal, if not greater, certainty of the crop-the certain mar-
ket it always finds, and the greater profit derived from itscultivation-are
causes combining to induce large emigration from the five States above
mentioned, within the next few years, to the southern portions of the
" Cotton Zone." Though the cotton crop will thereby necessarily be
greatly augmented, it will not recede; for the labor once removed,
and the lands settled, it will remain upon them, and the crops will in-
crease so long as the demand justifies such increase. In process of
time the annual product of cotton in the United States can be aug-
mented to six times its present yield, and it will not be more astonish-
ing 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-
Digitized by Google
6. Doc. 112.
gregate crop injuriously, and consequently the average supply, and the
prices, will become more regular and uniform.
The following table of all the exportations from the United States
since 1789, up to and including 1852, will be found useful in estimating
the value of the cotton crop.
Exportations (specie, &c., included) from the United States since 1790.
Years.
Total.
Domestic.
Foreign.
1790, '91, and '92
$59,970,295
$57,166,000
$2,804,295
1793, '94, and '95
107,125,277
90,000,000
17,125,277
1796, '97, and '98
185,441,400
99,141,400
86,300,000
1779, 1800, and '1
243,753,227
112,456,629
131,296,508
1802, '3, and '4
205,982,267
120,381,627
85,600,600
1805, '6, and my
305,446,134
132,340,321
173,105,813
1808, (embargo)
22,430,960
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
34,704,611
1848, '49, and '50
451,685,671
402,513,683
49,172,988
1851
218,388,011
196,689,718
21,698,293
1852
209,641,625
197,604,582
12,037,043
From the foregoing tables, and others contained in this paper, or an-
nexed hereto it appears that cotton and domestic manufactures now
constitute more than one-half of the exports of the United States of
agricultural products and domestic manufactures thereof. They con-
stitute 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
.66 products of agriculture" and 'manufactures," "bullion and specie,"
&c. The statements from the treasury books show, with reference to
" exportation," how far behind cotton every other agricultural product
is, as to its increase, beyond the necessary consumption of the United
States, since cotton has been cultivated for the foreign market. Gen-
eraliy a country does not export any but its surplus productions. Vast
as the increase of some of our other agricultural products besides cot-
ton has been, such increase has, in but few seasons, exceeded the in-
creased 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:
Digitized by Google
S. Doc. 112.
825
Bullion and coin imported and exported since 1821.
Years.
Value of im-
Difference.
Vasue of ex-
Difference.
ports.
ports.
1821, '22, and '23
$16,532,632
$27,661,226
$11,128,594
1324, '25, and '26
21,411,566
$895, 426
20,516,140
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, and '38
41,664,411
27,855,780
13,808,631
1839, '40, and '41
19,466,622
27,228,089
7,761,467
1842, '43, and '44
32,237,780
20,449,236
11,788,544
1845, '46, and '47
31,969,263
17,549,761
14,419,502
1848, '49, and '50
17,640,256
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
effects of the fluctuations exhibited in the above statement, and in the
detailed table annexed hereto of these imports and exports. Some po-
litical economists contend that what is called the "balance of trade"
being in favor of or against the United States, as shown by the importa-
tion or exportation of bullion and specie, is the best evidence of the
prosperous or unprosperous condition of our trade and commerce. On
the other hand, others insist that such importation or exportation is no
true test on either side ; and that when any country has a surplus of
bullion and specie, it is best to export a portion of the redundant sup-
ply ; and that then those articles, besides fulfilling their proper func-
tions of being the media and regulators and equalizers of trade and
commerce, become themselves legitimate subjects of trade and com-
merce like other products; and that this rule especially applies to a
country producing the precious metals.
The sole object, however, of the reference now made to the importa-
tion 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 agricul-
tural products, are, when separately estimated, really insignificant in
comparison with cotton. A table of the exportations of the principal
domestic exports, since 1821, is appended. The following statement
Digitized by Google
826
S. Doe. 112.
shows the principal domestic exports in the years 1821, '22, and '23,
and in the years 1850, '51, and '52 :
Articles.
1821, 22, and '23.
1850, '51, and '52.
Total exports of domestic produce
$140,701,381
$526,005,614
Cotton
64,638,062
272,265,665
Tobacco
18,154,472
29,201,556
Rice
4,878,774
7,273,513
Flour
14,363,696
29,492,044
Pork, hogs, lard, &c
4,003.337
15,683,772
Beef, hides, tallow, &c
2,282,318
4,795,645
Butter and cheese
604,106
3,119,506
Skins and furs
1,940,424
2,628,732
Fish
2,894,229
1,391,475
Lumber, &c
4,156,078
15,054,113
Manufactures of all kinds
9,013,259
51,376,348
Among other articles not specified in this statement there was ex-
ported in 1852 over $1,200,000 of oils, $1,200,000 of naval stores,
$500,000 of pot and pearl ash, $2,500,000 of wheat, $2,100,000 of
Indian corn and meal, and $1,100,000 of raw produce," kind not stated
in returns.
The relative importance and value of the cotton crop of the United
States to the other leading agricultural products of this country, and
other principal articles of our domestic and foreign commerce, is more
striking when the circumstances attendant upon the progress of each
crop, and the others respectively, are considered. The augmentation
of our population-the vast extension of our territory-the great in-
crease of the area of our lands in tillage-the immense additions to our
agricultural labor in our native population and in foreign emigrants-
have given us consequent vastly increased resources and ability for
greater production. As before shown, however, the greater portions
of most of the agricultural products of the United States, and of the
manufactures of them, except cotton, are consumed in the United States.
The fact that the exportations from the United States of many of its
most important products have not increased in proportion to our increase
of population, resources, and ability, and that the article of raw cotton
is a signal exception, surely is some evidence of its value and of the
real position and actual increase of the wealth and prosperity of the
cotton region. When it is recollected that very little of the additional
labor given by foreign emigration inures to the cultivation of cotton, (and it
is estimated that not more than one in 600 of the agricultural emigrants
go to the cotton region and when the extent of internal improvements in
the States where cotton is not grown, to transport their produce to market,
is considered, it will be seen that this advancement of the cotton region
is solely the result of steady industry, regulated by the intelligence to
make it advantageous. The increased labor of that region has been
Digitized by Google
.8. Doe. 118.
827
almost exclusively derived from those contiguous States that do not
cultivate cotton. The disparity between the increase of cotton and
that of other agricultural products appears much greater when these
facts are considered; and the doctrine that labor advantageously ap-
plied, and not population merely, is the true foundation of a country's
wealth and prosperity, is fully verified.
The treasury accounts before referred to show that the aggregate
increase of our foreign importations of merchandise has not equalled our
increased exportations of raw cotton, and that it, as before stated, has
most of all other articles enabled us to keep down the balance against us
created by such importations. And it should be noticed, also, that the
increase of importations is mainly for the use and consumption of those
portions of the country that do not produce cotton. The consumption
of imported merchandise and products in the cotton region may be
greater than the proportion of its white population to that of other sec-
tions, but in the aggregate it is much less, and it is also much less than
the proportion of its whole population to that of the other States.
Adding the increase of the exportations of our domestic manufactures.
of cotton to the exportations of raw cotton, the comparison between
it and other agricultural products is still more favorable to it. Prior to
1826, such exportations, if any were made, were not specified in the
treasury returns, and all our importations of cotton goods specified in
those returns are exclusively those of foreign manufacture that had
been imported hither. And the nearly total decrease of the importation
of foreign raw cotton, and the manufactures thereof, and the substitu-
tion therefor of our own product, and manufactures thereof, should also
be estimated.
Nor is the supply furnished from the cotton crop for the numerous
"household" or "home-made" manufactures used in the United States
an unimportant item constituting its value. The aggregate of the value
of all these manufactures was, in 1849, upwards of $27,540,000, and
it is estimated, as before stated, that the cotton consumed in them is
worth annually upwards of $7,500,000. But for our own crop, this
would have to be imported.
Though it is not intended to express any opinion in this paper upon
the policy of a protective tariff, it is proper to say that the increase of
our domestic cotton manufacturing establishments, within a few years
past, has well nigh been as astonishing as the increase of the cotton
crop, especially when the advantages of cheap labor and low interest
for capital borrowed, and other advantages possessed by British and
European manufacturers, are considered. Against such advantages,
our manufacturing establishments already use about one-third of the
entire crop of raw cotton of the United States. Prior to the war of
1812, they were of little consequence. They first became of import-
ance during that war. They now supply more than three-fourths of the
cotton manufactures consumed in the United States. Such supply for home
consumption of our domestic cotton manufactures exceeded fifty-seven
millions of dollars in 1849-'50. We exported in same year upwards
of four millions seven hundred thousand dollars of our domestic cotton
manufactures to foreign countries; and these exports in 1852 amounted
to upwards of seven million six hundred thousand dollars. Our im-
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portations of foreign cotton manufactures in 1862 were $19,689,496,
and of this we exported $991,784, consuming the balance of $18,697,712.
It will be noticed that our exportations of domestic cotton manufactures
are over two-fifths of the value of foreign cotton manufactures con-
sumed in the United States. Deducted from the same consumption, it
leaves only $11,025,561 as a balance of the foreign manufactures so
consumed.
We now pay annually out of the avails of the cotton crop in Great
Britain and Europe about $10,000,000 to those countries for manufac-
turing for us that portion of our raw cotton which is first exported
thither, and the manufactures thereof then imported into the United
States; but they are at the same time the purchasers of two-thirds of our
entire crop, and most of the articles they send us could not be manufac-
tured here at the same cost to the consumer; and the cotton producers
insist that the foreign market is the most valuable to them, and that thev
have the right to sell their crops where and to whom they choose, and
to employ and pay whomsoever it pleases them to manufacture it. Our
domestic cotton manufactures are, however, destined to increase still
more. Everything indicates that an immense commerce will ere long
arise in the Pacific ocean, and through it to China, the East Indies, and
the Asiatic seas generally. The commercial nations of the world are
now about to embark in a struggle for the control of that commerce
which may perhaps continue through the present decade. But the su-
periority of position, the greater diversity of the productions of the United
States, and the enterprise of our merchants and navigators, will insure
the supremacy to us. The domestic cotton manufacturers of the United
States may, it is believed, rely upon immensely increased markets for
the goods they now manufacture being afforded by the commerce thus
opened. The amount necessary to supply these new markets, it has
been anticipated by some, will require, in a few years, cotton equal in
quantity to the present entire crop" of 'upland" cotton of the United
States. The superior facilities for such commerce which our merchants
will possess with respect as well to the outward as to the return trade,
will enable them to sell our domestic cotton manufactures in those mar-
kets more vantageously than any other country can sell the same kind
of goods. The official statistical tables show that the domestic cotton
manufactures of the United States have not only increased in propor-
tion beyond the increase of our aggregate population, and in a propor-
tion beyond any other prominent article of manufactures, but, in fact,
such increase of the cotton manufactures of the United States since
1826, with reference to exportations, exceeds in value the aggregate of
the increase of all our other domestic manufactures added together!
A gentleman holding a high position in the legislative department
of the federal government, and whose intelligence on this subject is
not surpassed by any, estimates that in 1852 the capital invested in
cotton manufactories in the United States is at least $80,000,000; that
the value of the annual products of such manufactories is at least
$70,000,000; that as many as 100,000 male and female laborers are
employed in such manufactories; and that quite 700,000 bales, or
315,000,000 pounds, of cotton, worth at least $35,000,000 will be spun
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829
and sold as thread and yarn, or wove into muslin and other manufac-
tures, in this year-1852.
With reference to our foreign commerce especially, the increased
consumption in the United States of foreign and domestic cotton manu-
factures, in lieu of articles that must have swelled our importations still
more than has been the case, is an important consideration. But for
our cotton, until our domestic products of wool, of silk, and of flax, had
become sufficient for our necessities, we should have been compelled to
rely on foreign countries. Cotton and its manufactures have decreased
the demand for the other articles. In this respect the increased con-
sumption of cotton and its manufactures in the United States and in
foreign countries should be regarded by those who deprecate an excess
of importations over exportations as injurious to a country, as having
been greatly beneficial to our foreign commerce, inasmuch as it has
lessened the importations by us of the other articles mentioned.
If the exportations of raw cotton from the United States should,
contrary to general anticipation, decrease from any cause, unless its
place, as an article of exportation, could be fully supplied by an equiv-
alent amount of domestic manufactures of cotton exported, its cultiva-
tion and product must, of necessity, also decrease in a corresponding
degree; and the 787,500 of able agricultural laborers, and the 6,300,000
acres of arable land now devoted to its production, would be diverted,
by the same necessity, to the production of other articles, (wheat, rye,
corn, barley, oats, and the like) and the raising of stock for provisions,
(beef, pork, lard, butter, &c.) The result, it can be foreseen, would be
the cheapening of those articles, and rendering their production in the
present grain-growing and stock-raising States less profitable than at
present, and the agriculturist and stock-raisers in these States would
also then lose their markets in the cotton-growing States, besides having
to encounter competition from them in other markets; and besides,
some of the surplus labor of the cotton-growing States would then be
employed in manufactures and mechanical pursuits, now chiefly en-
grossed by other States, from which the supplies are now received by
the cotton-growers.
The causes of the fluctuations in the prices of cotton have been
subjects of investigation and discussion among the political econo-
mists of the United States, and others interested, but hitherto their in-
vestigations and discussions have not resulted in much practical good.
Conventions of cotton-producers have been held in the Southern States,
and different theories advanced as to these causes, and different reme-
dies suggested. Disagreements as to the causes of these fluctuations
have produced differences of opinion as to the remedies and prevent-
ives; and consequently, heretofore, no measures of a practical character
have been adopted. In some instances the causes are widely different
from those producing similar effects as to other products. Doubtless,
the extent of the crop has, ordinarily, no inconsiderable influence on the
price; and yet, whilst the crop of 1850, the exportations alone of which
were 927,237,089 pounds, which at 12.11 cents, brought $112,315,317,
the short crop of 1848, the exportations of which were but 635,383,604
pounds, brought 11.31 cents, or $71,984,616; and the crop of 1848,
the exportations of which were 1,026,642,269 pounds, brought 6.5
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S. Doc. 112."
cents, or $66,396,967; and repeated instances will be found in the án-
nexed tables, where large crops have brought large prices, and short
crops short prices. The extent of the crop cannot, therefore, in all
cases be regarded as governing the prices. The prices of freights have
some influence. Much more depends upon the condition of the foreign
and domestic cotton manufactories-the general depression or pros-
perity of trade, commerce and navigation, and the state of the money
market. The manufacturers at home and abroad have to resort to ex-
tensive credits to carry on their works, even to purchase the raw cot-
ton; and the scarcity of money is certain to cause a corresponding
depression in the price of cotton. But the primary and chief cause of
these fluctuations is to be found in the fact, that very often, so soon as
raw cotton leaves the possession of the planter, whether it is purchased
from him or not, it becomes the stake for the most hazardous gambling
among those who should be styled commercial speculators and gam-
blers, rather than merchants. When it is seen that a rise of cotton of one
cent per pound creates a difference in the value of that exported from
the United States alone, of ten millions of dollars, (and of course a rise
of a mill, one million, and of a tenth of a mill, one hundred thousand
dollars;) and when it is recollected that raw cotton is regarded as a
cash article, and used in lieu of exchange for remittances abroad, it can
readily be imagined that temptations and inducements exist to the
most hazardous speculations in that article, by those who imagine they
foresee an advance in its price, and who, so soon as they purchase,
exert themselves to effect the result they desire. The establishment of
Planters' Union Depots" at the chief shipping ports in the South, for
the storing of cotton for sale, and also similar depots at or near the chief
Atlantic cities, has been proposed as a remedy for, and prevention of,
the evils complained of. And the establishment of similar depots at
different points in Continental Europe has also (since recent occurrences
in Great Britain, indicating a revival of the ancient hostility to the cotton
interest of the United States) been suggested. Doubtless, the estab-
lishment of such Continental Depots" would open new, as well as ex-
tend the existing markets for our raw cotton, among the continental man-
ufacturers; and it would greatly encourage and promote the latter, and
cause them to become formidable competitors and rivals to the manu-
facturers of Great Britain, and it is not unlikely some practical meas-
ures of the kind will be adopted. Direct trade between southern ports
and Europe, SO far as it respects the cotton exported thither, has been
looked to as likely to relieve the planting interest from the effects of the
fluctuations as to prices, and at the same time to relieve it from the ex-
orbitant and onerous charges it is at present subject to, by shipments to
Eastern Atlantic ports before shipment to Europe; but it is strongly
doubted whether the result of such change, without further preventives,
would not be merely another illustration of the old fable of the fox and
the flies. The planter will always be subject to similar exactions to
those now made; and they will be increased, till he restrains himself
from parting with the plenary and personal control of his crop, in any
way, except by absolute sale. He will not be relieved whilst the pay-
ment of advances on his crops, or other mercantile debts incurred on
their credit, constrain him, year after year, as to the disposition of them.
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S. Doc, 112.
831
To be relieved, he must become less dependent on the store+keeper, and
more self-dependent; and then he can constrain the purchaser to come
to his plantation to purchase his crop, and if he is not paid a fair price,
refuse to part with it, and keep it in store until he can get such price.
When planters generally adopt and adhere to such system, it will be
of little consequence to them what charges their crops are subjected to
after they leave their hands, and they will be unaffected by the fluctua-
tions occasioned by speculations and gambling. The foreign and do-
mestic manufacturers will also find that it is their interest to get rid of
the intermediate commercial agencies, and expenses, between them and
the planter, and will unite in the adoption of such system.
Appended hereto are tables of the exports of raw cotton in 1852,
exports of domestic cotton manufactures, same year; exports of foreign
cotton manufactures, same year; and imports of cotton manufactures,
same year. Particular attention should be given to them. On such
reference, the fact cannot escape observation, that the government of
the United States, by liberal and judicious (and judicious because lib-
eral) arrangements with the different governments of this and the
southern continent of America, by enabling these countries to pay for
our domestic cotton manufactures in their products, which we do not
raise, may open extensive and profitable markets for us, thereby pro-
moting the prosperity as well of the manufacturer as of the producer
of cotton. And once open and establish such market, the demand
would in a few years, it is anticipated, be equal to the whole of our
present exportations. The field of commerce before us, and for us, in
these countries, and in the Pacific and East Indies, is unbounded.
These facts fully demonstrate not only the futility of all the expedi-
ents that may be adopted by foreign governments to supplant the cot-
ton crop of this country, but also the inefficiency and folly of any
measures of restraint or coercion that may be contrived by them to
"counteract" whatever policy the United States may decide to adopt,
at any time, to sustain and maintain the great interests involved in the
cotton crop. If it should becouie necessary, the cotton-growers of
this confederacy can, of themselves, withhold from any foreign coun-
try every pound of cotton; and the labor now employed in its cultiva-
tion could be, in one season, restricted to growing merely enough for our
own consumption. It is an error to suppose that such measure would
be ruinous, or even permanently injurious to them. Such labor could
be employed in the cultivation of other products-in the rearing of
stock, and articles of subsistence, and in the improvement of the lands;
with little detriment that would not be temporary, and with less
loss and inconvenience to them, than a similar revolution in industrial
pursuits and productions would cause in any other country. That the
cotton-producers of the United States may rightfully exercise the power,
which, by union and concert of action, they unquestionably possess,
of decreasing or increasing the aggregate annual supply, and regu-
lating its price, so as to secure the receipt of its just value, cannot be
denied. Owing to the multiplied charges and expenses to which his
cotton is subjected before he receives its proceeds, the planter is gene-
rally the person who makes the least profit from it. What are be-
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S. Doc. 112.
lieved to be the most practical preventives have been before alluded to
Means and ways of avoiding imposition will suggest themselves to
the intelligent planter, and his example will be followed by his neigh-
bors. Ere long our manufactories will furnish us with all of the cotton
goods we need, at our own doors, and of our own manufacture, from
the product we have raised. But whatever we may determine to do,
no governmental policy of any foreign country, hostile to our interests—
no combination of such governments-can release or lessen the absolute
dependence upon the " Cotton Zone" of the United States, which all
who manufacture or use this product are, and must continue to be sub-
ject to, till Providence decrees the change by means now unforeseen
and unanticipated.
Before 1791, foreign raw cotton was admitted in the United States
duty free ; but, after the first of January of that year, it paid a duty of
three cents per pound, till the double duties were imposed by the act of
July, 1812. During the war, and till April, 1816, it paid six cents,
and since that day it has paid three cents, till, by the act of 1846, it
was made free. Alexander Hamilton, in 1791, recommended the "re-
peal" of the duty as "indispensable" for the security of the "national
manufacturers" of cotton.
Within two-thirds of a century, this product has become one of the
most important of the agricultural products of the world, and an article
of necessity for which no adequate substitute can readily be had. It is
now by far the most valuable article of commerce existing between dif-
ferent nations. The foreign commerce of no one nation, in wheat, or
wheat-flour, or other cereal products for the subsistence of man-or in
beef, pork, or other provisions, even if estimated together-has ever
been, or is now, as great in value as that of the United States in
the article of raw cotton produced in the United States, and in manu-
factures therefrom. The articles of tea, tobacco, ardent spirits, wines,
silks, and coffee, have ranked high on commercial lists but none of
them have equalled, in any one country, the present rank of American
cotton and its manufactures; and the articles just specified are, too, all
luxuries, not absolutely indispensable for subsistence or raiment, and
for all of them substitutes may be found. In fact, if the importation or
use of every one of these articles were destroyed or decreased by legis-
lative enactments, or the equally arbitrary decrees of fashion or cus-
tom, or by other means, the next generation would not feel the depri-
vation. The abandonment of other articles formerly used instead of
manufactures of cotton, and the general use of the latter, and especially
of the ordinary kinds, throughout the world, (induced by their cheap-
ness and superiority,) render thein indispensable to the comfort of man
till something is discovered to supply their place. For half a century,
nearly every people-of every degree of civilization, of every class of
society, and in every variety of climate-has adopted the use of cotton
manufactures. Such is the character of the product, and so diversified
are the articles that can be manufactured from it, that they have taken
the place of many other articles widely different from each other and
they are applied to various and dissimilar uses, in climates of different
temperature, and among different races and nations, whose habits and
customs are as unlike as their respective countries. The manufactures
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S. Doc. 112.
833
of this product in the world, now equal the manufactures of animal
wool, of flax, and of silk, all combined.
The statements now made are of incontrovertible facts, verified by
the official statistics, not only of the government of the United States,
but of foreign governments, and by the commercial accounts of this
country and of other countries. They establish, it is believed, the cor-
rectness of all the opinions advanced in this paper as to the paramount
importance of the cotton crop of the United States, not merely to our
own country, but to the world, over every other agricultural product
that has been, now is, or is likely to become, an article of commerce
between nation? They certainly prove that it is the chief element and
basis of the CO imercial prosperity of this confederacy, and as well with
respect to the trade between the States as to the commerce of all with
foreign nations.
The statistics adduced show the following facts:
The cultivation of cotton and its preparation for market in the United
States, at this time, employs upwards of 800,000 agricultural laborers.
As has been stated, 85 per centum of this number are slaves; and the
residue (120,000) are white citizens, who are found in every part of the
cotton zone, raising cotton by their own labor, on their own lands-a
practical refutation of the slander that labor is degraded" in that re-
gion. These citizens and their families are sustained in part by the
cotton crop. And for every two able-bodied cotton-field hands, it is
estimated that at least three of inferior physical capacity for labor are
employed in raising subsistence or in domestic avocations on the plan-
tation, or reside in the cities, &c. All these are supported from the
avails of the cotton crop.
At least $25,000,000 in value of breadstuffs, provisions, salt, sugar,
molasses, tea, coffee, shoes, blankets, articles of clothing, and other
articles of necessity or comfort, is annually required for such laborers
and others engaged in such production or preparation, or who possess
the capital (lands, slaves, &c.,) employed therein; and of live stock,
agricultural implements, machines, bagging, rope, &c., chiefly furnished
by the other States of the confederacy from their own products or man-
ufactures, or, through them, from foreign countries who purchase our
cotton.
Cotton employs upwards of 120,000 tons of steam tonnage, and at
least 7,000 persons engaged in steam navigation in its transportation
to southern shipping ports. In some sections it pays freights to rail-
roads for such transportation. Its first tribute to the underwriter is for
insurance against casualties in its transportation from the interior.
Cotton affords employment and profit to the southern commission mer-
chant or factor, and to the many and various laborers engaged in cart-
ing, storing it, &c., in the southern port; and a second tribute is paid to
the underwriter for insurance against fire whilst in store. The " com-
pressing" and relading it for shipment coastwise to eastern Atlantic
cities, or to foreign ports, and insurance against the dangers of the seas,
give additional employment, and cause additional charges.
The transportation of that portion of the crop sent along the gulf
coast to the principal gulf ports, or coastwise to eastern Atlantic cities,
employs upwards of 1,100,000 tons of American shipping in the gulf
54
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S. Doc. 112.
and Atlantic coasting trade, and upwards of 55,000 American seames
engaged in such trade. As no foreign vessel can participate in the
trade, the freights are highly profitable. They ordinarily average from
the gulf ports to New York not less than five-eighths of a cent per
pound freight.
In the eastern Atlantic cities, the wharfinger, those who unlade the
vessel, the drayman, the storekeeper, the commission merchant, the cot-
ton-broker, the weigher, the packers who compress the bales by steam
power or otherwise, the laborers, and those who charge for "mendage,"
"cordage," &c., &c., the fire insurer, and the shipper, the stevedore,
and numerous other persons in those ports, find profitable avocations
arising from cotton, whether destined for a home or for a foreign
market.
If destined for a home market, it pays the expenses of relading for
shipment coastwise, or of inland transportation, by railroad or other-
wise, till'it reaches the manufactory. It gives employment at this time
to upwards of $80,000,000 of capital invested in such manufactories
It affords means of subsistence to about one hundred thousand opera-
tive manufacturing laborers, male and female, whose aggregate annual
wages exceed seventeen millions of dollars. The manufactories consume
coal, use dyestuffs, employ machinists and other mechanics, and en-
courage, because they aid to sustain, the carpenter, the mason, the
shoemaker, the tailor, and indeed all others in their vicinity for whom
they create employment. Calculating interest on the capital invested,
and all other expenses, estimated at $62,000,000 annually, (including
raw cotton worth $35,000,000,) they furnish manufactures valued at
$70,000,000. And there are, it is believed, at least 25,000 persons in
the United States who find profitable avocations in the receiving and
sale or shipment of these domestic cotton manufactures, whether COD-
sumed at home or abroad.
More than 800,000 tons of the navigation of the United States
engaged in the foreign trade are employed in carrying American cotton
to Europe and elsewhere, and upwards of 40,000 American seamen
are given employment in such vessels.
It is estimated that the foreign tonnage and seamen employed in car-
rying American cotton to Europe and elsewhere to foreign countries
amount to about one-sixth of that of the United States 80 employed.
An amount of cotton not equal to the average annual crops of Alabama,
Georgia, Mississippi, and South Carolina, united, is annually furnished
by us, and provides means of employment in Europe for upwards of
$300,000,000 of capital, invested in cotton manufactories, and to more
than 3,000,000 persons of the working classes" and others, who
receive, store, sell, transport, or manufacture the raw product, and to
many others, engaged in the sale or shipment of the manufactures.
And not the least valuable of all the uses of this product to the peo-
ple of the United States is, that it affords to the household of the hum-
blest citizen, of every occupation-to the husbandman, the mechanic,
and the laborer, whether distant from the marts of commerce or with-
out the pecuniary ability to resort to them-and to the planters and
their dependents, the masters and the servants, the means of supplying
themselves, by their own handiwork in its manufacture, with numerous,
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S. Doc. 112
885
and various, and inappreciable comforts, which, without it, they would
have difficulty in obtaining. In yielding them such comforts, it stimu>
lates 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 At-
lantic coast-receives from it active and material aid. It promotes
essentially the agricultural interests in those States where cotton is not
produced. It is the main source of the prosperity of the mechanic,
the artisan, and other laboring classes, as well as that of the merchant
and manufacturer, in every section of the Union. Everywhere it
has laid, broad, and deep, and permanent, the foundations of the wealth
and strength of the United States, and of their independence of foreign
nations. More than anything else has this product made other nations,
even the most powerful, dependent on the 'United States of Amer-
ica." More than any other article, nay, more than all of other agri-
cultural products united. has cotton advanced the navigating and com-
mercial 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 re-
ceived 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 expor-
tation to foreign countries. Like the light and heat of the sun, the
genial effects of this inestimable blessing, which Providence hath be-
stowed upon this favored people, reach every portion of the land.
They extend to every city, and town, and village, and hamlet, and
farm-house-to the ship, to the steamboat, to the canal-barge, and to the
railroad. Throughout the length and breadth of this vast empire, there
is not a tenement in which manufactures of this product are not found.
In the sacred temples, in the halls of justice and of legislation, in the
counting-bouse, in the workshop, in the stately mansions of the rich
and lowly dwellings of the poor, wheresoever man resorts, may they be
seen. Cotton is found in the silken tapestries and decorations of the
fashionable parlor, and it contributes more to various articles in less
costly furnished apartments. It is used in the luxurious couch of the
affluent, and in the pallet of the indigent. Every trade, calling, occu-
pation, 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 colton.
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 good
to less than a third of the States of the Union been the primary and
836
S. Doc. 112.
copious fountain from which has flowed the chief portion of the vast
aggregated wealth of the confederacy-not only has it, for at least
forty-seven years, done more than all else to enable us to attain our
present advanced position as a commercial people, equalled but by
one nation,-but, unless it is forbidden by a greater than earthly power,
we shall ere long, chiefly by the increase of the cotton crop, hold supremacy
over her. The aggregate of our exportations of raw cotton since 1821,
including that year, is upwards of one thousand five hundred and thirty-
nine millions of dollars, according to the Treasury returns; and whenever
the increased wants of foreign countries require an increased supply,
the quantity of at least one thousand and three hundred millions of
pounds, which hereafter will probably be produced annually for foreign
and home consumption, can be augmented to meet the full demand,
and still further increased for many successive years. We possess the
resources in land and labor to supply the whole world; and, after re-
taining all that is required for our own consumption, it may be antici-
pated that hereafter, whilst we are blessed with peace and fair crops
and prices, our annual exportations will not be less in value than one
hundred millions of dollars. With this we can in a few years extinguish
our foreign debt, both public and private, and amply supply ourselves
with all the necessaries, comforts, conveniences, and luxuries of other
countries which we do not yet produce cheaply or in abundance.
There are other important results of the cotton crop of the United
States deserving notice. There is one that must suggest and commend
itself to all acquainted with the subject, and especially to the wise and
intelligent statesman who looks beyond the generation in which he
lives, and above the atmosphere of party, upon which comment is
omitted in this paper, lest the restrictions referred to in the first para-
graph might be considered by some as violated.
But there are two influences of this product (both moral and po-
flitical, rather than pecuniary) which should not be overlooked. The
first relates to our own country exclusively, the second to its position with
other nations.
The influence of the various 'cotton interests" in every section of
the confederacy in strengthening the bonds and bands of that federal
union of the thirty-one States which constitutes our strength, and glory,
and pride-its power in insuring the maintenance of the federal com-
pact inviolate, and the maintenance of the laws of the land enacted under
it-that influence which unites the promptings and also the restraints
of self-interest with those of patriotism-is neither light nor transient.
It is potent and permanent. Cogent and satisfying to every true Amer-
ican are its teachings that no "section" of this confederacy is the rical
of any other "section," except in patriotic efforts to advance the welfare
of their common country. Their natural, and rightful, and legitimate
interests do not clash; and all are best promoted by aiding, sustaining,
supporting, and cherishing each other. If any would maintain the false
doctrine that a "section," or even a single State, may justly have its
equality reduced, its rights and interests disregarded and broken
down, or that the local interests of one section may be promoted at
the expense of any other of inferior numerical strength; and if, unre-
strained by the federative compact, they should attempt the enforcement
of such principles,-when the time comes for practical action, the con-
S. Doc. 112.
837
servative influences above adverted to, in all sections, may be relied
upon for the administration of a rebuke which, though it fails to con-
vince the misguided of their error, will not be the less withering in its
effects upon them, or the less powerful in upholding right and in the
preservation of concord and union.
With respect to foreign nations, it cannot be denied that by means of
our cotton crop we have contributed to the necessities and wants of
millions of the people of other lands; we have created employment for
their manufacturing laborers; we have done much to ameliorate the con-
dition and alleviate the sufferings of all the oppressed and impoverished
working classes of the old countries, and added to the sum of human
comfort and happiness more than any other people within the last half
century. And it has not been a theoretic principle, a transcendental
abstraction, or a utopian scheme of "liberty, equality, and fraternity"-
a cheat, like "Dead-sea fruits, that turn to ashes on the lips"-that
we have bestowed upon them; but actual, practical, real, tangible, sub-
stantial comforts, appårent to the corporeal senses. And, still more,
by it we have been given effective means of check and restraint, and, if
need be, of coercion too, as to the governments of those nations who
have become, and must continue to be, dependent upon the southern
States of this confederacy for the supply of cotton wherewith to provide
employment for millions of their working men, women, and children,
and wherewith to obtain raiment for all classes-idle and laboring, rich
and poor. The necessity for such supply, and the dependence upon.
the United States for it, is valuable surety for the peace and good be-
naviour" of those governments towards this country, and towards all
others, in "the peace of God;" and it is also some guaranty against
outrage or oppression in their own household.
The true policy of this confederacy, dictated alike by interest and by.
duty, is to cultivate friendly relations with every other people. All
that we enjoy we hold from the bounty of the great Ruler of nations,
and to fulfil his allwise purposes. Those who suppose our high mis-
sion is inconsistent with the sacred precept, "on earth peace, good will
towards men," are in error. Insults may be repelled, wrongs redressed,
and justice executed, without violating this rule. Until the people of
these confederated sovereignties cease to deserve the blessings of civil
and religious freedom, the federal government cannot be transformed
into a consolidated military republic, which may, when incited by lust
of conquest, wield its mighty power to ravage, despoil, conquer, or sub-
jugate other nations. An illustrious chief magistrate years since pro-
claimed 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."
Digitized by Google
Statement of the value of cotten goods imported during the year ending June 30, 1852.
838
MANUFACTURES 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
$26,014
$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
66,216
1, 308, 924
Cuba
9,150
32
931
4
10,117
British East Indies
4, 425
38
4,463
Other countries
7,006
580
517
275
408
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
S. Doe. 112.
Digitized by Google
S. Doc, 112,
839
Statement of the value of cotton goods of foreign manufacture exported during
the year ending June 30, 1852.
FOREIGN COTTON GOODS EXPORTED.
Exported to-
Printed &
White &
An other.
Total value.
colored.
uncolored.
Danish West Indies
$2,748
$550
$3,298
Hanse Towns
4, 210
225
4, 435
England
26,344
$22, 570
2,430
51,344
Scotland
12,365
326
12,691
British Honduras
95
95
British West Indies
12,513
736
3,052 3,
16,301
British American colonies
23,204
22,418
5,686
51,308
Canada
120,383
108,711
37,889
266,963
France
750
759
Cuba
3,176
812
15,396
19,384
Porto Rice
370
379
Hayti
29,983
1,310
31,293
Mexico
196,535
223,196
65,095
484,826
Central America
1,671
1, 222
786
3,679 3,
New Granada
1, 003
1, 453
3, 936
6, 392
Venezuela
422
422
Brazil
4, 783
460
5, 243
Chili
6,856
9,950
172
16,978
Peru
1, 699
1, 699
China
7, 146
7,146
Africa
882
888
South seas and Pacific ocean
4, 963
1, 302
6, 265
Total
452,374
401,215
138,195
991, 784
Digitized by Google
Exports of raw cotton and domestic cotton manufactures during the year ending June 30, 1852.
846
RAW COTTON.-$87,965,732.
MANUFACTURES OF corron.-$7,672,151.
Whither exported.
Sea Island.
Upland.
Value.
Printed or col-
Uncolored.
Thread and
Other manufac-
ored.
yarn.
tures of.
Pounds.
Pounds.
Russia
10,475,168
$962, 346
Sweden and Norway
5, 939, 025
510,103
Swedish West Indies
$2,525
$2, 144
Denmark
37,042
3,219
Danish West Indies
917
19,923
$1,882
Hanse Towns
22,138,228
1,890,807
300
Holland
10,259,042
815,188
$330
Dutch East Indies
607
126,736
Dutch West Indies
6, 117
27,491
88
Belgium
27,157,890
2,227,826
England
9,478,465
726,383,118
58,322,395
3, 114
2, 817
Scotland
292, 417
15,466,384
1,270,502
S. Doc. 112.
Ireland
953,396
73,312
Gibraltar
123,803
12,168
47,776
383
Malta
17,216
Digitized by
British East 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
4,473
14,866
128
3,741
Google
Canada
14,133
1, 264
114,203
189,716
20,188
55,501
British American Colonies
2,449
270
50,372
142,977
330
23,947
Australia
6, 583
319
France OR the Atlantic
1,429,268
175,199,818
14,562,091
1, 393
644
France on the Mediterranean
537,925
9,047,259
876,495
219
French West Indies
275
11,467
Spain on the Atlantic
1, 922, 207
158, 099
523
470
Spain on the Mediterranean
27, 379, 721
2, 412, 096
Teneriffe and other Canaries
379
Manilla and Philippine Islands
188,487
Cuba
294, 853
22, 544
4,725
10,095
9, 369
12,670
Other Spanish West Indies
10,483
6, 462
214
84
Portugal
98,235
9, 340
153
Fayal and other Azores
88
1,618
Cape de Verds
3, 483
Italy generally
12, 365, 445
955, 851
430
1,138
Sicily
214
Sardinia
5, 568, 823
416,982
Trieste and other Austrian ports
23,948,434
1,909,717
180
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
Argentine Republic
28, 532
109,350
2,521
2,304
Chili
18,000
1,175
1,092,293
149,035
Bolivia
180,000
S. Doc. 112.
Peru
6,455
27, 215
165,313
China
2, 201, 496
South America generally
6,238
Asia generally
80
11, 814
Africa generally
329,066
231,828
6,985
South Seas and Pacific Ocean
17,099
56,791
207
294
Total
11, 738, 075
1, 081, 492, 564
87, 965, 732
926,404
6,139,391
34,718
571, 638
Digitized by Google
842
842
S. Doc. 112.
Specification of exports of foreign cotton manufactures.
Years.
Dyed and colored.
White.
Hosiery, mits, &c.
Twist, yarn, and
thread.
China nankeens.
All other, velvets,
&c.
Total exported.
1821
$379,701
$320,302
$6,532
$874,608
$1,581,143
1822
572,626
341,371
8, 817
741,882
1,664,69$
1823
1,206,502
520,506
24,767
865,518
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
$94, 870
2,404,456
1826
1,032,381
682,407
74,462
34,862
336,295
65,683
2,226,090
1827
964,904
495,188
46,788
63,413
230,448
38,073
1,838,814
1828
1,402,103
406,623
44,988
46,736
324,274
18,015
2,242,739
1829
751,871
302,435
42,222
27,656
397,033
43,793
1,564,940
1830
995,028
475,171
57,104
58,325
348,526
55,310
1,989,464
1831
1,746,442
973,774
57,015
70,254
237,330
144,043
3,228,858
1832
1,094,412
782,356
62,775
29,026
185,945
167,573
2,322,087 322,
1833
1,352,286
710, 193
45,937
134,229
112,718
149,155
2,504,518
1834
1,818,578
788,031
43,649
66,403
105,477
48,716
2,866,854
1835
2,308,636
1,193,391
33,994
87,089
55,201
19,526
3,697,837
1836
1,975,156
666,871
16,689
78,176
16,456
12,328
2,765,676 676
1837
2,103,527
352,591
41,360
86,756
24,874
74,310
2,683,418
1838
826, 111
246,312
14,746
29,768
25,380
11,189
1,153,50$
1839
945,636
233,927
12,916
34,082
16,246
12,458
1,255,266
1840
838,553
183,468
13,632
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
110,069
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
20,272
40,783
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
21,023
63,858 63,
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.
Digitized by Google
S. Doc. 112.
848
Domestic manufactures of cotton exported from the United States.
Years.
Printed and
White.
Twist, yarn,
Nankeens.
Not specified.
Total.
colored.
&c.
1826
$68,884
$821,629
$11,135
$8,903
$227, 574
$1,138,125
1827
45,120
951, 001
11,175
14,750
137,368
1,159,414
1828
76,012
887, 628
12,570
5,149
28,873
1,010,232
1829
145,024
981,370
3,849
1,878
127,336
1,259,457
1830
61,800
964, 196
24,744
1, 093
266, 350
1,318,183
1831
96,931
947, 932
17,221
2,397
61,832
1,126,313
1832
104,870
1,052,891
12,618
341
58,854
1,229,574
1833
421,721
1,802,116
104,335
2,054
202,291
2,532,517
1834
188,619
1,756,136
88,376
1, 061
51,802
2,085,994
1835
397,412
2,355,202
97,808
400
7,859
2,858,681
1836
256,625
1,950,795
32,765
637
14,912
2,255,734
1837
549,801
2,043,115
61,702
1,815
175,040
2,831,473
1838
252,044
3,250,130
168, 021
6, 017
82,543
3,758,755
1839
412,661
2,525,301
17,465
1, 492
18,114
2,975,033
1840
398,977
2,925,257
31,445
1,200
192,728
3,549,607
1841
450,503
2,324,839
43,503
303,701
3,122,546
1842
385,040
2,297,964
37,325
250, 301
2,970,690
1843*
358,415
2,575,049
57,312
232,774
3,223,550
1844
385,403
2,298,800
44,421
170,156
2,898,870
1845
516,243
2,343,104
14,379
1,174,038
280,164
4,327,928
1846
380,549
1,978,331
81,813
848,989
255,799
3,545,481
1847
281, 320
3,345,902
108,132
8,794
338,375
4,082,523
1848
351,169
4,866,559
170,633
2,365
327,479
5,718,205
1849
466, 574
3,955,117
92,555
3, 203.
415,680
4,933,129
1850
606, 631
3,774,407
17,405
335,981
4,734,424
1851
1,006,561
5,571,576
37,260
625,808
7,241,205
1852
926,404
6,139,391
34,718
571,638
7,672,151
# Nine months.
Nors.-Previous to 1826 the published Treasury statements do not specify these exports as
above.
Digitized by Google
844
S. Doc 112.
Values of certain domestic products exported, and total value
Years.
Cotton.
Tobacco.
Rice.
Flour.
Pork, hoga,
Beef, cattle,
lard, &c.
hides, &c.
1821
$20,157,484
$5,648,962
$1,494,307
$4,298,043
354, 116
$698, 323
1822
24,035,058
6,222,838
1,563,482
5,103,280
1,357,899
844,534
1823
20,445,520
6,282,672
1,820,985
4,962,373
1,291,322
739,461
1824
21,947,401
4,855,566
1,882,982
5,759,176
1,489,051
707,299
1825
36,846,649
6,115,623
1,925,245
4,212,127
1,832,679
930, 465
1826
25,025,214
5,347,208
1,917,445
4,121,466
1,892,429
733,430
1827
29,359,545
6,816,146
2,343,908
4,434,881
1,565,698
772,636
1828
22,487,229
5,480,707
2,620,696
4,283,669
1,495,830
719,961
1829
26,575,311
5,185,370
2,514,370
5,000,023
1,493,629
674,955
1830
29,674,883
5,833,112
1,986,824
6,132,129
1,315,245
717,683
1831
25,289,492
4,892,388
2,016,267
10,461,728
1,501,644
829,982
1832
31,724,682
5,999,769
2,152,361
4,974,121
1,928,196
774,067
1833
36,191,106
5,755,968
2,774,418
5,642,602
2,151,588
955,076
1834
49,448,402
6,595,305
2,122,292
4,560,379
1,796,001
755,219
1835
64,961,302
8,250,577
2,210,331
4,394,777
1,776,732
638,761
1836
71,284,925
10,058,640
2,548,750
3,572,599
1,383,344
699,166
1837
63,240,102
5,795,647
2,309,279
2,987,269
1,299,796
585,146
1838
61,556,811
7,392,029
1,721,819
3,603,299
1,312,346
528,231
1839
61,238,982
9,832,943
2,460,198
6,925,170
1,777,230
371,646
1840
63,870,307
9,883,957
1,942,076
10,143,615
1,894,894
623,373
1841
54,330,341
12,576,703
2,010,107
7,759,646
2,621,537
904,918
1842
47,593,464
9,540,755
1,907,387
7,375,356
2,629,403
1,212,638
1843*
49,119,806
4,650,979
1,625,726
3,763,075
2, 120, 020
1,092,949
1844
54,063,501
8,397,255
2,182,468
6,759,488
3,236,479
1,850,551
1845
51,739,643
7,469,819
2,160,456
5,398,593
2,991,284
1,926,809
1846
42,767,341
8,478,270
2,564,991
11,668,669
3, 883, 884
2,474,208
1847
53,415,848
7,242,086
3,605,896
26,133,811
6,630,842
2,434,082
1848
61,998,294
7,551,122
2,331,824
13,194,109
9,003,272
1,905,341
1849
66,396,967
5,804,207
2,569,362
11,280,582
9,245,885
2,058,958
1850
71,984,616
9,951,023
2,631,557
7,098,570
7,550,287
1,605,608
1851
112,315,317
9,219,251
2,170,927
10,524,331
4,368,015
1,689,953
1852
87,965,732
10,031,282
2,471,079
11,869 143
3,765,470
1,500,479
# Nine months.
Digitized by Google
S. Doc. 112.
845
of domestic products exported, including bullion and specie.
Butter and
Skins and
Fish.
Lumber.
Manufactures.
Total domestic
cheese.
furs.
exports.
$190,287
$766,205
$973, 591
$1,512,808
$2,752,631
$43,671,894
221,041
501,302
915,838
1,307,670
3,121,030
49,874,079
192,778
672,917
1,004,800
1,335,600
3,139,598
47,155,408
204, 205
661, 455
1,136,704
1,734,586
4,841,383
53,649,500
247,787
524,692
1,078,773
1,717,571
5,729,797
66,944,745
207,765
582, 473
924,922
2,011,694
5,495,130
53,055,710
184,049
441,690
987,447
1,697,170
5, ,536,651
58,921,691
176, 354
626,235
1,066,663
1,821,906
5,548,354
50,669,669
176,205
526,507
968,068
1,680,403
5,412,320
55,700,193
142,370
641,760
756,677
1,836,014
5,320,980
59,462,029
264, 796
750, 938
929,834
1,964,195
5,086,890
61,277,057
290,820
691, 909
1,056,721
2,096,707
5,050,633
63,137,470
258, 452
841,933
990,290
2,569,493
6,557,080
70,317,698
190,099
797,844
863,674
2,435,314
6,247,893
81,024,162
164,809
759,953
1,008,534
3,323,057
7,694,073
101,189,082
114,033
653 662
967, 890
2,860,691
6, ,107,528
106,916,680
96,176
651,908
769,840
3,155,990
7,136,997
95,564,414
148,191
636, 945
819,003
3,166,196
8,397,078
96,033,821
127,550
732,087
850,538
3,604,399
8,325,082
103,533,891
210,749
1,237,789
720,164
2,926,846
9,873,462
113,895,634
504,815
993,262
751,783
3,576,805
9,953,020
106,382,722
388,185
598,487
730,106
3,230,003
8,410,694
92,969,996
508,968
453,869
497,217
1,687,809
6,779,527
77,703,783
758,829
742,196
897,015
3,011,968
9,579,724
99,715,967
878,865
1,248,355
1,012,007
3,099,455
10,329,701
99,299,776
1,063,087
1,063,009
930,054
3,685,276
10,525,064
102,141,893
1,741,770
747, 145
795,850
3,807,241
10,351,364
150,637,464
1,361,668
607,780
718,797
5,069,877
12,786,732
132,904,121
1,654,157
656,228
512, 177
3,718,033
11,249,877
132,666,555
1,215,463
852,466
456,804
4,751,538
15,196,451
136,946,912
1,124,652
977,762
481,661
5,055,778
18,136,967
196,689,718
779, 391
798, 504
453,010
5,246,797
18,042,930
192,368,984
Digitized by Google
846
S. Dor. 112
Foreign cotton manufactures imported,
Years.
Dyed and colored.
White.
Homiery, mits, &e.
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
3,326,908
545,915
201,549
1826
5,056,725
2,260,024
404,870
175,143
1827
5,316,546
2,584,994
439,773
263,772
1828
6,133,844
2,451,316
640,360
344,040
1829
4,404,078
2,242,805
586,997
173,120
1830
4,356,675
2,487,804
387, 454
172,785
1831
10,046,500
4,285,175
887,957
393,414
1832
6,355,475
2,258,672
1,035,513
316,122
1833
5,181,647
1,181,512
623,369
343,069
1834
6,668,823
1,766,482
749,356
379,793
1835
10,610,722
2,738,493
906,369
544,473
1836
12,192,980
2,766,787
1,358,608
555,290
1837
7,687,270
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
1840
3,893,634
917, 101
792,078
37, Vir)
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
8,894,219
1,670,769
1,121,460
637,006
1845
8,572,546
1,823,451
1,326,631
566,769
1846
8,755,392
1,597,120
1,308,202
656,571
1847
10,023,418
2,630,979
1,173,824
511,136
1848
12,490,501
2,487,256
1,383,871
727,422
1849
10,286,894
1,438,635
1,315,783
770,509
1850
13,640,291
1,773,302
1,558,173
799,156
1851
14,449,421
1,499,044
2,117,899
980,839
1352
11,563,306
2,477,486
2,152,340
887,840
# Nine months. Previous to 1821 these returns are not fully specified in detail.
Digitized by Google
S. Doc. 112.
847
and the total exported, consumed, &r.
China nankeens.
All others, vel-
Total imported.
Total exported.
Consumed in the
vets, &c.
United States.
$361,978
$7,589,711
$1,581,143
$6,008,568
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
17,876,087
2,765,676
15,110,411
35,990
744,313
11,150,841
2,683,418
8,467,423
* 27,049
384,618
6,599,330
"1, 1,153,506
5,445,824
3,772
874,691
14,908,181
1,255,265
13,652,916
1,102
513,414
0,504,484 484
1,103,489
5,400,903
217
904,818
11,757,036
929,056
10,827,980
53
638,486
9,578,515
836,892
8,741,623
492,903
2,958,796
308,616
2,650,180
1,318,024
13,641,478
404,648
13,236,830
1,574,885
13,863,282
502,553
13,360,729
1,213,340
13,350,625
673,203
12,677,422
853,518
15,192,875
486,135
14,706,740
1,332,539
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
19,681,612
3,117,239
22, 22,164,442
677,940
21,486,502
2,053,981
19,689,496
991,784
18,697,712
Digitized by Google
848
S. Doc. 112.
Bullion and specie imported into and exported from the United States.
Years ending-
Imported.
Exported.
Import'n over
Export'n over
exportation.
importation
September 30
1821
$8,064,890
$10,478,059
$2,413,169
1822
3,369,846
10,810,180
7,440,334
1823
5,097,896
6,372,987
1,275,091
1824
8,379,835
7,014,552
$1,365,283
1825
6,150,765
8,797,055
2,646,290
1826
6,880,966
4,704,533
2,176,433
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, 907, 504
5,656,340
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
5,976,249
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
9 months to June 30, 1843
22,320,335
1,520,791
20,799,544
Year 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
15,841,620
9,481,396
1849
6,651,240
5,404,648
1,246,592
1850
4,628,792
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
Total
274,407,398
265,529,935
112,290,606
103,413,143
The total difference since 1821 is $8,877,463 excess of importation over exportation]
Prior to 1851, the same difference was $70,059,825.
Digitized by Google
S. Doc. 112.
849
STATEMENTS OF THE COMMERCE OF THE ATLANTIC STATES AND CITIES.
It has been thought proper to place on record, under this head, a few
general statements illustrative of the commerce and navigation of our
principal Atlantic ports with foreign countries, in a convenient form for
comparison with the aggregate of the United States, the internal com-
merce and navigation of this confederacy, and with that of any or all
foreign countries in the world. To this end, some statements relating
to the aggregate commerce and tonnage of the United States are also
appended. These statements are of an entirely reliable character, most
of them having been derived from official sources.
It was under contemplation to prepare specific notices of each of the
more prominent of the commercial cities of the seaboard for this por-
tion of the report but, upon application being made at the several
points for the requisite statistics, and the discovery of the entire absence
of such accounts as might form a proper basis on which to calculate
the value of the coasting and inland or domestic trade centring at the
several ports, it has been judged best not to make the attempt.
The trade of New York, Boston, and New Orleans receives a larger
quota from the interior than any other cities of the seaboard. 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 coun-
try has been chiefly, hitherto, 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 productions of the States of which they are respect-
ively the commercial capitals, and of Virginia, or rather those por-
tions of these several States lying east of the Alleghanies. Their im-
portations are chiefly limited to the more bulky and cheaper of such for-
eign fabrics, 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 pur-
chased of manufacturers' agents, at the larger importing cities.
The southern cities have a large foreign and coastwise export trade,
for the reason that the labor in that portion of the country is principally
confined to the production of those articles for which there is not a full
home demand. The people of South Carolina, for example, are chiefly
devoted to the production of cotton and rice, and the 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 from reaching and destroying the city. These are
about being removed, and, when their removal is accomplished, vessels
55
Digitized by Google
850
S. Doc. 112.
of heavy draught can proceed safely to the wharves at the city. These
southern cities import largely of northern manufactures. A statement
fairly exhibiting the movement of merchandise coastwise would show a
domestic importation into the southern cities having a much nearer
ratio than the foreign importations to their export trade. While a
greater portion of the cotton of the southern States is exported from
their own ports directly to Europe, the returns, either in money or mer-
chandise, are received principally through 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, like the northern cities,
are pushing lines of railway into the heart of the country. The results
which are to follow the construction of such works remain to be seen:
and it is a question worthy of grave consideration whether these
routes are not calculated to effect remarkable changes in the direction
of our interior commerce, which, up to the present time, has of neces-
sity been confined to few; and whether an apparent monopoly which
has been enjoyed by two or three cities is not to become, when com-
merce shall be liberated from the channels of necessity, the common
property of all. In any event, there can be no question as to the good
effect which the works referred to will have upon the business of the
ports where they terminate. By opening a market to extensive tracts
of country previously inaccessible, the producing area must be largely
increased; and the productions will naturally follow these railways to
a market or place of shipment.
NOTE.-The city of Savannah has also the fine river of the same name, which divides
Georgia from South Carolina, navigable by steamboats nearly 200 miles westwardly; and
Charleston has tributary to it the rivers Ashley and Cooper, which are both capacious, and
unite just below the city, forming Charleston harbor. The latter of these rivers is conne cted
by canal with the Santee river, by which means steam navigation is opened from Charleston
to Columbia.
Digitized by Google
Statement exhibiting the value of exports from and imports into the ports of Boston and New York, annually, from 1884 to 1851,
inclusive.
BOSTON,
NEW YORK
Value of exports,
Value of exports.
Year ending--
Value of Im-
Value of fm-
Domestic pro-
Foreign mer-
Total.
ports.
Domestic pro-
Foreign mer-
Total.
ports.
duce, &c.
chandise.
duce, &e.
chandise.
September 130,
1834
$3,663,777
$5,320,834
$8,984,611
$16,075,589
$12,180,916
$11,661,820
$23,842,736
$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
8,716,330
24,248,727
18,600,599
9,067,560
27,668,159
317,700,917
1837
3,784,995
4,231,864
8,016,859
17,949,146
14,413,693
11,045,934
25,459,627
78,543,706
1838
4,729,818
2,671,181
7,400,999
12,355,131
15,220,056
6,434,709
21,654,765
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
S. Doc. 112.
3,527,144
8,232,386
14,826,967
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
31,112,297
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
24,012,654
9,542,122
33,554,776
69,897,405
1846
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
83,075,296
1848
8,149,583
4,054,879
12,204,462
27,183,777
36,644,930
13,097,308
49,742,238
92,947,170
Digitized by Google
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
851
Statement exhibiting the value of exports from and imports into the ports of Philadelphia and Baltimore, annually, from 1834 to
1851, inclusive.
852
PHILADELPHIA.
BALTIMORE.
Years ending-
Value of exports,
Value of exports.
Value of im-
Value of im-
ports.
ports.
Domestic pro-
Foreign mer-
Total.
Domestic pro-
Foreign mer-
Total.
duce, &c.
chandise.
duce, &c.
chandise.
September 30
1834
$2,031,803
$1,957,943
$3,989,746
$10,479,268
$3,010,458
$1,155,537
$4,165,995
$4,647,167
1835
2,416,099
1,760,191
4,176,290
12,389,937
3,175,491
748,368
3,923,859
5,647,153
1836
2,627,651
1,049,956
3,677,607
15,068,233
3,026,154
367,290
3,393,444
7, ,131,503
1837
2,565,712
1,275,857
3,841,599
11,680,011
3,365,173
424,744
3,789,917
7,857,033
1838
2,481,543
995,608
3,477,151
9,323,840
4,165,168
359,407
4,524,575
5,701,869
1839
4,148,211
1,151,204
5,299,415
15,037,420
4,313,189
263,372
4,576,561
6,995,285
1840
5,73€,456
1,083,689
6,820,145
8,464,882
5,495,020
273,748
5,768,768
4,835,617
S. Doc. 112.
1841
4,404,863
747,638
5,152,501
10,342,206
4,787,340
158,006
4,945,346
6,101,313
1842
3,293,814
460,080
3,753,894
7,381,770
4,635,507
265,731
4,901,238
4,416,138
9 mos. to June 30, 1843
2,071,945
283,003
2,354,948
2,755,958
2,813,552
195,342
3,008,894
2,479,132
Year to June 30, 1844
3,265,027
270,229
3,535,256
7,217,238
4,835,260
Digitized by Google
291,216
5,126,476
3,917,730
1845
3, 129, 678
444,685
3,574,363
8,156,446
4,941,249
275,740
5,216,989
3,741,286
1846
4,157,918
593,087
4,751,005
7,989,393
6,744,110
124,945
6,869,055
4,042,915
1847
8,262,311
277,856
8,541,167
9,586,126
9,630,900
119,557
9,750,457
4,432,314
1848
5, 42, 309
304, 024
5,732,333
12,147,000
7,016,034
113,427
7,129,461
5,343,643
1849
4, 850, 872
492,549
5,343,421
10,644,803
7,785,892
213,965
7,999,857
4,976,731
1850
4,049,464
452,142
4,501,606
12,065,834
6,566,743
377,872
6,944,615
6,124,201
1851
5,101,969
254,067
5,356,036
14,168,618
5,416,798
218,988
5,635,786
6,648,774
S. Doc. 112.
853
Statement exhibiting the value of exports from and imports into the port of
Charleston, annually, from 1834 to 1851, inclusive-direct trade.
Value of exports.
Years ending-
Value of im-
Domestic pro-
Foreign mer-
Total.
ports.
duce, &c.
chandise.
Sept. 30, 1834
$11, 119, 565
$88,213
$11,207,778
$1, 787, 267
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
11,135,623
81, 169
11,216,792
2,510,860
1838
11, 007, 441
24,679
11,032,120
2,318,791
1839
10, 301, 127
66,604
10,367,731
3, 084, 328
1840
9, 956, 163
55,753
10,011,916
2,058,561
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, 294, 389
1844
7, 393, 134
3,697
7,396,831
1,131,127
1845
8,856,471
5,878
8,862,349
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
8, 027, 485
1,481,236
1849
9, 672, 606
1,301
9,673,907
1,475,695
1850
11,419,290
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 full statements
of the trade and commerce of the flourishing city of Savannah was
not received in time for this report.
Digitized by Google
854
S. Doc. 112.
Statement of the receipts into the treasury on account of duties 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
2,236,041 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
1,978,430 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 75
Digitized by Google
Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district
of Boston, which entered and cleared, annually, from 1826 to 1851, inclusive.
AMERICAN VESSELS.
FOREIGN VESSELS.
TOTAL.
Year.
Entered.
Cleared.
Entered.
Cleared.
Entered.
Cleared.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
1826
134,854
89,703
4,755
4, 579
139,609
94,282
1827
118,604
85,450
4,798
3,951
123,402
89,441
1828
111,439
87,811
5,595
4,819
117,034
92,630
1829
117,608
88,593
4, 827
3,825
122,435
92,418
1830
108,665
88,232
4,663
5,176
113,328
93,408
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
27,813
178,563
157,825
1834
763
154,941
674
127,295
307
28,144
314
29,542
1,070
183,085
988
156,837
1835
754
158,712
736
144,958
404
35,708
412
36,335
1, 158
194,420
1, 148
181,293
1836
779
168,646
767
151,214
602
56,038
591
53,120
1,381
224, 684
1,358
204,334
S. Doc. 112.
1837
853
188,367
662
128,486
691
53,910
705
55,887
1,544
242,277
1,367
184,373
1838
747
161,595
645
125,070
483
37,303
498
38,644
1,235
198,898
1,143
163,714
1839
865
189,126
775
153,464
575
41,430
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
291,323
1, 544
234,843
1842
849
197,481
713
146,828
870
78,885
861
78,588
1, 719
276,366
1,574
225,416
Digitized by
1843
455
100,815
476
96,163
488
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
901
209,461
781
163,107
1,265
101,491
1, 248
103,097
2,166
308,952
2,029
266,204
1846
816
209,387
809
178,483
1, 356
109,449
1, 367
111,755
2,172
318,836
2,176
290,238
1847
906
218,212
836
174,173
1, 214
107,214
1, 224
107,701
2,120
325,426
2,060
281,874
Google
1848
1, 098
269,299
1,006
229,850
1,825
163,375
1, 834
164,649
2,923
432,674
2, 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
2,782
478,859
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
855
Statement exhibiting the number of American and foreign ressels, and also their tonnage, employed in foreign trade in the
district of New York, which entered and cleared, annually, from 1826 to 1851, inclusive.
856
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
248,176
208,202
26,285
19,655
274, 461
227,857
1827
251,522
232,428
35,887
30,090
287,409
262,518
1828
242,660
202,844
42,319
40,123
284,979
242,967
1829
244,558
205,343
26,049
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
400,485
309,390
1833
314,409
232,395
106,099
101,007
420,508
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
137,632
624
126,918
2,205
534,538
1,703
401,086
S. Doc. 112.
1837
1, 408
391,357
890
243,966
814
187,837
724
166,111
2,222
579,194
1,614
410,077
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
322,633
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
Digitized by
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
1,688
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
Google
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
1830
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
2,068
956,879
1,658
793,229
1,579
491,889
1, 427
436, 853
3,647
1,448,768
3,085
1,230,082
Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district
of Philadelphia, 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
81,538
69,444
5,496
4, 445
87,034
73,889
1827
74,705
68,753
4, 007
4, 097
78,712
72,850
1828
80,350
61,819
8,320
5,880
88,670
67,699
1829
67,222
52,841
6, 232
4,625
73,454
57,466
1830
72,009
62,959
5,007
4,870
77,016
67,829
1831
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
46,411
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
S. Doc. 112.
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
18:39
453
96,887
333
€4,318
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
Digitized by
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
12,987
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
93,322
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
857
Statement exhibiting the number of American and foreign vcssels, and also their tonnage, employed in foreign trade in the district
of Baltimore, which entered and cleared, annually, from 1826 to 1851, inclusive.
858
AMERICAN VESSELS.
FOREIGN VESSELS.
TOTAL.
Years.
Entered.
Cleared.
Entered.
Cleared.
Entered.
Cleared.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
No.
Tons.
1823
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
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
323
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
82
18,507
359
70,176
323
57,923
S. Doc. 112.
1837
283
57, 114
230
39,195
158
39,778
141
35,708
441
96,892
371
74,993
1838
308
54,421
266
43,538
90
22,685
93
23,163
398
77,106
359
66,701
1839
338
58,957
311
49,298
90
19,804
89
19,556
428
78,761
400
68,854
1840
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
299
Digitized by
314
65,479
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
111
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
92,058
1846
319
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
169,930
1848
361
74,188
406
84,709
118
28,342
137
36,221
479
102,530
543
120,939
1849
309
86,485
490
118,158
115
23,583
143
31,652
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
113,027
457
105,789
Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the
district of Portland, 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
33,637
43,816
289
290
33,926
44,106
1827
39,716
42,340
317
40,033
42,340
1828
34,347
46,963
527
34,347
47,490
1829
30,456
37,006
30,456
37,006
1830
26,642
38,560
170
17
26,812
38,577
1831
33,621
41,830
324
510
33,945
42,340
1832
39,975
43,858
563
829
40,538
44,687
1833
37,761
42,823
155
237
37,916
43,060
1834
156
31,968
217
40,313
11
1,366
12
1,572
167
33,334
229
41,885
1835
139
28,878
222
42,669
23
2, 095
23
2,095
162
30,973
245
44,764
1836
113
21,580
237
45,067
59
8,580
58
8,444
172
30,160
295
53,511
S. Doc. 112.
1837
96
19,005
231
43,746
72
6,745
68
6,566
168
25,750
299
50,312
1838
131
27,780
219
41,400
72
5, 718
67
5,361
203
33,498
286
46,761
1839
126
25,533
210
40,745
78
5,262
73
4,901
204
30,795
283
45,646
1840
96
18,924
171
32,774
82
5, 530
84
5,739
178
24,454
255
38,513
1841
102
22,477
195
36,895
72
5, 024
74
5,258
174
27,501
269
42,153
1842
81
17,335
164
32,510
85
9, 536
83
9,362
166
26,871
247
41,872
1843
42
8,651
118
22,939
62
5,520
60
5,578
104
14,171
178
28,517
1844
90
19,621
162
32,516
107
9, 557
109
9,708
197
29,178
271
42,224
1845
117
26,464
160
32,827
96
8,363
91
7, 917
213
34,827
251
40,744
1846
125
27, 118
196
39,512
115
10,318
118
10,799
240
37,436
314
50,311
1847
99
19,760
191
35,814
101
8, 505
108
9,150
200
28,265
299
44,964
1848
136
28,344
202
41,165
94
6,769
93
6,472
230
35,113
295
47,657
1849
84
19,212
187
38,828
254
22,013
258
21,966
338
41,225
445
60,794
1850
131
28,624
202
41,887
316
35,571
321
35,758
447
64,195
523
77,645
1851
204
38,956
255
48,973
255
28,660
256
28,752
459
67,616
511
77,725
859
Statement exhibiting the number of American and foreign ressels, and also their tonnage, which entered from and cleared for
foreign countries, including their repeated voyages, from 1821 to 1851, inclusive.
860
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.
Sept. 30, 1821
765,098
804,947
81,526
83,073
846,624
888,020
1822
788,961
813,748
100, 541
97,490
889,502
911,238
1823
775, 271
810, 761
119,468
119,740
894,739
930, 501
1824
850,033
919,278
102,367
102,552
952,400
1,021,830
S. Doc. 112.
1825
880,754
960,366
92,927
95,080
973,681
1,055,446
1826
942, 206
953,012
105,654
99,414
1,047,860
1,052,426
1827
918, 361
980,542
137,589
131,250
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
971,760
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
Digitized by Google
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
1-37
6, 024
1,299,720
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
1839
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
S. Doc. 112.
861
2, 371, 2,371,005 005
2, 276, 2,276,948 948
1, 792, 032 1,792,032
2, 917, 738
2, 984, 2,984,252 252
3, 189, 206 3,189,206
3, 378, 998 3,378,998
3, 865, 439 3,865,439
4, 429, 4,429,433 433
4, 361, 002 4,361,002
5, 130, 5,130,054 054
12, 12,344 344
11, 11,553 553
8, 8,138 138
13, 13,843 843
13, 13,780 780
14, 221 14,221
14, 370 14,370
17, 329 17,329
20, 20,313 313
18, 195 18,195
19, 986 19,986
2, 368, 2,368,353 353
2, 242, 2,242,886 886
1, 678, 275 1,678,275
2, 894, 430
2. 946, 049 2.946,049
3, 110, 3,110,853 853
3, 321, 3,321,705 705
3, 798, 3,798,673 673
4, 368, 836 4,368,836
4, 348, 4,348,639 639
4, 993, 440 4,993,440
12, 273 12,273
11, 474 11,474
7, 761
13, 13,725 725
13, 13,723 723
13, 818 13,818
14, 229 14,229
17, 274 17,274
20, 200 20,200
18, 512
19, 19,710 710
736, 849
740, 740,497 497
523, 523,949 949
906, 814
930, 275
968, 968,178 178
1, 176, 605 1,176,605
1, 404, 159 1,404,159
1, 675, 1,675,709 709
1, 728, 214
1, 929, 535 1,929,535
4, 554
4, 529 4,529
2, 848
5, 500
5, 5,583 583
5, 5,770 770
6, 268
7, 634 7,634
8, 847
9, 816
10, 10,712 712
736, 444
732, 775
534, 752
916, 992
910, 563
959, 739
1, 220, 1,220,346 346
1, 405, 191 1,405,191
1, 710, 1,710,515 515
1, 775, 623 1,775,623
1, 939 091
4, 538
4, 535
2, 889 2,889
5, 577
5, 5,590 590
5, 707 5,707
6, 499
7, 631 7,631
8, 992 8,992
10, 100 10,100
10, 759 10,759
1, 634, 156 1,634,156
1, 536, 451 1,536,451
1, 268, 1,268,083 083
2, 010, 2,010,924 924
2, 053, 2,053,977 977
2, 221, 028 2,221,028
2, 202, 2,202,393 393
2, 461, 2,461,280 280
2, 753, 2,753,724 724
2, 632, 788
3, 200, 3,200,519 519
7, 790 7,790
7, 7,024 024
5, 5,290 290
8, 8,343 343
8, 197 8,197
8, 451 8,451
8, 102 8,102
9, 9,695 695
11, 466 11,466
8, 379 8,379
of 274
Nors.-Previous to 1834 the number of vessels arriving and departing was not returned by the collectors.
1, 631, 909
1, 510, 1 111
1, 143, 1,143,523 523
1, 977, 438
2, 035, 2,035,436 486
2, 151, 114
2, 101, 359 2,101,359
2, 393, 4 2,393,432 32
2, 658, 321 2,658,321
2, 573, 016 2,573,016
3, 054, 3,054,349 349
7, 735
6, 939 6,939
4, 872
8, 148 8,148
8, 133 8,133
8, 111 8,111
7, 730 7,730
643 9,
11, 208 11,208
8, 412
8, 951 8,951
1841
1842
1843
1844
1845
1846
1847
1848
1849
1850
1851
Digitized by Google
Statement exhibiting the American and foreign tonnage entered and cleared at ports of the United States during the years ending
June 30 from 1842 to 1851, inclusive, with per cent. increase.
AMERICAN TONNAGE.
FOREIGN TONNAGF.
Years
Entered.
Cleared.
Entered.
Cleared.
Tons.
Per cent.
Tons.
Per cent.
Tons.
Per cent.
Tons.
Per cent.
increase.
increase.
increase.
increase.
1842
1, 510, 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.
2,202,393
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
S. Dec. 112.
1849
2,658,321
11. 06
2,753,724
11.88
1,710,515
21.73
1,675,709
19.34
1850
2,573,016
Decrease.
2,632,788
Decrease.
1,775,623
3.80
1,723,214
3. 13
1851
3, 054, 349
18.70
3,200,519
25.56
1,939,091
9.21
1,929,535
11.45
Digitized by Google
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
270, 232
282, 286
308,062
305,291
New Hampshire
20,791
25,114
26,148
29,224
27,376
25,708
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
3,377
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
Illinois
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
Oregon
California
Total
1,882,105
1, 896, 686
1,995,638
2,094,379
2,180,761
2,130,743
Digitized by Google
864
S. Doc. 112.
STATEMENT-Continued.
States.
1842.
1843.
1844.
1845.
1846.
1847.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Maine
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
2,560
Massachusetts
494,895
495,303
501,208
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
102, 890
New York
516,296
557,026
591,297
625,875
655,696
737, 025
New Jorsey
60,742
63,379
68,684
69,970
76,016
83,728
Pennsylvauia
113,479
112,050
128, 341
147,812
148,058
182, 997
Delaware
10,396
10,321
10,912
11,935
11,837
14,662
Maryland
106,856
109,019
111,339
118,164
128,453
139,123
District of Columbia
17,711
19,527
19,538
20,617
22,355
23,458
Virginia
47,537
47,203
47,255
50,705
53,541
59,987
North Carolina
31,682
37, 189
37,039
39,862
41,225
37,932
South Carolina
23,469
21,577
21, 148
19,615
19,936
27,019
Georgia
16,536
17,400
17, 105
16,140
18,111
21,024
Florida
8,288
10,046
9,577
11,355
11,866
12,563
Alabama
15,479
16,095
15,214
17,910
22,537
18,431
Mississippi
1, 341
1, 055
1, 055
392
Louisiana
144,129
150,067
161,769
170,525
181,258
213,539
Texas
2,488
Tennessee
3, 811
4, 813
5,667
2,809
2, 809
2,707
Kentucky
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
Illinois
3, 952
Ohio
24,830
29,458
32,115
35,297
39,917
50,781
Michigan
12,323
12,690
15,400
19,776
25,953
28,454
Wisconsin
Oregon
California
Total
2,092,392
2,158,602
2,280,093
2,417,001
2,562,081
2,829,045
Digitized by Google
S. Doc. 112.
865
STATEMENT-Continued.
1
States.
1848.
1849.
1850.
1851.
1852.
Rate per cent. of
increase from
1836 to 1852,
inclusive.
Tons.
Tons.
Tons.
Tons.
Tons.
Maine
452,329
466,489
501, 422
536,316
592, 806
114. 12
New Hampshire
23,956
25,369
23,096
25, 428
24,891
19.72
Vermont
3,630
3, 630
4, 530
3, 932
5, 657
391. 00
Massachusetts
622, 085
636,699
685,442
694,403
767, 766
56.56
Rhode Island
43,873
43,425
40,489
38,050
41,049
Decrease.
Connecticut
111,962
113,850
113,087
116,180
125,088
78. 04
New York
845, 788
911,281
944, 349
1,041,015
1,134,831
161. 28
New Jersey
78,455
82,250
80,300
88,896
96,134
90. 31
Pennsylvania
211, 552
231,653
258,939
284, 374
301,723
188. 59
Delaware
17,452
16,582
16,720
11,880
9, 598
Decrease.
Maryland
158,495
173,021
193,087
204,545
206,247
99. 55
Dist. of Columbia
11,823
13,776
17,011
22,903
26,197
50. 12
Virginia
68, 184
73,283
74,071
68,799
72,538
47. 10
North Carolina
41,405
44,827
45,219
43,783
50,621
15.71
South Carolina
28,659
32, 486
36,072
35,187
46,735
167. 33
Georgia
20,790
19,866
21,690
24,185
25,785
128. 83
Florida
15,165
14,640
11,273
9, 365
9, 669
162. 96
Alabama
22,110
25,068
24,158
27,327
28,533
327. 84
Mississippi
561
1, 516
1, 828
1, 405
1, 452
Entire ton'ge.
Louisiana
227,010
241, 497
250,090
253,285
268, 171
228. 19
Texas
1,352
2, 933
4, 573
4,913
7,120
Entire ton'ge.
Tennessee
2, 446
2,911
3, 776
3, 588
4, 634
37.22
Kentucky
8, 822
13,955
14,820
12,938
11,819
584. 54
Missouri
36,313
32,355
28,908
34,065
37,862
931. 94
Illinois
10,489
17,332
21,242
23,103
25,209
Entire ton'ge.
Ohio
62, 079
57,941
62,462
58,352
60,338
263. 79 ,
Michigan
27,250
34,658
38,145
41,775
46,318
574. 76
Wisconsin
2, 946
6,931
Entire ton'ge.
Oregon
1, 063
1, 063
1, 063
Do.
California
722
17,592
58,436
101,654
Do.
Total
3,154,035
3,334,015
3,535,454
3,772,437
4, 138, 439
119. 88
* Between 1836 and 1852, Alexandria was retroceded to Virginia, and her tonnage, of course,
credited to that State, and deducted from District of Columbia.
56
Digitized by Google
866
S. Doc. 112.
Statement exhibiting the number and tonnage of vessels built in the United
States, annually, from 1836 to 1852, inclusive.
1836.
1837.
1838.
States.
No.
Tons.
No.
Tons.
No.
Tons.
Maine
162
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
111
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
1
71
Alabama
2
57
Mississippi
Louisiana
10
649
16
1,742
13
1,444
Texas
Tennessee
22
3,197
2
972
4
1,266
Kentucky
9
1,714
8
1,377
Missouri
Illinois
Ohio
6
451
52
10,385
20
4,201
Wisconsin
Michigan
9
922
12
996
12
959
Oregon
California
Total
890
113,628
949
122,988
898
113, 135
Digitized by Google
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
O6
2,722
8
3, 617
Vermont
Massachusetts
146
24,446
113
17,812
112
28, 653
Rhode Island
9
1, 496
6
1, 589
8
1,180
Connecticut
35
2,771
49
4, 130
28
3, 446
New York
106
17,951
72
13,786
63
17,438
New Jersey
72
6,770
109
6,792
44
3, 417
Pennsylvania
49
6,284
103
8,136
107
6,970
Delaware
16
1,221
9
758
6
374
Maryland
129
13,093
111
11,737
109
10,738
District of Columbia
14
1,215
2
431
3
94
Virginia
10
826
12
925
19
1, 473
North Carolina
25
1,349
24
1,296
26
1,176
South Carolina
4
443
2
306
5
280
Georgia
7
873
2
254
Florida
3
181
2
66
6
241
Alabama
2
148
3
109
Mississippi
Louisiana
11
862
12
1, 196
18
1, 172
Texas
Tennessee
3
497
1
382
1
45
Kentucky
11
2,102
5
1,091
19
4, 417
Missouri
5
939
8
1,210
Illinois
Ohio
44
6, 593
33
4,022
45
7, 179
Wisconsin
Michigan
7
583
7
585
Oregon
California
Total
858
120,988
871
118,311
761
118,893
Digitized by Google
868
S. Doc. 112.
STATEMENT-Continued.
1842.
1843.
1844.
States.
No.
Tons.
No.
Tons.
No.
Tons.
Maine
164
38,041
71
15,121
96
20,209
New Hampshire
$5
1,696
2
234
3
754
Vermont
Massachusetts
72
18,632
40
9,974
43
9,586
Rhode Island
11
2, 516
1
120
7
2,814
Connecticut
22
3, 353
12
1,064
25
2,914
New York
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, 740
141
13,076
Delaware
9
713
3
246
8
586
Maryland
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
North Carolina
19
1,185
21
2,000
12
587
South Carolina
7
482
2
206
7
584
Georgia
1
124
1
45
1
72
Florida
6
384
5
522
1
72
Alabama
5
282
2
144
Mississippi
Louisiana
14
1,044
8
288
15
669
Texas
Tennessee
2
321
2
322
2
271
Kentucky
22
5,608
11
1,664
35
7,165
Missouri
9
2,567
Illinois
Ohio
49
7,904
31
5,195
49
9, 498
Wisconsin
Michigan
5
305
14
2,285
Oregon
California
Total
1,021
129,085
482
63,618
766
103,536
Digitized by Google
S. Doc. 112.
869
STATEMENT-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
8
1,661
10
2,395
10
2,111
Connecticut
22
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
178
15,819
161
15,788
228
24,126
Delaware
9
669
22
2,264
25
2, 279
Maryland
66
7,257
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
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
Alabama
1
80
4
558
Mississippi
Louisiana
14
627
8
451
12
494
Texas
Tennessee
1
142
4
575
1
167
Kentucky
26
5,681
46
8,662
31
5,424
Missouri
11
2,338
60
6,073
Illinois
Ohio
56
11,599
52
9, 616
83
18,102
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
Digitized by Google
870
S. Doc. 112.
STATEMENT-Continued.
1848.
1849.
1850.
States.
No.
Tons.
No.
Tons.
No.
Tons.
Maine
366
89,974
344
82,256
326
91,21%
New Hampshire
e
5, 326
12
6, 266
10
6, 914
Vermont
9
1,189
1
77
Massachusetts
181
39,366
118
23,889
121
35,836
Rhode Island
13
4,058
13
2,760
14
3,587
Connecticut
55
7,387
56
5, 066
47
4,820
New York
382
68,435
265
44,104
224
58,343
New Jersey
77
8,178
87
8,026
57
6, 202
Pennsylvania
296
29,638
197
24,008
185
21,410
Delaware
31
3,206
23
1, 880
16
1,849
Maryland
146
17,481
152
17,463
150
15,965
District of Columbia
17
501
22
609
8
288
Virginia
34
2,980
38
3,095
34
3, 584
North Carolina
43
2,947
29
2,032
33
2,652
South Carolina
4
450
8
656
Georgia
1
212
2
756
5
684
Florida
4
318
1
120
2
80
Alabama
4
265
3
107
3
114
Mississippi
Louisiana
18
1, 620
21
1,756
24
1,592
Texas
1
106
Tennessee
1
55
2
243
Kentucky
39
9,275
34
8, 423
34
6, 461
Missouri
38
6,256
19
2,887
5
1, 354
Illinois
13
2, 211
13
1, 691
Ohio
63
13,656
63
12,817
31
5,214
Wisconsin
&
Michigan
20
5,302
25
5,149
14
2,062
Oregon
2
122
California
Total
1, 851
318,075
1, 547
256,579
1,360
272,219
Digitized by Google
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
Verment
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
130
18,027
119
18,159
District of Columbia
74
4, 439
27
1, 995
Virginia
27
1,778
40
3, 800
North Carolina
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
Louisiana
24
2, 327
16
1,285
Texas
Tennessee
1
225
5
480
Kentucky
38
8, 862
27
7,314
Missouri
11
2,066
11
2,133
Illinois
4
314
17
1, 217
Ohio
25
6,036
77
18,329
Wisconsin
1
76
9
556
Michigan
9
1, 366
16
2, 639
Oregon
California
1
70
Total
1, 357
298, 205
1, 444
351, 494
Digitized by Google
Statement showing the national character of the foreign vessels entered and cleared at ports in the United States, with their tonnage,
from 1842 to 1851, inclusive.
872
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
Swedjsh 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
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
4,030
920
3, 850
5,114
2,861
1, 980
3,803
3,017
5,703
5,391
Danish
6, 080
2,190
5,896
4,363
5, 265
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
26,283
17,579
S. Doc. 112.
Sardinian
1,777
443
1,317
2,652
2,315
5, 466
2,964
6,495
$1,790
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
534,752
916,992
910,563
959,739
1,220,346
1,405,191
1,710,515
1,775,623
1,939,091
Digitized by Google
CLEARED.
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, 950
441,535
756,669
770, 844
809, 797
966,219
1,159,863
1,449,273
1,404,799
1,552,170
Hanseatic
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
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
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
S. Doc. 112.
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
Digitized by Google
873
874
S. Doc. 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
Massachusetts
135. 81
126. 02
117. 05
167. 43
157. 62
255. 83
258. 77
Rhode Island
225. 50
118. 91
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
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
52.05
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
64,90
108. 87
111. 08
78.36
99.66
65. 11
74.57
Texas
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
Michigan
102. 44
83
79. 91
83,29
83.57
Oregon
California
United States
127. 78
127. 67
129.60
125.98
141. 01
135. 83
156. 23
Digitized by Google
S. Doc. 112.
875
the United States, annually, from 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
132.1 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
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
284. 89
212.54
101.21
156. 73
151. 95
270. 80
171.82
193. 91
170. 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
61
70
126. 43
131.97
135.16
132.54
152.52
171. 84
165.86
200. 16
219. 75
243,4 41
Digitized by Google
876
S. Doc. 112.
Exports and imports from the principal commercial States of the Union
for the years 1810, 1820, 1830, 1840, 1850, and 1851.
EXPORTS.
FLORIDA.
ALABAMA.
Year.
Amount.
Increase.
Amount.
Increase.
1810.
1820
$96,936
1830
$30,495
From 1830 to
2,294,594
1840
1,850,709
1851, 12,820
12,854,694
1850
2,607,968
10,544,858
707 per ct.
1851
3,939,910
per cent.
18,528,824
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
387,484
1850
3,413,158
416,501
7 per ct.
1851
3,087,444
426,748
SOUTH CAROLINA.
GEORGIA.
Year.
Amount.
Increase.
Amount.
Increase.
1810
$5,290,614
$2,238,686
1820
8,882,940
46 per ct.
6,594,623
138 per ct.
1830
7,627,031
5,336,626
1840
9,981,016
100
"
6,862,959
11,446,892
}
71
"
1850
7,551,943
1851
15,316,578
9,158,879
Digitized by Google
S. Doc. 112.
877
EXPORTS-Continued.
MARYLAND.
LOUISIANA.
Year.
Amount
Increase.
Amount.
Increase.
1810
$6,409,018
$2,650,050
1820
6,609,364
7,596,157
500 per ct.
1830
3,791,482
15,488,692
1840
5,495,020
32,998,059
1850
6,589,481
37,698,277
135 per ct.
1851
5,416,798
53,968,013
MAINE.
MASSACHUSETTS.
Year.
Amount.
Increase.
Amount.
Increase.
1810
$13,013,048
1820
$1,108,031
11,008,922
1830
670,522
7,213,194
1840
1,009,910
6,268,158
1850
1,536,818
126 per ct.
8,253,473
361 per ct.
1851
1,517,487
9,857,537
NEW YORK.
PENNSYLVANIA.
Year.
Amount.
Increase.
Amount.
Increase.
1810
$17,242,330
$10,993,398
1820
13,163,244
14 per ct.
5,743,549
1830
19,697,983
3,791,482
1840
11,587,471
1850
{
5,736,456
41,502,800
245 per ct.
4,049,464
33 per ct.
1851
68,104,542
5,101,969
Digitized by Google
878
S. Doc. 112.
IMPORTS.
FLORIDA.
ALABAMA.
Year.
Amount.
Year.
Amount.
1830
$32,689
1830
$144,823
1840
190,728
1840
574,651
1850
95,709
1850
865,362
1851
94,937
1851
413,446
VIRGINIA.
NORTH CAROLINA.
Year.
Amount.
Year.
Amount.
1830
$405,739
1830
$221,992
1840
545,085
1840
252,532
1850
426,599
1850
323,392
1851
552,932
1851
206,931
SOUTH CAROLINA.
GEORGIA.
Year.
Amount.
Year.
Amount.
1830
$1,054,619
1830
$282,346
1840
2,058,870
1840
491,428
1850
1,933,785
1850
636,964
1851
2,081,312
1851
721,547
Digitized by Google
S. Doc. 112.
879
:
IMPORTS-Continued.
MARYLAND.
LOUISIANA.
Year.
Amount.
Year.
Amount.
1830
$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
12,528,460
MAINE.
MASSACHUSETTS.
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
NEW 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
Digitized by Google
880
S. Doc. 112.
Statements exhibiting the value of foreign imports into the principal commer-
cial States.
States.
1825.
1835.
1840.
1850.
1851.
Northern commercial
States.
Maine
$1,169,940
$883,389
$628, 762
$856,411
$1,176,590
Massachusetts
15,845,141
19,800,373
16,513,858
30,374,684
32,715,327 32,
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
111,123,524
141,546,538
Pennsylvania
15,041,797
12,389,937
8,464,882
12,066,154
14,168,761
Total
83, 311, 436
122,302,219
86,599,858
155,051,466
190,260,840
Southern commercial
States.
Maryland
4,751,815
5, 647, 153
4,910,746
6,124,201
6,650,645
Virginia
553,562
691,255
545,085
426,599
552,933
North Carolina
311,308
241, 981
252,532
323,692
206,931
South Carolina
1,892,297
1,891,805
2,058,870
1,933,785
2,081,312
Georgia
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, 218
98, 173
190,728
95,709
94,997
Total
12,259,001
27,009,185
19,697,230
21,166,821
23,250,271
Unenumerated States.
769,638
584,338
844, 431
1,920,031
2,713,821
Total of all States
96,340,075
149,895,742
107,141,519
178,138,318
216,224,932
Digitized by Google
S. Doc. 112.
881
Statement exhibiting the value of domestic exports from the principal com-
mercial 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
22,676,609
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
18,528,824
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
Unenumerated 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
57
Digitized by Google
Statement of tonnage entering and departing from the United States to foreign countries.
882
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 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
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
Maryland
68,744
70,073
138,817
63,476
63,824
127,300
*11,517
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
45,593
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
S. Doc. 112.
Florida
682
323
1, 005
8, 258
11,250
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
3,921,489
1,918,120
2,202,164
2,262,053
4,464,217
542,728
States unenumerated
10,202
15,556
25,758
51,520
52,295
103,815
78,057
87,145
91,442
178,587
74,772
Digitized by Google
Total of all States
973, 681
1,055,446
2,029,127
1,993,963
2,031,341
4,025,304
1,996,177
2,289,309
2,353,495
4,642,804
617,500
# Decrease.
STATEMENT-Continted.
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
22,899
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
132,370
111,618
243,988
72,658
159,638
140,174
299,812
55,824
Maryland
99,588
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
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
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
S. Doc. 112.
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
Digitized by Google
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.
883
Statement of tonnage entering and departing from northern and southern States.
181
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 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
94,395
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
2,064,237
683,748
1,599,859
1,396,194
2,996,053
937,816
Unenumerated
1,423
3, 214
4, 637
37,461
39,230
76,691
72,054
52,600
52,809
105,409
64,299
Total of northern States
697,514
687,612
1,385,126
1,579,598
1, 461,330
2,140,928
755,802
1,652,459
1,449,003
3,101,462
996,115
Maryland
68,744
70,073
138,817
63,476
63,824
197,300
*11,517
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
S. Doc. 112.
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
16,883
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
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
253,369
Digitized by
267,388
355,492
622,880
400,303
550,736
951,039
327,159
602,305
865,859
1,468,164
517,125
Texas
Total of southern States
267,388
355, 492
623,880
400,303
550,736
951,039
327,159
602,305
865,859
1,468,164
517,125
Google
Other States not enumerated
7, 363
8,846
16,209
24,263
23,129
47,392
31,183
District of Columbia
8,779
12,342
21,121
6,696
10,429
17,125
*3,996
10,282
15,504
25,786
8,661
Total
973,681
1,055,446
2,029,127
1,993,960
2,031,341
4,025,301
1,996,178
2,289,309
2,353,495
4,642,804
617,503
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
3,904
New York
2,277,720
2,149,096
4,426,816
2, 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
3,229,843
3, 3,063,808
6,293,651
3,297,598
3,779,526
3,491,786
7,271,312
977,661
Unenumerated
101,036
83, 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
99,588
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
28,300
42,232
70,532
3,180
20,318
42,388
65,706
* 4,826 #
S. Doc. 112.
South Carolina
96,916
125,052
221,968
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
Louisiana
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, 279
3,363 3,
2, 337
5,700
# " 1,579
Digitized by Google
Total southern States.
781,310
940,810
1,722,120
246,677
721,272
998,212
1,722,484
1, 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
8,709,641
4,066,837
4,993,442
5,130,054
10,123,496
1,413,855
"Decrease
885
886
S. Doc. 112.
INLAND WATER-ROUTES.
The following tables are submitted in reference to the inland water-
routes, and the character and value of their trade, so far as they could be
obtained. Application was made to persons in each of the principal
cities for information relating to their inland trade, which was unsuc-
cessful. 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 interest-
ing 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 au-
thentic returns, exhibiting the estimated value of the tonnage of the
leading inland water-routes which connect the tide-waters of the Atlan-
tic with those of the Gulf of Mexico.
There are at the present time four great routes to which the interior
trade of the country has been chiefly confined-the St. Lawrence, the
Erie canal, the Pennsylvania improvements, and the Mississippi river
and its tributaries. All these routes are mutually connected by an in-
terior network of railroads and canals, and merchandise may be for-
warded 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 be-
tween 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 Or-
leans from the interior are compiled from the annual statements which
Digitized by Google
S. Doc. 112.
887
have appeared in the " New Orleans Price Current" for a series of
years. There is no mode of ascertaining the value of property passing
up the Mississippi river from New Orleans: it has, therefore, been
estimated in the following tables to equal three times the amount of
importations of foreign goods.
The want of correct statistical information relating to the trade,
commerce, and navigation of this confederacy is a sufficient reason for
commending, in a special manner, to the public, the volumes recently
published, by Professor DeBow, of the University of Louisiana, enti-
tled The Industrial Resources of the South and West," which can
be profitably consulted by all desirous of obtaining commercial infor-
mation minute in its details and philosophical in its arrangement.
ERIE CANAL ROUTE.
Statement showing the value of each class of property reaching tide-water on
the Hudson during a series of years, ending December 31.
Years.
Products of the
Agriculture.
Manufactures.
Merchandise.
Other articles.
forest.
1851
$10,160,656
$36,394,913
$4,335,783
$329,423
$2,706,733
1850
10,315,117
38,311,546
3,960,864
563,615
2,323,495
1849
7,192,706
38,455,456
3,899,238
508,048
2,319,983
1848
6,909,015
37,336,290
3,834,360
593,619
2,210,623
1847
8,798,873
54,624,849
6,024,518
517,594
3,127,080
1846
8,589,291
33,662,818
4,805,799
276,872
3,770,476
1845
7,759,596
27,612,281
3,432,259
88,497
3,559,658
1844
7,716,032
21,020,065
3,489,570
86,153
2,328,526
1843
5,956,474
18,211,629
2,561,159
56,224
1,667,922
Digitized by Google
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.
Albary.-This city, one of the most ancient, and at one time of first
commercial importance among the marts of America, has direct rela-
tion with colonial trade and lake commerce and navigation.
When it is considered that the extraordinary facilities furnished by
the Hudson river toward reaching the great marts on the Atlantic
coast called into existence, if they did not actually create a necessity
for, those artificial channels through which the great lake commerce
finds its way to tide-water, it will be seen that there is a most intimate
commercial connexion between the great lakes and the ports on the
tide-waters of the Hudson. The whole effect, therefore, of the vast
trade under consideration, is not visible without a sketch of the busi-
ness of those ports-especially as much of the Canada trade, indeed
nearly the whole of it, with this country, reaches tide-water by way of
Albany, and makes part of the commerce of the Hudson.
There are several cities on the banks of this noble river worthy of
notice. Albany, Troy, Lansingburgh, and Waterford, are all places of
thriving business.
Waterford is the most northerly, and lies on the west bank of the
river, nearly opposite Lansingburgh, at the point where the Champlain
and Erie canals form their junction. It is not a large town, but has
some flourishing manufactories, among them several flouring mills, which
add much to its canal commerce.
Lansingburgh, on the opposite side of the river, a little further south,
is an old town, which was engaged in a flourishing river commerce,
carried on by means of sloops and schooners, as early as 1770, with
New York and the West Indies.
The introduction of steam has caused that trade to cease; and Lan-
singburgh, 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 popula-
tion, from 1840 to 1850, 9,451. The city lies on both sides of the Hud-
son, six miles north of Albany, and one hundred and fifty-six from New
York. The principal portion of the city is on the eastern bank of the
river, over which communication is kept up by ferries and a bridge.
Troy is at present, therefore, virtually at the head of steamboat navi-
gation 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
Digitized by Google
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 west-
ern cities, by railway, as will be observed by the accompanying railway
map.
Albany is the oldest and most important of all the river cities. It
was first visited by Hendrick Hudson in 1609, and was settled a few
years later, under the appellation of the manor of Renssellaers-wyck,"
by a colony of Dutch, under the manorial superintendence of Jeremais
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 hill 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 moun-
tainous, 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 numbèrs, and
in 1785 the " Experiment," a sloop of 80 tons, was fitted out here for
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 com-
merce of Albany are at hand ; but much may be learned from the
excellent reports of the auditor of the canal department with regard
to the quantity and value of articles arriving at and going from tide-
water. This will give nearly all the commerce of the river at Albany
and points above.
The number of vessels arriving and departing from Albany, con-
sisting of schooners, sloops, brigs, steamers, propellers, and scows,
was, in 1848, 788, and in 1849, 785. The tonnage entered and cleared
Digitized by Google
890
S. Doc. 112.
at this place, of the same class of vessels, for a series of years, was as
follows :
Tons.
In 1838
36,721
1839
40,369
1840
39,416
1841
50,797
1842
49,356
1843
55,354
1844
65,507
1845
70,985
1846
71,011
1847
97,019
1848
77,983
1849
79,122
Much of this tonnage traded to Boston, New York, and Philadelphia.
The following table shows something of the value of the commerce
of all the tide-water ports for a series of years, as given in the canal
returns:
Property going from tide-water.
Arriving at tide-water.
Years.
Tons.
Value.
Tons.
Value.
1837
122,130
$25,784,147
611,781
$21,822,354
1838
142,802
33,062,858
640,481
23,038,510
1839
142,035
40,094,302
602,128
20,163,199
1840
129,580
36,398,039
669,012
23,213,573
1841
162,715
56,798,447
774,334
27,225,322
1842
123,294
32,314,998
666,626
22,751,013
1843
143,595
42,258,488
836,861
28,453,408
1844
176,737
53,142,403
1,019,094
34,183,167
1845
195,000
55,453,998
1,204,943
45,452,321
1846
213,795
64,628,474
1,362,319
51,105,256
1847
288,267
77,878,766
1,744,283
73,092,414
1848
329,557
77,477,781
1,447,905
50,883,907
1849
315,550
78,481,941
1,579,946
52,375,521
1850
418,370
74,826,999
2,033,863
55,474,637
1851
467,961
80,739,899
1,977,151
53,927,508
1852
531,527
118,896,444
2,234,822
66,893,102
Digitized by Google
S. Doc. 112.
The following table exhibits the proportion of each class of prope
coming to tide-water. That going west was chiefly merchandise:
Years.
The forest.
Agriculture.
Manufactures.
Merchandise.
Other articles.
Tons.
Tons.
Tons.
Tons.
Tons.
1835
540,202
170,945
8,848
2,085
31,102
1836
473,668
173,000
12,906
1,176
35,597
1837
385,017
151,499
10,124
354
64,777
1838
400,877
182,142
8,487
298
48,677
1839
377,720
163,785
8,565
499
51,559
1840
321,709
302,356
8,665
104
36,178
1841
449,095
270,240
17,891
155
36,953
1842
321,480
293,177
16,015
185
35,769
1843
416,173
346,140
29,493
201
44,854
1844
545,202
378,714
32,334
245
62,599
1845
607,930
447,627
49,812
253
99,321
1846
603,010
628,454
46,076
1,796
82,982
1847
666,113
897,717
51,632
4,831
124,090
1848
603,272
685,896
44,867
6,343
107,527
1849
665,547
769,600
44,288
5,873
94,638
1850
947,768
743,232
39,669
7,105
113,273
1851
913,267
891,418
52,302
4,580
115,581
1852
1,064,677
989,268
47,512
10,605
122,760
The following table shows the character, quantity, and value of the
property coming to tide-water on the State canals during the year 1851:
Articles.
Quantity.
Tons.
Value.
The Forest.
Fur and peltry
pounds
484,000
242
$605,200
Boards and scantling
feet
427,038,600
711,731
7,213,226
Shingles
M
47,900
7,185
203,971
Timber
cubic feet
4,237,750
84,755
505,251
Staves
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
913,26S
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
Digitized by Google
892
S. Doc. 112.
STATEMENT-Continued.
Articles.
Quantity.
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
do
244,000
122
16,976
Flour
barrels
3,358,463
362,714
13,436,542
Wheat
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
3,594,313
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
Unmanufact'd tobacco
do
3,702,000
1,851
813,712
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
Manufactures.
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
1,230,354
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
Digitized by Google
S. Doe. 112.
898
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
Eggs
do
3,676,000
1,838
220,652
Mineral coal
do
26,110,000
13,055
58,753
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 property, to the amount of
$8,332,441 landed at Troy and Albany by railway from the west.
There also went west by railway from Albany and Troy 29,112 tons
of merchandise, furniture, and other property.
From the foregoing statements it may be seen that all the property
from the Canadas via Lake Champlain, and all that from the western
States via the canals or central line of railways, destined for New York
or Boston, must pass through these tide-water ports, which it rarely
does without being either transhipped or handled sufficiently to pay a
tribute to the commerce of some one of them.
Albany and Troy are advantageously connected with Boston, New
York, and the lakes Ontario and Erie by excellent water and railway
routes, and, from present appearances, must continue to increase in
commercial wealth and importance so long as the Atlantic cities on
the one hand and the west on the other maintain and multiply their
present traffic with each other.
Digitized by Google
MISSISSIPPI RIVER ROUTE.
894
Statement showing the ralue of cotton, hemp, tobacco, sugar, molasses, pork, bacon, and lard, at New Orleans, during a series of
years, ending September 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
12,678,180
2,625,000
4,134,632
5,879,470
3,381,404
1849
...
41,886,150
695,840
6,166,400
12,396,150
2,400,000
6,632,554
2,992,787
5,024,340
S
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
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
Doc. 112.
1843
1842
...
1841
24,425,115
18,165
3,699,160
3,600,000
450,000
1,542,467
521,912
1,138,919
Digitized by Google
S. Doc. 112.
895
Statement of the comparative ralue of property sent from the seaboard to the
interior via the St. Lawrence, the Hudson, and the Mississippi.
Years.
St. Lawrence.
Hudson.
Mississippi.
1851
$10,956,793
$80,739,899
$38,874,782
1850
74,826,999
33,667,325
1849
78,481,941
30,152,091
1848
77,477,781
28,141,317
1847
77,878,766
27,667,512
1846
64,628,474
21,668,823
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 from tide-water by the several lines of railway.
The following is the estimated business, in tons, taken from official
sources, of the Northern or Ogdensburg, the New York Central, and
the New York and Erie lines. These different lines landed at tide-
water, in the aggregate, 228,107 tons, valued at $11,405,350; and
took from thence to the interior 89,112 tons, valued at $44,556,000.
Comparative statement showing an estimate of the tons of some of the prin-
cipal articles landed at tide-water, and going from thence to the interior,
via the different routes, in 1851.
St. Lawrence.
Hudson.
New 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
84,755
Shingles
76
217
7,185
2
Staves
90
9,177
77,652
58,552
Furs
242
500
Ashes
7
5,576
7,271
Digitized by Google
896
S. Doc. 112,
STATEMENT-Continued.
St. Lawrence.
Hudson.
New Orleans.
Articles.
Tons up.
Tons down.
Tons up.
Tons down.
Tone down.
Agriculture.
Flour
2,177
70,966
362,714
100,138
Wheat
821
16,867
94,910
5,193
Corn
171
3,052
221,633
109,989
Oats
1,501
1,746
57,509
6,949
Rye
38
284
8,083
Barley
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
1,838
Oil cake
3,405
Tobacco
52
135
1,851
54,187
Beef
89
12,215
9,077
Pork
1,399
3,454
7,203
47,205
Bacon
1,635
164
5,452
37,291
Butter
2
1,122
4,784
2,417
Cheese
37
12,801
1,811
Lard
150
5,407
22,766
Tallow
30
413
122
196
Manufactures.
X
Whiskey
230
649
13,938
29,270
Lard oil
25
6
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
3,596
118,273
Molasses
398
1
91,500
Salt
7,297
134
6,408
Coal
9,054
S6
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 tons
120,779
329,621
467,961
1,977,151
1,292 670
Digitized by Google
S. Doc. 112.
897
These figures show correctly the tonnage arriving at and departing
from tide-water on the Hudson by canal, and that passing up and down
the St. Lawrence canals, during the past year. Upon the Mississippi
routes the estimates are based upon the best data obtainable. There
are no means at hand of estimating with any probable degree of accu-
racy the "up" tonnage of the Mississippi. With these additions, the
following table would show the comparative movement upon the dif-
ferent routes:
Comparative statement showing tonnage and value of merchandise sent from
and received at seaboard by way of the New York canals and St. Law-
rence and Mississippi rivers for 1851.
Tons.
Value.
Downward.
New York canals
1,977,151
$53,727,508
New York railroads
228,107
11,405,350
St. Lawrence
329,621
9,153,589
Mississippi
1,292,670
108,051,708
Upward.
New York canals
467,961
80,739,899
New York railroads
89,112
44,556,000
St. Lawrence
120,779
10,956,793
Mississippi
38,874,782
The movement on the Pennsylvania line is not entered in the com-
parative statement, because only the through-tonnage, which is sup-
posed to be represented by the amount transported over the Portage rail-
road, is shown. The amount of this tonnage going east upon this road
for 1851 was 13,696 tons, valued at $125,000; total tonnage going
west, 10,961 tons, valued at $2,779,731. The tonnage of the public
works of Pennsylvania having an eastern direction is derived chiefly
from the produce of the State, which is of great magnitude and im-
portance. For this trade there are two outlets-one by the Columbia
railroad, and one by the Tide-water canal, the returns of the tonnage
of which will be found annexed.
58
Digitized by Google
898
S. Doc. 112.
Tabular statement showing the ralue of property received at seaboard by the
foregoing routes.
Years.
St. Lawrence.
Hudson.
Mississippi.
1851
$9,153,580
$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
484,924,474
857,658,164
The movements for the past year upon the St. Lawrence and Portage
routes only are given, for the want of convenient data. The down-
ward tonnage upon the St. Lawrence canals for 1850 was 212,135,
against 329,621 for 1851, upon which the above estimate is made.
The tonnage is estimated to correspond in value with the estimated
value of similar articles on the Erie canal.
Statement of property sent westward from Philadelphia by railroad in
1851.
Articles.
Amount.
Agricultural productions not specified
pounds
1,422,600
Barley
barrels
7,248
Cotton
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, dry
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
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S. Doc. 112.
899
STATEMENT-Continued.
Articles.
Amount.
Bonnets, boots, &c
pounds
5,029,500
Chinaware and queensware
do
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
Glassware
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
2,480,300
Iron, bar and sheet
do
2,801,300
Nails and spikes
do
561,200
Machinery
do
1,089,400
Spanish 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
Furniture
do
777,200
Oil (except lard oil)
gallons
350,377
Paper
pounds
1,981,600
Rags
do
1,530,900
Straw paper
do
10,200
Tar and rosin
do
2,526,100
Sundries
do
3,359,800
Live stock
do
73,500
Number of cars cleared
56,755
Passengers, miles travelled by emigrants
going west
865,456
Amount of toll received
$392,764 64
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900
S. Doc. 112.
Statement of property received at Philadelphia by 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
do
464,595
Cotton
pounds
581,300
Hemp
do
829,600
Oats
bushels
451,768
Potatoes
do
38,587
Seeds
do
26,039
Tobacco, 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
Dyestuffs
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
3,104
Copper
pounds
156,100
Iron, pigs
do
2,479,900
Iron castings
do
156,100
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
71,600
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-meal
barrels
6,220
Flour
do
315,257
Lard and lard oil
pounds
3,817,200
Soda ashes
do
131,000
Tallow
do
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S. Doc. 112.
901
STATEMENT-Continued.
Articles.
Amount.
Furniture
pounds
638,000
Oil (except lard 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 upward tolls on the Susquehanna and Tide-water
canals.
Articles.
1849.
1850.
1851.
Ale
barrels
Ashes, soda and other
pounds
292,687
1,189,017
15,237
Boats cleared
number
4,676
4,613
5,210
Bacon, pork, beef
pounds
662,261
1,117,541
695,070
Bone dust, guano
do
564,146
765,265
894,428
Bricks
do
1,245,595
1,478,669
936,548
Burr-blocks, 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
do
2,122,062
Fish
barrels
23,270
23,192
22,367
Grindstones
pounds
185,879
170,945
219,500
Glass
182,236
Hides
pounds
1,368,293
Iron
do
12,050,837
4,658,855
1,283,130
Iron ore
do
264,420
Iron castings
do
1,009,498
1,072,053
1,854,261
Leather
do
22,322
Marble
do
562,045
618,487
656,070
Merchandise not specified
do
29,701,790
30,835,069
31,944,140
Nails
kegs
4,779
5,865
5,415
Passengers
number
109
89
132
Plaster
tons
10,694
9,286
8,103
Salt
bushels
173,050
138,214
129,278
Soapstone
pounds
806,155
1,448,255
1,310,400
Sand
do
569,290
421,061
563,483
Sundries
do
1,016,229
1,133,393
1,098,226
Tar, rosin, pitch
barrels
2, 528
3,535
3,658
Wheat
bushels
19,545
461
8,277
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902
S. Doc. 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 and beef.
do
259,632
11,711
2,312,093
Bank
cords
3,304
2,654
3,026
Boats
No
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
129,2 276
Coal, bituminous
do
20,640
17,679
20,673
Charcoal
pounds
1,005,000
30,000
Corn and other grain
bushels
508,897
109,691
591,105
Flour
barrels
86,458
108,227
142,362
Ice
pounds
526,400
Iron, bar and railroad, and nails.
tons
3,212
6, 334
4,128
Iron, bloom, tons, 2,464
pounds
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
868,325
891,811
Lime
bushels
183,970
290,167
349,281
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
62,686,416
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, flox, grass, &c
bushels
16,427
8, 250
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
Tobacco
pounds
66,356
49,134
633,366
Wheat
bushels
840,575
1,131,767
1,032,430
Wood
cords
1,436
3,218
3,573
Wool
pounds
121,683
55,484
27,810
Value of produce received via canals on the Hudson, and at New Orleans
via Mississippi, with United States exports and imports.
Years.
N.Y. canals, at tide-
At New Orleans.
Total.
water.
1840
$23,213,572
1842
22,751,013
$45,716,045
$68,467,508
1845
45,452,321
57,199,122
102,651,443
1848
50,883,907
70,779,151
130,663,058
1850
55,480,941
96,897,873
152,378,814
1851
53,927,508
106,924,083
160,851,591
1852
66,893,102
108,051,708
174,944,810
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S. Doc. 112.
903
INTERNAL TRADE OF THE UNITED STATES.
Under this title an estimate will be formed of the aggregate value of
the lake and river commerce of 1851, and also an estimate of the value
of the entire coasting, canal, and railway 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 produc-
tions.
It is very probable, especially in domestic trade, that the same mer-
chandise or produce may enter into the computation of the aggregate
for the whole country, several different times; but the fact that it is
obliged to pay a commercial tribute at every point where it is handled,
sold, or exchanged, in the shape of commissions, storage, cartage,
cooperage, insurance, etc., renders it as appropriately a portion of the
commerce of the place where its value is enhanced by these expenses,
as though they occurred each time in foreign countries. Thus, a com-
putation 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 enter-
ing into one exchange or, in other words, the proportion of the aggre-
gate productions of the world which are exchanged or put into a
market previous to consumption. In these estimates, therefore, the
gross value of the domestic trade will be considered, and if the results
arrived at be correct, they should nearly correspond with the aggregate
business transacted by all the commercial houses the country.
It has been shown that the domestic or coastwise trade of the lakes
in 1851, was valued at $314,473,458. As it is usual for prices of all
agricultural produce to fluctuate, it is important to know the quantity
as well as value composing the commerce, in order to decide upon the
actual increase or decrease of production. The returns of the district
of " Buffalo creek" show the tons of property composing the imports
and exports at that port; and as the commerce of that district is a
very fair representation of the character of the whole lake commerce,
the tonnage, and value per ton, of the commerce of that port will be
used as a basis in ascertaining the tons of the lake commerce. In this
way, the average value of exports and imports is ascertained to be
$79 19 per ton, which into $314,473,458, as above, gives 3,971,126
tons as the gross imports and exports at all the lake ports. The li-
censed 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 addi-
tion 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 com-
merce. Mr. CORWIN'S report on the "Steam-marine of the Interior"
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904
S. Doc. 112.
states the river tonnage at 135,560 measured tons, which multiplied by
twenty-four, gives 3,253,440 tons. Adding one-fourth, 813,360 tons,
to this amount for flat and keel-boat transportation, and the aggre-
gate is 4,066,800 gross tons. The average value per ton of such prop-
erty received at New Orleans during the year ending August 31, 1852,
was $83 58, which is assumed as a fair representative value of the
whole trade. The gross value of the river commerce in 1851 was
$339,502,744; and the total of lake and river, according to these
estimates, $653,976,202.
None of the enrolled and licensed tonnage of the United States is
engaged in foreign trade. It amounted in 1851 to 2,046,132 tons,
S7,476 of which was engaged in the cod-fisheries, 50,539 tons in the
mackerel fisheries, and 1,854,318 tons in the "coasting trade." The
tonnage of the lakes and rivers is all included in the coasting trade,"
as classified in the treasury returns. The treasury returns for 1852
show that the aggregate registered, enrolled, and licensed tonnage has
been augmented since June 30, 1851, by about ten per cent. If this in-
crease of ten per cent. be added to 1,854,318 tons, an aggregate is ar-
rived at for 1852, of 2,039,749 tons of shipping employed in our do-
mestic "carrying trade" or "exchanges," besides considerable regis-
tered tonnage which frequently enters the coasting trade between the
Atlantic ports and those on the Gulf and the Pacific. It should be re-
marked here that a large proportion of this tonnage is sail, and, there-
fore, incapable of as frequent trips as steam. An investigation, how-
ever, 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 pro-
portion of freight is required to put a steamer in the "passage trade"
in "running trim. Hence, the annual "carrying trade" of a large
steamer is generally less per ton measurement than that of a sailing
vessel. As some of this coasting tonnage is employed only in summer
months, but the major portion of it during the whole year, the capacity
per ton measurement will be assumed in this estimate at 20 gross tons.
This forms an aggregate of property received and discharged, in the
transaction of our domestic trade, of 40,794,980 tons; which estimated
at the mean value ($81 36) per ton of the lake and river commerce of
1851, would constitute a gross sum of $3,319,039,372.
The canal commerce of the United States is prosecuted upon about
3,000 miles of canal, which, excluding the coal trade, cleared and
landed an average of about 6,000 tons per mile. The New York State
canals averaged, in clearances and landings, about 9,000 tons per mile,
but this is above the average for all the canals. At 6,000 tons per
mile, 3,000 miles give 18,000,000 tons, valued at $66 the ton, and form-
ing a gross sum of $1,188,000,000.
There are also completed in this country, 13,315 miles of railway ;
but as 2,500 miles have been opened since January 1, 1852, only 10,815
miles can be considered as having participated in the trade of 1852.
Several of the longest freight lines have received and delivered an ag-
gregate amounting to an average of 2,000 tons per mile; but as many
other lines do a comparatively light freighting business, the average as-
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S. Doc. 112.
905
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 com-
merce amounting to $1,081,500,000.
This is undoubtedly a very unsatisfactory way of computing the
value of our domestic trade, but, until better data can be arrived at,
the fairness of this statement cannot be denied; and it is only put forth
as the nearest approximation. that can be made to accuracy, under our
present system of internal trade returns, in the hope that the startling
results here obtained may arouse those interested in this important
trade to a full investigation of the subject by the collection of authentic
data.
It has been customary heretofore, in making up these or similar esti-
mates, to call the net money-value of property one-half the gross amount.
Though this process may correctly denote the number of tons transport-
ed, it will by no means decide that the same property has not entered
and re-entered, several times, into the general account, as it moved from
point to point in search of a consumer. For convenience, however, the
following tabular statements, showing the gross and net tons and value,
are presented:
NET.
GROSS.
1851.
Tons.
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
653,976,202
NET.
GROSS.
Estimate of 1852.
Tons.
Value.
Tons.
Value.
Coasting trade
20,397,490
$1,659,519,686
40,794,980
$3,319,039,372
Canal commerce
9,000,000
594,000,000
18,000,000
1,188,000,000
Railway commerce
5,407,500
540,750,000
10,815,000
1,081,500,000
Aggregate
34,804,990
2,794,269,686
69,609,980
5,588,539,372
The returns already made from some of the lake ports indicate an
increase over 1851 of over twenty-five per cent. in value of trade, and
&
twenty per cent. increase of tonnage.
This commerce and its necessities have occasioned the construction
in the United States of nearly twenty thousand miles of magnetic tele-
graph, at a cost of little less than $6,000,000.
Comment upon such facts as are here presented, will readily suggest
59
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906
S. Doc. 112.
themselves to the minds of all intelligent men. It will be seen that our
domestic commerce is of incalculable value to us, even as represented by
the "coasting" trade; but when to this is added the value of our whale,
cod, and mackerel fisheries, and our California trade, that is carried
on in registered bottoms, its magnitude will be still more astonishing.
The fact that our domestic exchanges amount, by sale and resale and by
the additional value gained by the labor bestowed in transportation, sale,
&c., annually to over 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.
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ERRATA.
Page 12, third paragraph, first line-for " beginning portion" read beginning.
Page 51, in table, " Excess of lake and river "-instead of " 1,406" read 140.
Page 52, third line from the top-for "latter" read former.
Page 149. The value of lumber in this table should be $1,066,972.
Page 176, fifth paragraph-for Bad river" read Mad river.
Page 177, in the heading of export table-for "total exports" read principal exports.
Page 336, first paragraph, fourth line from top-for "longitude" read latitude.
Page 447, in the head of table-for St. -" read St. Ann's.
Page 700. The paragraph commencing "The following table" refers to the table on the
preceding page.
Page 702. The fourth paragraph, commencing "The principle," &c., should be considered
as stricken out.
Page 794, first paragraph incorrectly punctuated: for "deltas" read delta; Row-and leave
out the word "flow" in preceding line.
Page 804, in the table of wrecks, the different per-centages of salvage expenses and aggre-
gates are erroneously printed.
Page 822. In some of the copies the figures were erroneously placed, and the additions are
therefore incorrect. The hands employed, 787,500; and aeres in cotton in 1852, 6,300,000;
and same corrections at page 829.
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