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THE
MERCHANTS’ MAGAZINE
AND
COMMERCIAL
REVIEW.
A U G U S T , 1861.
T H E R A I L - R O A D S Y S T E M OF M A S S A C H U S E T T S .
I. W ealth
of M assachusetts . II. T he first C a n a l a n d the f ir s t R a il -R o a d . III. E a rly
R a il -R oad progress in the C om m on w ealth . IV . F in a n c ia l P olicy . V. R a il -R oad E x
A l b a n y . V I. T he R evu lsion of 1857. V II. H orse R a il -R o a d s . V III. T he
B oston a n d W orcester R a il -R o a d . IX . T iie B oston a n d L o w e l l R a il -R o a d . X . T he
B oston a nd P rovidence R a il -R o a d . X I. T he E astern R a il -R o a d . X II. TnE B oston and
M a in e R a il -R o a d . X III. T he F itchburg R a il -R oad . X IV . T he F a l l R iv e r R a il -R o a d .
X V . T he B oston a n d N e w - Y ork C en tr al R a il -R o a d . X Y I. T he W estern R a il -R o a d .
X V II. T he T roy a n d G r eenfield R a il -R o a d . X V III. C onclusions .
tension to
T h e Commonwealth o f Massachusetts, at the close of the Revolution,
was deeply in debt. It had made great sacrifices, both of blood and
treasure, and its public debt exceeded the value o f its soil, and of all its
goods, chattels and other convertible property. Seventy-eight years have
elapsed since the close of the war, and energy, skill and frugality, although
planted on a rock, and in an area less than one-fourth that o f South Caro
lina, have done their work.
The Commonwealth has extinguished its debt, survived the successive
shocks given to its commerce by the French war, the embargoes, the re
strictive acts, the loss o f the first navy, the second war with England,
tariffs and repeals o f tariffs, and now exhibits a population o f a million
and a quarter, actually more than 170 to the square mile, and an amount
o f wealth assessed by the census o f 1860 at $897,000,000.
In this valuation many omissions occur. Little or no account is taken
o f deposits in savings banks, which now contain fifty millions. A t least
two hundred dollars in stock and furniture for each family in the State are
free from assessment or seizure, and not returned in the valuation. This
will amount to fifty millions more.
Nor is anything included in this valuation for the property of the State.
The navy yard, courts, custom-houses and arsenal of the United States.
The schools, colleges, court-houses, vacant land and other property o f
towns, cities and counties.
8
VOL. x l v .— NO. II.
114
The Rail-Road System o f Massachusetts.
The churches and other religious edifices, with the addition of these
and the omissions o f the assessors, who overlook a large part of the personal
property, it would be safe to compute the wealth of the State as exceed
ing twelve hundred millions o f dollars, and a v e r a g i n g one thousand dol
lars for every person in the Commonwealth.
The railway system has contributed much to this wealth. It has given
new value to lands and waterfalls. It has cheapened the movement of
materials and products, now estimated at four hundred millions annually.
It has furnished new inlets for salt, plaster, coal and breadstuffs.
During the decade from 1840 to 1850, when it expanded most, the
valuation of the State rose from three hundred to six hundred millions,
and during the last decade, w'hen the expansion was less active, at least
two hundred and ninety-seven millions more were added to the aggre
gate, and Massachusetts to-day exhibits an average o f property pc?- capita
equal to that of Great Britain, enriched by the accumulation of twenty cen
turies, for her aggregate to-day, for thirty millions o f people, is rated by
the Edinburgh Review at six thousand millions sterling.
This progress, o f course, is not to be ascribed to the railway system alone.
Nor is it due to the soil or climate, for they allow but few products to be
raised. Nor is it due to artificial stimulants in the shape of tariffs, for
Massachusetts has adapted herself to all systems, and asks no tariff to-day
except such as the nation requires for revenue. Much is doubtless due
to the inborn energy o f her people and to her system o f schools, by
which her labor has been educated and her male operatives been enabled
to average at least thirty-five dollars per month, while her female opera
tives have averaged at least sixteen; but one o f the most effective pieces
o f mechanism she has set in motion by her educated labor has been the
railway system.
It has superseded canals, stages and teams, adapted itself to the ice and
snow of her winters, successfully crossed her ranges of mountains, and,
to some extent, superseded her coast navigation.
II. Massachusetts commenced early in the career o f improvement, and
built the first canal and the first rail-road in the United States. Soon
after the Revolution she began the Middlesex Canal, to unite the Merrimac
River with Boston. Capital was then limited, but the work was com
pleted before 1808, and when, long afterwards, New-York commenced her
Erie Canal, her commissioners came on to Massachusetts to examine the
locks o f the Middlesex.
The Quincy Rail-Road followed, and upon this the stone for the Bunker
Hill Monument was carried, by horse-power, on cars connected by frame
work, which are supposed to have first suggested the idea of the long pas
senger-car. This rail-road preceded the Baltimore and Ohio and Albany
and Schenectady Rail-Roads, the first passenger line o f this country.
III. No material progress, however, was made in railways until 1834,
when sections o f the Boston and Worcester, Boston and Lowell and
Boston and Providence lines were opened, and the locomotive set in
motion.
The public are indebted to the Railway Times, o f Boston, for a series
of tables which exhibit the progress o f our railway system, and furnish a
large amount o f valuable data, from which the public may draw many
inferences.
It appears by these tables, that in 1842 there were completed in Mas
The Rail-Road System o f Massachusetts.
115
sachusetts 431 miles o f rail-road, and in the succeeding fourteen years
these increased to 1,325, an average growth o f fifteen per cent, per
annum. Since 1856, the entire growth in Massachusetts has been but
forty-six miles, or less than four per cent, per annum. W ith few excep
tions, the whole State has been threaded by rail-roads, and sixty miles
more now in progress, or contemplated, will carry them through the
Deerfield Valley, and to the extremities of Cape Ann and Cape Cod,
and leave but little space for future expansion. There has been, how
ever, and probably will continue to be, a perceptible improvement in the
condition of the lines o f Massachusetts; and, besides the main lines and
branches, more than five hundred and forty miles of second tracks and
sidings have been laid down in Massachusetts.
In 1842 the cost of the lines in this State amounted to $19,241,000 ;
in 1860 it had risen more than two hundred per cent.— to $60,107,000.
In 1842 rail-roads had received a check, and became comparatively
stationary; but in 1845 they received a new impulse, and from that
period to 1851 the outlay for construction became large, averaging
more than five millions yearly, and rising in the last named year to
fourteen millions o f dollars.
IV.
The outlay continued, on a reduced rate, to 1856, when the cost
had risen to sixty-tliree millions; but from 1856 to 1861 a portion of
the income had been applied to reduce construction, and a diminution
of nearly three millions in cost has thus been effected, while the equipage
and stations have been enlarged, and the tracks extended forty-six miles.
The average net income o f the lines appears to have grown from 5.26
per cent, on cost in 1842, until in 1847 it culminated at 7.95 per cent.
From this point it gradually declined to 5.68 per cent, in 1855. It is
again in the ascendant, having risen from this to 7.10 per cent, in 1860.
Upon recurring to the income o f the lines, it appears that the gross reve
nue has risen from $1,971,787 in 1842, to $9,936,391 in 1860 ; so that,
while the length and cost o f lines have trebled, the income has increased
at least five-fold in the same period. The movement in revenue, although
at times irregular, has been constantly progressive. From 1842 to 1845
the passenger revenue increased at an average rate o f eight per cent,
annually. From 1845 to 1850 it gained 22 per cent, annually; from
from 1850 to 1856, 7 per cen t.; from 1856 to 1860, 1 per cent. The
income from freight has increased more uniformly. From 1842 to 1845
it averaged an annual gain of 22 per cen t.; from 1845 to 1852, 15 per
cent.; from 1852 to 1860, 10 per cent. And now the income from
freight exceeds that from passengers, and defrays seven-eighths of the
expenses of maintaining the whole railway service o f the State.
The number o f passengers transported annually has increased to
12,389,598, and the tons transported to 3,912,379.
Upon referring to the expense account, we find a very slow and gradual
rise from 72 cents per mile run in 1842, to 76 cents in 1851 ; but for the
succeeding six years the rate rapidly advanced from 76 cents to $1 10
per mile in 1857, an increase o f at least 44 per cent. From 1857 the
cost has rapidly declined to 89 cents per mile in 1860; and there is
reason to believe, that if tolls and interest, now included in expenses by
some of the rail-roads, were omitted, the rate would stand to-day below
83 cents per mile traversed.
These data shed some light upon the history o f the past.
116
The Rail-Road System o f Massachusetts.
V.
In 1843 the revival o f business under the new tariff, the extension
of the Western Rail-Road to Albany, and a reduction on railway charges,
gave a new impulse to the system. Many lines were commenced, and
much capital took this direction. Large returns o f net income in 1847,
when the Irish famine gave another impulse to travel and business, drew
more capital into railway's, and a rapid expansion followed.
The check given to manufactures by the tariff o f 1846, which threw
burthens on the raw material, drew still more capital into railways, and
for one or two years Massachusetts devoted, at home and abroad, at least
twenty to thirty millions annually to rail-roads.
W ith the discovery o f gold in California and the expansion o f rail-roads
in other States, there came an increased demand for capital and artisans ;
interest and wages advanced; competition arose; renovation became
necessary; expenses increased, and heavy losses and sacrifices followed.
Y I. The net income declined, and the value of stocks depreciated as
a necessary consequence.
This decline, and the shock given by 1857 to credit and to enterprise,
again reduced prices and taught economy. The number and speed of
trains were reduced; supernumeraries were discharged; materials and
wages fell; coal was substituted for wood, with great advantage; debts
were funded, and income applied to the reduction o f indebtedness.
As cost was thus diminished, the natural growth o f business, which
has attended rail-roads in every country, aided by a diminution o f ex
pense, has promoted recovery; stocks have again risen from their depres
sion. They are fast recovering the confidence o f the public, and are
again considered a safe and remunerative class of investments.
Some effects have followed the growth o f railways in Massachusetts
which deserve the attention of the political econom ist:
First.— They have superseded three important canals, which were once
In active use, the Middlesex, the Hampshire and Hampden, and the
Blackstone, with a series o f works on the Connecticut and Merrimac.
Cheap and rapid transit on lines which crossed both rivers and moun
tains and bid defiance to winter’ s ice and snow, diverted the traffic from
the slow canal with its wearisome lockage, ice-bound half the year.
Canals are now abandoned in Massachusetts.
Second.— They have greatly stimulated the growth o f cities and vil
lages, attracting population and manufactures to the line of the iron way.
The gro wth of population in Massachusetts, still more than two per cent,
annually, is confined to cities and villages. Some o f the inferior farms
have been devoted to the production o f fuel, in many places worth $3
per cord as it stands, although other farms are more highly cultivated.
Third.— The freight has grown with more rapidity than the passenger
traffic. In 1842 it furnished but one-third the revenue; now it supplies
more than half, and still continues to gain upon passengers. Much of
this freight may be regarded as the creation of the railway. Masses of
ice, coal and timber arc thus set in motion, and made tributary to com
merce and useful to the world.
Fourth.— The State is able, by its railway system, to convene its
people, to concentrate its whole military force upon a single point and
in a single day, upon a few hours’ notice. The votes o f two hundred
The Rail-Road System o f Massachusetts.
117
thousand citizens ai'e announced the morning after the polls are closed.
Immense bodies are collected on festive days, and in the event o f any
attack upon the State, this power o f rapid concentration and action will
he most effective for the common defence.
Fifth.— The effects o f high and low prices have been effectually tested.
The charge for passengers has ranged from
to 2 cents per mile, upon
various lines and at various periods. Competition, experiment and suc
cess have reduced prices to the lower standard, and with the growth of
expenses and in periods of depression they have again advanced.
Low prices increased numbers, stimulated building and promoted the
growth of traffic, while they have awakened the jealousy of stockholdersengaged in trade, who usually look to the advance o f prices as the sure
road to wealth.
The result has been, that the public mind is settling down upon the
rate of 2 to 3 cents per passenger a mile for the long traffic, and 2 cents
per mile for the short traffic, with a charge for season tickets equivalent
to 1 or l£ cents a mile for each passage.
The freight is allowed to vary according to value, quantity, distance and!
gradients, from
to 8 cents per mile.
Sixth.— The rail-roads of Massachusetts have gradually reduced their
debt until it now constitutes less than one-fourth of the capital o f our
companies, and their policy seems to be to effect its extinguishment.
Out of debt, out o f danger, is the lesson taught them by experience. Of
late years they have reserved nearly a fourth of their income for reduc
tion of debt and improvements, and now hold nearly six millions in
surplus and sinking funds.
Seventh.— Another effect has attended the growth o f rail-roads and
their extension through the streets of cities, viz., the introduction o f an
admirable system o f horse railways— a minor edition o f the rail-road
itself.
VII.
During the year 1860, fifty-seven miles of horse raihvays have
been in operation in Massachusetts, and by the close o f the year two of
them were extended from Boston to Lynn, on lines ten to eleven
miles in length; and during 1860, 13,695,000 passengers (actually more
than on the steam roads) were transported upon the horse railways of
Massachusetts, at an average charge o f about 2 cents per mile.
The cost of these lines is now reported as close upon three millions;
their net revenue is 9 per cent., and the cost o f conducting them is rated
at 20 cents in the cities and 15 cents in the country for each mile run
by the two-horse cars, which transport usually not far from an average of
fifteen passengers. The cost o f transportation is thus apparently 1 to 1^
cents per passenger a mile, and where passengers abound, a charge o f two
cents per mile is found amply remunerative.
Although the cost of these lines has been greatly enhanced by experi
ments and by a process known as watering the stock, viz., by issues at a
fictitious cost, it is now generally understood that a horse railway can be
made of good quality, at a cost o f $5,000 per mile on country roads, and
$10,000 to $15,000 per mile in cities, exclusive of the equipage, stables
and changes o f grade.
W e have thus glanced at the general system o f the State, its progress,
118
The Rail-Road System o f Massachusetts.
its trials and its effects. To appreciate it better, it is desirable to exam
ine some of the leading rail-roads o f Massachusetts.
V III.
The Boston and Worcester Rail-Road.— This road is one of the
pioneer lines of the State. In the early spring o f 1834, the first section
of ten miles was opened for use, and on the morning o f the first o f May
the locomotive was set in motion. There was no bonnet upon the engine,
and a large party of ladies, with their beaus, enlivened by a host o f sparks,
made their first excursion by steam from Boston into the country.
This line commenced with very limited means; and having no direct
natural valley to follow, a devious route was pursued, conforming closely
to the surface, with a ruling gradient of thirty feet to the mile, and a
narrow location was adopted. A light edge rail, weighing less than forty
pounds to the yard, was introduced and laid, principally upon ties of
white cedar embedded in the primitive soil, and little space was allowed
for drainage.
The company were induced, by a grant of several acres o f land, at a
nominal price, to establish their Boston station upon the South C ove;
but in the provision o f land and buildings, the growth of business was
greatly underrated. The provision for freight consisted o f an open yard,
with a small wharf, store and freight-house, which would not receive at
once more than two or three long cars.
From 1834 to 1840, the whole capital raised was but $1,840,000.
The equipage of the line consisted, for several years, of a few light
engines and single cars, for both freight and passengers, some o f which
were imported from England. Worcester was then a village with four
or five thousand people, whose trade sought the New-York and Providence
markets by the Blackstone Canal. It offered so little merchandise, that
for some time the average freight from Worcester to Boston did not
exceed twelve tons per train. Until the close o f 1839, the line drew a
very moderate income from its light local traffic. Its rails were injured,
its tracks disturbed by frost, its cars and engines worn out by use or gone
out of fashion, and its depots unsuited to the day. Its charges had been
as high as 41 cents per passenger a mile, and its rate for freight up to
7 to 8 cents per ton a mile, from which rates it with difficulty paid a
moderate dividend, and accidents frequently occurred, from the deterio
ration o f its tracks and engines.
But in 1839 the Norwich and Worcester and the Western Rail-Roads
were opened, from tide-water at Norwich and the navigable waters of the
Connecticut at Springfield, into Worcester, and a new impulse was given
to the Boston and Worcester line. An investigating committee, in 1846,
reported its defects, and suggested some o f the remedies to the stock
holders, and prompt measures were taken for its renovation. The capital
was rapidly increased, by stock and bonds, from $1,840,000 to $5,500,000,
three times the original amount; the road-bed was raised, widened and
graveled, new rails were provided, a second track laid, branches opened,
and superior engines and long cars purchased. Several acres o f land were
obtained, at high prices, and extensive depots and engine-houses erected,
and the revenue rapidly increased, and the dividends soon rose to eight
per cent, per annum.
For a time the directors adhered to their system o f high prices, and
induced the Western Railway to charge $6 50 per ton and $3 75 per
The Rail-Road System o f Massachusetts.
119
passenger between Boston and Springfield, and business was thus for a
time repelled; and when the Western Rail-Road adopted rates very
nearlv the same as those now established, the Boston and Worcester
line declined to take a pro rata share, and commissioners were called in
to adjust the difference ; but gradually moderate rates were established,
special trains, with season tickets and low fares, were set in motion, and
now the Boston and Worcester Rail-Road exhibits a line fringed with
villages, villas and suburban residences, and has raised its revenue from
$210,000 in 1837 to more than a million in 1860. It has, doubtless, in
the past, shown some want o f prescience. It has made more branches
than are profitable ; the renovation of its tracks and road-bed, and the ac
quisition of land after use have enhanced its value, and doubtless carried
its capital to an unnecessary height; but in the past ten years its cost has
been reduced from income more than half a million. It divides eight per
cent., and it is now conducted, by its present officers, with a degree of
promptitude, efficiency and success alike acceptable to the public and
the shareholders.
IX .
The Boston and Lowell Rail-Road.— This line, from Boston to
Lowell, twenty-five miles, was constructed at the same time with the
Boston and Worcester, and considered a very bold experiment, as it run
nearly parallel with the Middlesex Canal. Its engineer aimed at a level
route, and its gradients, except for a few feet near its Lowell terminus,
did not exceed ten feet to the mile, and heavy expenses in cuts and
embankments were incurred to secure this gradient and curves of large
radius. Road crossings were generally avoided, extensive depot grounds
and accommodations were obtained at Cambridge and Boston, a liberal
provision was made for the future, and a second track was soon provided.
The fish-belly rail, popular in England, was first selected, and laid down
upon stone cross-ties, upon a well-ballasted surface. These ties have
proved less elastic and durable than those of wood. The cost o f the
line in 1837 was but $1,500,000, but it was carried soon after, by the
completion of its second tracks and depot grounds, to $1,800,000; and,
with a slight addition o f debt for new equipage and the short branch at
Woburn, the capital, for some twenty years, has continued stationary.
The stand-still policy has, until very recently, been the policy o f the
Boston and Lowell line; and this is almost as dangerous as the expansion
policy. W hile the city o f Lowell and the local business were annually
progressive, other parties took up the subject of branches, and shaped
them so as to divert the legitimate business of the Boston and Lowell
line. A line was carried from Nashua to Worcester, diverting largely
from the trunk line. The Manchester and Lawrence line made another
diversion from the trunk line. The Lowell and Salem Rail-Road became
another competitor, and, crossing the Boston and Maine, which might
easily have been retained as a tributary, competed for all the heavy
freight of the factories, and for a part o f the Boston passenger. The
Fitchburg line diverted also a business that might have been attracted
to the Boston and Lowell and the trunk of the Boston and Lowell line.
Like a solid oak, stripped o f its leaves and denuded of its branches, it
stood for a time almost in solitary grandeur, a warning to other lines
not to neglect branch accommodation. Its stock declined from a high
premium to about fifty per cent. A t length a new policy was inaugu
120
The Rail-Road System o f Massachusetts.
rated. Treaties were made, binding more closely to it the Nashua and
Lowell line, and giving it the control o f the Lowell branches. The
diversion of business was thus arrested, and, under the able management
of the present dynasty, the stock has risen above par, and good dividends
are returned to the stockholders.
X.
The Boston and Providence Rail-Road.— This line, 43 miles in
length, is coeval also with the Boston and Worcester, and in 1835 came
into active operation.
Its original cost was a little less than $1,800,000, and as it occupied
an important route both to Providence and New-York, and succeeded to
a large business previously conducted by teams and stages, it soon became
a successful enterprise and made large dividends to the stockholders. It
was distinguished at first for high charges. Its rates for passengers were
4 f to 5 cents per mile, and its rate for freight was five dollars per ton, or
twelve cents per ton a mile. But these high rates and a close and exclu
sive alliance with a line o f steamers running through the Sound, aroused
jealousy and opposition.
The Seekonk Branch was built, and a strenuous effort made to break
the monopoly, which involved the company in a considerable expenditure.
After this the Norwich and Worcester line obtained the State aid, and
was pressed through with energy and much popular favor, in consequence
of the high charges upon the Boston and Providence line ; and when this
new line was opened, in 1839, the net income of the Boston and Provi
dence was reduced more than fifty per cent., and in 1840 its net revenue
fell from ten to four and a half per cent.
The directors, who had to this point resisted the popular current,
were at length obliged to reduce their passenger rates twenty-five per
cent., and their freight charges forty per cent.
The effect o f these measures was electric. Their warehouses soon
overflowed with freight; a large amount o f Providence business was soon
diverted from New-York to Boston, and the foundation was laid for an
active intercourse between Rhode Island and Massachusetts. The rail
road company was compelled to enlarge and rebuild its station-houses,
and some gentlemen who had resisted all changes and listened with in
credulity to the predictions o f the results which occurred, at length
commended the wisdom evinced in the new measures adopted.
From 1840 to 1847 the line continued to revive with the rapid growth
o f business, and in the latter year had again recovered its early prosperity
and made large and satisfactory dividends; hut success itself is often be
wildering.
Large expenditures were made for a costly branch from W est Roxbury
to Dedham, a point already reached by a branch ; an improvement which
for a long time gave no adequate return. And further and still larger
expenditures were made for a new route from the main track through
Pawtucket to Providence, to avoid a ferry; some second track was also
laid and costly buildings were erected.
B y these measures the cost o f construction was suddenly doubled, and
the amount carried from $1,800,000 to $3,600,000, without securing any
important feeder to the line.
This sudden change gave a severe shock to the company, which for
several years found it very difficult to meet its interest, and a six per cent.
The Rail-Road System o f Massachusetts.
121
dividend, in place o f the eight per cent, previously p aid ; but the gradual
growth of business, the substitution o f coal for wood and the beneficent
hand o f time, are again reducing the cost and swelling the dividend.
Had the West Roxbury Branch been omitted, and the Providence im
provements been gradually effected, no check need have been given to
the prosperity of the company. This second lesson will probably need
no repetition.
X I.
The Eastern Rail-Road.— This is another important trunk line,
leading from Boston along the eastern coast, through Lynn, Salem and
Newburyport to the line of New-Hampshire. It was opened to Ipswich
in 1839, and to the State line in November, 1840. Before its construction
many of the best appointed stages run between Salem and Boston, and
the new line reduced at least one-half both the time of transit and the
cost of conveyance.
In selecting the original route it was a serious question whether it was
most advisable to make a detour from Salem by Danvers and Charles
town to Boston, thus increasing the expense, adding a few miles to dis
tance, but accommodating a large population and avoiding the ferry, or to
adopt the more direct route by East Boston and the ferry. The engineer
chose the least expensive and more direct course. The route he chose
had certainly many advantages; it was nearly level, free from curvature,
crossed few highways at grade, and comported best with the very mode
rate means of the company. It was connected with Boston proper by a
commodious steam ferry.
In the construction o f the line a light-edge rail was adopted. A t a
subsequent period a heavier rail, laid on longitudinal sills, was introduced,
but these sills were affected by the frost and were eventually discarded.
The new line was for a series o f years well conducted and eminently
successful. It commenced with six per cent, dividends, in 1841, and
raised them to eight per cent, in 1845, at which rate they were main
tained for the seven succeeding years, under the able management of
D a v id A. N e a l , Esq.
In 1845 the cost o f the line, including a branch to Marblehead, was
but $2,471,561, represented by—
The capital,.............................................................
State loan, funded at 5 per cent.,........................
Surplus earnings,....................................................
Balance,........ ; ........................................................
$ 1,800,000
500,000
125,000
46,561
$2,471,561
And the net income over expenses and interest was $221,376, or
more than twelve per cent, on the capital. And here we are again ad
monished how great are the dangers of success. Deterioration was then
but little felt; the country was prosperous, the prospect o f the future
brilliant, and the company, in the course of 1846, commenced two
branches to Salisbury and Gloucester. B y these and other improve
ments the cost of construction was gradually increased, until, in January,
1852, it had risen to $3,647,000.
Represented by capital,.........................................
State loan, at 5 per cent.,.....................................
Floating debt,.........................................................
$ 2,850,000
500,000
297,000
122
The Rail-Road System o f Massachusetts.
The company was still successful; its net income over expenses had
attained to $317,000 in 1850, and it had continued to pay its eight per
cent, dividends with great regularity; but new perils were at hand ; the
dangerous element of a floating debt had grown out of the new branches;
rival companies had built a branch from the Boston and Maine line at
South Reading to Salem, which made the distance from Boston to Salem
twenty miles, against fourteen by the Eastern Rail-Road. Another com
pany had made a branch from the same line to the western side o f the
city o f Lynn.
W ith its direct and local route and other sources o f business, it is safe
to say that the Eastern Rail-Road could have put down these feeble
rivals by competition at reduced prices; but its managers became
alarmed, and fell into the error o f buying both at an advance upon their
cost, and into the still more serious error o f constructing a new and cir
cuitous route from their maine line in Chelsea into the city of Boston,
with a view to avoid the ferry, and launched into the heavy expenditures
which both these measures required, without any issue o f new stock,
without any just appreciation o f the cost, and with the burthen of a
floating debt hanging over them, and money worth more than ordinary
interest.
A heavy debt was then created. Notes at one or two per cent, a month
were thrown upon the market, and facilities afforded to an unscrupulous
treasurer to dispose o f funds. The net income was reduced. The prin
cipal part o f it was absorbed by interest, and the dividends were sus
pended six years from 1854.
It is difficult to determine from the annual reports the precise cost o f
the South Reading and Saugus branches, hut from January 1, 1852, to
January 1, 1853, during which period the branches were purchased, the
floating debt was increased $665,906, most of which was probably paid
for the branches. And from January 1, 1853, to January 1, 1856, the
debt was further increased $1,487,000, nearly all of which must have
sprung from the entrance into Boston and the defalcations o f the treasurer
incident to the floating debt created.
In January, 1856, the account o f the company, after its purchases and
improvements, stood as follows:
Capital,...............................................................
Funded and floating d eb t,...............................
$ 2,853,400
2,949,737
In place o f (in 1852,).......................................
$ 5,803,137
3,647,000
W hile the debt had thus increased $2,156,137, the net income, which
before the purchase and extension was, in 1850, $317,000, had actually
fallen, in 1855, to $305,000.
The entire outlay for the branches and extension, made at a period
when labor and materials vrere rising, had thus resulted in a yearly loss
of more than the interest paid on the whole outlay ; surely a severe lesson.
The stock o f this company, under this disaster, fell to 38 per cent., and
a part o f the burthen has been throw-n upon the public, many o f whom,
on their way from Salem to Boston, have been compelled to make the
detour by Saugus, (doubling the Cape or going round the Horn as the
seafaring passengers express it,) and paying additional prices for increased
detention.
The Rail-Road System o f Massachusetts.
123
But it is difficult to destroy a rail-road. For six years the directors
have devoted income to debt, and have at length reduced the enormous
debt nearly one-half. Income has gradually increased, the stock has
risen to 72 per cent., the line has earned more than six per cent,, and
dividends on its capital have been resumed. The sky is not yet, how
ever, entirely clear ; the present managers have yet to learn the policy of
burnetizing their timber, and of conciliating the public by such mode
rate prices as were charged in the prosperous days of the road, and run
ning an evening train, to the neglect o f which they may ascribe, in a
greater or less degree, the new horse railway from Lynn to Boston.
X II. The Boston and Maine Rail-Road.— This important line was
originally a humble scion or offshoot from the Boston and Lowell RailRoad. It was a branch of about seven miles, from Wilmington to An
dover. It was gradually extended to Haverhill, Exeter, Dover and Ber
wick, intersecting the Merrimac, Exeter and Cocheco Rivers at their lower
waterfalls.
Although the Boston and Lowell line had entered Boston with a direct
route and double track, the branch was induced, by some neglect or in
attention to its interest, to apply, in 1844, for a separate entrance into
Boston, relying upon the heavy toll it would save and the local business
it might develop upon an independent track for its indemnity. Its
prayer was granted by the State, and a new road, with double track, was
at once laid into the heart of Boston, under the direction o f J am es
H a y w a r d , Esq., the eminent engineer who had been connected with the
enterprise from its inception, and directed it until its completion. This
is undoubtedly one of the best planned and most successful enterprises
in the State. Judiciously located, carefully built, it has well rewarded
the talent, experience and good judgment which have been devoted to its
construction. Skilfully and liberally managed, it has built up villages
along its line, given a great impulse to the city o f Lawrence and every
village it has touched, and drawn in feeders from every quarter.
It has met with some drawbacks from fires and ambitious shareholders
who would have grasped its power and patronage, and ousted those who
were the authors of its prosperity, but it has surmounted all these evils
and now stands on terra firma.
X III. The Fitchburg Rail-Road.— After the completion o f the Boston
and Worcester and the Boston and Lowell Rail-Roads the triangle between
them remained for ten years unoccupied. The great stage line from
Boston to Keene, Troy and Rutland passed through Waltham and Fitch
burg, but most of the stages and teams were diverted, and the intervening
country was depressed by the influence of the rail-roads to the right and
to the left. Unsuccessful appeals were made to the Boston and Worcester
direction to send off a branch from Framingham. Urgent requests were
also made to the directors of the Boston and Lowell to construct a branch
to Fitchburg; but this also proved unavailing, and, in 1842, Col. A l v a h
C r o c k e r , who had made himself familiar with the country when the
early surveys for a canal were made by Col. B a l d w in , planned the en
terprise o f an independent line to Boston. He addressed the people
upon the route, called a convention, and took active measures to procure
a charter.
124
The Rail-Road System o f Massachusetts.
The charter was granted in 1842. Very favorable contracts were made
for construction, and the iron was purchased in England for the very low
price of $22 75 per ton, by a committee o f the directors. Although the
means of the company were limited, they made liberal provisions for the
future. They purchased some fifteen acres of land for freight grounds,
fronting upon the harbor, and with tracks leading to deep water piers. They
adopted a generous width of five rods in the location, a substantial rail
and improved engines and cars, and by adopting a ruling gradient of
forty feet, and pursuing the course of several valleys, were enabled to make
a surface road, and to touch many important villages.
The road was substantially built in 1844, and the revenue o f the en
suing year, about $208,000, confirmed the predictions of the directors,
who had estimated it at $200,000.
The entire cost o f the line, down to January, 1847, for fifty miles, in
cluding stations, equipage and some five miles of second track, was but
$1,875,000.
From January, 1845, to 1853 the line enjoyed a high degree o f pros
perity. Its dividends ran to ten per cent., and its successive issues of
stock sold at high premiums, atone period rising to 30 per cent, advance.
Lines radiated from it to Greenfield, Bellows Falls, Burlington, Mon
treal and Ogdonsburg, and its directors, encouraged by the prospect of a
growing business, were induced to extend the line across Charles River
into Boston, to erect spacious warehouses and ah elegant passenger house,
to lay down a second track for the entire length o f the line, and to avert
competition were induced to construct several small branches. Passen
gers were transported at two to two and a half cents per mile, and a vast
business in ice was developed, which was transported five to seven miles
at forty cents per ton.
A t length, however, the day o f trial came for the Fitchburg. The new
routes into the interior called for additional and express trains at high
rates of speed, and contributed no adequate return either in passengers
or low-priced freight; indeed, in some instances they diverted an important
traffic in flour and grain from the Fitchburg line.
The second track, although laid down with iron at forty dollars per ton,
called for at least fifty thousand dollars annual net income to defray repairs
and interest. The express trains required at least an equal amount, and
rails, cars and engines, under high speed, demanded a large outlay for
renovation. Coincident with this came a rise in labor and materials.
Under the combined influence o f these causes, the net revenue declined,
and became inadequate to meet the customary dividend, and in 1854 the
dividends were suspended.
But the Fitchburg Rail-Road, although temporarily depressed, and al
though its great line o f traffic across the Hoosac to Troy still remained
unfinished, possessed great inherent vigor and recuperative power, and
it had been honestly administered. Express trains have been withdrawn,
speed reduced, all debts extinguished by surplus revenue, dividends have
been resumed, and its bridges widened for side tracks and stations; a
tributary line, twenty-seven miles in length, has been purchased, and
paid for out of income, and a lease o f $22,000 per annum has been
extinguished ; a branch to Watertown, once suspended, has been adver
tised to run ; and now the Fitchburg line, with a growing business and
vast provision of ground, wharves, stations and tracks for its great pros
The Rail-Road System o f Massachusetts.
125
pective business, is frugally and faithfully administered, and stands in a
position of strength and security.
Among the remedial measures adopted by the present board was an
advance on rates, which were placed low at the inception o f the enter
prise to invite and attract business. The rise on freight has proved bene
ficial ; the rise on passengers has been less satisfactory, having given some
stimulus to horse railways, for the distance of seven miles from Boston ;
and the managers o f the line have found, in several instances, a reduction
of rates highly beneficial.
The Fitchburg Rail-Road Company now hold 150 miles o f track in the
main line and branches, at least three miles o f water-front in Boston
harbor, and a large surplus fund, costing, altogether, about §3,560,000.
If we exclude terminal stations, depot grounds and equipage, the entire
cost o f its tracks, for superstructure, land, road-bed and construction, will
fall below §14,000 per mile.
X IY . The Old Colony and Fall River Rail-Road.— The Old Colony
Rail-Road, from Boston to Plymouth, (the spot where the Pilgrims
landed,) thirty-seven miles in length, was opened in December, 1845.
It was not, however, fully completed until the close o f the ensuing year,
and suffered from having been run at sub-grade. W ith the exception of
a commission paid to the treasurer, nominally for importing the iron, but
really for his services in raising the funds, it was, like most o f the Massa
chusetts lines, built with enconomy and fidelity to the interest o f the
company.
The selection of the route was made by commissioners. They chose
the Abington iu preference to the Bridgewater route, which was more
circuitous, but more productive o f freight and better adapted to future
extension. The two routes diverge in the town of Braintree, eleven miles
from Boston.
The decision in favor of the Abington route led to a petition for a
branch from Braintree to Bridgewater, passing through a favorable
valley, and accommodating several growing villages. The company
opposed this application, and made a short branch from Abington to
Bridgewater to counteract it ; but the branch was chartered, and has
been gradually extended to Fall River, Fair Haven, Wareham and
Hyannis.
The adoption o f the Abington route and construction o f the short
branch, followed b y the new competing line, impaired the strength of
the Old Colony Rail-Road. A floating debt was also thus created, and
contracts were soon after made for the lease and equipment o f the South
Shore and Dorchester and Milton Rail-Roads, at six per cent, upon their
cost, which eventually exceeded the estimate by nearly a quarter o f a
million; and to prevent the entire diversion of the Fall River line, a
further contract was made to widen several bridges, lay a second track
of eleven miles and erect one or two stations. When the Old Colony
Rail-Road Company made these agreements, and increased its expenses,
it was earning less than simple interest upon the cost of its line, it was
subject to the weight of a large floating debt, and the rate o f interest
on all the securities it had to offer was verging upon eighteen to twentyfour per cent, per annum.
In this dangerous posture of affairs a new president came into power,
126
The Rail-Road System o f Massachusetts.
and at once adopted the policy of issuing stock and bonds to meet the
danger. By vigorous efforts the required improvements were effected,
the timber of the new line was kyanized, the leased roads were equipped
and the floating debt extinguished. This was effected in 1847-1848, by
the issue o f stock and bonds at ninety down to seventy-five per cent.,
and the safety o f the company was thus effectually insured. Immediate
measures were taken to develop the revenues o f the line, by the adoption
o f those rates which had been successful upon other routes, and a rapid
growth of traffic was effected ; but the healing hand o f time was required
to bring up the income to a height sufficient to make returns upon the
additional million necessary to cover discounts, fund the floating debt
and complete the contracts ; and the new president, upon his retirement
in 1850, was obliged to content himself with the consciousness of having
performed an unpopular and painful duty, and the approbation of those
who could appreciate his exertions. Before he retired, an effort was
made to obtain for the company a grant o f land on Five Point Chan
nel ; but the bill, after passing the committee, was defeated by ad
verse interests. A union with the Fall River line was also recom
mended, but the stockholders were not ripe for that importaut measure.
His successors in office toiled on, without marked success, for several
years, conducting a losing and costly contest, and disposing o f surplus
property. This was taken by the company at its start, in exchange for
stock, from speculators in the South Cove, who afterwards opposed the
grant of other lands from the State. Meanwhile the Fall River line
moved on successfully, making regular dividends o f eight per cent., while
the Old Colony line applied its receipts to the purchase o f its stock.
Upon the application o f the former for a new and independent route
into Boston, an act was passed for the union o f the two companies.
Three referees were agreed u p on ; the party selected by the Fall River
line, the late J ohn D a v is , of Worcester, suddenly died, and the case
was heard by the survivors, who, in valuing the stocks, gave to the
company earning less than half the per centage on capital earned by the
other a premium o f about ten per cent, over its successful neighbor, and
made an award which is an anomaly in rail-road history.
The Fall River line earned over twenty per cent, in 1852 and 1853 ;
the Old Colony line, in the same two years, earned less than ten per
cent., according to the reports under oath to the State.
It has been urged in favor of this award, that the income o f the Fall
River line was based, in part, on through business with New-York, which
was subject to diversion ; but it has proved reliable. It has been urged
that the track, stations and engines of the Fall River line required repairs ;
but its surplus income would have soon repaired them, and the engines of
the Old Colony line have since required repairs nearly as heavy as those
of the Fall River road. It has been urged that the Old Colony line held
much real estate ; but this was depreciated in value, and, in part, a dead
capital, while the Fall River Rail-Road has a cheap and productive surface
line. The parties interested, however, preferred peace to war, and acqui
esced in the result; the referees pocketed five thousand dollars fees for
a few weeks’ service, and the union, oppressive as it may have been
to the gentlemen of Fall River, has answered all the predictions of its
earliest advocates.
The united company has made regular dividends of six per cent., its
The Rail-Road System o f Massachusetts.
127
surplus revenue has extinguished the bonds, a large overplus has been
accumulated for the benefit o f the stockholders, who have patiently held
the stock, and the road, well-administered in most particulars by its dili
gent president, is now earning more than ten per cent, upon its capital,
although it has lost much o f its short travel by high prices and horse
railways.
X Y . The Boston and N ew -York Central Rail-Road.— The seventh
line out o f Boston is the Boston and New-York Central Rail-Road, which
originated in the Walpole branch, chartered April 16th, A. D. 1846.
During the spring of that year seven petitions for rail-roads through
Norfolk county came before the legislature. Rail-roads were successful,
villages were aspiring, and there was intense solicitude and great rivalry
exhibited by the advocates of different routes, and the most eminent
counsel were arrayed against each other. The successful parties com
bined to defeat the bill reported by the committee, and the only line
chartered was a branch from Dedham to Walpole.
During this contest a very vivid picture wyas drawn o f the resources o f
the Blackstone Yalley, and the next season, under a very favorable report
o f the feasibility o f the route, which subsequent experience did not
justify, the Walpole branch was extended, by charter, to Blackstone,
under the name o f the Norfolk County Rail-Road. In 1849 this line
was opened to Blackstone.
Its managers determined early to make this line a portion o f a direct
road to New-York, and spared no pains or expense to perfect the road
bed. It was built in the best manner, by able engineers and contractors,
and such was the cost that the company was compelled to subject it to a
heavy mortgage, and the income from local traffic did not more than
suffice to meet the interest upon the debt. The parties who embarked
in it were determined that it should still go forward, and another charter
was obtained to extend it to the Norwich and Worcester Rail-Road and
thence to Southbridge, in 1851, and twenty-two miles from Blackstone
to the Norwich and Worcester line were opened for use at the close o f
1853, and some expenditures were; subsequently made upon the exten
sion to Southbridge.
A new line from Dedham to Boston, called the Midland, was then
chartered, and the three lines combined under the title o f the Boston
and New-York Central Rail-Road Company, December 12th, 1853, and
the entire line from Boston, near the foot o f Summer-street, to the Nor
wich and Worcester line, 58 miles, was opened for use early in 1855.
But the means o f the company were exhausted, and the struggle ended
with the opening of the line ; valuable land and important streets had
been crossed, a tunnel had been carried under South Boston, below the
level of the tide, valuable lots had been engaged for stations and the
rails had been laid before the gradation and masonry were finished;
inexorable land-owners called for their money, selectmen and commis
sioners for their bridges, the road itself for repairs. Rival companies
were jealous, and threw a shade, not entirely undeserved, over the credit
o f the company, and in the summer of 1855 the company failed, and the
trustees of the Norfolk County bonds entered for foreclosure, and made
the middle section a tributary of the Boston and Providence Rail-Road.
Various efforts have been made to revive the residue of the line, but
128
The Rail-Roacl System o f Massachusetts.
there has been no consentaneous action o f the creditors. Every claimant
o f land damages had a right to enjoin the company not to run until his
claim was paid, and the rails o f the Boston and New-York Central, like
the fowling-piece o f R ip V a n W in k l e , rust while the owners sleep.
The entire cost o f this line down to 1855 exceeds $3,750,000. The
holders of the Norfolk County bonds, in amount $412,000, alone receive
the interest on their debt, although there is little reason to doubt that
the road, which, in separate sections, unfinished, has earned $2,000 to
$3,000 per mile, would, if finished to Southbridge, pay the interest on
one or two millions, and when made a part o f a through line to NewYork or Albany, as it well may be, would pay the interest on a larger
amount.
X V I.
The Western Rail-Road.— W e have now finished our resume of
the seven trunk lines out o f Boston, and must glance at the great Western
Rail-Road, still the principal line o f the State. It is a continuation o f
the Boston and Worcester Rail-Road, for a distance of 155 miles, from
Worcester to Greenbush, opposite Albany, with branches to Hudson and
North Adams.
This line was commenced in 1836, received loans on mortgage from
Massachusetts and the city of Albany to the amount o f five millions, and
was opened for use at the close of 1842.
The Western Rail-Road on its way to the W est encountered very
serious obstacles; it crosses the Monadnock range o f mountains at a
summit one thousand feet above the sea, and the spurs of the Green
Mountains, in Berkshire, at an elevation o f fourteen hundred and forty
feet, and threads the narrow ravine of the Pontoosuc, where it is inscribed
into the sides of the mountain, passing from cuts seventy feet deep across
the spurs o f the mountain on to embankments seventy feet high, and
over stone bridges sixty to eighty feet above the stream.
The entire road has cost ten millions of dollars, has established exten
sive depots upon the Hudson, where it receives freight from the canalboats, and has laid down a second track for a great part of the way.
Its annual revenue is not far from two millions o f dollars ; it has for
years regularly paid eight per cen t.; applies a surplus to improvements,
and annually accumulates nearly two hundred thousand dollars in sinking
funds, which already exceed two millions of dollars.
In its infancy this road had a very severe struggle for existence. At
one period its stock fell to 40 per cent., and it became for a time a mere
foot-ball for the brokers. Its chief engineer equipped the freight-trains
with crab-engines, with cog-wheels and vertical tubes, which proved a
very dear purchase, checked the freight business and greatly retarded
the prosperity o f the road. And yet they were so highly commended
at first, that the gentlemen who opposed their purchase and predicted
their failure, came near losing their seats in the direction for their opin
ions. Some of the same gentlemen were opposed because they advoca
ted the present tariff o f freight and the fare o f $5 and $4 to Albany
from Boston, both o f which are now understood to be the rates realized
on the through tickets. The views o f those who have studied deeply,
and reflected much, although sometimes denounced as radical, eventually
often become the established standard.
The Western Rail-Road, although debarred by its heavy gradients o f
The Bail-Road Syste?n o f Massachusetts.
129
seventy to eighty feet per mile, from carrying large masses of flour,
grain and other cheap freight at low prices, in competition with the sea
route, has carried much valuable freight, has become a great thoroughfare
for travellers between Boston, Albany and New-York; built up many vil
lages, transported large quantities o f local freight and greatly enhanced
the value o f estates upon its borders, and the aid furnished by Massa
chusetts and by Albany has enured to the benefit o f both.
X V II.
The Troy and Greenfield Rail-Road.— The Fitchburg RailRoad is extended from Fitchburg to Greenfield, a distance o f 45 miles
by the Vermont and Massachusetts Rail-Road, a line built in the most
substantial manner, and which will form an important link in the new
line to the Hudson, but which is now gradually paying a debt incurred
in construction from its local business. Its gradients from the west are
very favorable, none exceeding 45 feet to the mile.
A t Greenfield, the Troy and Greenfield line commences, and, pursuing
the rich valley of the Deerfield, and touching Shelburne Falls, passingunder the Hoosac Mountains and through North Adams, Williamstown
and a corner of Vermont, falls into the Troy and Boston Rail-Road at
the line of the State o f New-York.
B y the close of the present year the line from Boston will touch the
eastern part of the mountain, and the rail-road from Troy already touches
its western base, and nothing will then remain to be done but a horse
railway upon the highway over the mountain, to form the connection un
til the tunnel is finished.
This great work is now making regular advances, and receives the
benefit of a loan from Massachusetts, nearly sufficient to pay the labor
ers ; it is regularly advanced as each thousand feet is completed.
The tunnel has already advanced two-thirds o f a mile at the eastern
en d ; a shaft has been rapidly sunk half a mile from the western end to
the depth of three hundred and twenty-five feet at the grade line, which
opens two additional faces to contractors.
The work from the eastern end, to a point some distance west o f the
shaft, consists of mica slate in vertical layers, which form a regular and
sufficient arch and are easily penetrated. No water has thus far been en
countered sufficient to retard operations either in the shaft or drifts, al
though much was kindly promised by opposing engineers when a State
loan was agitated.
Mechanism, like that employed in the Mount Cenis and Saxony Tun
nels, w-ill soon be applied to work the drills with such improvements as
the able engineer, Mr. H attpt, has perfected, which it is believed will
double the rate o f progress.
And the fact that the shaft just finished has required no pump, and
has been worked rapidly and at light expense, will offer strong induce
ments for the construction o f others.
When this great work is achieved, the distance between Boston or
Salem, Haverhill, Newburyport, Lawrence or Lowell and Troy, will be
reduced between 22 and 30 miles The summit will be cut down 700
feet; cheap fuel will be furnished, and the tractive power o f the engine,
compared with those of the Western Rail-Road, will be nearly doubled
by a reduction of gradients and diminution o f curves.
The Commonwealth is now advancing five dollars per lineal foot on
9
V O L . X L V .---- NO. II.
130
The Rail-Road, System o f Massachusetts.
the rail-road, and fifty dollars per lineal foot upon the tunnel, which will
probably insure their completion.
When completed, their effect must be in the diminution of distance,
curves, summits, gradients and use o f fuel, to reduce at least one-third
the cost of transit between Boston and Troy, and to place the seaports
o f Massachusetts Bay nearly upon a footing with New-York for the ex
ports o f western produce to Europe. And if it be the intention o f Mr.
W o o d to secede and take with him the island o f Manhattan, let her be
assured that the old Peninsula o f Shawmut will preserve and improve
its union with the W est and aspire to be one o f its seaports.
X V III.
W e might point out the peculiarities and chief points o f in
terest in the history of other lines o f Massachusetts.
There is the Connecticut River line, resuming its former dividend after
shaking off the incubus of the Ashuelet Lease, against which it was in
vain cautioned.
There are the Nashua and Worcester, the Taunton Branch, Taunton
and New-Bedford, Cape Cod, Newburyport and other lines earning good
dividends by economy and forecast, but time will not suffice to describe
them all in our limited space.
A compendious view o f the rise, decline and recovery o f rail-road
property in Massachusetts, and o f its present position, may be taken,
however, from the following table of the prices o f the leading lines of
Massachusetts at different j>eriods :
Average Market Value o f Rail-Road Stocks during the year 1845, and
their market value in January, 1857, and April, 1861.
C orporations.
P rice,
1S45.
Boston and Worcester Rail-Road C o.,. . . $ 119
Boston and Providence Rail-Road C o., .
111
Boston and Lowell Rail-Road Co.,........... 120
Eastern Rail-Road Company,..................
109
Boston and Maine ltail-Road Company,.. 112
Fitchburg Rail-Road Company,...............
120
Western Rail-Road Company,.................. 102
Providence and Worcester Rail-Road Co.
D ivid en d ,
P rice ,
P ric e,
Jan., 1S5T. A p r il, 1861. J u ly , 1861.
. . 8 83
..
66
. .
54
..
40
..
77
..
70
. . 89
..$113
..
Ill
..
107
..
72
..
115
..
102
..
116
.
. .
.
.
.
.
.
4 per cent.
4
3
2
“
H
“
3
4
4
“
Our brief resume will have answered its purpose if it has enforced the
lessons of experience that forecast, caution, frugality and patience are
essential to the success of railways, that neither apathy or recklessness
should guide their councils. That floating debts should be avoided.
That the wishes and interests o f the public must be regarded, and that
grave errors are not to be corrected or counteracted by excessive charges;
and, above all, that the natural growth of traffic, if countenanced and en
couraged by the rail-road itself, will bring prosperity in its train in
America as it has done in Europe.
131
Industrial and Commercial Cities.
I N D U S T R I A L AND C O MM E R C I A L CI TI ES .
BALTIMORE.
T he loading branches of commerce at Baltimore, for some years, have
been flour, grain, tobacco, guano, copper and coffee. From the eleventh
annual report of the Baltimore Board of Trade, for the year 1860, we
extract the following details :
V
alue of
F oreign I mports
and
E x p o r t s a t the D istrict
F ourteen Y e a r s .
of
B altim ore
for the
last
Imports.
1841,.............$4,146,743
1848,
.. 5,248,894
1849,
.. 5,291,566
1850,
.. 6,417,113
1851,
.. 7,243,963
1852,
.. 5,978,021
1853,
.. 6,331,671
Exports.
1854,. .
1855...
1856,. .
1857,..
1858,..
1859,..
I860,. .
...$9,826,479
..
7,209,609
..
8,660,982
..
8,530,971
..
6,466,160
..
7,549,768
..
9,086,910
Imports.
. . $7,750,387
Exports.
. . $11,306,012
..
..
..
..
..
..
..
..
..
..
..
..
7,772,591
10,140,838
11,054,676
7,954,422
10,408,993
10,271,818
11,675,996
13,362,252
11,398,940
10,235,890
8,724,261
10,968,599
The inspections o f flour have decreased o f late years. In the year
1852 they were 1,307,166 bbls., and in the year 1853 1,183,704 bbls.
The export to Brazil was formerly much larger than it is now.
F lour I nspections
in
B a l tim o re
I8 6 0 .
1859.
bbls.
bbls.
296,245
356,391
104,571
106,176
.
Howard Street,
City Mills,.. . . ............ 299,927 . .
Ohio,............... ............ 165,314 . .
Familv............ .............. 132,627 . .
fo r tile last
1858.
bbls.
. . 246,258
. . 342,437
. . 313,310
. . 50,046
Total,......................... 966,515 . . 863,383 . .
Rye,.................. ............ 11,476 . . 11,837 . .
Corn Meal, . . . ............. 51,215 . . 54,758 . .
C om pa r a tiv e R eceipts
D escriptions .
Wheat,......................
Corn,.........................
O ats,.........................
R ye,...........................
P ea s,.........................
Beans,.......................
Total.....................
of
F iv e Y
G r a in
ea rs .
1857.
..
..
..
..
1856.
bbls.
264,471
352,419
208,872
30,152
bbls.
. . 371,128
. . 386,286
. . 158,425
. . 24,475
952,051 . . 855,914 . . 940,314
9,554 .
9,141 .
8,278
58,142 . . 34,943 . . 51,947
for
F our Y e a r s .
1857.
1858,
1859.
186 0 .
bushels.
3,103,498
4,183,854
1,200,000
160,000
3,000
2,000
..
..
..
..
..
..
bushels.
2,716,731
4,046,745
1,115,194
108,378
7,000
1,000
..
..
..
..
..
..
bushels.
3,064,000
3,620,900
950,476
140,970
6,400
3,260
..
..
..
..
..
..
bushels.
2,839,977
3,044,361
1,086,750
101,971
10,000
2,500
. . 8,652,352
..
7,995,048
..
7,786,000
..
7,085,559
..
..
..
..
132
Baltimore.
F lour I nspections
at
B altim o re ,
1841
since
bbla.
1841.,
1842.,
1843,
1844.,
1845.,
1846.,
1847.,
1848.,
.....................
.....................
.....................
.....................
.....................
.....................
.....................
.....................
bbls.
628,974
558,282
560,431
499,501
576,745
850,116
959,466
736,441
1849,
1850,
1851,
1852,
1853,
1854,
1855,
1856,
764,519
896,592
912,498
1,307,166
1,183,704
837,195
957,739
940,314
Tobacco.— The largest export of tobacco from the port o f Baltimore,
since 1841, was in the year 1860, viz., 67,142 hhds. The following
shows the annual export from Baltimore, and from all ports of the
United States, from 1841 to 1847 :*
1841,........
1842,........
1843,........
1844,........
1845,........
1846,........
1847,.........
F rom
B altim ore.
F rom
other p
“ o rts .
From
U nited States.
Total value.
hhds.
35,482
43,763
42,324
44,910
65,910
51,386
53,344
hhds.
112,346
114,947
52,130
118,132
81,258
96,612
82,418
hhds.
147,828
158,710
94,454
163,042
147,168
147,998
135,762
$12,576,703
9,540,755
4,650,979
8,397,255
7,469,819
8,478,270
7,242,086
...........
...........
...........
______
...........
...........
...........
T obacco I nspections
Years.
M a ryla n d.
I860,.........
1859,........
1858,........
1857,........
1856,........
1855,...........
1854,...........
1853,...........
1852,...........
1851............
1 850,.........
1849,...........
.
.
.
.
.
.
.
.
.
.
.
.
51,000
44,480
45,200
38,057
38,330
28,470
26,048
29,248
29,569
25,013
27,085
30,689
Total,.. . . . 413,189
Average, . 34,432
E xports
of
T obacco
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
23,000
15,331
22,300
7,640
12,959
10,097
10,362
17,947
17,720
16,798
13,965
13,664
from tue
for the last
K en tu ck y
and other
kinds.
.
.
.
.
.
.
.
.
.
. 181,783
. 15,148
3,100
3,022
3,169
1,608
1,563
991
2,560
1,472
1,043
931
783
1,248
. 21,490
. 1,790
P ort
of
22,700
21,735
18,059
11,711
14,215
7,510
7,407
10,395
11,473
9,694
7,815
13,783
7,910
..
..
..
..
..
.
..
..
..
..
..
..
..
Stocks.
B altim ore.
..
..
..
..
..
..
..
..
..
..
..
..
N. OrVns.
77,503
62,801
70,669
47,305
52,852
39,558
38,970
48,667
48,332
42,742
41,833
45,601
. . 24,436
. . 14,073
..
8,354
4,219
..
4,584
..
..
7,439
3,733
..
9,779
..
.. 11,759
.. 17,699
.. 10,617
. . 19,628
. . 13,814
. . 19,111
. . 20,167
..
5,078
. . 10,212
..
5,034
..
6,577
. . 28,250
.. 23,510
..
9,099
.. 11,050
..
5,428
. . 616,833
. . 51,400
.. 136,320
. . 11,360
. . 167,330
. . 13,944
B altim ore
5,244
1,253
3,825
4,054
7,779
10
5,583
9,980
5,067
4,154
5,973
8,725
3,103
T w e lv e Y ears.
Total hhds.
R otterdam . Am sterdam .
24,700
.
19,180
.
16,542
.
18,034
.
20,612
.
9,103
.
18,016
.
18,947
.
22,860
.
12,654 . .
15,864 .. .
18,821
.
.
12,787
B altim ore
Ohio.
Brem en.
Years.
I860,...........
1859,...........
1858,...........
1857,...........
1856,...........
1855,...........
1854,..........
1853,...........
1852,...........
1851............
1850,...........
1849............
1848,..........
at
..
..
..
..
..
..
..
..
..
..
..
..
..
T h irteen Y e a r s .
A ll oth er
Total
places.
hhds.
fo r tiie last
France.
6,825
8,311
16,935
7,438
4,891
7,527
10,180
5,380
7,679
2,327
8,177
9,562
5,761
..
7,677
.. . 5,495
. . 11,173
..
6,325
..
8,301
1,144
..
..
4,006
5,986
..
7,734
..
5,292
..
6,940
..
..
1,033
..
131
See M erchants ’ M a g a zin e , July, 1861, p, 58.
..
..
..
..
..
..
..
..
..
..
..
..
..
67,142
55,974
66,534
47,562
55,798
36,392
45,192
50,688
54,813
34,124
44,368
51,924
38,890
133
Industrial and Commercial Cities.
P rices
of
M a r yla n d , O hio and K entucky T obacco on tiie 15 tii of J a n u ary ,
ABOUT THE SAME TIME EACH ALTERNATE M O N TH , 1 8 6 0 .
Jan. 16.
M a y 15.
M arch 15.
J u ly 15.
and
Nov. 15.
Sept. 15.
M aryland.
Inferior to common__
2
Good common,............ 3 ^
Middling....................... 4 X
Good to fine brown,... 6
Fine brown and colorv, i o
Ground leaves,............
3
©
3
©. 4
@
BX
© 10
© 13
©
6
2
a
3 X @
4X ®
<>
10
3
3
2
a
a
3
@
3
4 X e x ® 4 x S X ® 4X
5
5
©
6%
ex
@ ex
7
©
9% 7 @ o x 7 ® 9X
9%
©
12
e x a 12
e x a 12
2
©
2
3
@ 10
@ 13
@
0
3
©
G
3
a
@
4
ex
3
5
7
10
©
»X ®
»X ®
4
BX s @
5
3
4X
@ ex
7 @ 9x
9 X @ 12
@
6
3
©
6
5X ©
6
a
4
3
©
4
3
4
O hio .
Inferior to com m on,...
Ked and spangled,___
Good and fine spangled,
Good and fine yellow,..
nominal.
nominal.
nominal.
nominal.
T @ 8
9 © 12
nominal.
nominal.
nominal.
nominal.
nominal.
nominal.
4 H @ 4 X 4X a 8 3 a « x e x a
4
ft @ 6 % & x a
a 4% 4\i a
6 ® ex e x ® 1
5
© BX b x a
7
ex®
a tx I X ® 8 6 @ 7
8 © ex e x ® e 8 @ 9 7 % m
9 @ 1 2 X io @ n x 10 @ 1 2
9
©
13
G uano
B altim ore
ears.
3
5
a
@
4
ex
a
s
7
10
a s
@ 12
a ex 5
@ 9 7
© 12
10
@ ex s
@ 9 7
© 12 10
@
@ ex
@ 9
© 12
K entu ck y .
Common lugs,.............
Fair to good,................
Common leaf,...............
Fair leaf,......................
Good leaf,....................
Fine to choice,.............
I mports
of
at
fo r tiie last
4
6
6
2,700
6,800
25^000
25,500
32*152
58^927
@ 5
6
7 x 6# © 7j<
ex 7 % ® ex
T w elve Y
9
@ 13
Tons.
T 07)8.
1849, Peruvian,............. ___
“
1850,
___
Ct
1851,
___
«
1852,
___
iC
1853,
___
1854, all kinds,............. ___
4
4 ^ ©
5 X @
1855, all kinds,...............
1856,
“
...............
1857’
“
...............
1858,
“
...............
1859’
“
...............
I860',
“
...............
___
___
___
___
___
___
43,930
38,706
28,625
28,143
63*206
71(614
Guano.— The importations at Baltimore the past year have been as fol
lows : of Peruvian, 56,584 tons, (including 2,450 tons coastwise;) Mexican,
5,150tons; Sombrero,4,156tons; Nevassa, 3,830tons; Jarvis Island, 450
tons ; Baker’s Island, 830tons; Elidelsland, 390 tons; African, 110 tons;
Johnson’s Island, 114 tons— in all '71,614 tons, against 63,206 tons in 1859,
being the largest supply ever before received at this port. The demand
for all descriptions have been good, and prices have ruled steady during
the year. During the past month the arrivals of Peruvian have been
quite free, and the stock at the close in warehouses is estimated at 18,000
@ 20,000 tons, being double the quantity on hand same time last year.
There is, however, no prospect o f any reduction in the price. The
recent contracts with the Peruvian government require enormous advances
from the contractors. The consumption in Europe is much greater
than in this country, and there is a treaty stipulation with England which
prohibits a reduction in prices in this country without a corresponding
reduction in Europe. It continues to be a well-established fact, that the
deposits of guano in the Chincha Islands are inexhaustible, so far as the
present generation is concerned. The monopoly is complete, for there
is no other guano, except in very limited quantities. The origin o f all
guano is the same, but this is the only deposit where there is a total
absence of rain. A t all other localities, the ammonia being soluble, is
washed out by rain. Guano continues to be imported from Jarvis and
Baker’s Islands, in the Pacific. It is only valuable for its phosphates,
134
Baltimore.
and is subject to the cost o f high freights. Mexican and Sombrero con
tinue to arrive. The Ichobold from Africa, the W est India, the Elide,
California and the Columbian have been quite exhausted. The total value
o f guano at importers’ prices the past year is estimated at $3,700,000.
Copper.— The two smelting establishments have been in full operation
the past year, producing over 10,000,000 lbs. o f ingot copper, that takes
the preference in the market, and, of course, is eagerly bought as fast as
made. Baltimore is better situated for smelting copper ores than any
other place in the country, as there is no coal equal to the Cumberland
for it. Ingot copper has ruled very steady the whole year at 2 l£ @ 23
cents per pound. The quantity exported to foreign ports direct amount
to 547,500 lbs., principally to Bremen and Holland.
Iron.— As a general remark, the state o f the iron trade for the year
has been satisfactory, without any great fluctuations. The demand has
been equal to the supply, and most of the furnaces and rolling-mills have
had constant employment, although the profits have been small; but by
economy and good management (which, after all, is the secret o f the
success of all branches o f manufacturing) it has been sufficiently remune
rative to encourage an outlay for an increased business for 1861. The
proprietors of one o f the large rolling-mills are making arrangements to
nearly double the production of their celebrated boiler iron.
I mports o r C offee
at
B altim o re
Year.
1 8 4 4,....................... .....................
1845,............................................
1 8 4 6 ,...........................................
1847,...........................................
1848,............................................
1849,....................... ....................
1850......................... ....................
1851......................... ....................
1852,....................... ....................
1853,....................... ...................
from
B r a z il ,
fo r the
past
S ev en te en Y
ears.
Bags.
Year.
Sags.
122,837
104,316
162,832
115,261
204,485
186,173
144,492
256,142
224,080
185,980
1854,
1855,
1856,
1857,
1858,
1859,
1860,
200,829
249,060
197,989
203,560
188,019
230,984
181,292
Total,................................... 3,153,337
Average,.............................
185,190
Coal.— During the past year the aggregate receipts foot up 722,813
tons of all kinds, being an increase o f 120,000 tons compared with last
year, and equally divided between the bituminous and anthracite. The
dealers engaged in this branch o f business very generally complain o f the
high rates of freight imposed by the Baltimore and Ohio Rail-Road, and
lead us to infer that with lower rates a largely increased business would
be the result.
All the bituminous coal received was brought here via the Baltimore
and Ohio Rail-Road, but of the anthracite coal brought to our market,
173,850 tons were received via the Northern Central Railway, and
151,279 tons via the Susquehanna and Tide-Water Canal. Bituminous
coal has sold through the year with but little variation at $3 15 for fine,
$3 50 for run o f mine, and $4 25 per ton for lump, delivered on board
at Locust P o in t; but for anthracite coal prices have ranged at from
•14 25 up to $5 25 per ton, the former being the lowest, and the latter
the highest price for it during the year.
135
Industrial and Commercial Cities.
R ec eipts
January,........
F ebruary,... .
March,............
April,.............
May.................
June,...............
of
___
___
___
___
___
___
C umberland C oal
1859,
20,204
16,136
21,468
23,563
40,464
35,096
Total, . . ___ 156,931
B altim o re
at
C oal
at
Total, . ..........
191,890
B altim o re
163,855
256,000
406,183
451,070
389,741
1860.
. . 183,533
fo r the
past
.
.
.
.
.
200,000
125,000
183,000
238,740
265,921
...........
“
..........
“
T en Y
Bituminous. Anthracite.
1851,.............. ___
1852,.............. ___
1853,.............. ___
1854,............... ___
1855,.............. ___
and
July,........... ...........
August,.. . . ..........
September,. ........
October,. . . ..........
N ovember,. ..........
Decem ber,. ..........
..
..
..
..
..
..
Increase in 1860,........
of
1859
1859.
30,792
34,993
30,989
36,340
33,962
24,814
Total receipts in 1859,
“
“
1860,
R ec eipts
in
1860.
14,404
16,569
31,384
36,607
47,367
37,202
e a r s , to
1860.
43,659
44,291
30,935
38,444
29,932
26,890
..
..
..
..
..
..
. . 214,151
397,684
45,863
3 1 st D ecem ber .
Bituminous. Anthracite.
1856,..........
1857,..........
185S............
1859,..........
1860,..........
...........
...........
...........
...........
446,981
444,603
318,607
351,821
.
.
.
.
.
266,661
243,482
256,105
268,189
325,129
Oi/sters.— The oyster-packing business of Baltimore is still fully main
tained. There are now engaged in its prosecution about thirty houses,
employing a large number o f persons of both sexes, in the different de
partments of shucking, packing, <fec. The quantity o f oysters used by
the trade during a season, viz., from September 1st to June 15th, is
about 3,000,000 bushels, averaging 10,000 bushels per day. The latter
part o f last season was very brisk, but this fall the trade has, in common
with all other branches, suffered from the political panic. About twothirds o f the oysters taken by the packers are put up in a raw state in
ice, and sent to all the cities in the W est. The balance is put up sealed,
and also sent in the same direction— St. Louis being the principal point
for distributing to the extreme West. The shipments to California and
foreign ports is not so great as formerly. There are employed in bring
ing oysters to this port several hundred vessels, carrying an average of
700 bushels each, with a crew o f four persons to each vessel. There are
about 2,000 persons of both sexes engaged in shucking, packing, &c.,
the larger proportion of whom are negroes. There are also about 200
persons employed in soldering the cans, making boxes and packing in ice
ready for shipment. Another department o f this business is the manu
facture of cans, which employs some 200 tinners, at an annual cost o f
$400,000. W e also notice the receipt of 200,000 bushels, of w'hich
30,000 bushels are brought by the Norfolk and other steamers, for city
consumption, and averaging 50 cents per bushel. The principal items of
the trade we recapitulate as follows :
Number of packing houses,..................30
Bushels packed.......................... 3,000,000
Cost, at 35 cts. per bushel,.. ..$1,050,000
Vessels em ployed,............................... 500
Persons employed,............................3,000
Total value of trade,................$1,800,000
The officers o f the Baltimore Board of Trade, elected October 1st,
1860 , are as follows :— President, J ohn C. B r c n e ; Vice-Presidents, A.
S c h u m a c h e r , T hom as C. J e n k in s , W ill ia m M c K im , R o bert L esl ie ;
Treasurer, E. B. D a l lam ; Secretary, G e o r g e U. P o r t e r .
Cotton, Flax, Wool and Silk.
136
Y
Months.
Total
Total
Total
Total
Total
Total
N
B altim ore
essels a r r iv e d at
Stm'rs.
I860,. . . .
1859,. . .
1858,. . .
1857,. . .
1856,. . .
1855,. . .
umber and
512
480
459
436
342
333
C lass
Barks.
Ships.
B rigs.
1860,
e x c l u siv e of
Total
Schrs.
. . 121 . . 190 .. 287 . . 1,310 . .
330
318
324
332
312
. . 115 . . 184 .
. . 97 . . 173 .
. . 92 . . 178 .
. . 96 . . 190 .
. . 130 . . 221 .
..
..
..
..
..
1,264
1,340
1,375
1,485
1,246
..
..
..
..
..
1860.
2,426
2,373
2,387
2,405
2,444
2 222
F oreign V essels a r r iv e d at B altim ore
COMPARED WITH TIIE TWO PREVIOUS YEARS.
of
F la g.
Barks.
Ships.
5
28
4
Prussian,.. .
Oldenburg,.
Hamburg,..
Sicilian,... .
Austrian,.. .
French,. . . .
Brazilian,. .
Danish,. . . .
Other Nations,. . . .
Total,.
37
..
..
..
..
COTTON,
THEIR
durin g th e y e a r
EARLY
B rigs.
Schrs.
70
1
1
..
..
..
1
..
15
11
4
2
..
..
..
..
1
..
3
..
3
7
..
..
36
..
83
..
FLAX,
HISTORY
26
26
Total
1858.
1859.
. . 2,373 . . 2,387
..
..
..
..
the past
Total
Y
e a r , and
Total
Total
..
..
1
4
..
203
1860.
. . 116
40
9
2
..
..
..
..
1
..
1
..
3
10
182
..
B ay Cra ft.
Total
1859.
1858.
159 .. 160
28
31
6
5
2
2
1
1
2
i
2
1
1
..
204
WOOL AND S I LK.
IN
THE
UNITED
STATES.
I. T iie F irst L egisla tion in M assachusetts in b eh a lf of D omestic I n du stry . I I. I ntro
duction of the C otton G in . III. T iie F irst E xports of C otton from the U n ited S t a t b s .
IV . I n d ia C otton a n d S il k G oods . V . T iie U se of F l a x F ifty Y ears A go . Y I . E ffects
of the E m bargo a nd the W a r w it h E n g l a n d . Y I I . Steam N a v ig a t io n a nd R a il -R oads .
Y I I I . T he I mpulse g iv e n to M a n u factu res b y tiie D iscovery of G old in Ca lif o r n ia .
T h e M e r c h a n t s ’ M a g a z in e for May contains some instructive statis
tics relative to the growth and manufacture of cotton. I propose to add
some remarks as to the early operations in this article.
I. In the year 1752, the General Court of the colony o f Massachusetts
Bay passed an act for the encouragement of industry, and in the year
following a spinning-bee was held on Boston Common, and the Boston
Post, printed in that year, says, five hundred spinning-wheels were there
displayed, and the daughters o f some of the first families were there
engaged in spinning.
The cultivation o f cotton in the southern portion o f the United States
has increased enormously since 1792, when the cotton gin was first
used.
II. Some few years since the late Professor O lm st e ad , of Yal<j College,
Cotton, Flax, Wool and Silk.
137
Connecticut, presented me- a copy of his memoir o f E l i W h it n e y ,
inventor of the cotton gin. In the memoir, he says :
“ E li W h it n e y was born at Westboro’, Worcester County, Massachu
setts, December 8, 1765. Mr. W h it n e y left New-IIaven, Connecticut, for
the State of Georgia, in 1792, for the purpose o f undertaking the business
o f a teacher in a private family in that State ; the person who contracted
with him disappointed him, and avoided the engagement, and he was left a
guest in the family of General G r e e n . W hile under their hospitable roof
he discovered a plan for constructing the cotton gin, now extensively
used. How wonderful are events; how often the disappointments in
one concern pave the way for success in others, which, but for the par
ticular disappointment, might have remained dormant.
“ In 1784 an American vessel arrived at Liverpool, England, having
on board, for part o f her cargo, eight bags o f cotton, which were seized
by the officers of the custom-house, under the conviction that they could
not be the growth o f America. The following extracts from the old
newspapers will exhibit the extent o f the cotton trade for the subsequent
years :
III. Cotton from America arrived at Liverpool, England.
1785, January, Diana,
from Charleston,................. ........
February, Jennings,
N ew -Y ork,................. ........
a Philadelphia,............. ........
June,
Grange,
1 bag1 “
3 “
1786, May,
June,
Charleston,.................
“
................. .........
4
“
9
9
40
44
“
“
“
“
5
30
“
“
I ll
“
Thomas,
Juno,
it
tt
tt
1787, April,
June,
“
Aug.,
Dee.,
John,
a
"Wilson,
“
Grange,
Henderson , “
John,
“
Philadelphia,.............
N ew -Y ork,................. ........
Philadelphia,............... ____
Charleston,.........................
Philadelphia,.......................
1788, Jan.,
“
June,
July,
“
Mersey,
Grange,
John,
Harriet,
Grange,
Polly,
tt
Charleston,.................
Philadelphia,.......................
........
Hew-York,...................
Philadelphia,.............. ........
Charleston,...................
tt
it
“
“
“
—
282
“ The whole domestic exports from the United States in 1825 were
valued at $66,940,000, o f which value $36,346,000 was in cotton only.
In general, this article is equal to some millions more than one-half o f our
exports. The average growth o f the three previous years to 1828 was
estimated at 900,000 bales, which is near 300,000,000 lbs., o f which onefifth was consumed in our manufactories.”
In the first few years of the present century, and prior to the declara
tion of war against England in 1812, the common white cotton goods
used in New-England were imported from the East Indies, and consisted
of long cloths, lawns, emerties, baftas and gurrahs. The fine were jaco
net, mull, shear and book muslins, some o f which were very superior
goods.
IY . Blue, yellow and white nankeens were imported from China, and
those called company nankeens were beautiful fabrics.
138
Cotton, Flax, Wool and Silk.
Bandanna and silk-flag handkerchiefs were imported from India, and
those known as company flags and bandannas were of excellent fabric
and bright fast colors, and the goods were very durable.
Nankin and Canton crapes for ladies’ dresses, crape shawls and scarfs,
were also imported from China, and those first imported were of an ex
cellent quality, and the colors bright and g o o d ; but importers thought to
make the trade more profitable by ordering crapes of a lighter fabric, in
ferior in quality and at less price, and this system was pursued until
these goods became, so poor as to become unfashionable and o f little
value.
Y . I was a clerk in a country store in New-England for five years
prior to the war o f 1812, in which all kinds of goods were usually sold,
and there I obtained a particular knowledge, by the daily sales o f such
goods to customers. A t this time flax was raised abundantly in NewEngland, and farmers exchanged flaxseed and dressed and hackled flax
raised on their farms, and the farmers’ wives and daughters linen and
tow cloth, and linen thread and tow wrapping twine, for store goods.
The linen sheetings and shirtings, thread and wrapping twine were made
in farmers’ houses; then the female portion o f the family were accus
tomed to tlic labor o f spinning, weaving and knitting, and in many
families the prosjierity o f the household was as much owing to the labors
in-doors as that o f out-doors on the farms.
V I. The embargo and the non-intercourse acts which preceded the
declaration of war against England, in 1812, stopped the East India and
English trade, and then factories were first erected in New-England for
the manufacture o f cotton and woollen goods. The cotton factories
multiplied rapidly, and afforded a home market for the cotton which the
embargo, non-intercourse and war had accumulated in the warehouses of
the Southern States.
This brief statement, thus chronologically presented, shows an extra
ordinary progress; and, when the causes and results are compared, are
instructive to the meditative as well as the contemplative mind.
VII. Only five years prior to the introduction o f the cotton gin the
first steamboat made a trip from Burlington, N. J., to Philadelphia, Pa.,
in fourteen hours, and that steamboat was the invention of a New-Englander, J o h n F itc h , a clock-maker by trade, born at Hartford, Conn.
The rail-road followed, and the first I recollect to have seen was that
invented by Dr. C a l v in C on an t , of Brandon, Vt., put in operation on
the banks of the River Muskingum, in Ohio, for transporting c o a l; and
after that, in due course o f time, came the telegraph wires, an invention
by a son of the Rev. J e d e d ia ii M o r s e , o f Charlestown, Massachusetts.
The progress of change since the termination of the American Revolu
tion lias been remarkable.
I will here mention, as an illustration of the effects o f change, the culti
vation of the potato as an article o f food. Potatoes were first used for
food subsequent to the settlement o f America by white men, and such
was the increase, that in the year 1847-48, a failure of the potato crop
in Ireland, by reason o f the potato rot, the Bank of England, the mam
moth money concern o f the civilized world, became a borrower of the
Bank of France.
Statistics o f Manufactures in the United States.
139
VIII.
In the month of June, 1848, an humble laborer, while occupied
in digging a mill-race for Colonel S u t t e r , at Sutter’s Fort, first made the
discovery of gold in California, and from that time to the present more
than six hundred million dollars in value of gold has been received from
this section of the continent.
The silks, now so extensively worn in every part of the civilized
world are the product o f industry— the w o r m , an humble insect, produces
all the silk.
The recent experiments made in the cottonizing of flax have acquired
additional importance from the present disturbed state of the cotton
growing districts of the United States, and these misfortunes may be the
means, under Providence, o f renewing the cultivation o f flax in NewEngland, so long neglected.
The great export of flaxseed in India evidences that flax is raised
in great abundance in that part of the globe. In France the finest cam
brics are made o f flax, and the richest laces are of that material. The
French linen cambrics are beautiful goods.
In the year 1812 it was deemed p a t r io t is m to clothe in homespun;
and the President o f the United States wore a broadcloth suit o f clothes,
the wool and the fabric o f which were from New-England.
E. M.
S T A T I S T I C S OF M A N U F A C T U R E S I N T H E U N I T E D S T A T E S .
T he Superintendent of the census has recently published (under an act
o f Congress, passed June 12, 1858) an abstract o f the statistics of manu
factures gathered in the seventh census, (year 1850.) These statistics are
for the year ending June 1, 1850, and include the number o f establish
ments, capital, cost o f raw material, number of hands employed, cost of
labor and value o f products o f the manufactories in this country.
On the ground of “ better late than never” we are glad to see this
compilation, although the length o f time since the materials were gathered
confines its value to comparison with previous statements; for, in the
rapid growth of our country, statistics of ten years ago have no value as
positive information o f the present. W e hope the same summary o f sta
tistics from the eighth census will be given in time to secure the purpose
o f present information as well as future reference. It is on the latter
ground, and as showing some curious results, that we publish an abstract
o f the results, for we can hardly suspect the seventh census of giving
anything new or particularly accurate. Its compilation was too consist
ent with “ red t a p e a n d the unavoidable results of having politics mixed
with statistics to obtain either o f these essential elements of a proper
census, are shown in this new document.
The statistics of manufactures show some curious results. W e have
culled a few of these, but would repeat the caution, that facts and the
figures of the census may not always agree. Taking manufactures in their
alphabetical order, we find that first, New-York, and secondly, Pennsylva
nia, have the largest manufactures of agricultural implements, and together
manufacture one-third o f the total product o f nearly seven millions o f
140
Statistics o f Manufactures in the United States.
dollars. Artificial flowers are manufactured almost entirely in New-York.
Ashes come four-fifths from New-York and Ohio. Bagging and cordage
are mainly manufactured in Kentucky, New-York and Massachusetts.
Bakeries are generally in the order o f the trade and population o f a State,
except in Maryland, which has about 10 per cent, o f the total, and ranks
fourth, or next to Pennsylvania. The singularity with blacksmiths is in
liking California, almost eight per cent, o f the total being there, and that
State ranking third on the list. Ninety per cent, of the bonnets are made
in New-York— Pennsylvania making the balance. Three-fourths of the
boots and shoes are from New-England, and one-half from Massachusetts.
Breweries and bricks are in New-York and Pennsylvania greatly in excess
o f their proportionate population. Buttons are over one-lialf from Con
necticut. Calicoes are mainly a product of Rhode Island and Massachu
setts. The manufacture of rail-road cars is the first article in which the
West makes its appearance as a large manufacturer; Indiana manufactures
almost one-eighth o f the total. In cement we find that New-York and
New-Jersey are the only States showing any considerable production.
Charcoal is mainly a New-Jersey product. Chemicals and clothing chiefly
come from New-York, Pennsylvania, Massachusetts, Maryland and Ohio.
Carriages are made by New-York, Ohio, Connecticut, Pennsylvania and
New-Jersey in about equally relative quantities. The number of carriages
vary, however, m uch; Ohio has more than double any other State, but at
a less cost for each. Coal is put down almost exclusively to Pennsylvania,
erroneously leaving Illinois, Maryland and Ohio out. In copper and brass
Connecticut is first. In cotton manufactures Massachusetts has one-third,
New-IIampshire one-eighth, Rhode Island, Pennsylvania and New-York
one-eleventh, and Connecticut one-sixteenth of the total. Maine and
Maryland have each over two millions of dollars; Yirginia, New-Jersey
and Georgia over one million of dollars in annual production. Cotton and
wool mixed are nine-tenths from Pennsylvania. Cutlery, against common
belief, is manufactured almost in proportion to the general manufacturing
business of each State. Glass is from Pennsylvania first; Massachusetts
and New-Jersey next; and New-York fourth. Hardware is from Con
necticut and New-York mainly. Hats and caps are from New-York first;
then New-Jersey; and Pennsylvania, Connecticut and Massachusetts next.
Half of the hosiery is from Pennsylvania. India rubber goods come
from Connecticut, New-Jersey and New-York. Rough iron comes from
Pennsylvania; the finer manufactures from New-York. Lead is from
Wisconsin and Illinois. Lumber is from New-York, Pennsylvania, Maine
and Ohio in their order. Millinery is from New-York. Millstones are
from Ohio. Castor oil is manufactured four-fifths from Missouri, and
hence we suppose the name of the people. Music dwells in New-York
according to the census. Nails come mainly from Massachusetts. Lard
oil from Ohio. Whale oil nine-tenths from Massachusetts and NewYork as commercial centres, and one-tenth from New-Jersey. Paper is
first from Massachusetts; then Connecticut and New-York; and fourth
from Pennsylvania. Perfumes are two-thirds from Pennsylvania, NewYork having only one-sixth o f the production. Pork and beef is first
from Ohio; then Indiana; then New-York, Kentucky and Missouri
equally. Illinois, now high in rank, in 1850 had only three per cent, of
the total. Delaware leads in gunpowder, Connecticut second, and NewYork and Massachusetts next. New-York has half the printing and book-
141
Statistics o f Manufactures in the United States.
selling, and Massachusetts and Pennsylvania one-eighth each. Sails are
one-third from Massachusetts. Salt is one-half from New-York. Scales
are one-half from Vermont. New-York leads in ship and boat building,
Massachusetts, Maine and Maryland following in their order. Stoves are
one-third from New-York. Refined sugar one-half from the same State,
Missouri, Massachusetts and Pennsylvania ranking each about one-eighth.
Tanneries are two-thirds in New-York, Pennsylvania and Massachusetts.
Manufactured tobacco is over one-third from Virginia, and one-tenth
from New-York, Pennsylvania and Kentucky each. New-Jersey leads in
trunks and carpet bags. North Carolina has three-fourths of the turpen
tine. Pennsylvania is first in wigs and curls, and, with Massachusetts,
manufactures three-fourths o f the whips. White lead is from New-York.
Locksmiths from Pennsylvania. New-York and Massachusetts produce
two-thirds o f the wire. Two-thirds of the wooden ware come from NewHampshire and Massachusetts. In woollens we find that Massachusetts
has one-third and New-York one-fifth. Generally, New-York is the
largest manufacturer, and the cases to the contrary are so rare that we
give a list o f them:
Proportion.
V erm ont,.........................
Massachusetts,................
.............
“
it
“
ft
Connecticut,.....................
“
Rhode Island,.................
New-Jersey,.....................
Pennsylvania,.................. .............
ft
if
___ -40 per cent.
___ 85
tt
Paper,........................................ . . . 2 5
it
. . . 46
“
. . . 33
tt
...30
tt
___ 25
. . . 33
“
...33
. . . . 40
tt
___ 40
tt
. . . 20
“
Coal,.......................................... . . . 80
tt
. . . 95
tt
...25
tt
. . . 50
tt
...33
“
. . . 90
tt
Gold........................................... . . . 9 0
“
California,......................... .............
Delaware,.........................
Virginia,..........................
North Carolina,...............
Missouri,.......................... ............. Castor Oil.................................
Kentucky,.........................
O hio,.................................
Wisconsin,.......................
“
. . . 40
...90
“
...
...
...
...
30
60
30
50
“
“
The order in which the States rank as manufacturers is New-York,
twenty-three per cent.; Massachusetts and Pennsylvania, fifteen per cent.;
Connecticut, five per cent.; New-Jersey, four per cent.; Maryland, three
per cent.; Virginia, three per cent.; Rhode Island, New-Hampshire,
Missouri, Maine and Kentucky, over two per cent, each; Indiana and
Illinois, one and a half each; or the fifteen States have eighty-six per
cent., leaving to the other twenty-one States and territories only fourteen
per cent, of the total manufactures. See the following tables:
142
Statistics o f Manufactures in the United States.
GENERAL SUMMARY OF MANUFACTURES IN THE UNITED STATES.
M a n u factu res .
Wo. o f
Cost o f
M ale F em a le
dablish - C apital.
raw
m a teria l. hand8. hand 8.
m ents.
1,888
.
569
Bagging, Rope and Cordage,,
HI
2,027
Bakers,......................
10,373
63
Bonnets, Straw Braid, & c.,...
Bookbinders & Blank Books,i
285
11,305
Boots and Shoes,—
206
Boxes, p a ck in g ,....
143
Brass Foundries,----431
1,603
91
Britannia and Plated W are,..
.
146
4,242
Cabinet W are,.........
42
Calico Printers,.......
Carpenters and Builders,..
2,790
116
Carpets,....................
41
Cars, rail-road,.........
487
Chandlers,................
170
23
Clocks,.............................
4,278
Clothiers and Tailors,..
1,822
Coaches and Carriages,.
510
Coal mining,..................
48
Coffee and Spice,...........
151
Combs,.............................
3S3
2,902
Coopers,....................
175
Copper and Brass,...
1,074
Cottons,..................
Cottons & Woollens (mixed,))
108
401
Cutlery and Edge Tools,.
963
Distilleries,......................
46
Dyers,............................
, 1,407
11,891
Flour and Grist Mills,.
49
30
Gas,...
94
1,015
G old !
.
317
Guns,...........................
340
Hardware,..................
1,048
Hats and Caps,...........
85
Hosiery........................
34
India Rubber Goods,.
375
Iron Forges,..............
1,819
Iron Foundries,.........
404
Iron Furnaces,............
99
Iron Manufactures,...
197
Iron Mining,...............
64
Iron Rolling,...............
26
156
761
Lime,.
$ 3,584,202
4S5,760
8,841,506
8,890,824
5,884,149
336,350
1,063,700
12,924,919
355,156
1,585,090
4,072,880
4,867,912
592,150
710,800
7,808,856
8,922,800
8,289,808
8,852,981
896,015
4,145,400
2,835,715
490,S00
12,509,161
4,973,707
8,317,501
438,662
683,687
1,035,551
2,888,040
2,S50,9S1
76,032,578
1,711,720
2,821,895
5,409,834
331,950
8,962,403
54,415,5S1
1,116,800
6,674,000
8,402,350
1,814,012
577,509
3,539,025
4,427,798
544,735
1,455,700
8,517,011
14,722,749
16,648,360
603,800
923,775
5,214,700
486,300
603,196
1,124,072
$ 2,445,765
812,190
5,612,247
8,367,370
5,111,888
932,674
1,560,330
23,S4S,374
500,470
2,112,592
3,055,266
1,474,023
760,97S
638,359
6,089,540
10,462,044
7,011,930
3,075,592
1,398,676
7,006,767
8,285,880
456,834
25,730,258
8,955,689
246,414
843,254
S43,482
1,691,824
2,644,582
8,062,661
37,778,064
2,321,986
1,439,462
10,543,201
754,379
71,517
113,036,69S
643,170
503,074
1,556,883
57,711
269,673
8,015,688
7,100,028
415,113
1,608,728
5,388,505
8,534,024
7,588,118
596,864
63,651
4,353,150
490,862
1,582,585
1,106,775
7,211
1
1,020
4
5,258
799
6,351
376
24,983
19
303 3,468
1,778 1,690
72,805 32,949
878
13
1,666
12
2,336
11
16,726
619
156
1,120
1,500
905
20,997 1,013
3,851
729
15,276
6
3,881
2,805
1,554
2,600
156
1,335
54
23
777
35,051 61,500
13,982
58
15,112
6
305
12
1,426
362
1,388
345
11,900
16
2,388
2
35,295 62,661
2,667 1,901
4,247
28
3,9S5
23
434
26
20,814
424
23,260
50
648
430
950
2
5,571
97
4,S04
SO
1,547
6,149
8S1
6,974 8,226
835 1,490
1,010 1,558
7,698
77
18,938
31
20,847
207
1,079
3
2,192
3
3,800
20
918
20
737
16
2,834
4
Cost o f Value o f
labor. p rod u ct.
$2,167,868
243,672
1,192,788
1,960,416
6,508,032
592,824
901,404
21,622,608
2S6,500
591,672
654,144
4,235,088
414,140
533,460
6,688,568
1,088,904
5,599,320
1,246,560
664,708
775,300
422,560
278,508
15,032,340
4,268,904
4,069,188
99,900
494,196
458,904
3,201,204
856,044
17,267,112
808,752
1,420,S44
1,0S9,S64
127,320
4,639,18S
5,680,164
248,724
390,684
2,094,576
3,639,832
518,292
1,973,904
3,179,700
360,336
537,S2S
2,810,760
6,279,912
5,011,300
409,728
590,866
1,451,748
290,424
181,756
785,746
$ 6,842,611
1,401,583
8,002,898
13,294,229
16,048,536
1,687,248
3,225,678
53,967,408
1,053,741
8,625,618
5,728,568
6,610,731
1,585,765
1,578,579
17,668,054
13,6S0,805
16,886,819
5,402,684
2,493,558
10,199,730
4,979,630
1,281,500
48,311,709
11,073,630
7,173,750
1,240,614
1,615,850
3,040,671
7,126,317
4,942,901
65,501,6S7
8,693,731
3,813,241
15,770,240
1,0S6,795
10,056,163
136,056,786
1,598,695
1,921,746
4,641,676
9,551,853
1,173,014
6,957,770
14,319,864
1,028,102
3,024,335
9,002,705
20,111,517
13,491,898
1,425,343
1,217,803
6,936,081
1,060,022
2,150,068
2,2S6,242
Statistics o f Manufactures in the United States.
143
GENERAL SUM MARY OF MANUFACTURES IN THE UNITED STATES.—(C ontinued.)
No. o f
E stablish• C apital.
m ents.
Look, glass & picture frames,
108 $445,240
Lumber, sawing and planing, 17,895 40,038,427
Machinists and Millwrights,.. 1,062 19,225,918
Medicines, Drugs & D. Stuffs,
143 1,427,375
Milliners,......... .......................
532
660,193
Morocco Dressers,..................
116 1,387,750
Musical Instruments..............
204 1,545,935
Nails,........................................
87 4,428,493
Oil, Lard,.................................
41
362,950
Oil, Linseed,...........................
168
896,650
Oil, W hale,.............................
50 2,791,000
640,700
Oil Cloths,...............................
56
443 7,260,864
Paper,......................................
Patent Leather,......................
592,100
20
Plumbers..................................
124
046,225
Pork and Beef Packing,.......
1S5 3,4S2,500
4S4
777,544
Potteries,.................................
Powder, Gun,.........................
54 1,179,223
Printers and Publishers,.......
673 5,862,715
Rice M ills,...............................
4
210,000
Saddles and Harness,............. 3,515 3,969,379
Sails,.........................................
266,380
183
Salt and Salt Eeflning,...........
340 2,640,860
Sash and Blinds,....................
433 1,066,855
Sewing Silk,.............................
428,350
27
Silversmiths, Jewelers, & c.,..
5S3 3,S28,170
Ship Building and Boats,___
892 5,182,309
Starch,......................................
692,675
146
Stone and Marble Quarries,.. 1,144 4,032,182
Stoves and Ranges,................
230 3,179,475
Sugar Refiners,......................
23 2,669,000
Tanners and Curriers,........... 6,528 20,602,945
Tin and Sheet Iron Works,.. 2,280 4,129,587
Tobacconists,......................... 1,418 5,008,295
Trunks and Carpet Bags,___
116
356,660
Turners....................................
440
663,615
Turpentine,.............................
856 1,663,692
U mbrellas,.............................
80
761,760
565,635
Upholsterers,.........................
155
Wheelwrights,........................ 4,226 3,146,211
51 3,124,800
White Lead,...........................
83
537,725
W ire and Wire W orkers,___
530,165
W ooden W are,........................
197
739,925
W ool Carders,........................
630
Woollens, carding & fulling,. 1,817 26,071,542
Miscellaneous,........................
564 4,045,370
M a n u factu res .
Cost o f
raw
m a teria l.
$ 544,9S0
27,593,529
11,367,728
1,657,886
1,496,866
2,2S6,995
69S,163
4,43S,976
1,271,602
1,477,645
6,492,876
829,706
5,555,929
886,495
1,297,119
9,451,096
275,083
S60,997
4,964,225
1,209,000
4,427,006
880,414
1,051,419
859,827
848,945
4,920,619
7,286,401
799,459
2,475,760
2,913,943
7,662,685
22,865,253
4,305,3S9
7,841,728
765,816
407,043
1,4S4,31S
1,399,607
983,961
1,886,551
3,541,072
534,548
436,676
1,251,550
24,912,455
3,249,944
M ale F em a le
hands. hands,
Cost o f Value o f
labor. p rod u ct.
884
79 $347,976
51,766
452 13,022,052
27.834
58 9,639,912
134
276,488
693
610,836
181 3,6SS
623,772
1,796
171
24 1,054,728
2,307
4 1,812,972
5,227
182
11
58,956
477
2
143,664
492
52
198,468
648
2
178,854
3,835 2,950 1,497,792
150
262,248
6S7
1,037
3
377,944
3,267
9 1,231,536
2,246
43
607,418
576
3
192,588
6,9S9 1,279 2,737,308
200
80,400
12,598
360 3,154,008
838
10
349,644
2,699
87
753,360
2,448
49
840,924
295
554
152,712
4,873
389 2,131,296
12,623
6 5,922,576
6S6
8
193,224
9,996
5 3,431,194
4,227
1,617,274
1,644
12
604,248
22,451
124 5,606,110
7,365
28 2,363,100
12,261
1,975 2,420,208
1,056
264
886,160
27
1,624
493,020
3,369
68
447,348
814 1,762
483,548
804
708
365,580
11,542
7 3,157,544
1,50S
512,888
658
18
208,128
1,328
32
372,132
22
1,071
225,972
29,919 14,976 7,167,900
742 2,281,378
4,247
$1,252,746
5S,520,966
27,998,344
3,508,465
2,761,989
3,S61,895
2,580,715
7,662,144
1.617,669
1,948,934
7,839,980
1,256,994
10,187,177
1,368,300
2,343,607
11,981,642
1,466,063
1,590,332
11,586,549
1,462,000
9,935,474
1,654,503
2,177,945
2,277,061
1,209,426
9,401,765
16.595,6S3
1,261,468
8,180,115
6,124,748
9,S98,800
37,702,333
8,933,188
13,491,147
1,558,388
1,374,449
2,855,657
2,505,622
1,790,6S3
6,827,451
5,242,218
1,033,249
1,138,078
1,739,476
39,S48,557
10,050,504
All manufactures producing less than one million o f dollars annually,
are omitted. It will be seen by the foregoing table, that there is only
one manufacturing interest producing over one hundred millions o f dol
lars; of the second class, producing over fifty millions o f dollars, and
less than one hundred millions, there are three; of the third class, pro
ducing between twenty-five and fifty millions of dollars, there are fou r; o f
the fourth class, between ten and twenty-five millions o f dollars, there are
eighteen kinds ; o f the fifth class, producing between five and ten millions
of dollars, there are twenty-one kinds; of the sixth class, producing be
tween one million and five millions of dollars, there are fifty-four kinds.
144
Statistics o f Manufactures in the United States.
C ondensed T abular S tatement
of the
S tate
States and
T erritories.
No. o f
E stablish m ents.
C apital.
and
A ggregates
of
M anufactures
in each
T e r r it o r y .
Cost o f
raw
m a teria l.
M ale F em ale
hands. hands.
Cost o f
labor p e r
annum.
Value o f
p rod u ct.
$4,528,876
1,026
$3,450,606
$ 2,224,960
4,397
539
$1,105,824
261
805,015
215,789
812
30
159,876
537,908
California,............. .
1,003
1,006,197
1,201,154
3,964
3,717,180
12,862,522
Connecticut,....... .
Alabam a,............. .
Arkansas,.............
3,737
25,876,648
23,608,971
34,24S
16,483
12,435,9S4
47,114,585
Delaware,.............
531
2,978,945
2,864,607
3,237
651
936,924
4,649,296
Dist. of Columbia,
403
1,001,575
1,405,871
2,034
536
757,584
2,690,258
Florida,................
103
547,060
220,611
876
115
199,452
668,385
1,522
5,456,4S3
3,404,917
6,650
1,718
1,709,664
7,082,075
G eorgia,............... .
Illinois,................... .
3,162
6,217,765
8,959,327
11,066
493
3,204,336
16,534,272
Indiana,................
4,392
7,750,402
10,369,700
13,748
692
3,728,844
18,725,423
Iow a ,.....................
522
1,292,875
2,356,881
1,687
20
473,016
3,551,788
Kentucky,...............
8,609
11,810,462
12,165,075
19,576
1,900
5,106,048
21,710,212
Louisiana,.............
1,008
5,032,424
2,459,508
5,458
759
2,033,928
6,779,417
Maine,....................
3,974
14,699,152
13,553,144
21,853
6,167
7,4S5,58S
24,661,057
Maryland,..............
3,725
14,934,450
17,690,886
22,729
7,483
7,403, S32
33,043,892
Massachusetts,-----
8,852
88,940,292
85,856,771
107,784
69,677
41,954,736
157,743,994
Michigan,...............
2,033
6,563,660
6,136,328
8,990
354
2,717,124
11,169,002
Mississippi,............
947
1,815,820
1,275,771
3,046
108
771,528
2,912,068
Missouri,................
2,923
8,576,607
12,798,351
14,880
928
4,692,648
24,324,418
New-Hampshire,...
3,211
18,242,114
12,745,466
14,103
12,989
6,123,876
23,164,503
New-Jersey,...........
4,207
22,293,258
22,011,871
29,068
8,762
9,364,740
39,851,256
99,904,405 134,655,674 147,737
237,597,249
N ew -Y ork,.............
23,553
51,612
49,131,000
North Carolina,....
2,663
7,456,860
4,602,501
12,473
2,128
2,383,456
9,111,050
O h io,......................
10,622
29,019,538
34,67S,019
47,054
4,437
13,467,156
62,692,279
Pennsylvania,.......
21,605
94,473,810
87,206,377 124,68S
22,078
37,163,232
156,044,910
Rhode Island,.......
864
12,935,676
13,186,703
12,923
8,044
5,047,0S0
22,117,688
South Carolina,.. . .
1,430
6,053,265
2,787,534
5,992
1,074
1,127,712
7,045,477
Tennessee,.............
2,887
6,527,729
5,166,886
11,080
959
2,247,492
9,725,608
1,168,588
T exas,....................
309
539,290
394,642
1,042
24
322,368
Vermont,................
1,849
5,001,377
4,172,552
6,894
1,551
2,202,34S
8,570,920
Virginia,................
4,740
18,109,143
18,101,131
25,790
3,320
5,434,476
29,602,507
291
1,712,496
9,293,068
W isconsin,.............
1,262
3,382,14S
5,414,931
5,798
Minnesota,.............
5
94,000
24,300
63
18,540
58,300
New-Mexico,.........
23
68,300
110,220
81
20,772
249,010
Oregon,...................
52
843,600
809,560
285
388,620
2,236,640
Utah,.......................
14
44,400
337,381
51
9,984
291,220
Aggregate,
123,025 $ 533,245,351 $ 555,123,822 131,137 225,922 $ 236,755,464 $ 1,019,106,616
145
Rates o f Toll on the New -York Canals.
R A T E S O F T O I L ON T H E N E W - Y O R K C A N A L S , 1 8 6 1 .
Established by the Canal Board, on persons and property transported on
the New -York State Canals, to take effect on the opening o f Navigation.
Toll is to he computed upon the weight (“ 1,000 pounds per mile” ) o f all articles con
tained in the follow ing list, utiless otherwise stated, opposite to the article excepted:
cts. m. fr.
Articles not enumerated going towards tide water,.......................................... 0 2
Agricultural productions of the United States, not particularly specified, 0 2
Apples........................................................................................................................
02
Ashes, pot and pearl,.............................................................................................. 0 2
Ashes, leached,...................................................................................................
0
5
5
0
0
05
Bacon......................................................................................................................... 0 1 0
Barley........................................................................................................................ 0 3 0
Barrels, empty, transported in boats................................................................... 0 1 0
Barrels, empty, transported in rafts,................................................................... 0 5 0
Bars of iron,................................................................................
Barytes,.................................................................................................................... 0 3 0
Beans,........................................................................................................................ 0 2 5
Bed plates for steam engines, (cast iron,)........................................................... 0 2 0
Bedstead stuff, (see Lumber, No. 3,)...................................................................
02 0
Beef, salted,.............................................................................................................. 0 2 0
Bloom iron,.............................................................................................................. 0 2 0
Boat knees, (see Lumber, No. 3,)........................................................................... 0 2 0
Boats propelled b y steam, having preference at the locks over other
boats, per mile................................................................................................. 4 0 0
Boats in tow of such steamboat, not exceeding four, and having such
preference, per mile......................................................................................... 4 0 0
Boats not propelled by steam, or in tow, and having such preference, per
mile,.....................................................................
Boats used chiefly for the transportation of passengers upon all canals, per
mile,..............................................................................................
On the same, if they elect to commute for tolls upon passengers,. 3 0
0
Boats used chiefly for the transportation of property, per mile....................... 2 0 0
On the same, if they elect to commute for tolls upon passengers,.. 2 3 0
Bolts, staves, if carried in boats.......................................................................... 0 1
5
Bolts, staves, if carried in rafts,.................................................................
0 50
Bones for manure,........ .......................................................................................... 0 1
0
Bones other than for manure,............................................................................... 0 2
0
Boxes, stuff for, (see Lumber, No. 3 ,)................................................................... 0 2
0
Bran,........................................................................................................................... 0 2 0
Brick.......................................................................................................................... 0 1
0
Broom handles, (see Lumber, No. 3,)................................................................... 0 2 0
Brush backs, (see Lumber, N o 3.)........................................................................ 0 2 0
Brush handles, (see Lumber, No. 3,)..................................................................... 0 2 0
Buffalo skins,............................................................................................................ 0 5 0
B utter,...................................................................................................................... 0 2 0
Butts, stave, if carried in boats,........................................................................... 0 1 5
Butts, stave, if carried in rafts,............................................................................. 0 5 0
Cabinet ware...........................................................................................................
Carts,..........................................................................................................................
Car axles,..................................................................................................................
Car wheels, (iron,)...................................................................................................
Carriages and sleighs..............................................................................................
Casks, empty, transported in boats,....................................................................
Casks, empty, transported in rafts,......................................................................
VOL. X X V .---- NO. II.
10
04
04
03
03
04
01
05
0
0
0
0
0
0
0
0 20
4
0
146
Annual Report.
ctt. m. A-
Castings, all iron castings, except machines and the parts thereof,............
Castings, broken,...................................................................................................
Cattle, live,.............................................................................................................
Cedar posts, (see Lumber, No. 2,) per 1,000 feet, per mile,.........................
Cedar, red, (see Lumber, No. 2,) per 1,000 feet, per mile,.............................
Cement, fire-proof,...............................................................................................
Cement, hydraulic,...............................................................................................
Chairs, new,...........................................................................................................
Chair stuff, (see Lumber, No. 3 ,)......................................................................
Charcoal,.................................................................................................................
Cheese,....................................................................................................................
Clay.........................................................................................................................
Clover seed,................................................................ ........................................
Coal, mineral,....................... ................................................................................
Coal, bituminous, going towards and carried to tide-water,.......................
Coal oil,.................................................................................................................
Coffee,......................................................................................................................
Copper ore,............................................................................................................
Copper, pig and smelted......................................................................................
Corn,........................................................................................................................
Corn meal,..............................................................................................................
Cotton,....................................................................................................................
Crockery.................................................................................................................
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3 0
2 0
2 0
5 6
5 6
2 0
2 0
4 0
2 0
0 5
2 0
1 0
4 0
1 0
0 5
1 0
2 0
0 5
1 0
o 5
2 6
1 0
2 0
Deer skins...............................................................................................................
Demijohns...............................................................................................................
Domestic distilled spirits,....................................................................................
Domestic cottons,.................................................................................................
Domestic woollens,...............................................................................................
Dried fruit,.............................................................................................................
Drilled barrows,.....................................................................................................
0
0
0
0
0
0
0
5
4
2
2
2
4
4
0
0
0
0
0
0
0
Earth,......................................................................................................................
Esculent roots.........................................................................................................
Enamelled ware, flint,.........................................................................................
0
0
0
1
2
0
0
0
Fanning mills.........................................................................................................
Felloes, (see Lumber, No. 3,)...............................................................................
Fire-proof cem ent,...............................................................................................
Fire brick................................................................................................................
Flax seed,...............................................................................................................
Flint enamelled ware,...........................................................................................
Flour,................................................... ..................................................................
Furniture, n ew ; cabinet ware, chairs, looking-glasses, willow-ware, mat
tresses and piano-fortes........................................... ....................................
Furniture for stoves, not cast iron......................................................................
Furs, and skins of animals producing furs,......................................................
0
0
0
0
0
0
0
4
2
2
1
2
2
2
0
0
0
0
0
0
e
0
0
1
4
6
0
0
0
0
Gas pipes............... .................................................................................................
Glass w a re,............................................................................................................
Grass seed...............................................................................................................
Grease,.................................................................. ..............................................
Gun stocks, (see Lumber, No. 3,)........................................................................
Gypsum, the product of this State...................................................................
Gypsum, foreign and product of other States,................................................
Handspikes, (see Lumber, No. 3,).......................................................................
Harrows..................................................................................................................
Hay, pressed..........................................................................................................
Heading, undressed, transported in boats,.......................................................
Heading, dressed or partly dressed...................................................................
Heading, transported in rafts..............................................................................
Hemp, going towards tide-water...................... .................................................
Hides, green, o f domestic animals of the United States,.............................
Hides, raw, imported, of domestic and other animals,.................................
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
4
1
2
1
3
2
4
1
1
1
5
1
3
3
0
0
0
5
0
0
0
0
0
0
0
e
0
0
0
0
Rates o f Toll on the New- York Canals.
147
cts. m. fr.
Hogs, liv e ,.............................................................................................................
Hops,.......................................................................................................................
Hop poles, (see Lumber, No. 3,).........................................................................
Hoop poles, (see Lumber, N o. 3,)........................................................................
H orses,...................................................................................................................
Horses, used exclusively for towing boats and other floats, exempt from toll.
Horse shoes.............................................................................................................
Hubs, (see Ijumber N o. 3,)..................................................................................
Hydraulic cement,.......... ......................................................................................
0
0
0
0
0
2
2
2
2
3
0
0
0
0
0
0 2
0 2
0 2
0
0
0
Ice,...........................................................................................................................
Iron in sheets, bars or bundles,..........................................................................
Iron ore,..................................................................................................................
Iron, bloom, scrap and pig...........................................................
Iron, boiler,............................................................................................................
Iron, bridge and railing,.....................................................................................
Iron bolts,...............................................................................................................
Iron safes,................................................................................................................
0
0
0
0
0
0
0
0
1
2
1
2
2
2
2
2
0
0
0
0
0
0
0
0
Junk,........................................................................................................................
0
3
0
Lard,........................................................................................................................
Lard oil,..................................................................................................................
Lath, (see Lumber, N o. 1,)..................................................................................
Lath, (see Lumber, No. 2,) per 1,000 feet per mile, surface measure,........
Lath, (see Lumber, No. 3,)....................................................................................
Lead, pig, going towards tide-water,................
Lead, bar, going towards tide-water,...............................................................
Leather, manufactured,........................................................................................
Lime, manufactured,............................................................................................
Lime water,...........................................................................................................
Limestone................................................................................................................
Looking glasses,....................................................................................................
Looking glass backs, (see Lumber, No. 3,)........................................................
Lumber, No. 1.
Transported in boats by weight, per 1,000 pounds p e r m ile:
White pine, white wood, cherry, bass wood, cedar, boards, planks,
Bcautling, and on all sidings, lath and other sawed stuff,-less
than one inch thick, (except such as is enumerated in Lumber,
No. 3 ,) .....................................................................................................
Oak, hickory, beech* sycamore, black walnut, butternut, maple, ash,
fir, elm, tamarack, yew and spruce,.................................................
Hemlock..........................................................................................................
L umber , No. 2.
Transported in boats by measurement, p er 1,000 fe e t per m ile:
Boards, planks, scantling and sawed timber, reduced to inch measure
ment, and all siding, lath and other sawed stuff, less than one
inch thick, (except such as enumerated in Lumber, N o. 3,) tolls
computed on surface measurement, and all kinds of red cedar,
cedar posts, estimating that a cord, after deducting for openings,
will contain 1,000 feet,........................................................................
Hemlock, per 1,000 feet per mile, when not weighed...........................
Lumber, No. 2, transported in rafts, per 1,000 feet per mile,.............
0
0
0
0
0
0
0
0
0
0
0
0
0
1 6
1 6
2 0
5 0
2 0
0 5
0 5
2 0
1 5
1 5
1 0
4 0
2 0
0
2 0
0
0
1 5
0 6
0
0
2
5 6
2 5
5 0
L umber , N o. 3.
Transported in boats by weight, p er 1,000 pounds per m ile :
Sawed lath of less than ten feet in length, split lath, hoop poles,
hand spikes, rowing oars, broom handles, spokes, hubs, tree nails,
felloes, boat knees, plane stocks, pickets for fences, stuff—manu
factured or partly manufactured— for boxes, chairs and bed
steads, hop poles, brush handles, brush backs, looking-glass
backs, gun stocks, plow beams and plow handles..........................
Sawed stuff for window blinds, not exceeding one-fourth of an inch
in thickness, and window sashes and blinds....................................
0
2
0
0
6
0
148
Annual Report.
eta. m. fr.
Lumber shall not be cleared by measurement when carried in a boat
having other articles on board paying toll by weight; but such
lumber shall, in all cases, be also cleared by weight.
When a cargo is composed entirely of lumber, which can be cleared
b y weight or measure, the whole of such cargo shall be cleared
b y measurement or by weight, as the shipper or master may
elect; and in no case shall a portion of any such cargo be
cleared b y measurement and the other portion by weight
Mahogany, (except veneering,) reduced to inch measure, per 1,000 feet
per mile,.................................................................................................
Manure,...................................................................................................................
Mattresses,..............................................................................................................
Mechanics’ tools. (See Tools.)
Merchandise, non-enumerated,............................................................................
Molasses...................................................................................................................
Moose shins..................................................................................................
Mowing machines,................................................................................................
1 5 0
0 1 0
0 2 0
2
2
5
4
0
0
0
0
Nails,...........................................................................
0 2
0
Oats.........................................................................................................................
Oil cake,..........................................................................................................
Oil meal,.................................................................................................................
Onions,....................................................................................................................
0
0
0
0
2 5
2 0
2 0
1 0
Passengers, over ten years of age, per mile.....................................................
Peas.........................................................................................................................
Piano-fortes........................
Pickets for fences, (see Lumber, No. 3,)............................................................
Pig copper,.............................................................................................................
Pig iron...................................................................................................................
Plane stocks, (see Lumber, No. 3,).....................................................................
Plaster, calcined,...................................................................................................
Plow beams, (see Lumber, N o. 3,).....................................................................
Plow castings,.......................................................................................................
Plow handles, (see Lumber, No. 3,)...................................................................
Plow s,......................................................................................................................
Pork, salted,.........................................................
Potatoes,.................................................................................................................
Powder and gunpowder,......................................................................................
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
4
2
1
2
2
2
2
2
2
4
2
2
4
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
Rags,........................................................................................................................
Rail-road chairs,...........................................................................
Rail-road iron,.......................................................................................................
Rails for fences, nor exceeding fourteen feet in length, carried in boats,
iper M. per mile,................................................................................................
On the same, if carried in rafts, per M. per m ile,...................................
Reaping machines,................................................................................................
■Roots, esculent.......................................................................................................
Rowing oars, (see Lumber, No. 3,).....................................................................
R y e ,.........................................................................................................................
0 2
0 2
0 2
0
0
0
2
8
0
0
0
0
0
0
4
1
2
2
0
0
0
0
0
5
0 5
0 1
0 1
0
0
0
Salt, foreign............................................................................................................
Salt manufactured in this State,........................................................................
Sand.................................................
Sawed stuff. (See Lumber, Nos. 2 and 3.)
Sawdust,..................................................................................................................
Scrap iron....................................................................
Sheep, live,.............................................................................................................
Shingles, in boats, per 1,000 pounds, per mile,................................................
Shingles, in boats, per M. per mile,....................................................................
Shingles, per M., per mile, in rafts,...................................................................
Ship knees,.............................................................................................................
Ship knees, transported in rafts,.........................................................................
0
0
0
0
0
0
0
0
0
0
0
0
1 0
2 0
2 0
1
5
0
5
4 0
1 0
5
0
Rates o f Toll on the New-York Canals.
149
ots. m .fr.
Ship stuffs,.............................................................................................................
Shooks, stave.....................................................................................................
Shrubbery and trees.............................................................................................
Siding, (see Lumber No. 1,).................................................................................
Siding, (see Lumber No. 2,) per 1,000feet,surface measure,.........................
Skins of animals producing furs,........................................................................
Slate........................................................... .............................................................
Sleighs.....................................................................................................................
Soda ash,................................................................................................................
Spikes,.................................................................................................................
Split posts, not exceeding ten feet in length, carried in boats, per M. per
mile,....................................................................................................................
On the same, if carried in rafts,per M. per mile,...................................
Spokes, (see Lumber, No. 3,)................................................................................
Staves, cut, dressed or partly dressed, and stave bolts and butts, trans
ported in boats,............................................................................................
Staves, undressed,.................................................................................................
Stave and stave bolts and butts, transported in rafts,..................................
Steel.........................................................................................................................
Stone for the manufacture of lime,....................................................................
Stone, wrought,.....................................................................................................
Stone, unwrought and partly wrought,...........................................................
Stove furniture, not cast iron..............................................................................
Stove pipe,..............................................................................................................
Stoves,....................................................................................................................
Straw, pressed.............................................. .........................................................
Sugar.......................................................................................................................
Tallow,....................................................................................................................
Tan bark, per cord, per mile, carried in boats................................................
Tan bark, per cord, per mile, carried in rafts,................................................
Tan bark, ground, per 1,000 pounds, per mile................................................
Tar...........................................................................................................................
Threshing machines,.............................................................................................
Tile for roofing,.....................................................................................................
T imber, per 100 cubic feet, per mile, transported in boats:
Squared and round,......................................................................................
Squared and round, transported in rafts,................................................
On the same, if cleared after the first of June, and arriving at tide
water before the 15th of August, inclusive, per 100 cubic feet,
per mile,.................................................................................................
Sawed timber, (see Lumber, N o. 2,) per 1,000 feet per mile................
Tobacco, unmanufactured, going towards tide-water....................................
Tobacco, going from tide-water..........................................................................
Tools, mechanics’, ......................................................................... ........................
Treenails, (see Lumber, N o. 3,)............................................................................
Trees and shrubbery.............................................................................................
Turnips,...................................................................................................................
Turpentine,.............................................................................................................
Varnish,...................................................................................................... .........
Wagons....................................................................................................................
Ware, flint,............................................................................................................
Water, lime............................................................................................................
Water pipes,...........................................................................................................
W heat,....................................................................................................................
W illow ware,........................................................................................................
W indow blinds, and sawedstuff for, (see Lumber, N o. 3 ,)............................
Window sashes,....................................................................................................
W ood for fuel, per cord, per m ile,.....................................................................
W ood for fuel, per cord, permile, carried in rafts,........................................
W ood used in the manufacture of salt, exempt from toll.
W ool,.......................................................................................................................
0
0
0
0
0
1
0
0
0
0
2
1
4
2
5
0
1
4
1
2
0
5
0
0
6
0
0
0
0
0
2 0
8 0
0 2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
1 5
1 0
50
2 0
1 0
1 5
1 0
6 0
6 0
3 0
1 0
2 0
1 5
5
0
0
0
2
5
2
0
4
0
4
0
0 6
1 0
0
0
0
0
0
0
0
0
0
0
0
0
6
0
0
0
0
0
7
5
1
2
2
2
4
1 0
2
0
0 2
0 4
0 2
0
0
0
0
0
0
0
2
0
0
0
5
0
5
0
0
0
0
0
1
2
2
4
6
6
5
0
0
2 0
PRICES
On
A rticles.
1849.
$4
2
2
1
81
81
75
25
57
36
59
u%
34
5 50
o%
8%
6%
1st
op
H at ,
1850.
$ 5
2
2
1
25
87
81
33
59
41
61
12
42
5 50
8%
11
12
in each
LEADING
Y ear ,
1851.
$4
8
3
1
from
1852,
31
50
12
14
73
45
64
$4
3
3
1
12
43
5 00
IS
31
25
11
77
39
64
13
40
5 50
9%
12%
11
9%
8%
2 62
9 87
2 81
11 62
2 75
10 25
1 47
47
8
72
2 75
10
65
17
70
2 12
4
60
25
75
1 65
0%
75
29
70
26 75
55 00
1 03
15
90
2 25
22%
20 50
43 00
1 25
16
70
2 10
24
21 00
36 50
1 65
15
80
2 95
23
20 00
35 00
2 25
15
87
2 00
20%
23^
23%
19%
26
23
1S%
4 18
11 00
31
25
20
29
24
19
l
ARTICLES
1819
to
1853.
$4
3
3
1
62
81
00
28
90
46
67
12
32
5 00
9%
11%
10%
3 25
12 50
2 77
4%
1 00
20
80
35 00
66 00
1 75
17
95
2 75
23
28
25
22
IN
THE
NEW-YORK
MARKET,
1S61.—(From, the Newr-TorJc Journal o f Commerce.')
1854.
$7
4
3
2
1
02%
75
75
31
12
56
85
16
30
6 00
1855.
1856.
S1J£
75
25
80
50
81
1 13
$ 5 50
3 25
8 12%
1 80
78
40
62
u%
29
14
40
5 50
$9
6
5
2
1
e oo
1857.
$ 6
3
3
1
00
50
25
85
90
58
80
14
42
5 25
1858.
$4
8
3
1
25
40
50
35
66
46
73
10%
39
4 25
4 37%
17 25
2 80
6
75
30
80
2 42
0%
1 19%
19
85
3 25
9
80
9
75
4 75
10%
75
10
75
2 50
6
45
8
75
32 00
62 00
1 37%
26
1 00
5 00
23%
36 00
60 00
1 37%
29
90
5 50
29
25 50 '
47 00
1 IS%
25
70
4 25
21
47
36
80
75
62
54
35
30
24
24
26
20
28
26
23
17
SS
5 00
4 00
16 25
4 00
20 75
27 50
56 00
2 00
22
1 00
4 70
37
50
50
80
65
84
43
82
3 37#
13 75
3 S7%
20 00
40 00
76 00
2 25
22
1 15
8 75
20%
20%
40
5 00
$ 5
3
3
1
18%
10%
11%
3 62#
16 50
3 75
21 00
50
75
90
70
84
54
86
12
15
12
10%
14
9%
11
15^
u%
$5
3
3
1
1860.
10%
18
12%
10%
U Jf
0%
n%
11%
10%
1859.
2 20
3%
75
13
75
25 00
47 00
1 45
26
70
4 00
25
39
31
25
2 35
5
95
10
75
24 00
40 00
1 75
21
70
3 00
22%
49
30
27
1861.
$5
3
2
1
20
10
85
65
68
36
67
17
82
4 75
13
17
18%
3 75
14 50
1 55
3%
SO
16
60
21 00
44 00
1 20
19
80
3 20
18
32
22
17
Annual Report.
Breadstuff's—
Wheat flour, State,...........bbl.
Rye flour, fine,................ “
Corn meal, Jersey,......... “
Wheat, prime white,.. .bush.
R ye,................................ “
Oats, State,.................... “
Corn, yellow,.................. “
Candles—
Mould,.................................lb.
Sperm,............................... “
Coal—Anthracite,................... ton,
Coffee—
Brazil,.................................lb.
Java,.................................. “
Cotton—Mid. up.,.................... “
Fish—
Dry cod..............................qtl.
Mackerel, No. 1 Mass.,..keg,
F r u it M. R. Raisins,................ box,
Dried apples,......................lb.
H ay,................................ hundred,
Hops,..........................................lb.
Indigo—Manilla,...................... “
Iron—
Scotch pig......................... tou,
Common English bar,... “
Laths,.........................................M.
Leather—Hemlock sole,.......... lb.
Lime—Common Rockland,.. bbl.
Liquors—Cogniac brandy,.. .gall.
Domestic whiskey,......... “
Molasses—
New-Orleans,.................. gall.
Muscovado,..................... “
Cardenas,......................... “
the
OF
ISO
COMPARATIVE
Naval Stores—
Spirits turpentine,..
.gall.
..bbl.
37
1 25
49
1 25
65
1 40
61
1 70
44
1 70
40
1 6 7X
4S
1 90
49X
1 52X
53
1 70
47
1 5 7X
80
1 85
86
49
1 04
1 12
58
43
56
1 16
1 20
78
43
52
1 29
1 27
74
75
90
1 25
1 31
63
52
6S
1 28
1 35
61
57
67
1 53
1 60
92
66
75
1 79
2 05
S4X
75
S6
1 80
2 05
75
73
83
1 45
1 55
80
56
68
1 22
1 35
68
50
60
1 40
1 45
63
42
55
1 30
1 45
60
40
57
1 37
1 60
58
10
8
12
8
06
25
12
25
EX
4
GX
17
ex
8 12
1 25
6
19 50
4X
10
ex
97
iy .
4X
SX
8
43
33
10
8
9
6
25
50
25
00
6*
8X
GX
18
7X 3 50
1 37
ex
18 00
5
9X
8
1 05
4%
4%
sx
7
47
26
35
6
18X
29
1 75
57
7
18
S2X
1 15
1 75
30
32
36
40
31
33
86
27
15
13
9
5
00
00
75
50
9
6%
»X
16
7
2 87
1 40
9
16 00
5
9.X
SX
97
5
5X
8X
IX
18
16
10
6
75
75
00
00
9%
8
10
22
SX
3 62
1 15
GX
15 00
SX
9X
»X
87
4X
4X
I X
8 X
15
13
10
5
75
37
00
75
9X
6X
9X
20
9X
4 37
1 57
10X
16 00
6
io x
11
97
5
4%
SX
9X
53
24
33
55
18
30
50
17
29
9
27
31
1 12
1 70
7
19
51
1 00
1 62
7
20
81
1 25
1 75
40
43
47
37
26
31
36
27
42
47
52
41
14
13
11
7
50
25
00
25
sx
6
10
25
10
4 00
1 70
8X
20 00
7
11X
11
1 17
17
14
11
8
373tf
37^
00
50
9%
7«
m
26
11
6 00
1 45
io x
28 00
6
io x
IOX
1 00
19
15
8
8
00
50
50
00
9X
7X
10
20
10
4 25
1 78
12
24 50
6
io x
io x
92X
23
18
13
11
00
90
50
25
11
9
14X
27
13
5 00
1 45
11
24 50
6
18
15
11
8
75
35
50
50
10
7X
n%
16
12
8
6
35
75
25
50
9X
6X
nx
nx
25
GX
4 25
1 87X
7X
IS 25
5
12X
12X
85
OX
9X
57X
47X
22X
10
4 00
1 50
s%
15 00
5X
9X
17
14
5
4
75
25
25
25
9X
7X
nx
IS
10
4 12X
1 70
8X
16 00
6
10
sx
44
nx
TX
7
io x
IOX
nx
io x
10X
7
GX
9X
10X
60
80
40
43
30
40
35
30
40
45
40
50
35
80
37
39
3S
43
40
38
35
8X
20
86X
2 25
2 50
10
24
12X
28
16
44
82
12
24
1 00
2 50
3 50
11
20
90
2 50
3 00
10
20
90
2 50
2 00
25
34
37
22
40
50
56
35
48
33
32
4X
4%
sx
12X
38
45
50
35
EX
6X
8%
62
12X
io x
14
2 75
2 75
2 50
2 50
90
2 75
3 00
30
37
45
24
82
39
45
48
34
BOX
56
37
GX
5X
6X
GX
9X
O X
55
17
13
6
4
87
25
00
25
SX
GX
0%
16
7
5 75
1 60
8
18 75
5X
10
8
40
BX
4X
IX
9
50
40
35
9
17
75
3 50
4 00
82
40
47
23
151
82
1 08
Comparative Prices.
Whale, manufactured,..
Sperm, crude,........... .
Sperm, manufactured
Linseed,................... .
Provisions—
Pork, mess,..............
..bbl.
Pork, prime,............. .. “
Beef, mess, country,. . . “
Beef, prime,............. . . “
Pickled hams,........... ...lb .
Pickled shoulders,.. .
Lard,.................. . . .
Butter, State,.............
it
Cheese,......................
Rice,.................................
Salt, Liverpool fine,.........
Seeds—Clover,.................. ...lb .
Timothy,....................
Soap—N e w-Y ork,........... ...lb .
Castile,.......................
Spices—Pepper,...............
Nutmegs,..................
Sugars—
New-Orleans,...........
Cuba,..........................
Refined white,...........
Tallow,.............................
Teas—
a
Young Hyson,...........
Souchong,................. ... “
tt
Oolong,......................
Tobacco—
«
Kentucky...................
tt
Manufactured,...........
tt
Whalebone—Polar,.........
W ine—Port,.................... .
Madeira,....................
W o o lCommon.....................
% blood,.................... __ “
>t
Merino,......................
tt
Pulled, No. 1 ,...........
84
95
152
Annual Report.
IMMIGRATION
OF T H E
P O R T OF N E W - Y O R K .
Extracts from the Report o f the Commissioners o f Emigration, fo r the year
ending December 31, 1860.
Number o f Passengers landed at this Port.— The whole number of
passengers landed at this port during the year 1860 was 155,371. O f
these, 50,209 were citizens, or persons not subject to bonds or commuta
tion, and 105,162 were aliens, for whom commutation was paid, or bonds
executed; showing an increase in alien emigrants o f 25,840 more than
in 1859, and 26,573 more than in 1858, but being 78,611 less than in
the year 1857, and 37,180 less than 1856, whilst the proportion to the
average o f former years, since 1847, is much less than half. O f these
emigrants, 47,330 were from Ireland, 37,899 from Germany, 11,361
from England, and 8,572 from other countries.
Emigrant Refuge and Hospital, Ward's Island.— The commissioners
hold in fee one hundred and six acres on W ard’s Island, together with
appurtenant water-rights and marsh partly covered with water. These
lands were purchased, as stated in former reports, from time to time, at
prices much less than that for which adjoining lands are now sold, and
were paid for either from the annual income or from funds obtained on
mortgage, with which debt the property, greatly increased in value in
itself, as well as by the buildings and other improvements, is still encum
bered.
Landing-place fo r Emigrant Passengers at Castle Garden.— The estab
lishment at Castle Garden, for the exclusive landing-place o f emigrants,
under the authority o f the act o f 1855, for the protection of emigrants,
has now had its utility confirmed by the experience o f a fifth year. The
able and efficient superintendent, J ohn A. K e n n e d y , who first organized
this department, and to whom we are indebted for much o f its usefulness,
continued to discharge the duties o f this station until June last, when he
resigned on accepting the appointment o f superintendent-general of the
police o f the metropolitan district. The duties of his station have been
transferred to the secretary and general agent, by whom they have since
been efficiently performed. It may be observed, that the combination of
these duties with others o f the general agent is now made more practical
by the removal o f all the offices o f the commission in the city to Castle
Garden.
Marine Hospital, Seguine’s Point.— About fifty acres o f land, at
Seguine’ s Point, had been purchased in 1858, with a view to the
purposes o f a marine hospital for pestilential or infectious diseases, by
the former commissioners for the removal of Quarantine. It had been
abandoned as to those objects, from various causes which have been
stated to the legislature, but remained under the charge o f this board;
the legal title, as in respect to the other real estate held by them, being
vested in the Commissioners o f Emigration in trust for the people of
the State of New-York. The property having been purchased for the
153
Immigration o f the P ort o f Hew-York.
purposes of Quarantine, and paid for from an appropriation from the
State treasury, it seemed perfectly proper to apply whatever sum could
be raised, by sale or mortgage, to the support of the present floating
hospital.
Operations o f the Emigrant Landing Depot during the past year.— The
total number landed, including those not subject to bonds or commutation,
was 108,682, against 85,602 in 1859, and 84,226 in 1858. The avowed
destination of the passengers will be found on page 296. These passen
gers arrived from 14 different ports, in 582 vessels, as is shown by table
at the foot of this page. Table on page 297 exhibits the relative proportion
of steam and sailing vessels bringing these passengers, and_a comparative
statement of the same for the four preceding years. As an evidence of the
favor with which the application o f steam vessels to this branch of the pas
senger trade continues to be received, the number o f steamers landing pas
sengers at the depot has increased from 22, bringing 5,111 passengers,
in 1856, to 109, bringing 34,247, in 1860; and which latter would
undoubtedly have been larger, were it not for the partial suspension o f
one of the foreign lines, which stopped running towards the close o f the
year. The relative proportion o f passengers in steamers, as compared
with sailing vessels, is even more marked than in 1859; for, while in
that year the average number brought by steamers was 230 t6js5, against
184|-||, showing a difference in favor o f the former o f 49 passengers,
the average number brought by steamers last year was 314T2Jf , against
199|^| by sailing vessels, showing a difference in favor o f the steamers
o f 115 passengers per vessel.
The Ports whence Emigrant Passenger Vessels have arrived, together
with the nationality and number o f Vessels, and number o f Emigrant
Passengers and others from each Port, landed at Castle Garden during
the Year 1860.
Port ■whence sailed.
Nation.
Liverpool, England,....
London,
“
...
Bristol,
“
Glasgow, Scotland.......
Galway, Ireland,.........
H avre,...........................
Rotterdam.....................
Bremen,.........................
Hamburg,.....................
Antwerp,......................
Gutkenberg,.................
Genoa, Italy,................
Leghorn,.......................
Porto Cabello,..............
Gt. Britain,
<<
tt
“
“
France,
Holland,
Bremen,
Hamburg,
Belgium,
Sweden,
Sardinia,
Tuscany,
Yenezuela,
Number
of
■Vessels.
Number of Number who
Total
Bondable have returned
Passengers. to the U. S. Passengers.
213
47
1
9
11
54
9
71
48
14
2
i
i
i
54,832
3,204
81
231
4,305
11,470
212
14,884
11,554
625
135
94
13
10
4,122
450
11
60
223
513
5
544
1,063
30
5
5
1
58,954
3,654
92
291
4,528
11,983
217
15,428
12,617
655
135
99
18
11
482
101,650
7,032
108,682
. . . .
154
Annual Report.
Number and Destination o f Passengers arrived at New-Yorle during the
Year 1860. States where Emigrants said they intended to go.
Number o f
Emigrants
Number o f
Emigrants
S t a t e s t t iu k * b o u n d .
S
o ft U
different
Elates.
Canada W est,.....................
California,...........................
Connecticut,........................
Delaware,............................
District of Columbia,........
Illinois,................................
Indiana................................
Iow a,...................................
Kentucky,...........................
Louisiana,............................
Massachusetts,....................
Michigan,............................
Maryland,...........................
Maine,..................................
Minnesota,...........................
Missouri,.............................
Mississippi,..........................
New-Hampshire,................
...........
...........
...........
...........
...........
............
New-York,.......................... ...........
North Carolina,..................
Ohio,...................................
Pennsylvania,.....................
Rhode Island,.....................
South Carolina,.................
Tennessee............................. ...........
Texas,..................................
Virginia,..............................
Vermont,............................
States w d eee bo u n d .
e l l h 'o / t h t
different
States.
Wisconsin,.......................................
1,141 Alabama, .......................................
2,579 Arkansas,.........................................
Australia,........................................
Bermuda,..........................................
Canada East,...................................
Central A m erica,., ........................
Cuba,................................................
650 Florida,........................................
Georgia,...........................................
6,371 Kansas,.............................................
Mexico,...............
1,014 Nebraska,........................................
New-Brunswick,.............................
New-Mexico,...................................
Nova Scotia,...................................
Oregon,.............................................
Prince Edward’s Island,................
3,414 South America,..............................
56'l31 Sandwich Islands,..........................
Utah,................................................
Vancouver’s Island,.......................
West Indies,...................................
2,589
45
21
1
1
5
8
29
17
178
92
9
46
42
1
21
13
1
18
1
905
3
9
Uncertain,........................................
209 Unknown,........................................
214
3,368
Total,....................................... 108,682
Number and Nativity o f Alien Passengers arrived at the port o f NewYork during the year 1860, who were liable to Bonds or Commuta
tion., under the Acts o f A pril 11, 1849, July 11, 1851, and A pril 13,
1853 :
From Ireland,...............................
“ Germany,.............................
“ England,..............................
“ Scotland,..............................
“ France,..................................
“ Switzerland,........................
** Wales,...................................
li Ita ly ,....................................
“ West Indies,........................
il Denmark,..............................
“ Holland,...............................
“ Sweden,................................
“ Spain,.....................................
“ South America,....................
“ Sardinia,...........................
80
47,330 From Poland,.................................
“ Belgium,...................
76
87,899
“ Russia,.................................
61
11,361
“ Norway,..............................
53
1,617
“ Canada,...............................
25
1,549
“ Nova Scotia,......................
23
1,422
22
“ Mexico,................................
811
“ Portugal,.............................
19
542
“ China,..................................
18
523
“ Sicily,..................................
4
495
“ East Indies,.........................
4
440
“ Turkey,....................
3
361
“ Greece,.................................
2
228
110
Total,................................. 105,162
89
Immigration o f the P ort o f New-York.
155
Showing the relative proportion o f Sailing and Steam Vessels bringing
Passengers which were landed at Castle Carden during the year 1860.
France.
Belgium.
|
Hamburg.
Bremen.
United States.
Yessels.
Great Britain.
STEAMERS UNDER THE FLAG
OF
TOTAL.
Passengers.
Yessels.
1860.
Steamers.
Passengers.
STEAM YES
SELS.
Passengers.
SAILING VES
SELS.
14
7
26
22
63
26
36
35
51
31
27
1,509
597
2,084
3,896
17,700
8,780
9,153
6,399
6,478
8,591
5,604
3,644
Total, 1860, 373
74,435
109
34,247
482 108,682
332 61,384
367 67,837
588 164,650
552 136,459
105
84
69
22
24,218
16,389
20,236
437 85,602
451 84,226
657 185,186
574 141,570
January,.......
Februarv,___
M arch,.........
A p ril,...........
M ay,.............
June,.............
July,.............
August........
September,..
October,.......
November, ..
December,...
Total,
Total,
Total,
Total,
T he
1859,
1858,
1857,
1856,
35
number of
6
8
8
7
558
953
1,756
3,134
5,998
3,514
4,174
2,419
3,769
3,165
3,020
1,787
11
8
14
10
9
8
10
10
S teamers
from
5,111
20
15
34
29
74
84
50
45
44
59
41
37
2,067
1,550
3,840
7,030
23,698
12,294
13,327
8,818
10,247
11,756
8,624
5,431
D omestic P orts
1
4
7
i
1
1
1
1
5
9
7
4
7
7
1
1
1
1
1
1
1
6
72
10
21
13
14
3
58
47
15
6
19
17
10
7
i
5
1
1
48
12
1
1859.
New.Orleans,....................................................................
Savannah.................................................................... 159
101
Charleston,................................................................
Richmond and Norfolk............................................ 106
Washington, D. C.,...................................................
17
Baltimore,..................................................................
135
Philadelphia, via Sandy Hook and via Canal,.
..
Portland......................................................................
62
New-Bedford,......................................................... 156
Providence............................................................... 385
New-London,............................................................
104
Wilmington, N. C.,............................................................
Total;.............................................................. 1,485
C omparative S tatement — A rr ivals
1850,...........................
1851............................
1852, .....................
1853, ......................
1854, .....................
1855 .......................
1856 .......................
1857 .......................
1858 .......................
1859,...........................
1860............................
F o r e ig n
A r riv a ls.
3,487
3,888
3,822
4,105
4,173
3,391
3,869
8,902
3,483
4,027
4,451
and
....
— .
....
....
....
....
....
....
----------....
.......
....
....
....
....
2
7
2
i
:
1860.
2
168
104
190
53
834
667
93
172
410
53
15
2,261
P assengers.
P a ssen gers,
F o r e ig n .
____
2
for the t e a r is as follow s
W here fr o m .
T ear.
1
1
1
2
3
1
3
1
2
2
6
5
6
226,287
299,081
310,335
299,425
331,809
152,234
159,284
203,499
97,632
101,320
266,627
P a ssen gers
f r o m C alifornia.
------
-----18,207
12,158
15,517
15,929
13,400
11,925
11,265
8,860
16,249
10,710
156
Annual Report.
Arrivals at this Port, from Foreign Ports, during the year 1860.
V essels.
1858.
Steamers,.......................................................
213
Foreign war steamers,..............................................
Corvettes,....................................................................
Ships,.............................................................
723
723
Barks,............................................................
Barkentines.................................................................
Brigs,.............................................................
1,085
Galliots,.......................................................................
Schooners,.....................................................
735
Yachts,........................................................................
Canal boats,................................................................
Total,.....................................................
3,481
3859.
....
....
268
1S60.
....
....
....
813
872
18
1,269
....
....
....
....
....
....
....
___
4,027
------
....
887
319
2
1
797
978
20
1,335
2
972
1
24
4,451
Number o f Steamers, War Steamers, Corvettes, Ships, Parks, Brigs,
Galliots, Schooners, Canal Boats, arrived, o f each Nation, at the P ort
o f New-York, in the year 1860.
00
00
S
American,.. 155 .
Austrian,...
British,.......
Bremen___ . 10
Belgian,..............
Brazilian,............
Dutch,................
Danish,...............
French,..............
Hamburg,... 21
Hanoverian* ..
Italian,................
Mecklenberg, ..
Mexican,.............
Norwegian,.. ..
Neapolitan, . ..
Oldenberg,.. ..
Prussian,............
Portuguese,.
1
Russian,.............
Sardinian,.. ..
Spanish,.............
Swedish,............
Sicilian,.............
Tuscan,.............
Venezuelian, ..
T otals,.... 819
£
5
§
s
t
. 680 .. 730 ..
6 .
..
4 ..
.. 89 . . 114 .
.. 26 .. 46 .
18
2
at
. 793 .
6 .
.. 433
.. 17
§
to
. 547 .
<3
24
. 412 .
..
1 .
1
2
16
9
S
2
1
1
1
22
Total.
1
Galliots.
fc
S
e
Barks.
N a t io n .
«0
. 2,952
16
.. 1,132
.. 100
2
8
2 ..
25
12
20
54
2
6
6
6
1
13
3 .
26
8
T
21
8
.
11 ,
10
9
4
7
8
14
1
1
797
975
20
1,335
973
24
4,451
The New- York Clearing-House.
T HE
N E W- Y OR K
157
CL EARI NG- HOUSE.
T h e following is a condensed statement of the Clearing-House trans
actions during the year ending October 1, 1860 :
E xchanges.
B alances.
O ctober,..............
N ovem ber,.........
Decem ber,..........
$ 577,1S7,13S 83
576,7SS,665 61
533,614,919 04
$28,528,249 95
80,839,954 40
82,900,5S6 93
I8 6 0 .
January,.............
F ebruary,..........
M arch,................
A p r il,.................
Blay,...................
J u n e ,..................
J u ly ,...................
August................
Septem ber,........
5S7,526,638 26
549,151,039 37
655,631,812 00
628,891,971 62
676,084,448 04
576,663,468 13
586,213,431 36
617,169,529 13
616,220,000 30
80,S76,993 S3
30,427,354 31
34,871,115 61
32,711,139 57
84,658,1S5 74
83,394,050 74
80,627,869 S9
32,403,666 52
2S,454,270 S8
809 days,............
$ 7,231,1*43,056 69
$ 3S0,693,43S 37
$ 23,401,757 47
$999,007 89
1859.
Average per day,
N et D eposits
& C irculation.
Specie.
L oa n s .
$ 78,086,946 $19,493,144 !$ 119,387,320
20,228,341 120,118,087
82,301,319
84,657,541
20,046,667 122,137,034
86,621,670
85,752,144
89,041,198
92,466,058
91,851,186
90,154,741
90,695,047
93,023,374
88,727,833
19,602,000
19,924,301
23,086,812
22,599,132
23,815,746
24,535,457
22,751,694
22,128,189
19,035,130
125,491,423
124,091,982
125,012,700
130,606,731
127,479,520
124,792,271
127,244,241
130,118,247
129,543,92S
One of the most satisfactory financial features of the year was the reso
lution adopted in November, 1860, by the banks o f the city of NewYork, that each shall maintain, after February 1st, 1861, an average
specie reserve of twenty-five per cent, of its net liabilities.
A t a meeting of the officers o f the banks of the city of New-York, at
the Merchants’ Bank, on Wednesday, the 21st of November, 1S60, the
following proceedings were unanimously adopted, viz.: In order to enable
the banks of the city o f New-York to expand their loans and discounts,
and also for the purpose of facilitating the settlement o f the exchanges
between the banks, it is proposed that any bank in the Clearing-House As
sociation may, at its option, deposit with a committee o f five persons— to
be appointed for that purpose— an amount of its bills receivable; United
States stocks, Treasury notes or stocks o f the State o f New-York, to be
approved by said committee, who shall be authorized to issue thereupon
to said depositing bank certificates o f deposit, bearing interest at seven
per cent, per annum, in denominations of five and ten thousand dollars
each, as may be desired, to an amount equal to seventy-five per cent, of
such deposit. These certificates may be used in the settlement o f bal
ances at the Clearing-House for a period of thirty days from the date
hereof, and they shall be received by creditor banks, during that period,
daily, in the same proportion as they bear to the aggregate amount of
the debtor balances paid at the Clearing-House. The interest which may
accrue upon these certificates shall, at the expiration o f the thirty days,
be apportioned among the banks which shall have held them during the
time. The securities deposited with said committee as above named
shall be held by them in trust as a special deposit, pledged for the re
158
Annual Report.
demption o f the certificates issued thereupon. The committee shall be
authorized to exchange any portion of said securities for an equal amount
o f others, to be approved by them at the request of the depositing bank,
and shall have power to demand additional security either by an exchange
or an increased amount, at their discretion. The amount of certificates
which this committee may issue as above shall not exceed $5,000,000.
This agreement shall be binding upon the Clearing-House Association
when assented to by three-fourths o f its members.
Resolved, That in order to accomplish the purpose set forth in this
agreement, the specie belonging to the associated banks shall be con
sidered and treated as a common fund for mutual aid and protection, and
the committee shall have power to equalize the same by assessment or
otherwise.
For this purpose statements shall be made to the committee of the
condition o f each bank on the morning o f every day before the com
mencement of business, which shall be sent with the exchanges to the
manager of the Clearing-House, specifying the following items, viz.:
1. Loans and discounts.
2. Deposits.
3. Loan certificates.
4. Specie.
Resolved, That after the 1st of February next, every bank in the
Clearing-House Association shall have on hand at all times, in specie, an
amount equal to one-fourth o f its net liabilities, and any bank whose
specie shall fall below that proportion shall not make loans or discounts
until their position is re-established, and we, as members o f the ClearingHouse Association, agree that we will not continue to exchange with any
bank which shall show by its two successive weekly statements that it
has violated this agreement.
The chairman appointed the following named gentlemen as the com
mittee : M o s e s T a y l o r , o f the City B ank; J a m e s P u n n e t t , o f the Bank
of America; It. W . H o w e s , of the Park Bank; A. S. F r a s e r , of the
Seventh W ard Bank; C h a r l e s P. L e v e r i c h , o f the Bank o f Ncw-York.
J o h n A . S t e v e n s , Chairman.
W . T. H o o k e r , Secretary.
The aggregate exchanges o f the banks of this city for the year, up to
the 1st October last, were a fraction over seven thousand two hundred and
thirty-one millions of dollars, or a daily average in excess o f twentythree millions of dollars.
In the year 1856-7, when these exchanges were $8,333,226,718, [see
pages 13-14, Chamber of Commerce Report of last year,] or nearly twentyseven millions per day, the bank reserve of specie in this city was, at
various times, under twelve millions o f dollars. This slender reserve o f
specie shows upon what an unreliable basis the banking operations o f
that year were transacted; leading (as the result proved) to general sus
pension of payment.
More sound principles have since gained ground in this community,
and the recent determination to provide by the banks against similar re
vulsions from external causes, by maintaining an adequate specie reserve,
may be looked upon as one of the most desirable changes o f the day.
The N ew -Y ork Clearing-House.
159
The importance— even necessity— of this measure (in view o f the heavy
cash liabilities of the banks) may be seen by reference to the official tab'
ular statement of the banks of this State, [page 291 o f this volume.]
According to this statement the individual deposits at the
Close of the year 1860 w e re ........................................................................ $110,000,000
Balances due other banks, & e .,.................................................................
35,000,000
Circulation,.....................................................................................................
28,000,000
An aggregate of cash liabilities amounting t o ............................. $173,000,000
to meet which there was then on hand an aggregate specie reserve less
than twenty-seven millions of dollars, or about fifteen per cent. O f this
sum, twenty-four and a half millions were held by the banks o f this city,
leaving the small sum o f $1,830,000 in specie among the two hundred
and ninety banks o f the interior, to meet cash liabilities exceeding fiftyfive millions of dollars. Those facts indicate that the country bankers of
this State keep a large portion of their reserve fund or unemployed capi
tal on deposit in this city, with which to meet their circulation and the
demands for exchange. These deposits are made with the implied under
standing that the balances shall be at all times available.
The banks of this city, in pursuance of a resolution adopted in No
vember last, have since reported at the close o f the first quarter in the
year 1861, a specie reserve of $41,000,000, against cash liabilities of
Individual deposits,......................................................................................... $93,000,000
Balances due other banks,.............................................................................. 22,000,000
Circulation,........................................................................................................
8,000,000
Total cash liabilities, March, 1861,...................................................$123,000,000
When we consider that New-York city has been, for some years, the
commercial and financial centre of the United States; that the domestic
exchanges are almost invariably in favor o f this city, it is not surprising
that the balances held by the banks o f this city in favor o f the country
banks and bankers have increased from ten millions, in 1851, to twentynine millions in the year 1860. If to these balances we add the deposits
held by individual bankers in this city for account of their country cor
respondents, the aggregate would reach beyond the sum of fifty millions
of dollars, making, with circulation and individual deposits, a total of
over one hundred and fifty millions, payable on demand.
To meet the weekly, daily (and, we may say, hourly) drafts of coun
try bankers upon these deposits, it must be considered that our NewYork moneyed institutions should maintain, at all times, a large specie
reserve, in order to avoid a recurrence o f the lamentable revulsions which
marked the year 1857 in this city, and of 1860 in other communities.
The credit and honor of New-York demand that the large deposits usually
made here by the bankers o f the thirty-four States should be maintained
intact, or that an adequate specie basis be invariably maintained in view
of the perpetual, and, at times unfavorable, fluctuations of the domestic
and foreign exchanges.
W e have reason to believe that this financial policy will be hereafter
maintained, and that the creditors o f our banks and bankers will not again
have occasion to complain (as in the year 1857) o f speculation and ex
travagance in this community.
Annual Report.
160
REPORT
ON T H E H A R B O R
OF N E W - Y O R K .
F ro m the A n n u a l R e p o r t o f the S u perintenden t o f the United States Coast S urvey.
Report o f Assistant H e n r y M it c h e l l on the physical surveys o f JVewYorlc harbor and the coast o f Long Island, with descriptions o f appa
ratus fo r observing currents, dr.
B o s t o n , September 30, 1859.
have the honor to inform you that the field-work comprehended
in your plan for the physical survey o f New-York harbor has been com
pleted by the operations of the past season.
A t the commencement o f this work it was quite impossible to foresee
the form it would ultimately assume, the questions to which it would
give rise, or the investigations to which it would lead. Neither the pre
cise character of the observations to be made, nor the extent to which
they should be carried, could be estimated in an undertaking in many
respects quite novel and without precedent.
Certain changes in the forms of shoals and channels had been revealed
by the comparison o f the early surveys with those o f more recent date,
and the questions arose— To what causes are these changes due ? and—
To what end do they progress ? What are the natural forces which build
in one direction shoals and beaches, while opening elsewhere new chan
nels, or wearing away the shores ? These were the problems for the
solution of which the physical survey was instituted.
The general plan o f this work, to which you first directed my atten
tion, has been adhered to throughout; since your subsequent instructions
have referred to the limits of each season’s work, rather than to the
character of it. B y this plan we have been required to observe, and
make note of, every natural operation, whether of tides, currents, winds
or waves; in fine, to compile for a certain period a complete physical
history of these elements from a systematic course of inquiry.
The field over which our observations have spread includes not only
the harbor proper, but its approaches in all directions, extending up the
Hudson River to Fort Washington, into Long Island Sound as far as
Execution Light, through the Kills, over the bar and sixty miles out to
sea. Throughout this field the periods, velocities and paths o f the vari
ous currents are determined, as are also the experiences of the tide waves
(both from the Sound and the ocean) in the different channels and ave
nues which they traverse. The disturbing effects of winds and freshets,
the appearance of rips and eddies, together with general meteorological
phenomena, have all been noted carefully.
The whole number o f tidal and current stations which we have occu
pied exceeds one hundred and fifty, and at these the observations num
ber many thousands. Many o f the tidal stations were occupied one or
more entire lunations, and at some o f the current stations the observa
tions were continued in unbroken series of half-hourly records for seven,
nine and fourteen days. The aggregate amount of time spent on tho
field-work has not exceeded twelve months.
S i r ,— I
Harbor o f New- York.
161
Rough computations of our observations were made in the intervals
between the working seasons, and these acquainted us with the progress
we were making, and pointed out the direction which succeeding inquiries
should take. From the results of our labors we gained at each step con
fidence and encouragement. What appeared at first a tangled skein of
accidental or inconstant causes, we ultimately recognised as orderly and
harmonious relations ; and, our methods of observing improving steadily,
the work advanced to its close at a pace constantly accelerated.
The observations o f the past season were confined to no special locality,
but were made at various points where previous operations were incom
plete or required connecting links.
Our field-work commenced the first of June, and the quiet weather
which prevailed during this month was improved for the occupation of
the more exposed stations— those near shallow portions o f the bar and
along the outside coast. W e had designed to occupy a station which
should, if possible, lie quite beyond the reach o f the New-York harbor
drift, and enable us to determine whether any oceanic current sweeps
into the great bay formed by the coasts of Long Island and New-Jersey.
For this purpose we anchored, in thirty fathoms water, nearly sixty miles
east-southeast o f Sandy Hook, where, during a period of fifteen hours,
we measured the currents at the surface, and at depths o f twenty-three
and one hundred and fifty feet, besides a few determinations o f the mean
motion for the entire depth. A t this station, nearly forty miles from the
nearest land, we found regular tidal currents, nearly as strong as those
observed at the light-ship the previous season. No oceanic current could
be detected, but the augmentation o f the ebb current, caused by the
drainage of the land waters, was very appreciable. The velocities of the
currents are not so regular at this station, from the fact that the depth of
the moving water stratum is variable, at one time extending to the bed
of the sea, at another reaching but a short distance below the surface.
The directions of the flood and ebb drifts were found to be respectively
west southwest and east by south ; which, making due allowance for the
disturbing effects of the land waters, would indicate that the tide-wave
has here a westerly motion. The land waters of which we have spoken
are doubtless the combined drainage from New-York harbor and the
various inlets; for, extending our observations along the south shore of
Long Island, we found that they outlive the tidal currents, and establish
themselves as a constant coastwise stream along the eastern portion of
Fire Island beach.
The stations outside of the bar were eleven in number, at which above
seventeen hundred observations wore recorded, and o f these more than
five hundred were made at points below the surface. The greater part
o f our season’ s work lay in the lower bay or in the vicinity o f the bar,
where there remained some localities unexamined, and others at which
previous examinations had given discordant results.
From the computations which followed the field-work of 1858, it ap
peared that where observations were sufficiently numerous the causes of
a certain class of shoals were immediately deducible from the data ob
tained. It was ascertained, on making a composition o f the currents at
each station, with the assumption that they are to be regarded as forces act
ing simultaneously, that the resultants take directions towards the shoals
as focal points ; making it evident that the sand which forms these shoals
VOL. XLV.----NO. II.
11
102
Annual Report.
is gradually swept together from the neighboring channels. Simple as
the dynamics o f this natural process may be, its form can only be de
veloped from the most accurate determinations o f the elements. The
resultant, for instance, may be a very small quantity from a station at
which the adverse currents are very violent. In a case like this, the
slightest error o f observation, or even the selection of an unsuitable
period, may give us a false result and lead us entirely astray. I f the
observations are not sufficiently frequent, they may fail to give the exact
durations of certain phases of the currents; or if the positions o f the
stations are not closely determined, errors enter into the directions of the
forces. Again: I f the observations are not continued long enough to
eliminate the diurnal inequalities, an undue weight will be given to
some o f the elements which enter into the problem. At the commence
ment o f the past season, forewarned o f these difficulties, I placed in the
hands of my observers printed rules for their guidance, and required of
each person a strict conformity to them. Twenty-one stations were oc
cupied in the portion of the work to which I have just referred, and at
these the aggregate number o f observations reaches nearly five thousand,
o f which above eighteen hundred are from points below the surface. At
these stations the observations were usually kept up in unbroken series
of twenty-five hours each.
A more suitable period for observations o f so exact a character could
scarcely have been chosen ; our operations were rarely suspended by bad
weather, and few delays of any kind occurred.
In making observations upon bars and shoals, the disturbing effects of
strong winds cannot be disregarded; for it not unfrequently happens
that they change the direction o f the current, or wholly reverse its course.
In districts of shallow water the waves created by the winds have a mo
tion of translation whose effect upon the log is very great; and although
the observer is able to distinguish this sudden and uncertain motion from
that of the more steady current, he cannot introduce a correction for it.
Where the sea is deep, the impulses it receives from the winds result in
simple undulations, giving to the log no horizontal motion whatever, so
that, even when the swell is very heavy, accurate current observations are
possible. As far as our experience has gone, we have never observed in
the waves any power o f transportation where the depth of water exceeds
three fathoms.
Above the Narrows there were eight stations occupied— three in the
main channel o f the harbor, two in the Hudson and three in the East
River. A t these there were recorded over seventeen hundred observa
tions, of which above eight hundred were made upon the sub-currents.
The stations in the harbor, as well as those in the Hudson River, were
designed to furnish us with additional data relative to a class o f remark
able counter-currents discovered the previous season. The former ob
servations had established the fact, that along the main channel the cur
rents o f the lowest water stratum maintain velocities and directions quite
at variance with those near the surface. It however remained to be
proved whether the phenomena observed were continuous from station to
station or mere local conditions ; and if their continuity could be shown,
the exact limits o f their domain were to be ascertained. The informa
tion now in our hands affords, I am convinced, a full and faithful exhibit
of these points.
Harbor o f Hew-York.
163
The three stations in the East Biver lie in positions which the previous
work had shown to be important, as embracing the terminus o f the Hell
Gate interference current. A t one of these stations, which lies in the
deep basin westward o f the point o f Blackwell’ s Island, some curious con
ditions of the sub-currents manifested themselves. Here the axis o f the
ebb (westerly) drift was observed to lie about twenty feet below the sur
face throughout the entire duration of this current; in other words, the
current is stronger at this depth than at any other point above or below.
There are resemblances between this phenomenon and those already
referred to as appearing in the main channel -of the harbor, but I am
doubtful whether we can class them together. In the discussion of our
results, we propose to group the currents o f the upper harbor according
to tidal hours obtained from the self-registering gauge at Governor’s
Island, and those of the lower harbor and its approaches, according to
tidal observations made simultaneously by some o f our own party at
Sandy Hook.
The closing work upon the physical survey o f New-York harbor, which
we have briefly described, did not occupy us during the entire season,
and there proved to be ample time for the other operations directed by
your instructions, viz., inquiries into the physical conditions o f the bays
and inlets along the south shore of Long Island.
Glancing at a chart o f our coast, one may see on the south shore of the
island o f Nantucket a series of small ponds separated from the sea by
narrow reaches of sand. On Martha’s Vineyard the same features may
be observed along the outer shore, except that here the larger basins or
lagoons have occasional outlets through the strips o f sand beach. Fur
ther to the westward, upon the coast o f Long Island, appear similar basins,
so extensive as almost to form inland seas with outlets o f considerable
depth, through which vessels may pass. Here are fully established the
forms which may be distinguished as the leading characteristics of the
Atlantic coast to the southward, and of the entire Gulf shore. From the
past history of the sandy portion of our sea-coast, it appears that the
outlets to which we have referred are never permanent, but continually
shift their positions, either by gradual encroachments and recessions of
the sand reaches, or by suddenly closing up at one point and breaking
away at another. The design o f our study was to ascertain, if possible,
the causes which maintain these extended sandy reaches, and the agencies
which create the channels, through them. In this undertaking, the line
of stations, to which reference was made in the former part of this report,
extending along the coast, at intervals of from five to twelve miles from
Coney Island to a point twenty-five miles east o f Fire Island light, gave
us all the requisite data for a complete knowledge of the shore currents
and we added to these series of current observations at Fire Island, Crow
Gut and Kockaway inlets, besides others from stations in the Great South
Bay. By half-hourly records at gauges temporarily erected, the form of
the tide-wave as it enters Fire Island Inlet was compared with that ob
served at Sandy H ook on the one hand, and that at the eastern extremity
of the Great South Bay upon the other. A t some of the outside stations
we threw over sinking articles, hoping to find them again upon some
portion of the beach, and thus be able to determine the direction o f the
movements on the bottom of the sea. The first class o f articles we tried
were balls made o f cement, with corks enclosed, giving them what we
164
Annual Report.
supposed to be the requisite specific gravity. On a former occasion these
cement balls were used quite successfully along the shores of Sandy Hook,
but we now found them to fail entirely on this coast, where the currents
are more feeble. W e subsequently had recourse to the large skimmer
shell (mactra solidissima) which wc collected from the shores, and marked
with drills. Some o f these, cast over in three fathoms water off Oak
Beach, travelled eastward, and crossing Fire Island Inlet, were swept on
shore four miles to the eastward o f their place o f deposit. In the per
formance of this journey they were occupied over two weeks, during a
prevalence of easterly winds. O f three hundred shells cast into the sea,
one hundred were recovered— a much larger proportion than we could
possibly have expected to find among the shifting sands and the miscel
laneous stranded articles upon these beaches. The easterly preponderance
in the movements of the currents along the bed of the sea, which the
journey of these shells revealed, corresponds with the results from previ
ous observations of the surface drifts.
As our inquiries proceeded, it became evident that the currents, pow
erful though they may be to scour channels and form the ocean bed,
cannot alone effect the peculiar changes which are observed to take place
in the beaches, but that the waves take a part, not insignificant, in these
operations. In the shallow waters along these alluvial shores the waves,
driving in from the ocean, acquire violent horizontal movements, and
dash along the beach with a force in comparison with which the strongest
currents are quite impotent. In order that we might the better under
stand and determine the precise action of the waves and the relation of
their office to that o f the current, we made a very careful examination of
the conditions in miniature forms of bays and inlets, where the limited
field of observations afforded us a comprehensive view of the natural ac
tivities at work. The results of this examination have already been laid
before you, with such conclusions from them as were immediately obvious.
In the course of this and former reports I have referred repeatedly to
the observations of currents at different depths, and it has occurred to
me that some description of the apparatus in use should here be given, in
order that the reliability o f the results should be established.
D e s c r ip t io n s o f A p p a r a t u s .
For observations upon the surface currents wc use a “ tube-log,” which
is simply a tin cylinder four inches in diameter and six feet long. This
tube is partially filled with water, so as to sink nearly its whole length
and maintain an upright position; and a graduated line being attached,
the observations are made as with an ordinary ship’ s log. W e have found
that a log of less draught than this is liable to be affected by the wind.
When we desire to obtain the mean motion o f a stratum o f greater
depth, we use twenty-four feet feet tubes, and in some cases those as long
as forty-eight feet.
If the velocity of the current in the lowest water stratum is desired, we
take the following course : Two copper globes o f equal dimensions are
connected by wire rope o f the smallest possible size compatible with the
strength required. One o f these globes, being filled with water, is allowed
to sink the whole length of the connecting line, while the other being
empty, or only partially loaded, swims at the surface of the sea. To the
upper globe the log line is secured. The velocity with which the globes,
Harbor o f New-York.
165
thus connected, will move, is a mean o f the rates at which the upper and
lower water strata are flowing ; and if simultaneous observations are made
with this apparatus and the surface log, before described, we are furnished
with the means o f obtaining by calculation the velocity of the lowest
stratum. This method may be employed where the water is not so deep
as to give to the connecting wire rope an extent o f surface which, exposed
to the current, may require consideration in the problem.
The instruments I have described thus far are similar to those which
have been used in determining the discharge o f canals in Europe. In
the application o f these to inquiries on a larger scale, I have found it
necessary to make certain modifications o f them to insure accuracy.
It not unfrequently occurs that the velocity of the surface drift is many
times greater than that o f the lower stratum, or holds altogether a reverse
direction, so that the motion of the globes is quite at variance with that
of the surface log. In a case like this, the graduated line secured to the
globes is borne away by the surface current, and the observer is deceived.
The full extent o f this difficulty will be appreciated when it is considered
that the line o f which I have spoken is necessarily o f considerable size,
the strength o f six men being sometimes required to draw in the globes.
I propose to obviate this difficulty by the following arrangement:
Within the upper globe, made o f wood in this case, a reel is placed, upon
which a small log-line, passing in at an aperture at the pole, is wound by
a crank from without. The extremity o f this log-line is secured to a third
globe, which swims freely upon the surface o f the sea. When making
an observation, the log-line is wound up until the floating globes are
brought together ; then, at a signal, the reel is loosened ; and now, if the
surface and sub-currents differ in velocity, the free globe separates from
the others, and the observer notices the number o f divisions of the log
line drawn out in thirty seconds. In this experiment the apparatus is in
nowise connected with the vessel, but th.e observer follows in a boat until
the trial is completed. Figure 1 (Sketch No. 40) shows the relative
position of these globes during the course o f the observations. In this
figure A and B are the connected globes, while C is the free float. The
weight of the globe B causes the swimming globe A to sink nearly to its
pole, and the free float C is loaded so as to sink about the same distance.
The graduated line, which measures the separation o f the floating globes,
may be seen, one end fastened to a ring upon the free float C, the other
passing in at the pole of the globe A . Figure 2 is an enlarged represen
tation of the globe A, opened so as to show the reel within. The water,
which enters the globe freely, acts as a check, preventing this reel from
acquiring an undue momentum with any sudden jerk o f the line caused
by the waves. In this figure may be seen the position of the crank by
which the reel is wound ; this crank is, of course, removed after the float
ing globes are drawn together. Upon the outside o f the globe contain
ing the reel every ten degrees are marked, that the observer may note in
his record the amount submerged. In the reduction o f these observa
tions the extent of the wetted surfaces of the two connected globes must
be considered, since, in the case o f a difference o f velocity between the
upper and lower strata, the effective areas o f the surfaces exposed to the
two streams enter into the problem. In all positions the effective surface
which a globe wholly immersed presents to the current is a great circle.
The velocity attained by the connected globes is a simple mean o f the
Annual Report.
166
velocities of the superficial and lower strata when the effective surfaces
are equal; and when these surfaces are unequal, the mean by weight. If
x = velocity at surface, y = velocity at lowest p oin t; then with equal
surfaces we obtain velocity o f globes = i (% + ?/•) If the effective sur
faces opposed to the drifts (portions o f great circles) are unequal, and
their areas be represented by a and b, we have the velocity of globes
=
j—j {ax + by.)
This expression represents the immediate result
obtained by the original manner of using the globes if the vessel be at
anchor; but, in our modification, the result o f our experiment is the dif
ference between the motion o f the free and that of the connected globes,
or a:---------— . (ax + by.)
The extent o f the wetted surface of the free
globe will not affect the result, but it is convenient to have this globe of
the same size as the others, so as not to be greatly affected by winds.
If the paths of the surface and sub-currents do not lie in the same ver
tical plane, the connected globes take an intermediate course, with velo
city =
{ (a x sin. P, + by sin. 02)s + (a x cos.
and tan 0 (angle of direction) =
+ by cos. P2)2},
-a x s‘ r1,
fy s‘n’. ^ when Pl and P.
a x cos. P, + by cos. p2
represent the respective angles of direction of the upper and lower drifts.
When observations are to be made at sea, where there is a great depth
of water, a further modification of the apparatus is necessary. In place
of the two connected globes in the foregoing description, a hempeu line
is used, (perhaps two inches in diameter,) terminating in a wooden pole
above and a leaden cylinder below, the former serving to float the shaft,
while the latter sinks and straightens the line, and the reel is transferred
to the free globe. The apparatus, thus modified, will serve to exhibit
the difference between the surface drift and the mean velocity o f a stratum
of water whose depth equals the length o f the shaft immersed. I f we
know the surface velocity we may readily obtain the velocity o f the
lowest point reached, i f we suppose the change o f velocity from point to
point to be uniform, by subtracting the surface rate from twice the mean
velocity. This supposition is not always correct, and must be tested by
the following experiment: The log-line having been unfastened, the pole
is passed through a copper globe, and the line drawn up until the globe
can be secured at a point which will occupy a middle position o f the
wetted surface on again letting the shaft sink as far as it may. Upon a
new trial, if the velocity observed is still the same, we may conclude that
our supposition is correct; if not, we may, by shifting the position of the
globe again and again, making at each remove an observation and record,
or by using simultaneously several such shafts, calculate approximately the
conditions of the sub-currents and the curve at which our deep shaft
hangs. The globes which we have used measure two feet in diameter.
Before closing this rapid sketch o f our devices for obtaining the data
required by your instructions, I would refer briefly to a new form given
to a pile used in securing a tide-gauge at Fire Island, and which, I think,
possesses some peculiar advantages for use upon sandy coasts where there
is a heavy sea. This pile is o f oak, or other heavy and strong wood, and
is so cut that the lower portion of it, for a space of six or eight feet, pre
Harbor o f New-York.
167
sents the appearance o f a number o f inverted frustrums of cones, placed
one above another— the series terminating in a sharp and heavy shoeing.
A s a whole, it is required to have a greater weight than the sand and
water it is intended to displace. On working this pile into the sand, by
swaying it to and fro, in the usual manner, each cone, as it sinks, acts
upon the sand above and below, as at once a lever and a wedge, giving to
the whole a continual downward thrust. In the same way the waves,
instead of tearing it up, cause it to work deeper and deeper, and thus the
lateral oscillation of the sea is converted into vertical motion, and brought
to our aid. O f course this downward tendency o f the pile can be easily
checked if too great for our purposes. As my description of this pile is
not altogether clear, I annex a diagram, which will require no explana
tion.
Very respectfully, yours,
H e n r y M it c h e l l ,
Assistant Coast Survey.
Professor A. D . B a c h e ,
Superintendent Coast Survey.
T id e s a n d C u r r e n t s in N e w - Y o r k H a r b o r a n d it s a p p r o a c h e s .
This work, which has been going on under my immediate direction for
several seasons past, was completed at the end of the summer by Assistant
H e n r y M it c h e l l , so far as the principal field labors are concerned.
It
was commenced with the view of ascertaining the causes of certain im
portant changes in the hydrography o f the harbor as developed by the
comparison of charts of different dates. All the natural forces, such as
tides, currents, winds and waves, which might be supposed to concur in
producing the physical effects noticed, were included in the series of
observations, and the large amount of information thus obtained will, no
doubt, when fully discussed, determine the conditions under which the
harbor exists. In my last report reference was made to the discovery of
a class of sub-currents, the motions of which were found to be quite at
variance with those of the surface currents. The observations made dur
ing the present season connect these sub-currents with the path o f the
Hudson in its course through the waters of New-York bay, and for their
full development it was found necessary to extend the current stations
about sixty miles outside of the bar, and also along the coast of Long
Island. In the latter vicinity the effect of the land waters was traced
quite beyond the reach of the tidal drifts. Observations were made in
the same quarter with a view o f developing the conditions under which
the inlets on the south shore of Long Island are maintained and for ascer
taining the causes o f their change in position. Thirty-seven current sta
tions were occupied, the records from which contain over eight thousand
observations. More than three thousand of the entries are for points
below the surface. Appendix No. 26 contains the report of Assistant
M it c h e l l on the season’s labors.
His report contains remarks on im
provements in the apparatus for observing currents at great depths below
the surface, and refers also to an improved form o f pile for securing tidegauges on the sea-coast.
siiow ing the least w a t e r in tiie
C hannels
of certain
FR O M TH E L IS T O F
1857,
OF
THE
H arbors, R ivers
and
UNITED
A nchorages
168
H A R B O R S AND R I V E R S
T able
STATES.
on the
C oasts
of the
U nited S tates, R eprinted
A N D R E V ISE D W IT H A D D ITIO N S A N D T ID A L D A T A .
From , th e R e p o r t o f th e S u p e r in te n d e n t o f th e U n ited S ta te s C oast S u rvey.
L e a st W a t e r in C h a n n e l W a y .
Mean.
P laces.
L o w w a te r .
F e e t.
Portland, Maine,
Newburyport,.
Ipswich,........
Annisquam,...
Gloucester, ...
Salem, Mass.,
Boston, Mass.,
Plymouth,
From Cape Elizabeth to Portland light,.................................
From Portland light to breakwater,1......................................
From breakwater to end of Munjoy Point,............................ .
From breakwater to anchorage,.............................................
Channel-way off town and wharves,........................................
From Munjoy to rail-road bridge,........................................... .
From Whale’s back to Fort Constitution,...............................
From Fort Constitution to the Narrows,...............................
From the Narrows to the city,................................................
Off the wharves,......................................................................
Over bar,..................................................................................
Over bar,..................................................................................
Over bar,.................................................................................
Channel into southeast harbor,................................................
Inner harbor channel to abreast Ten Pound Island light,......
Up into inner harbor,..............................................................
Northern ship channel, between Baker’s and Misery Islands,.
Southern ship channel, passing Half-wray Eock, &c.,............
Inside of Salem Neck,...............................................................
Main ship channel, between Lovel’ s and Gallop’s Islands,__
Broad sound, south channel,............. *............. .........................
President’s roads, anchorage,..................................................
Main chantiel, between Governor’s Island and Castle Island,.
Entrance off Gurnet lights,.....................................................
South of Duxbury pier, in mid channel,.................................
45
86
30
16
27
19.5
42
51
45
63
7
7.5
6.5
80
81
24
52
28
19
28.5
19.5
31.5
18
21
48
J lig h w a te r . L o w w a te r . H ig h w a te r .
F e e t.
F e e t.
F e e t.
53.9
44.9
38.9
24.9
35.9
28.4
50.6
59.6
53.6
71.6
14.8
16.1
15.5
3S.9
39.9
32.9
61.2
37.2
28.2
38.5
29.5
41.5
28
31.2
58.2
44.5
35.5
29.5
15.5
26.5
19
41.4
50.4
44.4
62.4
6.6
6.6
5.6
29.1
30.1
23.1
51.3
27.3
18.3
27.8
18.8
30.8
17.3
20.3
47.3
A u th o r itie s .
54.41
45.4
C. 8., 1850,1853 and
89.4
1854.
25.4
36.4
28.9 J
51.3
60.3
54.8 -c. 8., 1851.
72.8.
15.7]
16.8 rc. S., 1857.
16.4
89.Si
40.8 [c . S., 1S54.
33.8
61.9=1
37.9 Lc. S., 1850 and 1851.
28.9
89.1
30.1 C. S., 1S46,1847,1848
and 1853.
42.1
28.6,
31.7"
C. S., 1857.
58.7
A nnual Report.
Portsmouth, N. H.,
Spring tides.
L i m i t s b e tw e e n w h ich d e p th s a r e g iv en .
24.2
34.2
84.2
13.3
23.3
23.3
24.7
34.7
34.7
25
2S.9
24.6
29.2
60
83
21
31
42
63.9
36.9
24.9
34.9
45.9
59.6
82.6
20.6
80.6
41.6
64.2
37.2
25.2
85.2
46.2
20
23
IT
21
81
23.9
27.8
21.8
25.8
35.8
19.6
22.6
16.6
20.6
30.6
24.2 .
28.1 •
22.1 C. S., 1855 and 1856
26.1
36.1 !
23
22
22
13.5
14 .
13
6.5
10
2T
7
82
27
39
24.5
26
27
27.8
26.9
26.9
18.6
19.1
18.1
10.9
14.3
31.3
11.6
36.0
30.8
42.6
28.0
29.1
30.1
22.6
21.5
21.5
13.0
13.5
12.5
6.0
9.5
26.5
6.5
31.6
26.7
88.7
24.3
25.8
26.8
28.1
27.5
27.5
19.2 ►
C. S., 1855.
19.7
18.7
11.5
14.9
31.9
12.2 C. S., 1855.
86.8
do.
31.3
do.
43.0 C. S., 1853.
28.3
do.
29.8
do.
30.8 C. S., 1854.
Lc. S.,1857. ’
J
Com. Wadsworth,
1832.
C. S., 1848.
169
14
24
24
Harbors and Rivers o f the U. S.
Up to anchorage inside; the pier-head on Long Beach,............................
At anchorage inside the pier-head,.............................................................
Anchorage in the Cow Yard,......................................................................
Narragansett bay to Pru Entering with Boston Neck on port hand, Beavertaii and Dutch Island
lights on starboard hand,.........................................................................
dence Island,.............
Entering with Beavertaii light on the port and Castle Hill on starboard
hand, up to Goat Island,...........................................................................
Anchorage southward and westward of Goat Island,.................................
Abreast of wharves inside of Goat Island,..................................................
From Newport harbor, inside of Gull Bocks to Prudence Island,.............
To Mount Hope bay,...................................................................................
To Mount Hope bay, with Cormorant Bock, Saehuest Point on port, and
Saughkonnet Point on starboard hand,.,................................................
New-York,...
Gedney’ s channel,........................................................................................
Swash channel,............................................................................................
Old South channel,......................................................................................
Main ship channel, passing Sandy Hook to SW. Spit buoy,......................
Main ship channel, after passing SW. Spit buoy on NE. course, one mile
up the bay for New-York,........................................................................
Anchorage at Perth Amboy,.......................................................................
Arthur’s Kill,.
From anchorage to Woodbridge wharf,.....................................................
From Woodbridge wharf to Bossville,2.....................................................
From Bossville to Chelsea,3.......................................................................
From Chelsea, in the western channel, to Elizabethport,4.........................
From Elizabethport to Shooter’s Island,6....................................................
Kill van KuU,.
From Shooter’s Island to Bergen Point lighthouse,...................................
From Bergen Point lighthouse to New-Brighton,......................................
From Bergen Point lighthouse to the mouth of Hackensack Biver,®........
Newark Bay,..
From Castle Garden to Manhattanville,.....................................................
Hudson Biver,
From Manhattanville to Yonkers,...............................................................
From Yonkers to Piermont ferry,7..............................................................
From Piermont Ferry to Sing Sing,8..........................................................
From Sing Sing to Haverstraw,..................................................................
From Haverstraw to Peekskill,...................................................................
H A R B O R S A N D R I Y E R S O F T I I E U . S . — (Continued.)
O
L east W a te r in C h a n n e l W a y .
Mean.
P laces.
L i m i t s b e tw e e n w h ich d e p th s a r e g iv e n .
L o w w a te r .
F e e t.
Delaware Bay,...
H ig h w a te r . L o w w a te r . H ig h ic a t e r .
F e e t.
F e e t.
F e e t.
A u th o r itie s .
61
43
64.5
46.5
60.4
42.4
2T.5
13.5
13.5
20
20
24.5
30
20.5
20.5
24.5
18.5
31.5
21.5
30
59
25
21
23
33.4
19.4
19.4
25.9
26
30.5
36
27
27
30.7
24.7
87.5
27.5
32.5
61.5
27.5
23.5
25.5
27.3
13.3
13.3
19.8
19.6
24.1
29.6
20.3
20.3
24.4
18.4
31.4
21.4
29.8
5S.8
24.8
20.8
22.8
22
24.5
21.7
C. S., from 1840 to
34.2 1844, inclusive.
20.2
20.2
26.7
26.3
30.8
36.3
27.2
C. S., from 1840 to
27.2
1844, inclusive.
31.2
25.2
38.2
28.2 32.8 'i
61.8
27.8
23.8
25.8
1852,1853 and 1854.
24.8
27
33
25.5
19
13
7
29.5
35.5
28
21
15
9
26.7
32.7
25.3
18.9
12.9
6.9
29.8
35.8
28.3 .
21.1
15.1 y
9.1 S
64.9 '
46.9
Annual Report.
Main ship channel, passing Delaware breakwater,9......................................
Off Brandywine lighthouse,............................................................................
Main ship channel, passing False Liston’s tree to abreast of Bombay
Ilook light,..................................................................................................
Blake’s Channel, along Flogger Shoal,..........................................................
Blake’s Channel, passing Mahon River light,................................................
Main ship channel approaching Liston’s Point,.............................................
Main ship channel up to Reedy Island,..........................................................
Delaware River,
Main ship channel, opposite Reedy Island lighthouse,.................................
Opposite Delaware City,................................................................................
Up to Christiana Creek light,.........................................................................
Up to Marcus Hook,......................................................................................
Opposite Chester,...........................................................................................
Bar off Hog Island,........................................................................................
Between Greenwich Point and Gloucester Point,..........................................
From Greenwich Point up to Philadelphia,...................................................
Chesapeake Bay,
From capes at entrance to Hampton Roads,.................................................
Anchorage in nampton Roads,......................................................................
From Hampton Roads to Sewall’s Point,.......................................................
South of Sewall’ s Point, (one mile and a half,)..............................................
Up to Norfolk,................................................................................................
From Hampton Roads to James River, entering to the northward of New
port News middle ground,...........................................................................
From nampton Roads to James River, entering to the southward of New
port News middle ground,...........................................................................
York River, Ya.,........... From abreast the tail of York Spit up to Yorktown,.....................................
Elizabeth River, Y a.,.... Between Norfolk and Navy Yard,.................................................................
Hatteras Inlet, N. C .,.,.. Entrance,.........................................................................................................
Anchorage in Oliver’s Channel,........................................................
Over bulkhead into Pamlico Sound,..............................................................
Spring tides.
Ocracoke Inlet,.............
Doboy Bar, (inlet,)........
St. Simon’s,....................
Entrance over bar,.........................................................................................
Anchorage in sound,.......................................................................................
Over bar at entrance, ....................................................................................
Entrance to sound,..........................................................................................
10
19
7
5.5
5
6.7
15.5
7
8
8
7
27
9
13
21
11
10
11
11
13
14
10
17
8
16
20
18
19
31
11
15.5
24
17
3S
12.4
21.4
8.8
18.8
12.6
1857.
21.6 f
1851.
_J
T.
18.3
9.8
12.5
12.5
10.8
30.8
12.6
17.8
25.8
16.3
15.3
16.3
16.8
IS. 8
19.9
15.9
22.9
13.9
23
27
25
26
38
17.5
15.3
6.8
7.5
7.5
6.7
26.7
8.7
12.6
20.6
10.8
9.8
10.8
10.5
12.5
13.3
9.3
16.3
7.3
15.5
19.5
17.5
18.4
30.4
10.6
22.1
30.6
23.8
44.8
14.7
23.2
16.3
37.3
18.6
10.1
13
13
11.3
31.3
13.1
18.3
26.3
17.1
16.1
17.1
17.4
19.4
20.7
16.7
23.7
14.7
23.5
27.5
25.5
26.5
38.5
18.2
1850.
1854.
1857.
1857.
■1851, 1852 and 1858.
1S5T.
1S5T.
185S.
1856.
1856 and 185T.
.
-1S55 and 1856.
•1851 and 1852.
Capt. Gilmer, U. S.
Engineers.—1856.
22.5 -1855.
31
24.5
45.5 p1855 and 1856.
Harbors'and Rivers o f the TJ. S.
Over bar,........................................................................................................
Anchorage in Wallico’s Channel,...................................................................
Albemarle Sound,......... From light-boat off Caroon’s Point to a line joining Powell’ s Point and
Shell Bank, near the mouth of Currituck Sound,........................................
Thence up the Sound to Martin’s Point,........................................................
Martin’s Point to Trout’s Hole, south of Rattlesnake Island,.......................
North River, N. C.,....... At entrance, and seven miles up from Albemarle Sound,..............................
Beaufort, N. C............... Main ship channel,..........................................................................................
Through the Slue,..........................................................................................
Cape Fear,..................... New Inlet Bar,...............................................................................................
Western Bar,..................................................................................................
Georgetown, S. C.,........ Entrance to Winyah Bay, East and Southeast Pass,......................................
Anchorage inside of North Island,.................................................................
Up to Georgetown,.........................................................................................
Bull’s Bay,..................... Over bar,.........................................................................................................
At anchorage,.................................................................................................
Charleston, S. C.,........... Main bar,........................................................................................................
North Channel,...............................................................................................
MaflBt’s Channel,.............................................................................................
North Edisto,................ East Channel,..................................................................................................
Southeast Channel,.........................................................................................
St. Helena Sound,......... South Edisto Channel,...................................................................................
Southeast Channel,........................................................................................
South Channel,...............................................................................................
East Channel,..................................................................................................
Port Royal,.................... East Channel,..................................................................................................
Southeast Channel,.........................................................................................
South Channel,...............................................................................................
Tybee Entrance,............ Bar near Tybee Island,...................................................................................
Tybee Roads,..................................................................................................
Savannah,...................... Channel up to city? (Wrecks and Garden Bank,)...........................................
H A R B O R S A N D R I V E R S O F T I I E U . S . — (Continued.)
L east W a ter in C h an nel W a y .
Mean.
P laces.
St. Mary’ s,..................
®t. John’s River, Fla.,.
Florida Reef,.............
Tortugas,
Spring tides.
L o w w a te r . H ig h w a te r . L o w w a te r . H ig h w a te r .
F e e t.
F e e t.
F e e t.
F e e t.
A u t h o r it ie s .
Turtle River up to Blythe Island,...................................................................
Main ship channel over bar,...........................................................................
Channel up to St. Mary’s,........ .....................................................................
. Over bar at entrance,.....................................................................................
Channel passing up towards Jacksonville,.....................................................
Approaches to the inside of the reef:
Cape Florida lighthouse, bearing W. SW. % W............................................
Entrance to the northward of Fowey Rocks; Soldier Key bearing SW. W.,
Entrance to Regard anchorage,......................................................................
Turtle Harbor entrance,.................................................................................
Channel inside the reefs (Hawk Channel) from entrance off Cape Florida
lighthouse to Rodriguez Key,....................................................................
Anchorage one mile from Indian Key,............................................. ............
Bahia Honda Channel, west point of Bahia Honda bearing N. NW.,...........
Key Sambo Channel, betwreen Middle and Western Sambo,.........................
Inside the reef, and steering W. by N. for buoy,...........................................
Main ship channel to middle buoy on shoals,................................................
From shoals to anchorage,.............................................................................
East channel, entering,..................................................................................
On course N. NW. X W., (light on O’Hara’s Observatory,) and passing
between shoals,...................................................................................
From 14 feet shoals to anchorage,.............................................
At anchorage,.................................................................................................
Rock Key Channel,........................................................................................
Sand Key Channel,........................................................................................
West Channel,................................................................................................
Northwest Channel up to abreast Northwest Light,.....................................
Over Northwest Channel bar,........................................................................
Northwest Channel,.......................................................................................
Southwest Channel,........................................................................................
21
14.5
19
7
23
27.8
20.3
24.9
11.5
25.1
20.3
14
18.5
6.4
22.5
28.5 1855 and 1856.
20.7 )
25.9 j-1855,1856 and 1857.
11.9
[-1855.
25.5
20
19
20
26
21.5
20.5
21.5
27.5
19.9
18.9
19.9
25.9
11
21
18
34
14
27
30
30
12.5
22.8
19.3
35.3
15.3
28.3
31.3
31.3
10.9
20.7
17.7
33.7
13.7
26.9
29.9
29.9
21.7
20.7 >•1852.
21.7
27.7
-1854.
12.7
23.1
19.5
85.5
15.5
28.5
31.5
31.5
28
30
27
29.3
31.3
28.3
21.3
28.3
31.3
16.3
13.3
46.2
55.2
27.9
29.9
26.9
19.9
26.9
29.9
14.9
11.9
29.5
31.5
28.5
►
1S50 and 1851.
21.5
28.5
31.5
16.5
13.5
20
27
30
15
12
45
54
44.8
46.4
53.8
55.4
Annual Report.
Key West,
P la c e s d e tw ee n w h ich d e p th s a r e g iv e n .
Tampa Bay,..................
Waccasas^a Bay,..........
Cedar Keys,..................
St. Mark’8,....................
St. George’s Sound,. ...
St. Andrew’s Bay,........
Pensacola,......................
Mobile Bay and River,..
Mississippi Sound,........
Ship Island Harbor,......
Cat Island Harbor,........
19
17
8
9
11
9
12
15
7
15.5
14
13
19
13
39
10
13
7
7
22.5
27
21
21
36
12
6.5
7.5
15
19
8
19
19.5
18
16
14
15.2
20.4
18.4
10.6
11.6
13.6
11.2
14.2
17.2
9.2
18.8
16.8
7.7
8.7
10.7
8.7
11.7
14.7
6.7
20.6
18.6
10.9
11.9
13.9
11.5
14.5
17.5
9.5
>■1855.
1857.
1858.
1854.
|
MS56.
)
1852.
1858.
14
8
8
23.5
28
22
22
37
13
7.5
8.7
16.2
20.2
9.2
20.3
20.8
19.3
17.3
15.3
16.5
12.8
6.8
6.8
22.3
26.8
20.8
20.7
35.7
11.7
6.3
7.2
14.7
18.7
7.7
18.7
19.2
17.7
15.7
18.7
14.9
14.3
8.3 1855.
8.3
23.8
3.8 )
8.3 >1856.
28.5
9 5* *
22.3
22 2
8T"2 1.184
£.1847 to 1852,
18.2
7.8
9
16.5
20-5
9.5
20.6
'.6
21.1
19..6
17.'.6
15.1.6
16.8
1.8
f *
1847.
1851.
1853.
f 1852 and 1853.
’
j
V1S48.
)
>
>-1848.
1
Harbors and Rivers o f the U. S.
Apalachicola,................
Qver bar,......................................................
Channel between Egmont and Passage Key,
Channel up to anchorage, ...........................
Main channel,................................................
Northwest Channel over bar,.......................
Over bar,.......................................................
Channel at middle buoy,................................
In mid-channel, off lighthouse,....................
Up to Fort St. Mark’s,.................................
East entrance over bar,.................................
Main ship channel,.........................................
Swash Channel,.............................................
At anchorage,................................... •............
Over bar,*......................................................
In mid-channel, off beacon on St. Vincent’s Island,
Up to anchorage,.....................................................
Main ship channel, over bar,*.................................
Swash Channel, over bar,........................................
West Pass, over bar,................................................
Over bar,*................................................................
From bar to Navy Yard,..........................................
Off wharf at Pensacola,...........................................
Over outer bar,*......................................................
Main ship channel to Fort Morgan,..................
To the upper fleet,...........................................
Grant’s Pass,*..................................................
From Grant’s Pass to Pascagoula mail wharf,*
Horn Island Pass, over bar,..............................
Anchorage inside Horn Island,.........................
Up to Pascagoula mail wharf,..........................
Channel,*..........................................................
Northwest Channel,...........................................
Anchorage, Man-of-war Harbor,.......................
Ship channel,*....................................................
South Pass,........................................................
Shell Bank Channel,
H A R B O R S A N D R I V E R S OF T H E
U. S . — (C o n tin u e d .)
^
L east W a t e r in C h a n n e l W a y .
Mean.
P laces.
L im it s b etw een w h ich d e p th s a r e giv en .
L o w w a te r . H ig h w a te r . L o w w a te r . H ig h w a te r .
F e e t.
F e e t.
F e e t.
9.5
12
9.5
9
10
S
13
7.5
10.6
13.1
10.6
10.1
11.1
9.1
14.1
8.7
16.2
28.4
15.4
9.6
8.1
8.1
49.6
7.4
43.6
7.4
9.3
11.8
9.3
8.8
9.8
7.8
12.8
7.2
14.7
26.7
13.7
7.6
6.1
27
14
S
G.5
4S
5 .5
42
9
12
8
9
9
4
13.1
9.1
9.1
10.1
10.1
4.9
C.1
47.6
5.3
41.6
5.3
7.2
11.7
7.8
7.8
8.8
8.7
3.8
The highest tides occur at the moon’ s greatest declination, and are applied in the column headed “ spring tides.’
F e e t.
A u th o r itie s .
10.7 I
13.2
10.7
10.2
-1851 and 1852.
11.2
9.2
14.2
. 8.9
16.4
■1858.
28.8
15.8 1S53.
10.0
8.5
-1858.
8.5
50.0
7.6
■1855.
44
7.6
9.3
13.3
9.3
9.3
10.3
10.5
5
1855.
1853.
1853.
1853.
1858.
1857.
1853.
1853.
Annual Report.
Pass &POutre, North Channel,*............................................................ . . . .
South Channel,....................................................................................... . . . .
Northeast Pass,............. Over bar, north entrance,*.................................................................... . . . .
Over bar, south entrance,...................................................................... . . . .
Southeast Pass,............. Entering,*.............................................................................................. . . . .
South Pass,................... Channel,*............................................................................................... . . . .
Southwest Pass,........... Channel,*............................................................................................... . . . .
Barrataria Bay,............. Over bar outside of Grand Pass,*.......................................................... . . . .
Grand passage to Independence Island,................................................
Derni&re or Last Island,. Channel inside, and north of Ship Island Shoal light ship,*.................. . . . .
Channel north of Ship Island Shoal, one mile from Derni&re Island,... ......
Atchafalaya Bar,.......... From entrance to Cut-off Channel buoy,*............................................. . . . .
On the Narrows,....................................................................................
On bulkhead,.......................................................................................... . . . .
Mouth of Atchafalaya River, in mid-channel,....................................... . . . .
Vermillion Bay,............ Over bar,*.............................................................................................. .......
In mid-channel, off lighthouse,.............................................................. . . . .
Calcasieu River,..........
Entrance over bar,*...............................................................................
Sabine Pass,.................
Across the bar,*..............................................................................
Galveston Bay,............
Entrance over bar,*............................................................................... .......
San Luis Pass,.............
Over bar,*..............................................................................................
Brazos River,..............
Over bar,*.............................................................................................. .......
Matagorda Bay,...........
Entrance over bar,*............................................................................... .......
Aransas Pass,..............
Aransas Pass,*......................................................... ........................... .......
Rio Grande,.................
Channel,*............................................................................................... . . . .
Mississippi Delta,..........
^
Spring tides.
L east "Wa te r in C h an nel W a y .
Mean, lowest o f day.
P laces.
L im its betw een which depths are given.
Iligh
Water.
F eet.
31.5
Low
W ater.
F eet.
26.8 ..
High
Water.
F eet.
32.1
Low
Water.
F eet.
26.3 ..
High
Water.
Date.
F eet.
31.8 . . 1851.
20
24.1
19.4
..
24.7
18.9
..
24.4
..
1856.
18
22.1
17.4
..
22.7
16.9
..
22.4
..
1856.
22
18
23
26.1
22.1
27.1
21.4
17.4
22.4
..
..
..
26.7
22.7
27.7
20.9
16.9
21.9
..
..
..
26.4
22.4
27.4
. . 1S56.
. . 1856.
. 1856.
40
36
44.1
40.1
39.4
35.4
..
..
44.7
40.7
38.9
34.9
..
..
44.4
40.4
.
.
42
21
46.1
25.0
41.4
20.5
..
..
46.7
25.5
40.9
19.9
..
..
46.4
25.1
. 1853.
. 1852.
18
54
36
75
18
37
30
33
24
42
30
27
22.0
58.0
40.1
79.1
22.1
41.1
34.1
36.9
27.9
45.9
33.9
30.9
17.5
53.5
35.5
74.5
17.5
36.5
29.5
32.3
23.3
41.5
29.5
26.5
..
..
..
..
..
..
..
..
..
..
..
..
22.5
58.5
40.9
79.9
22.9
41.9
34.9
37.4
28.4
46.2
34.2
31.2
16.9
52.9
35.0
74.0
17.0
36.0
29.0
81.7
22.7
40.9
28.9
25.9
..
..
..
..
..
..
..
..
..
..
..
..
22.1
58.1
40.4
79.4
22.4
41.4
34.4
87.1
28.1
45.8
33.8
30.8
.
.
.
.
.
.
.
.
.
.
.
.
1S56.
1852-
1852.
1853.
1855.
1852.
1852.
1852.
1852.
1852.
1852.
1S52.
1852
1852'.
Harbors and Rivers o f the U. S.
Entrance,.........................................................................................
Midway between south end o f Zuniga Shoal and Point Loma
lighthouse, bearing IT. 61% W. by compass,...........................
Middle Ground lighthouse, bearing N. 67% W . by compass,
distant three-fourths o f a statute m ile,....................................
Midway and nearly in range between Ballast Point and point
opposite,.......................................................................................
Abreast o f La Plaza, 160 yards from shore,................................
At end o f wharf, (Newtown,)........................................................
San Clemente Island, (SE. About midway between NE. and SW. points at anchorage in
deepest bight, 450 yards from shore,........................................
end,)
San Clemente Island, (NW. About 200 yards from shore at anchorage,..................................
end,)
Mission San Juan Capistrano, A t anchorage,..................................................................................
Santa Catalina Island, (SW. Anchorage in Catalina harbor.......................................................
side,)
San Pedro,............................. In range between Pt. Pedro and half a mile from Dead Man’ s Is.
Point Duma,.......................... Anchorage,.......................................................................................
San Buenaventura,................ At anchorage half a mile from shore,..........................................
Santa Cruz Island,................ Anchorage, Prisoner’ s harbor,......................................................
Santa Barbara,....................... Anchorage inside o f kelp, 450 yards from shore,........................
San Miguel Island,................ Anchorage, Cuyler’ s harbor,..........................................................
Coxo harbor,........................... Anchorage,.......................................................................................
San Louis Obispo,.................. Anchorage in harbor,. . .................................................................
San Simeon,........................... Harbor anchorage,..........................................................................
Monterey harbor,.................. Anchorage,.......................................................................................
Near shore,.......................................................................................
Santa Cruz harbor,................. Anchorage,.......................................................................................
San Diego Bay,.
San D iego,.........
Low
Water.
F eet.
27.4
Spring tides, lowest
Spring tides, lowest o f o f day. Moon’ s greatest
day. Mean.
declination.
HARBORS AND
R I V E R S O F T H E U . S . - ■( Continued .)
L east W a te r in C h a n n e l W a t .
Mean, lowest o f day.
P laces.
L im its between which depths a re given.
H igh
Water.
F eet.
32.2
70.2
58.2
40.2
46.2
37.2
24.2
30.5
80.5
28.2
21.2
40.0
52.5
52.5
34.5
26.5
25.8
24.8
26.2
51.7
19.1
30.5
25.5
22.5
24.5
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
Low
Water.
F eet.
27.6 ..
65.6 .,
53.6 ..
35.6 ..
41.6 ..
82.6 ..
19.6 ..
24.8 ..
24.8 ..
23.6 ..
16.6 ..
35.4 ..
47.5 ..
47.5 ..
29.5 ..
21.5 ..
20.4 ..
19.4 ..
20.4 ..
45.4 ..
12.4 ..
23.4 ..
18.4 ..
15.4 ..
17.1 ..
High
Water.
F eet.
32.6 ..
70.6 ..
58.6 ..
40.6 ..
46.6 ..
37.6 ..
24.6 ..
30.7 ..
30.7 ..
28.6 ..
21.6 ..
40.7 ..
52.9 ..
52.9 ..
34.9 ..
26.9 ..
26.4 ..
25.4 ..
26.9 ..
52.4 ..
19.6 ..
30.9 ..
25.9 ..
22.9 ..
25
..
Loro
Water.
F eet.
26.9 ..
64.9 ..
52.9 ..
34.9 ..
40.9 ..
31.9 ..
18.9 ..
24.0 ..
24.0 ..
22.9 ..
15.9 ..
34.8 ..
46.8 ..
46.8 ..
28.8 ..
20.8 ..
19.7 ..
18.7 ..
19.7 ..
44.7 ..
11.7 ..
22.7 ..
17.7 ..
14.7 ..
16.4 ..
High
Water.
F eet.
32.4 .
70.4 .
58.4 .
40.4 .
46.4 .
37.4 .
24.4 .
30.3 .
30.3 .
28.4 .
21.4 .
40.4 .
52.7 .
52.7 .
34.7 .
26.7 .
26.1 .
25.1 .
26.5 .
52.0 .
19.3 .
30.6 .
25.6 .
22.6 .
24.5 .
D ate.
1851.
1851.
1851.
1851.
1851.
1855.
1S55.
1S56.
1856.
1853.
1S55.
1853.
1853.
1853.
1853.
1853.
1853.
1851.
1853.
1853.
1853.
1852.
1852.
1853.
1851.
* Twenty-one feet may be carried in at mean low water by keeping a little northward and westward, nearer the breakers o f the middle sands, and, at the turn, hauling
up for Cape Disappointment.
Annual Report.
From 4 fathom bank around to southern shore,.........................
Anchorage off Rincon Point, 450 yards from shore,..................
Anchorage off Market-street wharf, San Francisco,..................
Off Cunningham’ s wharf,...............................................................
Off Clark’ s point, 450 yards from shore,......................................
San Francisco harbor,........... On the bar,.......................................................................................
At best wharves,..............................................................................
Mare Island Straits,.............. In mid channel, between Commission Rock and western shore,
In mid channel, between Navy Yard and V allejo,....................
Ballenas Bay,......................... Inside of breakers on Duxbury reef, about a mile from shore,..
Sir Francis Drake’ s B ay,___ Half a mile inside the point, and 400 yards from shore,...........
Bodega B ay,......................... Half a mile inside o f reef, anchorage, 900 yards from shore,...
Coast,....................................... At Haven’ s anchorage,...................................................................
Albion River,......................... Anchorage at entrance,.................................................................
Mendocino City,.................... Anchorage inside o f point,............................................................
Shelter Cove,.......................... Anchorage 500 yards inside o f point,............................................
Humboldt B ay,...................... On bar, half a mile from shore,.....................................................
Main channel,..................................................................................
Crescent City harbor,........... Anchorage half a mile off Crescent City,.....................................
Port Orford, or Ewing harbor, Anchorage three-fourths o f a mile from Tichenor’ s Rock,.......
Umpquah R iver,.................... On bar, opposite mid-channel,......................................................
Columbia R iver,.................... North Channel to Baker’ s Bay,........................................... .........
Entrance into South Channel,*...................................................
On bar o f South Channel,...............................................................
Shoalwater B ay,.................... On bar,.............................................................................................
San Francisco bay,................
Low
Water.
F eet.
28
66
54
36
42
33
20
25
25
24
17
36
48
48
30
22
21
20
21
46
13
24
19
16
18
Spring tides, lowest
Spring tides, lowest o f o f day. Moon’ s greatest
day. Mean.
declination.
Ne6-ah harbor,......................
False Dungeness,..................
New Dungeness,....................
Smith’ s Island, (north side,).
Bellingham B ay,..................
Port Townshend,..................
Port Ludlow,.........................
Port Gamble,.........................
Seattle,....................................
Blakely harbor.......................
Steilacoom harbor,................
Olympia harbor,....................
Anchorage 400 yards southwest o f Fitzhugh’ s wharf,...............
Anchorage 400 yards east o f Custom House,..............................
Anchorage,.......................................................................................
Anchorage,.......................................................................................
Anchorage,.......................................................................................
Anchorage 450 yards inside o f entrance,....................................
Anchorage off Steilacoom creek, 400 yards,...............................
Mid channel, town 1 miles distant, mission bearing E .N E .,.
29
31.5
..
21.6
24.1
..
..
29.5
32
22
28.5
..
21.1
..
29
36
54
45
25
60
18
48
36
18
20
46
18
11
42.4
60.4
51.4
31.4
67
25
54.4
45.2
27.2
29.2
55.2
30.0
23
..
..
..
..
..
34.8
53.1
44.1
24.4
59.4
17.4
47.4
87.2
17.2
18.2
45.2
17.0
10
..
..
.
..
..
..
..
..
..
..
..
..
..
43.0
60.9
51.7
31.7
67.4
25.4
54.7
45.8
27.8
29.8
55.8
30.9
23.9
22.5
25
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
20.9
23.4
..
..
29
31.5
..
1853-
20.4
..
28.5
.
1854.
34.1
52.2
43.2
23.3
58.1
16.1
46.3
34.2
16.2
1S.2
44.2
16.1
9.1
..
..
..
..
..
..
..
..
..
..
..
..
..
42.5 . . 1851.
60.8 . . 1S5351.8 . . 1S55.
32.2 . . 1854.
68
. 1855.
26
. 1855.
55.2 . . 1854.
46.4 .
1855.
2S.4 .
1855.
30.4 .
1854.
56.4 .
1S56.
31.7 .
1855.
24.7
In passing from New-York to an eastern port, the first great change in the tides and tidal currents is between the East
River and Long Island Sound; the difference between Governor’s Island and Negro Point on W ard’s Island, at the eastern
entrance to Hell Gate, is two hours and forty-five minutes. Between this point and Throg’s Point the change is small. The
mariner is now in the full tide o f the Sound, and between Throg’s Point and Fisher’s Island there is a difference of time of but
two hours and twenty minutes, the greatest part of which is at the head o f the Sound and at its entrance— that is, near Throg’s
Point and Fisher’s Island. From off New-London to off Sand’s Point the difference is but one hour and forty minutes; so
that if the mariner, instead o f remaining at Throg’s Point, passes onward to Fisher’ s Island, he would lose but half a tide in
the whole passage.
1 The depth in channel way varies between 6 and 8% fathoms. 2 Two bars, each a quarter o f a mile, have a less depth than 18 feet. 34A small shoal, with 12 feet, lies in
the middle o f the kill, opposite the wharf at Blazing Star; and another, with 10 feet, a quarter o f a mile to the northward; but deeper water is found on east side o f both.
4 A shoal, o f 4 feet, obstructs the eastern channel, half way between Chelsea and its junction with the main channel. 5*Channel very narrow in the vicinity o f Black Beacon.
• From Bergen Point light, half way to Newark Bay lighthouse, 17 feet may be carried. 7 In a straight line. 8 A shoal o f 21.5 feet occurs about a mile below Sing Sing.
• Soundings varying between 10 and 15 fathoms.
Harbors and Rivers o f the U. S.
VOL. X L V . ---- NO. II,
Grenville harbor,....................
North Channel,................................................................................
South Channel,...................... .......................................................
Anchorage three-quarters o f a mile inside o f Point Grenville,
and same distance from shore,...................................................
Anchorage a mile inside o f Waddah Island, and 450 yards
from shore,...................................................................................
Harbor anchorage,..........................................................................
Harbor anchorage,..........................................................................
Anchorage near kelp, 450 yards from shore,...............................
Annual Report.
S H I P - B U I L D I N G AND TO N N A G E
OF N E A V - Y O R K .
I n order to illustrate more fully the foreign commerce o f the State of
New-York, the following table will show what proportion o f vessels en
tered these ports, compared with all others in the Union :
I. S tatement exhibiting tiie number oe A merican and F oreign V essels, w ith their
T onnage and C r e w s , w hich entered into the several D istricts of the S tate of
N e w - Y ork from F oreign C ountries, during the fiscal t e a r ending J une 30, 1860.
A m e r ic a n V e ssels.
F o r e ig n V e ss e l s.
T otal.
E n t e r e d in t o
No.
Tons.
Men.
No.
Tons.
Sackett’s Harb., N.Y.,
Genesee,
“
Oswego,
“
Niagara,
“
Buffalo,
“
Oswegatchie,
“
Sag Har. & Dunkirk,
New-York,
“
Champlain,
“
Cape Vincent,
“
98,651
182
79,132
133
691 230,547
31
1,997
1,446 1,801,674
171 136,566
1,140
30
2,645 1,356,665
278
17,631
527 424,S25
4,005
2,711
229
6,032 1,817
132
287
16.503
649
5,130
173
1 00
16
41,495 1,337
600
801
15,214
425
Total State of N. Y.,
“
all other ports,
6,084 3,648,828
6,122 2,272,457
91,922
76,879
Total
cf
“
“
“
U.
“
“
'
“
“
“
S., 1S59-60,
185S-59,
1857-5S,
1856-57,
1855-56,
1854-55,
II. S tatement
12,206
12,035
10,735
11,304
10,307
9,315
5,921,285
5,265,648
4.395,642
4’721,370
4,385,484
3,861,391
16S,801
155,698
141,897
161,062
148,189
137,251
5,234 1,187,620
5,491 1,166,291
10,725
10,532
10,037
11,024
11,375
1 0 ,0 1 2
2,353,911
2,540,387
2,209.403
2,464,946
2,486,769
2,083,948
showing the number and class of
THEREOF, IN THE STATE OF N
eW
and
Barks.
Brigs.
Champlain,.......................
Sackett’s Harbor.............
O sw ego,...........................
Niagara,...........................
Genesee,...........................
Oswegatchie.....................
2
1 8 5 4 - 5 5 .................
132
98,651
362 127,889
2,508 445,447
318
86,396
2,095 1,362,234
344 161,702
46
1,778
3,982 1,973,812
579
40,500
952 537,949
106,571
109,989
102,476
116,797
118,984
99,891
22,931
22.567
20,772
22.32S
21,6S2
19,327
8,275.196
7,806,035
6,605,045
7,186,316
6.872,253
5,945,339
essels built , and the
22
15
Total
luilt.
275.372
265.687
244.373
277,859
267,173
237,142
T onnage
30, 1860.
Total
tonnage.
32
1
3,987
116
io
23
1
3
3,786
150
381
92
28
141
23,484
3
2
4,005
5,887
17,609
4,515
20,108
8,513
167
66,733
1,609
22,182
ii
i
4
Men.
Tons.
59,405 11,318 4,836,44S 151,327
47,166 11,613 3,438,748 124,045
l
Harbor.......................
Green port.........................
Total, 1859-60,...........
“
1858-59, ...........
“
1857-58,...........
“
1856-57, ...........
“
1855-56.............
3,176
11,577
4,383
3,605
3,3S3
67
25,233
1,008
6,968
Sloops
Schoon- and Canal Steam
ers.
et'S.
Boats.
io
Sag
New-York.........................
Cold Spring,.....................
Cape V in cen t,.................
V
No.
- Y o RK, DURING THE YEAR ENDING J u n e
Ship*
D is t r ic t s .
“
48,757
214,900
84,399
60,560
25,136
63S
617,147
22,959
113,124
Men.
**
••
4
3
2
,.
7
3
5
7
28
24
45
7
31
14
47
76
87
98
125
64
94
S3
161
38
27
42
45
27
356
48
201
107
203i
237
306
554
31,906
16,313
37,185
67,826
76,301
115,231
!
III.
S tatem en t
Shi2>Building and Tonnage.
s h o w in g t iie
num ber
and
class
V
of
e ssels
179
b u il t , a n d t h e
T
onnage
THEREOF, IN TIIE SEVERAL STATES AND TERRITORIES OF THE UNITED STATES, FROM 1 8 1 5
to
J une 30, 1860,
T ears.
in c l u s iv e .
Ship* and
Barks.
Brigs.
Schooners.
136
76
84
53
53
21
43
64
55
56
56
- 71
55
73
44
25
72
132
144
93
25
93
67
66
83
97
114
116
58
73
124
100
151
254
198
247
211
255
269
334
381
806
251
122
S9
110
224
122
S6
85
82
60
89
131
127
156
197
1S7
153
108
68
56
95
148
169
94
50
65
72
79
89
109
101
91
34
47
87
164
163
174
143
117
65
79
95
112
126
103
58
46
23
36
681
781
559
42S
473
301
247
260
260
377
533
4S2
464
474
485
403
416
563
625
497
301
444
B0T
501
439
378
810
273
133
204
322
576
6S9
701
623
547
522
5S4
681
661
605
594
504
431
297
872
1815,___
1816,....
1817,....
1818,....
1819,....
1820,....
1821,....
1822,....
1823,....
1824,....
1S25,. . . .
1S26,. . . .
1827,....
1828, .. .
1829,....
1830,....
1831,....
1832,....
1 883,....
1834,....
1S35,___
1836,....
1837,....
1838.......
1S39,___
1840,....
1841,....
1842,....
1843,....
1S44,---1S45,. . . .
1S46,___
1847,....
134S,___
1849,....
1850,....
1851,....
1852,....
1853,....
1854,....
1855,....
1856,....
1857,....
1858, ...
1S59,. . . .
I8 6 0 ,....
IV. V essels
T onnage
an d
Vessels.
274
424
894
832
242
152
127
16S
165
166
163
227
241
196
145
116
94
122
185
180
100
164
16S
153
122
224
157
404
173
279
342
355
892
547
370
290
826
267
394
886
669
479
353
400
284
289
.
2 0 8 ,2 0 2
1 8 3 0 ....................
.
2 1 0 ,5 3 5
1 8 3 5 .................... .
1 ,2 2 6
1 8 1 0 .................... .
1 ,0 6 7
. .
. .
2 8 9 ,2 6 8
2 8 3 ,1 4 9
1 8 4 5 .................... .
1 8 5 0 , .................. .
1 ,1 2 7 . .
1 ,3 7 9 . .
3 4 1 ,0 9 4
5 9 6 ,8 1 2
of
N ew -Y
F o r e ig n .
Vessels.
Tonnage.
I S '2 6 ....................
D istrict
.
1 9 ,6 5 5
.
3 2 ,6 2 0
ore.
Vessels.
Tonnage.
.................
.
........................... .
2 2 7 ,8 5 7
2 4 3 ,1 5 5
4 3 3 . . 7 7 ,1 2 1
. . 1 2 5 ,6 1 9
. .
1 ,6 5 9
. .
3 6 6 ,3 8 9
..
1 ,5 7 0 . .
4 0 8 ,7 6 8
5 6 1 . . 1 4 2 ,4 3 1
1 ,2 3 0 . . 3 8 5 , 6 6 6
..
1 ,6 8 8 . .
4 8 3 ,5 2 5
..
2 ,6 0 9
603
1 8 5 5 .................... .
1 ,9 4 1
. . 1 ,0 9 1 , 2 4 4
. .
1 ,1 6 9
. . 3 5 4 ,5 1 0
..
1 8 5 7 .................... .
2 ,3 0 7
..
1 ,0 4 7
. . 4 4 5 ,5 6 6
..
1 8 5 8 .................... .
1 8 5 9 .................... .
1 ,9 0 1
. . 1 ,3 1 0 , 8 7 5
. . 1 ,0 2 7 , 3 9 0
. .
9 8 2 ,4 7 8
3 , 1 1 0 . . 1 ,4 4 5 , 7 5 4
3 ,3 6 4 .
1 ,7 5 6 , 4 4 1
936
. . 4 3 3 ,6 0 8
1 ,9 1 1
. .
9 2 5 ,5 2 8
..
1 ,1 7 5 . . 5 5 0 , 7 5 1
..
..
2 ,8 3 7 . . 1 ,4 6 0 , 9 9 8
3 ,0 8 6 . . 1 ,4 7 6 , 2 7 9
1 8 6 0 ..................... .
2 ,0 2 6 . . 1 ,0 5 6 , 4 8 6
..
1 ,3 7 6 . . 6 2 2 , 4 1 9
..
3 ,4 0 2 .
..
154,624
131.663
86,393
82,421
79,817
47,734
55,856
75,346
75,007
90,939
114,997
126,433
103,342
93,375
77,098
58,094
85,962
144,539
161,626
118,330
46,233
113,627
122,9S7
113,185
120,989
118,309
118,893
129,083
43,617
103,537
146,018
188,203
243,732
318,075
256,577
272,218
•298,203
851,493
425,572
885,616
583,450
469,893
378,804
242,286
156,601
212,892
T otal.
Tonnage.
.................
.................
Total
tonnage.
1,315
1,403
1,073
898
850
524
507
623
622
7S1
994
1,012
934
884
7SB
637
711
1,065
1,188
937
507
890
949
898
853
872
762
1,021
4S2
766
1,033
1,420
1,593
1,851
1,547
1,360
1,367
1,444
1,710
1,774
2,034
1,703
1,434
1,225
870
1,071
15
26
35
45
33
33
43
87
34
100
65
68
30
124
135
90
125
64
78
137
79
163
163
225
198
175
20S
159
233
259
271
2SI
253
221
263
226
172
264
cleared from the
A m e r ic a n .
Fiscal Tears.
Sloops and
Total built.
CanalBoats Steamers.
1 ,6 7 8 ,9 0 *
Annual Report.
180
V . S tatement
exhibiting the number of A merican and F oreign V essels, w ith their
T onnage and C rew s , which entered into the D istrict of N e w -Y o rk , and the
C ountries from -whence th e y a r r iv e d , during the ye a r ending J une 3 0 , 1 8 6 0 .
A m erican V essels .
T otal .
F oreign V essels .
E ntered from
No.
Russia on the North,...........
P russia,.................................
Sweden and Norway,...........
Swedish West Indies,.........
Danish West Indies,............
H am burg,.............................
Bremen,.................................
Holland,................................
Dutch West Indies,.............
Dutch East Indies,..............
B elgium ,...............................
England,...............................
Scotland,...............................
Ireland,.................................
Gibraltar,.............................
Malta,....................................
Canada,.................................
Other British N. Am. Poss.,.
British West Indies,............
British Honduras,................
British Guiana,....................
British Possessions in Africa,
British Australia,................
British East Indies,.............
France on the Atlantic,.......
France on Mediterranean,..
French North Amer’ n Poss.,
French West Indies? ...........
Spain on the Atlantic,.........
Spain on the Mediterranean,
Canary Islands,....................
Philippine Islands,...............
C u b a ,....................................
Porto R ico,...........................
P ortugal,..............................
Azores,..................................
Madeira,................................
Sardinia,...............................
T uscany,...............................
Papal States,.........................
Two Sicilies,.........................
A ustria,................................
Greece,..................................
Turkey in Asia,....................
E g y p t,...................................
Other ports in A frica ,.........
H a y ti,...................................
San Domingo,.......................
M exico,..................................
Central Republic,................
New-Granada,......................
Venezuela,...........................
B ra zil,..................................
Uruguay, or Cisplatine Rep.,
Buenos Ayres, or Arg. Rep.,.
Chili,......................................
Peru,......................................
Sandwich Islands,................
Other Islands in the Pacific,
China,....................................
Total 1859-60,....................
“ 1S5S-59,....................
•“ 1857-58,....................
“ 1856-57,....................
1855-56,....................
“ 1854-55,....................
Tons.
Men.
7
4,584
125
*2
8
7
2
1,099
452
1,373
1,584
26
17
58
40
14
43
4
18
357
26
1
2
10,370
8,749
2,074
15,523
384,168
16,810
1,115
425
260
825
70
347
8,725
427
24
15
*4
60
16S
12
8
9
6
31
94
18
1,078
11,098
34,858
3,782
2,613
2,185
1,469
29,384
124,589
7,205
32
405
1,334
128
88
81
51
711
4,260
209
1
12
37
8
18
840
154
i
173
6
3,635
113
9,965
324
2,342
73
19,534
453
30S,571 10,526
31,715 1,230
1
1
5
23
699
259
1,627
18,713
56
43S
44
1
4
1
19
90
17
55
6
100
47
1ST
10
40
6
10
3
3
50
15,146
2,460
24S
1,109
299
6,062
16,053
3,14S
17,341
1,116
97,930
10,230
38,701
3,463
13,914
3,750
10,675
1,072
2,194
47,934
45S
79
8
44
9
197
675
124
568
42
4,401
393
1,305
113
430
94
229
34
55
1,230
2,645
2,657
2,401
3,014
2,496
2,588
1,356,665
1,320,290
1,273,788
1,584,764
1,881,726
1,377,738
6
Tons.
No.
23
Men.
io
310
251
122
1,570
56,951
57,972
8,781
S99
9
6
47
2,467
2,102
254
38
2
1,453
149 219.199
45 34,542
12 20,926
4
794
1
219
3
3S5
414 68,363
140 25,223
42
9,3S9
1,377
1,065
32
8
18
2,711
1,077
l
l
4
42
64
15
5
2
5
340
978
15
40
3
18
26
7
5
2
24
1,740
6,762
9,410
887
690
4S4
4,S96
480
804
2S,032
10,245
2,556
197
45
216
308
58
49
18
149
19
22
1,206
404
98
8
6
3
2
20
23
5
3
5
9
36
3,0S7
2,241
170
12,124
3,730
1,241
8,302
659
499
3,002
4,056
1,643
516
1,236
1,762
9,297
119
60
8
473
123
4S
102
27
18
132
182
43
22
42
73
337
i
293
io
~2
448
17
3
1*880
45
2
1
85
55
11
1
7
4
1
38
13
6
No.
7
1
3
4
11
44
64
29
48
4
20
506
71
13
6
1
7
474
30S
12
10
14
6
34
112
44
7
6
14
61
10
19
925
209
11
2
1
12
27
1
82
19
7
10
4
21
110
40
60
9
105
56
173
10
41
6
10
5
3
53
41,495 1,337 617,147 25,238 8,9S2
40,011 1,245 569,S54 23,623 3.902
39,666
929 420,431 17,183 3,330
49,759 1.054 450,SS5 18,028 4.06S
1,033 299,933
3,529
41,988 1,185 358,169 18,263 13,773
Tons.
Men.
4,584
125
810
10
1,350
35
574
23
2,943
105
58,535 2,507
57,972 2,102
19,151
514
9,64S
363
2,074
70
16,976
3S9
603,367 IS,114
51,352 1,804
22,041 1,089
1,219
47
219
8
1,463
50
79,461 3,116
60,0S1 2,411
3,782
128
2,953
103
3,163
121
1,469
51
31,124
756
131,351 4,476
16,615
517
887
58
863
55
4,119
131
14,S61
523
2.822
92
20,338
475
336,603 11,732
51,960 1,634
2,556
98
896
31
259
7
4,714
175
20,954
498
170
8
27,270
931
6,190
202
1,4S9
56
4,411
146
958
36
6,561
215
19,055
807
7,204
306
18,9S4
611
1,632
64
99,166 4,443
11,992
466
47,998 1,642
8,463
113
440
14,207
3,750
94
10,675
229
1,520
51
2,194
55
49,314 1,275
1,973,812
1,890,144
1,694,219
2,035,649
1,681,659
1,785,907
66,733
63.634
56,849
67,787
55,246
Ship-Building and Tonnage.
181
VI. The increase in the amount o f tonnage employed in steam naviga
tion since 1848, and owned in the District of New-York, exhibited in
the following table:
R e g is t e r e d .
Y
Tons.
ears.
E n r o l l e d a n d L ic e n s e d .
95 the
Tons.
95 ths.
T otal.
Tons.
doth*.
1 8 1 8 ...................................
6 ,5 2 3
..
73
6 7 ,7 0 5
..
41
6 4 ,2 2 9
..
19
1 8 4 9 ...................................
1 0 ,6 4 2
..
76
6 1 ,1 7 5
..
92
7 1 ,8 1 8
..
73
9
8 5 ,1 1 5
..
56
..
89
1 2 1 ,5 4 1
..
62
1 8 5 0 , ................................
3 6 ,1 4 8
..
47
. .
5 8 ,9 6 7
1 8 5 1 ...................................
5 2 ,3 9 2
..
68
. .
6 9 ,1 4 8
1 8 5 2 ...................................
6 3 ,8 6 0
..
33
. .
7 7 ,0 6 3
..
84
1 4 0 ,9 2 4
. .
22
1 8 5 3 ...................................
7 6 ,8 5 1
..
78
. .
8 8 ,3 1 1
..
53
1 6 5 ,1 6 3
..
36
73
, .
1 0 1 ,4 8 7
. .
41
..
19
1 0 7 ,6 9 2
. .
88
1 8 4 ,0 9 5
1 9 6 ,7 9 8
. .
2
1 0 7 ,8 2 0
. .
67
1 7 6 ,5 9 7
. .
93
1 8 5 4 ...................................
8 2 ,6 0 7
1 8 5 5 , ................................
8 9 ,1 0 5
1 8 5 6 ...................................
6 8 ,7 7 7
..
9
..
26
, .
1 8 5 7 ...................................
6 9 ,0 5 1
..
1 1 1 ,5 2 6
..
89
1 8 0 ,5 7 8
..
61
1 8 5 8 ...................................
1 8 5 9 , .................................
6 5 ,5 9 4
..
89
1 1 8 ,6 3 8
..
88
1 8 4 ,2 3 3
..
82
7 0 ,8 9 7
..
52
1 2 0 ,4 9 8
..
09
1 9 1 ,3 9 5
..
61
1 8 6 0 ...................................
7 2 ,9 2 9
..
55
1 3 2 ,5 8 0
..
77
2 0 5 ,5 1 0
..
37
67
Y I I . R ecapitulation of the NUMBER AND class of V essels built IN EACH S tate
the U nion during the fiscal ye a r ending J une 3 0 , 1 8 6 0 .
(Official.)
of
C lass of Y essels.
Ships
Sloops
States a n d T erritories .
and Brigs. Schoon-and canal Steam- Total
Total
larks.
ers.
boats.
ers.
built, tonnage.
M a in e,............................................... 43 .. 20
95
2 .
2 . . 172 ..
57,867
New-Hampshire,...............................
4 ..
1 .
5 ..
3,808
V erm ont,.................................................................
2 .
2 ..
no
Massachusetts,.................................. 30 ..
2
2 .
91
7 . . 132 ..
33,461
Rhode Island,....................................
2 ..
1
1 .
4 ..
1,395
Connecticut,......................................
6 ..
1
15
9 .
4 ..
35 ..
7,758
N ew-York,.........................................
4 ..
3
31
125 .
38
. 201 ..
31,936
New-Jersey,............................................................
20
1 ..
17 .
38 ..
4,264
Pennsylvania,....................................
1 ..
2
16
68 .
65 . . 152 ..
21,615
D elaw are,...............................................................
7
1 .
6 ..
14 ..
5,826
M aryland,..........................................
8 ..
6
24
2 .
3
.
43 ..
7,798
District o f Columbia,.............................................
S6 .
.
36 ..
2,458
V irgin ia ,............................................
1 ..
1
3
4 .
17 .
26 ..
4,372
North Carolina,........................................
9
5 .
3
864
.
17 ..
South Carolina,.........................................
1
1
2 ..
72
Georgia,...................................................
4
4 ..
667
Florida,......................................................
2
1
3 ..
255
Alabama,...................................................
3
5
8 ..
1,189
Mississippi,...............................................
5
1 .
1
7 ..
326
Louisiana,.................................................
4
8
.
12 ..
1,500
Tennessee,.................................................
5
5 ..
433
K entucky,.................................................
29
8,631
.
29 ..
M issouri,...................................................
4,081
13
.
13 ..
Illinois,......................................................
O h io,..........................................................
5
3 .
32 . .
40 ..
6,192
W isconsin,................................................
2 ..
1
1
96
Michigan,...........................................
1
6
8 .
8 ..
23 ..
2,903
T e x a s ,.......................................................
14
1 .
1
.
16 ..
1,006
California,..................................................
20
2 .
3
.
30 ..
2,023
Oregon,......................................................
Washington Territory,............................
Total,
“
“
“
“
“
1859-60, ..
1858-59, .
1857-58,.
1856-57, .
1855-56,.
1854-55,.
.................. n o
.................... 89
....................122
.................... 251
.................... 306
.................... 381
$
36
28
46
58
103
126
372
297
431
504
594
605
289
284
400
358
479
669
264 .. 1,071 ..
172 .. 870 ..
226 ..1,225 ..
263 ..1,484 ..
221 .. 1,703 ..
243 ..2,024 ..
212,892
156,602
242,286
378,804
469,393
583,450
of the
V
essels cleared from the se v e r a l
S tates
for
F oreign C ountries ,
F oreig n V essels .
A m erican V essels .
States .
Number.
Tons.
Men.
Total cleared 1859-60,........................
Total entered 1859-60,......................
5,460 3,383,535
825
205,107
5
1,676
183
9,929
1,069
312,817
57
11,292
102
18,633
20
6,516
340
103,045
12
2,169
3S5
115,733
89,858
6,790
41
540
12,379
438
959
188
3,4S9
86
3,928
180
185
269
212
245
402
95S
70
166
939
130
78
371
19
59,611
2S,000
133,S02
108,123
186,547
85,373
713,588
34,205
26,671
1S7,042
61,282
49,497
302,2S5
19,446
1,854
1,230
4,010
2,815
3,826
3,674
18,378
904
1,129
7,600
1,868
1,642
10,402
763
12,682
12,206
6,165,924
5,921,285
178,791
168,801
t
Number.
Men.
1,327
13
44
6
32
5
2
525
1,954
1,299
Tons.
Boys.
Men.
5,188
602
5S
164
2,709
65
77
16
163
3
208
2
88
38
142
124
98
54
335
38
222
341
24
8
143
2
1,190,750
103,974
5,312
13,531
434,092
12,114
13,554
2,511
39,298
414
58,267
275
20,770
8,707
49,451
61,649
68,840
11,616
180,765
14,558
25,246
249,709
6,670
2,006
49,63S
2S8
59,198
5,678
283
607
IS,559
464
525
95
1,384
21
2,208
12
760
325
1,844
1,870
1,825
555
5,700
483
1,292
7,166
229
72
2,154
34
5S1
4
8
10,912
10,725
2,624,005
2,383,911
113,343
106,571
933
971
75
4
257
2
2
10,648 4,574,285
1,427
809,0S1
63
6,988
347
23,460
3,778
746,909
122
23,406
179
82,187
36
9,027
503
142,343
15
2,583
593
174,000
2
275
268
80,381
223
36,707
411
1S3,253
336
169,772
343
255,387
456
96,989
1,293
894,353
10S
4S,763
3S8
51,917
1,280
436,751
154
67,952
86
51,503
514
351,923
21
19,734
23,594
22,931
149,056
12,468
324
1,147
30,938
902
1,484
2S3
4,873
107
6,136
12
2,614
1,555
5,854
4,685
5,651
4,229
24,07S
1,387
2,421
14,766
2,097
1,714
12,556
797
292,134
S,7S9,929
8,275,196 1 275,373
Boys.
1,908
17
8
119
6
82
5
2
4
782
2
2
2,887
2,270
Annual Report.
N ew-York,.............................................
Maine,.....................................................
New-Hampshire,...................................
V ermont,.................................................
Massachusetts,......................................
Ehode Island,........................................
Connecticut,............................................
New-Jersey,...........................................
Pennsylvania,.........................................
Delaware,...............................................
Maryland,...............................................
District o f Columbia,...........................
Virginia,.................................................
North Carolina,....................................
South Carolina,......................................
G eorgia ,.................................................
Alabama,.................................................
Florida,...................................................
Louisiana,...............................................
T ex a s,.....................................................
Ohio,........................................................
Michigan,................................................
Illin ois,...................................................
Wisconsin,..............................................
California,...............................................
Oregon,...................................................
Crews.
Tons.
Boys.
J une 30, 1860.
T otal A m erican a n d F oreign .
Crews.
Crews.
Number.
durin g the fiscal y e a r ending
182
VIII. S tatement
Ship-Building and Tonnage.
183
IX . The following statements from the annual reports of the Secretary
o f the United States Treasury exhibits the registered, enrolled and
licensed tonnage, and the total tonnage belonging to the district of NewYork, in each decennial year from 1825 :
R egistered.
1 8 2 5 ,...
1 8 3 5 ,...
1 8 4 5 ,...
1 8 5 5 ,...
1 8 5 7 ,...
1 8 5 8 ,...
1 8 5 9 ,...
I 8 6 0 ,...
.
.
.
.
.
.
.
.
1 5 6 ,7 2 8
1 9 1 ,6 2 6
2 4 8 ,7 1 7
7 3 7 ,5 0 9
8 0 2 ,3 5 6
8 4 0 ,4 4 9
8 4 4 ,4 3 2
8 3 8 ,4 4 9
X . V essels
and
E n rolled and Licensed.
----- N
__________
Tons.
Tears.
_
..
..
..
..
..
..
..
..
T onnage
14
43
..
..
37
10
08
24
51
..
..
..
..
..
1 4 7 ,7 5 6
1 8 5 ,0 7 1
3 0 1 ,6 4 2
5 5 0 ,7 2 5
5 7 5 ,0 6 8
6 9 2 ,2 5 6
5 9 9 ,9 2 8
6 2 5 ,5 5 1
entered into the
A m erican.
1 8 2 6 ,..
1 8 3 0 ,..
1 8 3 5 ,..
1 8 4 0 ,..
1 8 4 5 ,..
1 8 5 0 ,..
1 S 5 5 ,. .
1 8 5 7 ,..
1 8 5 8 ,..
1 8 5 9 ,..
I 8 6 0 ,..
Vessels.
1 ,5 2 8
1 ,4 4 3
1 ,4 5 0
1 ,8 8 2
2 ,5 8 8
3 ,0 1 4
2 ,4 0 1
..
..
..
..
..
..
..
2 ,6 5 7
2 ,6 4 5
..
X L S tatement
..
in
Years.
1 8 3 0 ,....
1 8 3 1 .........
1 8 3 2 ,....
1 8 3 3 .........
1 8 3 4 .........
1 8 3 5 .........
1 8 4 5 ,....
1 8 4 6 ........
1 8 4 7 .........
1 8 4 8 .........
1 8 4 9 .........
1 8 5 0 .........
1 S 5 1 .........
1 8 5 2 .........
1 8 5 3 .........
1 8 5 4 .........
1 8 5 5 ........
1 8 5 6 .........
1 8 5 7 .........
1 8 5 8 ,....
1 8 5 9 .........
I 8 6 0 ,....
480
512
558
1 ,2 8 1
1 ,1 8 5
1 ,0 5 4
929
1 ,2 4 5
1 ,3 3 7
..
..
..
..
..
. .
..
..
..
a v ig a t io n
each
Tons.
Tons.
..
..
..
..
..
..
...
...
...
...
1 ,1 2 3 ,9 9 9
1 ,2 3 5 ,6 8 2
1 ,3 4 4 ,8 1 9
1 ,4 1 8 ,0 7 2
..
..
..
..
...
...
...
...
1 ,8 1 9 ,7 4 4
2 ,0 1 3 ,1 5 4
2 ,2 3 8 ,7 8 3
2 ,4 2 0 ,0 9 1
..
..
..
..
...2 ,4 1 4 .6 5 4
..
.
6 1 7 ,1 4 7
1 ,4 1 9
877
1 81
545
340
340
6 ,4 9 2
6 ,2 8 7
5 ,6 3 1
1 6 ,0 6 8
2 0 ,8 7 0
4 4 ,9 4 2
6 2 ,3 9 0
7 9 ,7 0 4
9 0 ,5 2 0
9 5 ,0 3 6
1 1 5 ,0 4 5
8 9 ,7 1 5
8 6 ,8 7 3
7 8 ,0 2 7
9 2 ,7 4 8
9 7 ,2 9 6
.
.
.
T onnage
..
Tonnage.
. . . .
2 ,0 0 8
1 ,9 5 5
2 ,0 0 8
3 ,1 6 3
3 ,7 7 3
4 ,0 6 8
3 ,3 3 0
3 ,9 0 2
3 ,9 8 2
of the
.
.
.
.
..
..
2 7 4 ,4 6 1
3 0 5 ,1 8 1
4 6 5 ,6 6 5
5 4 5 ,9 3 1
5 7 9 ,2 1 8
1 ,1 4 5 ,3 3 1
1 ,7 3 5 ,9 0 7
2 ,0 3 5 ,6 4 9
1 ,6 9 4 ,2 1 9
1 ,8 9 0 ,1 4 4
1 ,9 7 3 ,8 1 2
U nited S tates
at
ENROLLED AND LICENSED TONNAGE EM
year.
Begistered
Steam.
5 7 5 ,0 5 6
6 1 9 ,5 7 5
6 8 6 ,8 0 9
7 4 9 ,4 8 2
8 5 7 ,0 9 8
8 8 5 ,4 8 1
,--------------
.
.
.
.
22
72
48
66
61
41
68
03
Total.
--------------------->
. . . .
.
.
.
.
.
.
.
.
..
N e w - Y ork , 1826— 1860.
Vessels.
..
Begistered
Sail Tonnage.
...
...
...
...
...
...
..
..
..
2 6 ,2 8 5 . .
3 1 ,3 9 1 . .
9 1 ,0 6 3 . .
1 2 8 ,4 8 8 . .
1 3 9 ,5 4 2 . .
4 1 0 ,9 0 0 . .
3 5 8 ,1 6 9 . .
4 5 0 ,8 8 5 . .
4 2 0 ,4 3 1 . .
5 6 9 ,8 5 4 . .
.... .
exhibiting the amount of the
S team N
of
3 0 4 ,4 8 4
3 7 6 ,6 9 7
5 5 0 ,3 5 9
1 ,2 8 8 ,2 3 4
1 ,3 7 7 ,4 2 4
1 ,4 3 2 ,7 0 5
1 ,4 4 4 ,3 6 0
1 ,4 6 4 ,0 0 1
..
..
..
..
Tonnage.
Vessels.
..
VARIOUS PERIODS, ALSO THE REGISTERED, AND
PLOYED
8
29
48
29
51
33
44
47
D istrict
,-----------------
Tonnage.
2 4 8 ,1 7 6
2 7 3 ,7 9 0
3 7 4 ,6 0 2
4 1 7 ,4 4 3
4 3 9 ,6 7 0
7 3 4 ,4 3 1
1 ,3 7 7 ,7 3 8
1 ,5 8 4 ,7 6 4
1 ,2 7 3 ,7 8 8
1 ,3 2 0 ,2 9 0
1 ,3 5 6 ,6 6 5
.......
..
..
..
..
..
..
..
..
■4
95ths.
Tons.
F oreign .
t------------------- ----*----------------------- N
Fiscal Years.
Total.
----------^
95ths.
Tons.
95ths.
Enrolled and
Enrolled and
Total Tonnage.
Licensed Sail. Licensed Steam.
. .
Tons.
Tons.
Tons.
5 5 2 ,2 4 8
6 1 3 ,8 2 7
6 6 1 ,8 2 7
7 5 4 ,8 1 9
7 7 8 ,9 9 5
8 1 6 ,6 4 5
1 ,0 0 2 ,3 0 3
1 ,0 9 0 ,1 9 2
1 ,1 9 8 ,5 2 3
1 ,3 8 1 ,3 3 2
1 ,4 5 3 ,5 4 9
1 ,4 6 8 ,7 3 8
1 ,5 2 4 ,9 1 5
1 ,6 7 5 ,4 5 6
1 ,7 8 9 ,2 3 8
1 ,8 8 7 ,5 1 2
2 ,0 2 1 ,6 2 5
1 ,7 9 6 ,8 8 8
1 ,8 5 7 ,9 6 4
2 ,5 5 0 ,0 6 7
1 ,9 6 1 ,6 3 1
2 ,0 3 6 ,9 9 0
..
..
. .
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
6 3 ,0 5 3
3 3 ,5 6 8
9 0 ,6 3 3
1 0 1 ,3 0 5
1 2 2 ,4 7 4
1 2 2 ,4 7 4
3 1 9 ,5 2 7
3 4 1 ,6 0 6
3 9 9 ,2 1 0
4 1 1 ,8 2 3
4 4 1 ,5 2 5
4 8 1 ,0 0 5
5 2 1 ,2 1 7
5 6 3 ,5 3 6
5 1 4 ,0 9 8
5 8 1 ,5 7 1
6 5 5 ,2 4 0
5 8 3 ,3 6 2
6 1 8 ,9 1 1
6 5 1 ,3 6 3
6 7 6 ,0 0 5
7 7 0 ,6 4 1
.
1 ,1 9 1 ,7 7 6
. .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
..
1 ,2 6 7 ,8 4 7
1 ,4 3 9 ,4 5 0
1 ,6 0 6 ,1 5 1
1 ,7 5 8 ,9 0 7
1 ,8 2 4 ,9 4 0
2 ,4 1 7 ,0 0 2
2 ,5 6 2 ,0 8 4
2 ,8 3 9 ,0 4 6
3 ,1 5 4 ,0 4 2
3 ,3 3 4 ,0 1 6
3 ,5 3 5 ,4 5 4
3 ,7 7 2 ,4 3 9
4 ,1 3 8 ,4 4 0
4 ,4 0 7 ,0 1 0
4 ,8 0 2 ,9 0 2
5 ,2 1 2 ,0 0 1
4 ,8 7 1 ,6 5 2
4 ,9 4 0 ,8 4 2
5 ,0 4 9 ,8 0 8
5 ,1 4 5 ,0 3 8
5 ,3 5 3 ,8 6 8
184
Annual Report.
COMMERCIAL
TREATIES WITH FOREIGN NATIONS,
Y E A R 1 8 6 0.
I. J a p a n .
B Y THE PRESIDENT OF THE UNITED STATES OF AM ERICA:
A PROCLAMATION.
W h e r e a s a treaty o f amity and commerce between tbe United States
and tbe Empire o f Japan was concluded and signed by their respective
plenipotentiaries at the City o f Yedo, on the twenty-ninth day of July,
one thousand eight hundred and fifty-eight, which treaty is word for
word as follows:
The President of the United States o f America and his Majesty the
Ty-Coon o f Japan, desiring to establish on firm and lasting foundations
the relations of peace and friendship now happily existing between the
two countries, and to secure the best interest of their respective citizens
and subjects by encouraging, facilitating and regulating their industry
and trade, have resolved to conclude a treaty o f amity and commerce for
this purpose, and have, therefore, named as their plenipotentiaries, that is
to say: The President of the United States, His Excellency T o w nsend
H a r r is , Consul-General of the United States of America for the empire
of Japan, and His Majesty the Ty-Coon of Japan, their Excellencies I n o oo -t e , Prince of Sinano, and I w a s a y , Prince o f Hego, who, after having
communicated to each other their respective full powers, and found them
to be in good and due form, have agreed upon and concluded the follow
ing articles:
A r t icl e I.
There shall henceforward be perpetual peace and friendship between
the United States of America and His Majesty the Ty-Coon of Japan and
his successors.
The President o f the United States may appoint a diplomatic agent to
reside at the city o f Yedo, and consuls or consular agents to reside at
any or all of the ports in Japan which are opened for American com
merce by this treaty. The diplomatic agent and consul-general of the
United States shall have the right to travel freely in any part o f the em
pire of Japan from the time they enter on the discharge of their official
duties.
The government o f Japan may appoint a diplomatic agent to reside at
Washington, and consuls or consular agents for any or all o f the ports of
the United States. The diplomatic agent and consul-general of Japan
may travel freely in any part o f the United States from the time they
arrive in the country.
A
r t icl e
II.
The President o f the United States, at the request o f the Japanese
Commercial Treaties with Foreign Nations.
185
government, will act as a friendly mediator in such matters of difference
as may arise between the government o f Japan and any European power.
The ships of war o f the United States shall render friendly aid and
assistance to such Japanese vessels as they may meet on the high seas, so
far as can be done without a breach of neutrality; and all American consuls
residing at ports visited by Japanese vessels shall also give them such
friendly aid as may be permitted by the laws o f the respective countries
in which they reside.
A
r t icle
III.
In addition to the ports of Simoda and Hakodade, the following ports
and towns shall be opened on the dates respectively appended to them,
that is to say: Kanagawa, on the (4th of July, 1859) fourth day of July,
one thousand eight hundred and fifty-nine; Nagasaki, on the (4th of
July, 1859) fourth day of July, one thousand eight hundred and fiftynine; Nee-e-gata, on the (1st o f January, 1860) first day of January, one
thousand eight hundred and sixty; Hiogo, on the (1st of January, 1863)
first day of January, one thousand eight hundred and sixty-three.
If Nee-e-gata is found to be unsuitable as a harbor, another port on the
west coast o f Nipon shall be selected by the two governments in lieu
thereof. Six months after the opening o f Kanagawa, the port o f Simoda
shall be closed as a place o f residence and trade for American citizens.
In all the foregoing ports and towns American citizens may permanently
reside ; they shall have the right to lease ground, and purchase the build
ings thereon, and may erect dwellings and warehouses. But no fortifica
tion or place of military strength shall be erected under pretence of build
ing dwellings or warehouses ; and to see that this article is observed, the
Japanese authorities shall have the right to inspect, from time time, any
buildings which are being erected, altered or repaired. The place which
the Americans shall occupy for their buildings, and the harbor regulations,
shall be arranged by the American consul and the authorities of each
place, and if they cannot agree, the matter shall be referred to and settled
by the American diplomatic agent and the Japanese government.
No wall, fence or gate shall be erected by the Japanese around the
place of residence o f the Americans, or any thing done which may pre
vent a free egress and ingress to the same.
From the (1st of January, 1862) first day of January, one thousand
eight hundred and sixty-two, Americans shall be allowed to reside in the
city o f Yedo ; and from the (1st o f January, 1863) first day of January,
one thousand eight hundred and sixty-three, in the city of Osaca, for the
purposes of trade only. In each of these two cities a suitable place
within which they may hire houses, and the distance they may go, shall
be arranged by the American diplomatic agent and the government of
Japan. Americans may freely buy from Japanese and sell to them any
articles that either may have for sale, without the intervention o f any
Japanese officers in such purchase or sale, or in making or receiving
payment for the same; and all classes of Japanese may purchase, sell,
keep or use any articles sold to them by the Americans.
The Japanese government will cause this clause to be made public in
every part of the empire as soon as the ratifications o f this treaty shall
be exchanged.
Munitions o f war shall only be sold to the Japanese government and
foreigners.
186
Annual Report.
No rice or wheat shall he exported from Japan as cargo, hut all Ameri
cans resident in Japan, and ships, for their crews and passengers, shall he
furnished with sufficient supplies o f the same. The Japanese government
will sell, from time to time at public auction, any surplus quantity of
copper that may be produced. Americans residing in Japan shall have
the right to employ Japanese as servants or in any other capacity.
A
rticle
IV.
Duties shall be paid to the government o f Japan on all goods landed
in the country, and on all articles of Japanese production that are exported
as cargo, according to the tariff hereunto appended.
I f the Japanese custom-house officers are dissatisfied with the value
placed on any goods by the owner, they may place a value thereon, and
offer to take the goods at that valuation. If the owner refuses to accept
the offer, he shall pay duty on such valuation. If the offer be accepted
by the owner, the purchase-money shall be paid to him without delay,
and without any abatement or discount.
Supplies for the use of the United States navy may be landed at Kanagawa, Ilakodade and Nagasaki, and stored in warehouses, in the custody
of an officer of the American government, without the payment of any
duty. But, if any such supplies are sold in Japan, the purchaser shall
pay the proper duty to the Japanese authorities.
The importation o f opium is prohibited, and any American vessel
coming to Japan for the purposes o f trade, having more than three (3)
catties (four pounds avoirdupois) weight of opium on board, such surplus
quantity shall be seized and destroyed by the Japanese authorities. All
goods imported into Japan, and which have paid the duty fixed by this
treaty, may be transported by the Japanese into any part of the empire
without the payment of any tax, excise or transit duty whatever.
No higher duties shall be paid by Americans on goods imported into
Japan than are fixed by this treaty, nor shall any higher duties be paid by
Americans than are levied on the same description of goods if imported
in Japanese vessels, or the vessels of any other nation.
A
r t icle
V.
All foreign coin shall be current in Japan, and pass for its correspond
ing weight o f Japanese coin of the same description. Americans and
Japanese may freely use foreign or Japanese coin in making payments to
each other.
As some time will elapse before the Japanese will be acquainted with
the value of foreign coin, the Japanese government will, for the period o f
one year after the opening o f each harbor, furnish the Americans with
Japanese coin, in exchange for theirs, equal weights being given and no
discount taken for recoinage. Coins of all description (with the exception
o f Japanese copper coin) may be exported from Japan, and foreign gold
and silver uncoined.
A r t icle VI.
Americans committing offences against Japanese shall be tried in
American consular courts, and, when guilty, shall be punished according
to American law. Japanese committing offences against Americans shall
be tried by the Japanese authorities and punished according to Japanese
Commercial Treaties with Foreign Nations.
187
law. The consular courts shall be open to Japanese creditors, to enable
them to recover their just claims against American citizens, and the Japa
nese courts shall in like manner be open to American citizens for the
recovery of their just claims against Japanese.
All claims for forfeitures or penalties for violations o f this treaty, or of
the articles regulating trade which are appended hereunto, shall be sued
for in the consular courts, and all recoveries shall be delivered to the
Japanese authorities.
Neither the American or Japanese governments are to be held respon
sible for the payment o f any debts contracted by their respective citizens
or subjects.
A r t icl e V II.
In the opened harbors o f Japan, Americans shall be free to go where
they please, within the following limits:
A t Kanagawa, the river Logo, (which empties into the bay of Yedo
between Kawasaki and Sinagawa) and (10) ten ri in any other direction.
A t Ilakodade, (10) ten ri in anj’’ direction.
A t Hiogo, (10) ten ri in any direction, that of Kioto excepted, which
city shall not be approached nearer than (10) ten ri. The crews o f ves
sels resorting to Hiogo shall not cross the river Enagawa, which empties
into the bay between Hiogo and Osaca. The distances shall be measured
inland from Goyoso, or town hall of each o f the foregoing harbors, the ri
being equal to (4,275) four thousand two hundred and seventy-five yards,
American measure.
A t Nagasaki, Americans may go into any part o f the imperial domain
in its vicinity. The boundaries of Nee-e-gata, or the place that may be
substituted for it, shall be settled by the American diplomatic agent and
the government o f Japan. Americans who have been convicted of
felony, or twice convicted o f misdemeanors, shall not go more than (1)
one Japanese ri inland from the places o f their respective residences, and
all persons so convicted shall lose their right o f permanent residence in
Japan, and the Japanese authorities may require them to leave the
country.
A reasonable time shall be allowed to all such persons to settle their
affairs, and the American consular authority shall, after an examination
into the circumstances of each case, determine the time to be allowed,
but such time shall not in any case exceed one year, to be calculated
from the time the person shall be free to attend to his affairs.
A r t icle V III.
Americans in Japan shall be allowed the free exercise o f their religion,
and for this purpose shall have the right to erect suitable places o f wor
ship. No injury shall be done to such buildings, nor any insult be offered
to the religious worship of the Americans. American citizens shall not
injure any Japanese temple or mia, or offer any insult or injury to Japan
ese religious ceremonies, or to the objects of their worship.
The Americans and Japanese shall not do anything that may be calcu
lated to excite religious animosity. The government o f Japan has
already abolished the practice of trampling on religious emblems.
A r t icle IX .
When requested by the American consul, the Japanese authorities will
188
Annual Report.
cause the arrest of all deserters and fugitives from justice, receive in jail
all persons held as prisoners by the consul, and give to the consul such
assistance as may be required to enable him to enforce the observance of
the laws by the Americans who are on land, and to maintain order
among the shipping. For all such service, and for the support of pris
oners kept in confinement, the consul shall in all cases pay a just com
pensation.
A r t icle X.
The Japanese government may purchase or construct, in the United
States, ships of war, steamers, merchant ships, whale ships, cannon, mu
nitions of war and arms of all kinds, and any other things it may require.
It shall have the right to engage, in the United States, scientific, naval
and military men, artisans of all kinds, and mariners to enter into its ser
vice. All purchases made for the government of Japan may bo exported
from the United States, and all persons engaged for its service may freely
depart from the United States : Provided, That no articles that are contra
band o f war shall be exported, nor any persons engaged to act in a naval
or military capacity, while Japan shall be at war with any power in amity
with the United States.
A r t icle X L
The articles for the regulation of trade, which are appended to this
treaty, shall be considered as forming a part of the same, and shall be
equally binding on both the contracting parties to this treaty, and on their
citizens and subjects.
A rticle X II.
Such of the provisions of the treaty made by Commodore Perry, and
signed at Ivanagawa, on the '31st of March, 1854, as conflict with the
provisions of this treaty, are hereby revoked; and as all the provisions of
a convention executed by the consul-general o f the United States and the
governors o f Simoda, on the 17th of June, 1857, are incorporated in this
treaty, that convention is also revoked.
The person charged with the diplomatic relations of the United States
in Japan, in conjunction with such person or persons as may be appointed
for that purpose by the Japanese government, shall have power to make
such rules and regulations as may be required to carry into full and com
plete effect the provisions of this treaty, and the provisions of the articles
regulating trade appended thereunto.
A
r t icle
X III.
After the (4th of July, 1872) fourth day of July, one thousand eight
hundred and seventy-two, upon the desire o f either the American or
Japanese governments, and on one year’s notice given by either party,
this treaty, and such portions of the treaty of Kanagawa as remain un
revoked by this treaty, together with the regulations of trade hereunto
annexed, or those that may be hereafter introduced, shall be subject to
revision by commissioners appointed on both sides for this purpose, who
will be empowered to decide on, and insert therein, such amendments as
experience shall prove to be desirable.
A r t icle X IV .
This treaty shall go into effect on the (4th of July, 1859,) fourth
Commercial Treaties with Foreign Nations.
189
day of July, in the year o f our Lord one thousand eight hundred and
fifty-nine, on or before which day the ratifications o f the same shall be
exchanged at the city of Washington ; but if, from any unforeseen cause, the
ratifications cannot be exchanged by that time, the treaty shall still go
into effect at the date above mentioned.
The act o f ratification on the part of the United States shall be veri
fied by the signature of the President o f the United States, counter
signed by the Secretary of State, and sealed with the se£l of the United
States.
The act of ratification on the part of Japan shall be verified by the
name and seal o f His Majesty the Ty-Coon, and by the seals and signa
tures of such of his high officers as he may direct.
This treaty is executed in quadruplicate, each copy being written in
the English, Japanese and Dutch languages, all the •versions having, the
same meaning and intention, but the Duteh version shall be considered
as being the original.
In witness whereof, the above-named plenipotentiaries have hereunto
set their hands and seals, at the city of Yedo, this twenty-ninth day o f
July, in the year of our Lord one thousand eight hundred and fiftyeight, and of the independence o f the United States of America the
eighty-third, corresponding to the Japanese era, the nineteenth day of
the sixth month of the fifth year of Ansei Mma.
T ow n sen d H a r r is ,
[ se a l .]
Regulations under which American Trade is to be conducted with Japan.
Within (48) forty-eight hours (Sundays excepted) after the arrival of
an American ship in a Japanese port, the captain or commander shall ex
hibit to the Japanese custom-house authorities the receipt of the Ameri
can consul, showing that he has deposited the ship’ s register and other
papers, as required by the laws o f the United States, at the American
consulate, and he shall then make an entry o f his ship, by giving a writ
ten paper, stating the name o f the ship, and the name of the port from
which she comes, her tonnage, the name o f her captain or commander,
the names of her passengers, (if any,) and the number of her crew, which
paper shall be certified by the captain or commander to be a true state
ment, and shall be signed by him ; he shall at the same time deposit a
written manifest of his cargo, setting forth the marks and numbers of the
packages and their contents, as they are described in his bills of lading,
with the names of the person or persons to whom they are consigned.
A list of the stores o f the ship shall be added to the manifest. The
captain or commander shall certify the manifest to be a true account of all
the cargo and stores on board the ship, and shall sign his name to the
same. If any error is discovered in the manifest, it may be corrected
within (24) twenty-four hours (Sundays excepted) without the payment of
any fee; but for any alteration or post entry to the manifest made after
that time, a fee of ($15) fifteen dollars shall be paid. All goods not en
tered on the manifest shall pay double duties on being landed. Any
captain or commander that shall neglect to enter his vessel at the Japanese
custom-house within the time prescribed by this regulation, shall pay a
penalty of ($60) sixty dollars for each day that he shall so neglect to enter
his ship.
190
Annual Report.
The Japanese government shall have the right to place custom-house
officers on board of any ship in their ports (men-of-war excepted.) All
custom-house officers shall be treated with civility, and such reasonable
accommodation shall be allotted to them as the ship affords. No goods
shall be unladen from any ship between the hours o f sunset and sunrise,
except by special permission of the custom-house authorities, and the
hatches, and all other places o f entrance into that part o f the ship where
the cargo is slewed, may be secured by Japanese officers, between the
hours of sunset and sunrise, by affixing seals, locks or other fastenings;
and if any person shall, without due permission, open any entrance that
has been so secured, or shall break or remove any seal, lock or other fas
tening that has been affixed by the Japanese custom-house officers, every
person so offending shall pay a fine of ($60) sixty dollars for each offence.
Any goods that shall be discharged or attempted to be discharged from
any ship, without having been duly entered at the Japanese custom-house,
as hereinafter provided, shall be liable to seizure and confiscation.
Packages of goods made up with an attempt to defraud the revenue of
Japan, by concealing therein articles of value which are not set forth in
the invoice, shall be forfeited.
American ships that shall smuggle or attempt to smuggle goods in any
of the non-opened harbors o f Japan, all such goods shall be forfeited to
the Japanese government, and the ship shall pay a fine of ($1,000) one
thousand dollars for each offence. Vessels needing repairs may land
their cargo for that purpose without the payment o f duty. A ll goods so
landed shall remain in charge o f the Japanese authorities, and all just
charges for storage, labor and supervision shall be paid thereon. But if
any portion o f such cargo be sold, the regular duties shall be paid
on the portion so disposed of. Cargo may be transhipped to another
vessel in the same harbor without the payment of duty ; but all tranship
ments shall be made under the supervision of Japanese officers, and after
satisfactory proof has been given to the custom-house authorities of the
bona fide nature of the transaction, and also under a permit to be granted
for that purpose by such authorities. The importation' o f opium being
prohibited, if any person or persons shall smuggle, or attempt to smuggle,
any opium, he or they shall pay a fine o f ($15) fifteen dollars for each
catty of opium so smuggled or attempted to be smuggled; and if more
than one person shall be engaged in the offence, they shall collectively be
held responsible for the payment of the foregoing penalty.
The owner or consignee of any goods, who desires to land them, shall
make an entry o f the same at the Japanese custom-house. The entry
shall be in writing, and shall set forth the name of the person making the
entry, and the name of the ship in which the goods were imported, and
the marks, numbers, packages and contents thereof, with the value of
each package extended separately in one amount, and at the bottom of
the entry shall be placed the aggregate value of all the goods contained
in the entry. On each entry, the owner or consignee shall certify, in
writing, that the entry then presented exhibits the actual cost of the
goods, and that nothing has been concealed whereby the customs of Japan
would be defrauded; and the owner or consignee shall sign his name to
such certificate.
The original invoice or invoices of the goods so entered shall be pre
Commercial Treaties with Foreign Nations.
191
sented to the custom-house authorities, and shall remain in their possession
until they have examained the goods contained in the entry.
The Japanese officers may examine any or all of the packages so
entered, and for this purpose may take them to the custom-house, but
such examination shall be without expense to the importer or injury to
the goods, and after examination, the Japanese shall restore the goods to
their original condition in the packages, (so far as may he practicable,)
and such examination shall be made without any unreasonable delay.
If any owner or importer discovers that his goods have been damaged
on the voyage of importation before such goods have been delivered to
him, he may notify the custom-house authorities o f such damage, and he
may have the damaged goods appraised by two or more competent and
disinterested persons, who, after due examination, shall make a certificate
setting forth the amount per cent, o f damage on each separate package,
describing it by its mark and number, which certificates shall be signed
by the appraisers in presence o f the custom-house authorities, and the
importer may attach the certificate to his entry, and make a corresponding
deduction from it. But this shall not prevent the custom-house authori
ties from appraising the goods in the manner provided in article fourth of
the treaty, to which these regulations are appended.
After the duties have been paid, the owner shall receive a permit
authorizing the delivery to him o f the goods, whether the same are at
the custom-house or on ship-board. All goods intended to be exported
shall be entered at the Japanese custom-house before they are placed on
ship-board. The entry shall be in writing, and shall state the name of
the ship by which the goods are to be exported, with the marks and num
bers of the packages, and the quantity, description and value of their
contents. The exporter shall certify in writing that the entry is a true
account of all the goods contained therein, and shall sign his name thereto.
Any goods that are put on board of a ship for exportation before they
have been entered at the custom-house, and all packages which contain
prohibited articles, shall be forfeited to the Japanese government.
No entry at the custom-house shall be required for supplies for the
use of ships, their crews and passengers, nor for the clothing, &c., of
passengers.
Ships wishing to clear shall give (24) twenty-four hours’ notice at the
custom-house, and at the end o f that time they shall be entitled to their
clearance; but if it be refused, the custom-house authorities shall imme
diately inform the captain or consignee of the ship of the reasons why
the clearance is refused, and they shall also give the same notice to the
American consul.
Ships of war o f the United States shall not be required to enter or
clear at the custom-house, nor shall they be visited by Japanese custom
house or police officers. Steamers carrying the mails of the United
States may enter and clear on the same day, and they shall not be
required to make a manifest, except for such passengers and goods as are
to be landed in Japan. But such steamers shall, in all cases, enter and
clear at the custom-house.
Whale ships touching for supplies, or ships in distress, shall not be re
quired to make a manifest o f their cargo; but if they subsequently wish
to trade, they shall then deposit a manifest, as required in regulation first.
192
Annual Report.
The word ship, wherever it occurs in these regulations, or in the treaty
to which they are attached, is to be held as meaning ship, bark, brig,
schooner, sloop or steamer.
A ny person signing a false declaration or certificate, with the intent to
defraud the revenue o f Japan, shall pay a fine o f ($125) one hundred and
twenty-five dollars for each offence.
No tonnage duties shall be levied on American ships in the ports of Japan,
hut the following fees shall be paid to the Japanese custom-house author
ities: For the entry of a ship, ($15,) fifteen dollars. For the clearance of
a ship, ($*7,) seven dollars. For each permit, ($1 \,) one dollar and a half.
For each bill of health, ($1|-,) one dollar and a half. For any other docu
ment, ($l£,) one dollar and a half.
Duties shall be paid to the Japanese government on all goods landed
in the country according to the following tariff:
Class One.— All articles in this class shall be free o f duty.. Gold and silver
coined or uncoined. Wearing apparel in actual use. Household furni
ture and printed books not intended for sale, but the property of persons
who come to reside in Japan.
Class Two.— A duty o f (5) five per cent, shall be paid on the following
articles:
All articles used for the purpose o f building, rigging, repairing or fit
ting out of ships. Whaling gear of all kinds. Salted provisions of all
kinds.
Bread and breadstuff's. Living animals of all kinds. Coals.
Timber for building houses. Rice. Paddy. Steam machinery. Zinc.
Lead. Tin. Raw silk.
Class Three.— A dnty o f (35) thirty-five per cent, shall be paid on all
intoxicating liquors, whether prepared by distillation, fermentation or in
any other manner.
Class Four.— All goods not included in any of the preceding classes
shall pay a duty o f (20) twenty per cent.
All articles of Japanese production, which are exported as cargo, shall
pay a duty of (5) five per cent., with the exception of gold and silver
coin and copper in bars. (5) Five years after the opening o f Kanagawa
the import and export duties shall be subject to revision if the Japanese
government desires it.
T ow nsend H
II. C o n v e n t io n
w it h
a r r is ,
[l.
s .]
P araguay.
BY THE PRESIDENT OF THE UNITED STATES OF AM ERICA:
A PROCLAMATION.
W h e r e a s a convention relating to the claims of the “ United States
and Paraguay Navigation Company,” against the Paraguayan government,
was concluded between the United States of America and the Republic
of Paraguay, and was signed by their respective plenipotentiaries at
Asuncion on the fourth day of February, one thousand eight hundred
Commercial Treaties with Foreign Nations.
193
and fifty-nine, the original o f which convention being in the English and
Spanish languages, is, word for word, as follows:
Special convention between the United States o f America and the Re
public of Paraguay, relating to the claims of the “ United States and
Paraguayan Navigation Company” against the Paraguayan government.
His Excellency the President o f the United States o f America and his
Excellency the President o f the Republic o f Paraguay, desiring to re
move every cause that might interfere with the good understanding and
harmony, for a time so unhappily interrupted between the two nations, and
now so happily restored, and which it is so much for their interest to
maintain ; and desiring for this purpose to come to a definite understand
ing, equally just and honorable to both nations, as to the mode o f settling
a pending question of the said claims of the “ United States and Para
guay Navigation Company” — a company composed of citizens of the
United States— against the government o f Paraguay, have agreed to refer
the same to a special and respectable commission, to be organized and
regulated by the convention hereby established between the two high
contracting parties; and for this purpose they have appointed and con
ferred full powers, respectively, to wit:
Ilis Excellency the President o f the United States o f America upon
J am es B. B ow i .in , a Special Commissioner o f the said United States of
America, specifically charged and empowered for this purpose ; and his
Excellency the President of the Republic o f Paraguay upon Senor N ic o
l as V asq u ez , Secretary o f State and Minister of Foreign Affairs of the
said Republic of Paraguay, who, after exchanging their full powers,
which were found in good and proper form, agreed upon the following
articles:
A
r t ic l e
I.
The government o f the Republic o f Paraguay binds itself for the re
sponsibility in favor of the “ United States and Paraguay Navigation
Company,” which may result from the decree o f commissioners, who, it
is agreed, shall be appointed as follows.
A r t ic l e II.
The two high contracting parties, appreciating the difficulty of agree
ment upon the amount of the reclamations to which the said company
may be entitled, and being convinced that a commission is the only equi
table and honorable method by which the two countries can arrive at a
perfect understanding thereof, hereby covenant to adjust them accord
ingly by a loyal commission. To determine the amount of said reclama
tions it is therefore agreed to constitute such a commission, whose de
cision shall be binding, in the following manner :
The government of the United States of America shall appoint one
commissioner, and the government of Paraguay shall appoint another;
and these two, in case of disagreement, shall appoint a third, said ap
pointment to devolve upon a person of loyalty and impartiality, with the
condition that, in case o f difference between the commissioners in the
choice of an umpire, the diplomatic representatives o f Russia and Prussia,
accredited to the government o f the United States o f America, at the city
of Washington, may select such umpire.
VOL.
xlv
. — NO. II.
13
104
Commercial Treaties mth Foreign Nations.
The two commissioners named in the said manner shall meet in the
city of Washington, to investigate, adjust and determine the amount of
the claims of the above-mentioned company, upon sufficient proofs of
the charges and defences of the contending parties.
A r t ic l e III.
The said commissioners, before entering upon their duties, shall take
an oath before some judge of the United States o f America that they
will fairly and impartially investigate the said claims, and a just decision
thereupon render, to the best o f their judgment and ability.
A
rticle
IY .
The said commissioners shall assemble, within one year after the ratifi
cation of the “ treaty o f friendship, commerce and navigation” this day
celebrated at the city o f Assumption, between the two high contracting
parties, at the city of Washington, in the United States of America, and
shall continue in session for a period not exceeding three months, w'ithin
which, if they come to an agreement, their decision shall be proclaimed ;
and in case of disagreement, they shall proceed to the appointment o f an
umpire, as already agreed.
A
rticle
Y.
The government o f Paraguay hereby binds itself to pay to the govern
ment of the United States o f America, in the city of Assumption, Para
guay, thirty days after presentation to the government o f the republic,
the draft which that o f the United States of America shall issue for the
amount for which the two commissioners concurring, or by the umpire,
shall declare it responsible to the said company.
A
r t ic l e
YI.
Each of the high contracting parties shall compensate the commissioner
it may appoint the sum of money he may stipulate for his services,
either by instalments or at the expiration of his task. In case o f the ap
pointment of an umpire, the amount o f his remuneration shall be equally
borne by both contracting parties.
A
rticle
VII.
The present convention shall be ratified within fifteen months, or
earlier if possible, by the government of the United States o f America,
and by the President of the Republic of Paraguay, within twelve days
from this date. The exchange of ratifications shall take place in the city
of Washington.
In faith of which, and in virtue of our full powers, we have signed the
present convention in English and Spanish, and have hereunto set our
respective seals.
Done at Assumption this fourth day o f February, in the year o f our
Lord one thousand eight hundred and fifty-nine, being the eighty-third
year of the independence o f the United States o f America, and the
forty-seventh o f that o f Paraguay.
J am es B . B o w l in ,
N ic o l a s V a sq u ez .
[ s e a l .]
[ s e a l .]
Commercial Treaties ivith Foreign Nations.
III. T r e a t y
w ith
105
P araguay.
BY THE PRESIDENT OF THE UNITED STATES OF AM ERIC A:
A PROCLAM ATION.
W h e r e a s a treaty o f friendship, commerce and navigation, between
the United States of America and the Republic o f Paraguay, was con
cluded and signed by their respective plenipotentiaries, at Asuncion, on
the fourth day o f February, one thousand eight hundred and iifty-nine,
the original of which treaty being in the English and Spanish languages,
is, word for word, as follows:
A treaty of friendship, commerce and navigation between the govern •
ments of the United States of America and of the Republic o f Paraguay,
concluded and signed in the city o f Assumption, the capital of the Re
public of Paraguay, on the fourth day of February, in the year o f our
Lord one thousand eight hundred and fifty-nine, the eighty-third year of
the independence of the United States of America, and the forty-seventh
of that of the Republic o f Paraguay.
In the name o f the Most Holy Trinity ! The governments o f the two
republics, the United States o f America and o f Paraguay, in .South
America, being mutually disposed to cherish more intimate relations
and intercourse than those which have heretofore subsisted between,
them, and believing it to be o f mutual advantage to adjust the conditions
of such relations by signing a “ treaty o f friendship, commerce and navi7
gation,” for that object have nominated their respective plenipotentiaries,,
that is to say: His Excellency the President of the United States o f
America has nominated J am es B . B o w l in a Special Commissioner o f
the United States o f America, at Assumption, and His Excellency the
President o f the Republic of Paraguay has nominated the Paraguayan,
citizen, N ico las Y a sq u e z , Secretary of Slate and Minister o f Foreign,
Relations of the Republic of Paraguay, wTho, after having communicated
competent authorities, have agreed upon and concluded the following
articles:
A
r t ic l e
I.
There shall be perfect peace and sincere friendship between the gov
ernment of the United States of America and the government of the
Republic of Paraguay, and between the citizens of both States, and with
out exception of persons or places. The high contracting parties shall
use their best endeavors that this friendship and good understanding may
be constantly and perpetually maintained.
A
rticle
II.
The Republic of Paraguay, in the exercise o f the sovereign right which
pertains to her, concedes to the merchant flag of the citizens of the
United States of America the free navigation o f the river Paraguay, as
far as the dominions of the Empire of Brazil, and of the right side of the
Paran&, throughout all its course belonging to the republic, subject to
police and fiscal regulations of the supreme government o f the republic,
in conformity with its concessions to the commerce of friendly nations.
They shall be at liberty, with their ships and cargoes, freely and securely to
196
Commercial Treaties with Foreign Nations.
come to and to leave all the places and ports which are already mentioned;
to remain and reside in any part o f the said territories, hire houses and
warehouses, and trade in all kinds of produce, manufactures and mer
chandise of lawful commerce, subject to the usages and established cus
toms of the country. They may discharge the whole or a part of their
cargoes at the ports of Pilar, and where commerce with other nations
may be permitted, or proceed with the whole or part of their cargo to the
port of Assumption, according as the captain, owner or other duly author
ized person shall deem expedient.
In the same manner shall be treated and considered such Paraguayan
citizens as may arrive at the ports of the United States o f America, with
cargoes in Paraguayan vessels, or vessels of the United States of America.
A
r t icle
III.
The two high contracting parties hereby agree that any favor, privi
lege or immunity whatever in matters o f commerce or navigation, which
either contracting party has actually granted, or may hereafter grant to
the citizens or subjects of any other State, shall extend, in identity of
cases and circumstances, to the citizens of the other contracting party
gratuitously, if the concession in favor of that other State shall have been
gratuitous, or in return for an equivalent compensation, if the concession
shall have been conditional.
A r t ic l e IV.
No other or higher duties shall be imposed on the importation or ex
portation of any article o f the growth, produce or manufacture o f the
two contracting States than are or shall be payable on the like article
being the growth, produce or manufacture o f any other foreign country.
No prohibition shall be imposed upon the importation or exportation of
any article of the growth, produce or manufacture of the territories of
either of the two contracting parties into the territories of the other,
which shall not equally extend to the importation or exportation o f simi
lar articles to the territories of any other nation.
A
rticle
V.
No other or higher duties or charges on account of tonnage, light or
harbor dues, pilotage, salvage in case of damage or shipwreck, or any
■other local charges, shall be imposed in any of the ports of the territories
■of the Republic o f Paraguay on vessels o f the United States o f America
than those payable in the same ports by Paraguayan vessels, nor in the
ports of the territories of the United States of America on Paraguayan
vessels than shall be payable in the same ports by vessels o f the United
States of America.
A
r t icl e
VI.
The same duties shall be paid upon the importation and exportation of
any article which is or may be legally importable or exportable into the
dominions of the United States of America and into those of Paraguay,
whether such importation or exportation be made in vessels of the United
States of America, or in Paraguayan vessels.
Commercial Treaties with Foreign Nations.
A
r t icle
197
V II.
Alt vessels which, according to the laws o f the United States of
America, are to be deemed vessels o f the United States o f America, and
all vessels which, according to the laws o f Paraguay, are to be deemed
Paraguayan vessels, shall, for the purposes of this treaty, he deemed
vessels of the United States of America and Paraguayan vessels re
spectively.
A
r t ic l e
V III.
Citizens o f the United States of America shall pay, in territories of
the Republic of Paraguay, the same import and export duties which are
established or may be established hereafter for Paraguayan citizens. In
the same manner the latter shall pay, in the United States o f America, the
duties which are established, or may hereafter be established for citizens
of the United States o f America.
A
r t ic l e
IX .
All merchants, commanders o f ships and others, the citizens o f each
country respectively, shall have full liberty, in all the territories o f the
other, to manage their own affairs themselves, or to commit them to the
management of whomsoever they please, as agent, broker, factor or in
terpreter ; and they shall not be obliged to employ any other persons
than those employed by natives, nor to pay to such persons as they shall
think fit to employ any higher salary or remuneration than such as is
paid in like cases by natives.
The citizens of the United States of America in the territories of Para
guay, and the citizens of Paraguay in the United States o f America, shall
enjoy the same full liberty which is now or may hereafter be enjoyed by
natives of each country respectively, to buy from and sell to whom they
like all articles of lawful commerce, and to fix the prices thereof as they
shall see good, without being affected by any monopoly, contract or ex
clusive privilege of sale or purchase, subject, however, to the general or
dinary contributions or imposts established by law.
The citizens of either o f the two contracting parties in the territories
of the other shall enjoy full and perfect protection for their persons and
property, and shall have free and open access to the courts of justice for
the prosecution and defence of their just rights ; they shall enjoy, in this
respect, the same rights and privileges as native citizens, and they shall
be at liberty to employ, in all cases, the advocates, attorneys or agents of
whatever description, whom they may think proper.
A
r t ic l e
X.
In whatever relates to the police of the ports, the lading or unlading of
ships, the warehousing and safety of merchandise, goods and effects, the
succession to personal estates, by will or otherwise, and the disposal of
personal property of every sort and denomination, by sale, donation, ex
change or testament, or in any other manner whatsoever, as also with re
gard to the administration of justice, the citizens o f each contracting
party shall enjoy, in the territories of the other, the same privileges, lib
erties and rights as native citizens, and shall not be charged, in any of
these respects, with any other or higher imposts or duties than those
198
Commercial Treaties with Foreign Nations.
which arc or may be paid by native citizens, subject always to the local
laws and regulations of such territories.
In the event of any citizen of either of the two contracting parties
dying without will or testament in the territory of the other contractingparty, the consul-general, consul or vice-consul of the nation to which
the deceased may belong, or, in his absence, the representative of such
consul-general, consul or vice-consul shall, so far as the laws of each
country will permit, take charge of the property which the deceased may
have left, for the benefit of his lawful heirs and creditors, until an execu
tor or administrator be named by the said consul-general, consul or viceconsul, or his representative.
A
r t ic l e
X I.
The citizens o f the United States of America residing in the terri
tories of the Republic o f Paraguay, and the citizens o f the Republic of
Paraguay, residing in the United States of America, shall be exempted
from all compulsory military service whatsoever, whether by sea or land,
and from all forced loans or military exactions or requisitions; and they
shall not be compelled to pay any charges, requisition or taxes other or
higher than those that are or may be paid by native citizens.
A
r t ic l e
XII.
It shall be free for each of the two contracting parties to appoint con
suls for the protection of trade, to reside in the territories of the other
party; but before any consul shall act as such, he shall, in the usual
form, be approved and admitted by the government to which he is sent;
and either of the two contracting parties may except from the resi
dence of consuls such particular places as either of them may judge fit to
be excepted.
The diplomatic agents and consuls of the United States of America in
the territories of the Republic of Paraguay shall enjoy whatever privileges,
exemptions and immunities are or may be there granted to the diplo
matic agents and consuls of any other nation whatever ; and, in like man
ner, the diplomatic agents and consuls of the Republic o f Paraguay in the
United States of America shall enjoy whatever privileges, exemptions
and immunities are or may be there granted to agents of any other na
tion whatever.
A rticle X III.
For the better security of commerce between the citizens of the United
States of America and the citizens o f the Republic of Paraguay, it is
agreed that if at any time any interruption of friendly intercourse or any
rupture should unfortunately take place between the two contracting par
ties, the citizens o f either of the said contracting parties, who may be
established in the territories o f the other in the exercise of any trade or
special employment, shall have the privilege of remaining and continuing
such trade or employment therein without any manner o f interruption, in
full enjoyment of their liberty and property, as long as they behave
peaceably and commit no offence against the laws; and their goods and
effects, of whatever description they may be, whether in their own cus
tody or entrusted to individuals or to the State, shall not be liable to
seizure or sequestration, or to any other charges or demands than those
Commercial Treaties with Foreign Nations.
199
which may he made upon the like effects or property belonging to native
citizens.
If, however, they prefer to leave the country, they shall he
allowed the time they may require to liquidate their accounts and dis
pose of their property, and a safe conduct shall be given them to embark
at the ports which they shall themselves select. Consequently, in the
case referred to of a rupture, the public funds o f the contracting States
shall never be confiscated, sequestered or detained.
A
r t icle
X IV .
The citizens of either o f the two contracting parties residing in the
territories of the other shall enjoy, in regard to their houses, persons and
properties, the protection of the government in as full and ample a man
ner as native citizens.
In like manner the citizens of each contracting party shall enjoy, in the
territories of the other, full liberty o f conscience, and shall not be molested
on account o f their religious belief; and such o f those citizens as may
die in the territories of the other party shall be buried in the public
cemeteries, or in places appointed for the purpose, with suitable decorum
and respect.
The citizens of the United States o f America, residing within the ter
ritories of the Republic o f Paraguay, shall be at liberty to exercise, in
private and in their own dwellings, or within the dwellings or ofiices of
consuls or vice-consuls of the United States of America, their religious
rites, services and worship, and to assemble therein for that purpose, with
out hindrance or molestation.
A
rticle
XV.
The present treaty shall be in force during ten years, counted from the
day of the exchange o f the ratifications; and further, until the end of
twelve months after the government of the United States of America, on
the one part, or the government of Paraguay on the other, shall have
given notice of its intention to terminate the same.
The Paraguayan government shall be at liberty to address to the gov
ernment of the United States of America, or to its representative in the
Republic of Paraguay, the official declaration agreed upon in this article.
A
r t icle
X Y I.
The present treaty shall be ratified by His Excellency the President of
the United States of America within the term of fifteen months, or
earlier if possible, and by His Excellency the President o f the Republic of
Paraguay within twelve days from this date, and the ratifications shall
be exchanged in Washington.
In witness whereof, the respective plenipotentiaries have signed it, and
affixed thereto their seals.
Done at Assumption, this fourth day o f February, in the year o f our
Lord one thousand eight hundred and fifty-nine.
J am es B . B o w l in ,
N ic o l a s V a s q u e z .
[ seal.
[ se a l .
200
Chambers o f Commerce and Boards o f Trade.
CHAMBERS OF COMMERCE AND BOARDS OF TRADE.
Monthly Meeting o f the Chamber o f Commerce, N ew -York, Wednesday,
July 3, 1861.
T he monthly meeting of the Chamber of Commerce, N. Y., was held
on Wednesday, (the regular day falling on July 4th,) at one o’ clock—
P. P e r it , Esq., President, in the chair.
Harbor Defences.— Mr. G e o r g e O p d y k e , Chairman o f the Committee
on the present defences o f the harbor o f New-York, reported that the
Committee, in performing the duty assigned them, visited a portion of
the fortifications in person, and, though unable to find leisure to visit
the whole, they had such information, from reliable sources, that they
believed they had exact knowledge of the present condition of all the
forts and their armaments, and had accordingly drawn up the following
memorial:
New-York, July 3, 1861.
To the Honorable the Congress o f the United States, in Senate and House
o f Representatives convened:
The Chamber o f Commerce o f the State of New-York respectfully
represent, that the defences of the harbor o f New-York require the im
mediate attention o f government. In their present neglected condition
they are unworthy o f the government, and utterly unreliable as a means
o f defence. A hostile fleet might pass them with little or no risk of
injury, and lay the city in ashes. In proof of this, the following details
are respectfully submitted:
Fort Schuyler, the only defensive work that protects the city from
approaches by way o f the East River, is without armament.
Fort Richmond, Staten Island, the only modern and substantial work
that commands the main entrance to the harbor, is also without arma
ment.
Fort Tompkins, situated on the heights back o f Fort Richmond, and
chiefly intended to protect the latter from land attacks, is unfinished,
and the work on it entirely suspended.
The projected fortress at Sandy Hook, the largest and most im
portant of all our harbor defences, is in the earlier stages of its
construction, and unless the appropriations for it are increased, many
months must elapse before it will be in readiness to receive any portion
of its armament.
Fort Hamilton, on the Long Island side o f the Narrows, has a few
inferior guns mounted, as has also the breastworks opposite on Staten
Island.
Fort Lafayette, at the Narrows, has a full armament of inferior guns;
but it is an old fort, o f little strength.
Chambers o f Commerce.and Boards o f Trade.
201
The fortifications on Bcdlow’s Island and Governor’ s Island are well
supplied with guns, chiefly of the old style; but the proximity of these
forts to the city renders them altogether inadequate as a means o f pro
tecting it from the shells and heavy metal o f iron-cased steamers.
These constitute the harbor defences o f New-York. It will be seen
from the foregoing details that, in their present condition, they afford
very inadequate protection to the city against the approaches o f a
hostile fleet. It is generally believed that the civil war in which we are
now involved renders our foreign relations so critical, that we are liable
at any moment to be precipitated into a foreign war. Under these
circumstances, common prudence demands that government should
promptly provide for the safety of the commercial emporium of the
nation, by making its defences so strong and perfect, that they will be
able to repel any possible combination o f naval force. Your memorial
ists believe that, to secure this end, it is only necessary—
First.— To furnish all the existing fortifications with new arma
ment, o f the heaviest metal and most approved style, and with proper
garrisons.
Second.— To complete, at the earliest possible moment, the fortifica
tions at Sandy Hook, and Fort Tompkins on Staten Island.
Third.— To construct floating batteries of iron, to guard the Swash
and minor channels, and to aid the forts in repelling or sinking ironcased steamers.
It is believed that these means would be ample to resist all the accumu
lated power that steam iron-clad hulls and rifle cannon have given to ships
of war. The manning and re-anning the forts with new guns, o f the most
approved style, may be done promptly and at little expense; and the
defenceless condition o f the city demands that it should be done at
once. The completion o f the two forts in progress, and the construc
tion of the floating batteries, will require time and a liberal expenditure
of m on ey; but this your memorialists venture to hope will be given
cheerfully.
Hitherto the defences o f Newr-York have been sadly neglected, and
yet she has peculiar claims on government to provide liberally for her
safety. She is the commercial and financial centre o f the nation— the
heart, whose pulsations give vitality to its industry and credit— and
munificent contributions in men and money, to sustain the government
in its hour o f greatest peril, gives ample assurances that the means o f
defence placed at her command will never be used against the govern
ment or its friends.
The facts, thus briefly stated, demonstrate the necessity of prompt
action in the premises, and at the same time warrant your memorialists
in asking, respectfully but earnestly, that your honorable bodies will
make early and liberal appropriations for the objects referred to.
Mr. O p d y k e presented the following resolution, by order o f the com
mittee, which was unanimously passed:
Resolved, That copies of the foregoing memorial, duly attested by the
officers of the Chamber, be' forwarded to the President of the United
States and to both Houses of Congress, and that a committee be ap
pointed to proceed to Washington for the purpose o f enforcing its views,
202
Chambers o f Commerce and Boards o f Trade.
and urging upon the executive and upon Congress the necessity of prompt
action.
Mr. O p d y k e continued : W hile upon this subject I may state to the
Chamber that there was placed in the hands of the committee an appli
cation from some gentlemen, who are engaged in getting up a local artil
lery battalion for harbor and coast defences, for material aid. The com
mittee not having any power to give funds for the purpose, yet deeming
the object a most worthy one, submit to the Chamber the following:
Resolved, That the local ai’tillery battalion which it is proposed to
equip and drill for harbor and coast defences, would prove a most valu
able auxiliary to the defences of the city. The Chamber therefore
heartily commends its appeals for equipments and other aid to the favor
able consideration of the State Military Board and to the liberality o f
the citizens of New-York.
On motion, the report was adopted.
Mr. P h e l p s , before adopting the memorial and resolution, wished an
amendment to that portion which stated that “ the civil war in which we
are now involved renders our foreign relations so critical that we are
likely at any moment to be precipitated into foreign war.” He did not
think there was any such danger of rupture, and did not wish such a
statement to issue from the Chamber.
Mr. O p d y k e said that every member o f the Chamber could judge o f
the ill-feeling engendered between the people o f this country and the
government o f Great Britain. It was well known that the ramifications
o f our commerce, extending over the civilized world, necessarily inter
fered with the interests and ambitious views o f other countries, and ren
dered us at any moment liable to the calamity of a foreign war. Though
not likely to occur, there was a liability to i t ; and it was to meet just such
a contingency that we were seeking to make our harbor defences efficient.
Mr. P h elps was sorry to hear any suggestion o f an unpleasant feeling
existing between our government and that of Great Britain. He had
heard it stated by Lord L y o n s that nothing but the most friendly rela
tions existed; for his own part, he believed that neither the British
government nor the people wished us any thing but peace and prosperity.
Mr. B lo o d g o o d was in favor o f the language o f the memorial. Within
a few days he had received from Havre a French paper, containing cor
respondence between the merchants o f Havre and the Minister in Paris.
The merchants state that they fear the commerce of France may suffer
from the state of things in this country, to which the Minister replies
that he thanks them for their advice, but the French government means
to sustain her rights on this side o f the world, and adds, that “ between
the two fractions o f the once United States of America, we will take care
that the French flag is respected.” Mentioning this to a well-known di
plomatist, he remarked: “ For God’s sake, do not make that public.” It
seemed to have escaped the attention of the New-York editors, who were
spending more time in looking for office than for the good o f the country.
Mr. H o t a lin g fully coincided with the language o f the report.
Whether we had foreign wars or not, our harbor defences should be put
in different repair.
The memorial and accompanying resolutions were adopted unani
Chambers o f Commerce and Boards o f Trade.
203
mously, and the following gentlemen were named by the president as the
committee to present the memorial to Congress:
G eorge O pd y k e ,
G e o r g e W . B lunt ,
C h a r l e s H. M a r s h a l l ,
D e n n in g D u e r ,
E zra N y e ,
R o bert B . M in t u r n ,
A . A. Low,
L l o y d A s p in w a l l ,
A u gu stu s C. R ic h a r d s ,
J ohn D . J o n e s .
Portrait o f a Pirate.-— Mr. G e o r g e W . B lunt moved that the portrait
o f Captain W il s o n , master o f the M in n ie S c h if f e r , who acted so bravely
in rescuing the lives o f a large number o f persons, but who had now
turned pirate, commanding a privateer from New-Orleans, be taken from
the walls of the Chamber.
The Chairman suggested that it could be removed, and probably the'sub
scribers to a service o f plate intended for Captain W il s o n , but not yet
delivered, might, under the circumstances, desire to give it some other
destination.
A portrait o f the Hon. S. P. C h a s e , Secretary o f the Treasury, (life
size,) was exhibited to the members. The artist offers to sell this portrait
and donate the proceeds to the fund for the relief o f the New-York vol
unteers.
The Secretary reported that a copy o f the map o f Virginia, Maryland
and Delaware, published by Messrs. E. & G. W . B lu n t , had been pre
sented by that firm to the Chamber, also a copy of the New-York Ship
pers and Consignees’ Guide, by Messrs. B a k e r & G o d w in .
The following new members were elected, after which the Chamber
adjourned:
H u g h N. C a m p ,
T h o m as R ic h a r d s o n ,
S am u el C o l g a t e ,
J am es A. R o o s e v e l t ,
C h a r l e s D im o n ,
J ohn E a d ie ,
W il l ia m L y e l l ,
T h e o d o re R o o s e v e l t ,
B a r n e t L. S o lom on .
PROTECTION OP THE HARBOR OF NEW -YORK.
A Local Artillery Battalion Suggested.— The following memorial has
been addressed to Governor M o r g a n by prominent gentlemen of this
city:
To his Excellency E d w in I). M o r g a n , Governor o f the State o f N ew -Y ork:
The undersigned, merchants and property owners o f the city of NewYork, respectfully represent, that inasmuch as the present emergencies
of the government may, and probably will, require all the available forces
o f the regular service to be engaged in active operations, and that
our harbor and forts may consequently be left with a force insufficient for
its protection, it is deemed imperative that a Local Artillery Battalion,
completely drilled by experienced officers, should be organized and equip
ped at once ; and as the undersigned are informed that competent officers
are available for such service, and that one company of experienced men
is already formed and capable o f performing this service, which would
form a nucleus for the organization, we respectfully request that such a
battalion may be organized at once.
204
Journal o f Mining and Manufactures.
In the report of the Military Commission to Europe it is well stated that
“ our regular army never can, and perhaps never ought to be large enough
to provide for all the contingencies that may arise, but it should be as
large as its ordinary avocations in the defence o f the frontier will justify;
and the greatest possible care should be bestowed upon the instruction
in the special arms of the artillery and engineer troops.
“ The militia and volunteer system should be placed upon some tangi
ble and effective basis; instructions furnished them from the regular
army, and all possible means taken to spread sound military information
among them. In the vicinity of our sea-coast fortifications, it would be
well to provide a sufficient number of volunteer companies, with the
means o f instruction in heavy artillery; detailing officers o f the regular
artillery as instructors. In the time o f war, or when war is imminent,
local companies of regular artillery might easily be enlisted for short
terms of service, or for the war, in sea-coast towns. The same thing
might advantageously be carried into effect on a small scale in time of
peace.” — McClellan's Report.
These remarks, which are the deductions of scientific and military
men, need no argument from us to corroborate their worth, and are to us
a convincing proof o f the necessities o f the organization referred to.
All of which we respectfully submit for your Excellency’s consideration.
B r o w n , B r o t h e r s & Co.,
N . L. G r is w o l d ,
G oodh ue & Co.,
A . A. Low & B r o t h e r ,
H o w l a n d & A s p in w a l l ,
C. H . M a r s h a l l ,
G r in n e l l , M in t u rn & Co.,
P . P e r it ,
M oses T a y l o r & Co.,
R ic h a r d L at h e r s ,
W m. W
JOURNAL
h it l o c k ,
Jr .
OF MI NI NG AND M A N U F A C T U R E S .
N e w S i l v e r A l l o y — S t a t is t ic s o f L o w e l l — M ic h i g a n C o p p e r M in e s — F r e n c h W in e s — F l a x
C otton— N e w
M in e r a l D is c o v e r ie s in C a l if o r n ia .
NEW SILVER ALLOY.
A be a u t if u l new alloy is stated by foreign contemporaries to have been
invented recently, after many experiments, by Messrs. D e R uolz and D e
F o n t e n a y , France. It is said to be well adapted for small coins and
industrial purposes. It consists of one-third silver united with 25 to 30
per cent, o f nickel, and from 37 to 42 o f copper. Phosphorus is used
as a flux in making the metals combine, but when first made and cooled
it is very brittle. To render it ductile, the phosphorus must all be re
moved by reheating, after which the alloy resembles a simple metal, and
presents in a very high degree the qualities to which the precious metals
owe their superiority. It resembles platinum and silver of Ta5yV in color;
it takes a very brilliant polish. Its tenacity and hardness are extreme. It
is ductile, malleable and very difficult o f fusion; very sonorous, unalter
able in the air, and attacked only by the most energetic re-agents. It has no
odor, and its specific gravity is but little inferior to that o f silver. It is
205
Journal o f Minnig and Manufactures.
easy to estimate the important part such an alloy is calculated to play in
the industrial arts, and especially in the silversmith’ s art— in, to a great ex
tent, replacing silver, o f which its price is 40 per cent, less, and as its
hardness gives it a marked superiority. Again, articles which are merely
silvered or gilt have, it is true, a great advantage in their low p rice; but
they quickly deteriorate, and can be re-silvered or regilt only a very few
times, after which they must be replaced by new ones, and, in the long run,
entail such an outlay as to confirm the old adage, that “ the cheapest
is the dearest in the end.”
STATISTICS OF LOWELL MANUFACTURES.
.................$13,900,000
.........No.,
54
.........“
403,696
........ “
12,190
........ “
8,405
........ “
3,919
yds., 2,481,000 cotton.
“
82,000 woollen.
“
25,000 carpets.
823,000
.. “
15,000
. .yds.,
15,586,000
30,400
26,850
Capital stock,...............
Number of m ills,........
Spindles,.......................
Loom s,.........................
Females employed, . . .
Males em ployed,.........
Yards made per week,
Clean wool consumed per week, pounds,
1,120
j gads., 55,682 oil.
20,000 lard.
Starch, pounds, per annum,....................................................
1,631,000
Flour, barrels, per annum,.....................................................................bbls.,
1,485
Oil, per annum,
PRODUCTS OF THE MICHIGAN COPPER MINES.
The following is an approximate estimate of the product o f native cop
per from the opening of the Lake Superior mines, in 1845 to 1860, in
clusively, in tons of 2,000 lb s.:
P roduce
fbom
1845
to
1851,
inc lu siv ely .
Hough.
Shipped in 1 8 5 8 ,...................
Less, included in above item,
5,896 tons.................
888 “
....
_____
Shipped in 1 8 5 9 ,............................................................
“
1 8 6 0 ,...............................................................
R efined.
24,415
.......
....
5,008
6,058
8,614
____
.......
....
18,945
.......
....
3,500
4,200
6,000
44,155
____
32,654
The principal copper mines o f Cornwall and Devon are comprised
within a zone o f a mile and a half in width, and thirty-three miles in
length. The product of that district in 1860 was 13,212 tons, 1,507 tons
less than in 1856. This result has been obtained after workings o f 250
years.
The Lake Superior metalliferous belt extends within the limits of
Michigan alone, as measured on the range, 160 miles, and averaging five
miles in breadth.
Journal o f Mining and Manufactures.
206
The present and perhaps prospective low price of copper will prove
no serious detriment to the mining interests. On the contrary, the les
sening of the cost o f production will be hastened. The success o f some
of the leading mines has led to some extravagance o f management. The
isolation of the country has rendered it difficult to get a resident mining
population. The peculiarity of the deposits o f mineral wealth, and the
want of economical machinery for reducing the stamp w'ork to market
able shape, have been especial hindrances to the accumulation of profits.
In some instances there lias been an unwise holding back of capital, the
shareholders preferring, even after a certainty of success, to defer divi
dends, by making the product o f the mine furnish its own resources. But,
in the mean time, there has been developed an energy not less indomi
table than has been exhibited in the final successful establishment of
many other industrial enterprises. The difficulties o f navigation have
disappeared since the opening o f the St. Mary’s ship canal, and o f the
entry into Portage Lake. The problems o f machinery and labor are be
ing rapidly solved. The comforts of a refined civilization are increasing
with the extraordinary growth o f population, so that wTith a prospect of
7,500 to 8,000 tons o f ingot copper for 1801, even at an average price
less than that of 1860, there is much encouragement in the future.— L.
S. Miner.
FRENCH WINES.
The Aigle de Toulouse publishes a decree from the Minister o f Finance,
extending to all France the permission to mix alcohol with wines intended
for exportation. Hitherto only certain departments possessed the privi
lege, which has been frequently solicited by the Chamber o f Commerce
of Toulouse and the wine-growers of the Haute Garonne. The decree
provides that the addition o f the alcohol must always be made in the
presence of government officers, who are to take note o f the natural
strength of the w ines and o f the quantity o f alcohol added.
FLAX COTTON.
H ie Fibrilia Felting Company, organized under the general laws, have
issued their legal notices, from which we condense the following : This
corporation is formed to carry on the business o f manufacturing flax,
hemp, jute, China grass, silk, wool, cotton and like fibrous substances in
the various forms o f manufacture necessary for yarns, cloth and felt, as
well as the bleaching and coloring the same. The capital stock is $10,000,
which has been paid in, and has been expended in the purchase o f ma
chinery, patent rights, &c., for carrying on the business. The par value
of each share is $100, and the business is carried on in Winchester, Mid
dlesex county. S t e p h e n M. A l l e n is President, G e o . L. F al l is Trea
surer ; and they, with S. P. W h it e , are the Directors.
NEW MINERAL DISCOVERIES IN CALIFORNIA.
A recent number of the San Francisco Alta California furnishes ac
counts of new and extraordinary rich veins of gold and silver ore that
have lately been brought to light in the eastern slope o f the Sierra Ne
Journal o f Mining and Manufactures.
20 7
vada range. Mines that hid fair to equal, if not surpass, any thing known
in the history of California, are now being opened up in Mariposa and
Tulare counties, in the southeastern section of the State. In the Coso dis
trict, in the eastern portion o f Tulare county, the gold and silver ores have
assayed at the rate o f §1,500 to $6,000 per ton, from pieces chipped off
from the weather-worn outcroppings with sledge-hammers, crowbars, &c.
But as if this were not enough to excite the cupidity of lucre-loving hu
manity, a startling discovery of gold and silver bearing antimonial ore
has recently been made, specimens of which have been assayed at San
Francisco, and yield the astonishing amount o f more than sixteen thou
sand dollars to the ton ! This extraordinary “ lead” is in the hands of
parties who, naturally enough, do not court publicity in regard to the
locality of their splendid prize. Besides these dazzling discoveries, the
Mono Lake district, which is located at the junction o f Calaveras, Mari
posa and Fresno counties, is known to be a prolific field for mining ope
rations, both in silver and gold : while it has been demonstrated that the
vast mountains of quartz which comprise the great portion o f Mariposa
county, known for their prolific gold yield, are even richer in silver. A
richer vein of silver has been traced across the northeastern section of
Mariposa county, on both sides o f the mountain range, which leads to
the belief that it is the initiative o f a vast bed o f silver ore on the west
side of the Sierra. In Calaveras county numerous discoveries of extra
ordinary richness have been made, and it is further stated that discove
ries have been made as far east as the Mohave and Colorado rivers, which
promise to be of vast importance.
The silver lead in Mariposa county has a somewhat romantic history,
as told by the A lta : “ This silver lead, it is stated, was discovered in
1856, but the discoverer was unaware of its nature until last winter. In
his wanderings about Mariposa, where he mined, he at different times
prospected, carefully marking the rock he returned with. In 1856, while
hunting, he discovered what he thought to be a lead mine. He pocketed
the prospect, but thought it o f no value in comparison with gold. In
1858 he went east to visit his relatives, taking with him his collection of
minerals and gold specimens. Last Februrary he saw a specimen of
Washoe ore at W . T. C o l e m a n & Co.’s, in Wall-street, and remarking the
resemblance to his lead specimen, procured a piece to compare with his
own. He was so well satisfied that they were identical in nature that he
had each assayed, and his ‘ lead specimen’ proved to be rich silver ore.
Keeping his own counsel he returned to California last spring, and has
spent the intervening time in retracing his footsteps over the chemical
and chaparral hills o f Mariposa, and his investigations have resulted in
his discovery as above named.”
Mining and scientific parties are now engaged in exploring these new
mineral regions, and the stream of adventurers is already setting east
ward, across the Sierras, from the southern country, and next spring and
summer that whole region will be filled up with eager treasure-hunters.
From these new discoveries California derives additional resources and
importance. Fresh streams of emigration will pour into the State, and
new and increased impetus will be imparted to its industrial and com
mercial activity, while the commerce of the world will be stimulated by
the increased production o f the precious metals.
208
Foreign Correspondence.
FOREIGN
CORRESPONDENCE
OF TIIE MERCHANTS’ M AGAZINE AND COMMERCIAL REVIEW .
L o n d o n , July lsi, 1861 .
To the Editors o f the Merchants' Magazine:
I can n o t , I think, do better than proceed at once to put your readers
in possession of an opinion advanced to me the other day by a leading
public man, who has been out and in Downing-street for nearly half a
century.
He says that, in any eventuality, England will not go to war with the
Federal government, as war is not desired by any class o f politicians
nor by the mass o f the English people ; secondly, because no present ne
cessity exists for it on the plea o f cotton ; and, in the third place, should
the war not be ended before the present English stock o f cotton fails, it
is not improbable that the Federal government, while vigorously carrying
on the war with the Confederate States, would permit cotton to be ex
ported from New-Orleans, rather than to provoke war with a foreign
power. Such is the view of the American question as taken by one of
the foremost men in England; and when submitted to your readers it
will be as fresh and assuring as if submitted to them to-day.
From all that I can see and hear and read, there is but the one conclu
sion to which I am forced, namely, that the present British government
have no American policy whatever, and that the conservative opposition
are in precisely the same state. The conservatives will do nothing and
say nothing to involve the whigs in war, and were the whigs unhappily
to become involved in war, the conservatives would condemn their poli
cy, and do their best to carry an adverse vote against the government.
W ere the government to be upset on any question, between now and the
end o f the session, and the conservatives to take office and go to war
with the Federal government, I firmly believe that the first act o f Lord
P a l m e r s t o n ’ s party opposition would be to condemn the war policy of
Lord D e r b y , and try to regain office on the strength of such opposition.
W hig and Tory are conscientiously opposed to engaging in the present
struggle; and, notwithstanding speeches in Parliament and articles in
newspapers, you may feel perfectly easy as to the attitude this country
will assume, or the course which its statesmen of any party may choose
to take. If you can see your way by and by to a regulated cotton trade,
through the Upper Mississippi and the New-York railways, if not from
New-Orleans, J ohn B ull will be the close and faithful ally of the North,
during at least the whole of Mr. L in c o l n ’ s presidential term.
Passing from this unusual but highly important topic, the next impor
tant subject is the harvest prospects o f the United Kingdom. These
were never more satisfactory, and the probability is that a larger quantity
F oreign Correspondence.
209
will this year be harvested than was ever known in this country. Last
fall, as your readers will remember, was the only good part o f the Eng
lish season ; and winter wheat was put into the ground under the best
auspices. An unusually severe winter followed, not severe enough to
kill the young shoots, but sufficiently so to make them more healthy than
was ever known. A genial spring, neither too wet nor too dry, and a
warm summer, has since brought them into ear; and a few weeks more
of such weather is only wanted to provide abundantly, almost from the
home supply alone, enough for man and beast. High prices are not
therefore to be looked for here by your New-York receivers or by the
Buffalo or Chicago commission houses. W ith good weather a very low
level o f prices will be established, and very likely it will be maintained
throughout the year.
The time was when good spring wheat flour
brought no more than $4 or $4 50 in Liverpool, and you may now ex
pect that such times are again at hand.
Shipping matters, in which I am glad to find you take great interest,
now politically do not engage attention. Since Mr. L in d s a y ’ s return
from the United States he has never said in Parliament a word on the
subject; and no question has ever been addressed to him or to Mr. M il
n e r G ibs o n as to the mission in which he ambitiously engaged.
The
fact is, the House o f Commons is thoroughly disgusted with the socalled shipping question, it having been kept before the public by a
clique of old-fashioned gentlemen, whose opinions on commercial classes
generally are obnoxious to the masses. Any little popularity which Mr.
L in d s a y has, which, by the way, is not much, has been gained by popu
lar appeals against this clique; and, very oddly as it may appear to you,
while Mr. L in d s a y wras making his American tour and enlightening the
members of the New-York Chamber of Commerce among the rest, an
individual formerly attached to the staff o f the Morning Chronicle sent
around circulars to all the members o f the House of Commons'and the
House of Lords, claiming to have written all the speeches which, during
the past years, have been delivered by Mr. L in d s a y , and claiming still fur
ther to be the author of all M r . L in d s a y ’ s published works. Whether
this painful revelation has kept Mr. L in d s a y from taking a prominent
part in the business o f the session and shut him up on the subject o f his
American mission, I cannot say, but it is a fact, that up to this time his
mission has not once been named in Parliament. W ith the vexed ques
tion of shipping grievances nothing whatever has yet been done, and the
proposition to abolish passing tolls, at once embodied in the Harbors Bill,
introduced by Mr. M il n e r G ibs o n , is not likely to be favorably entertain
ed by the House o f Lords, even if it should pass the third reading in the
House of Commons. Among those ship-owners who speak out at all, it
is said, why advance another step in the way o f the freedom o f shipping
until the United States and France and other countries make equivalent
concessions to those granted to the flags o f all nations in the British fo r
eign and coasting and colonial trades? This sentiment also finds expres
sion to some extent in Parliament, and if not sufficiently strong in the
lower house to reject Mr. M il n e r G ibson ’ s bill, it is, as I have just said,
all but sure to be found strong enough in that house, in which free trade
is still distrusted.
In dealing with financial matters I cannot, perhaps, do better than
give you a resume o f the weekly features o f the month. During the
VOL. x l v .— NO. i i .
14
210
Foreign Correspondence.
week ending 1st June, the discount
rates in Lombard-street ranging from
or \ to ^ below the bank minimum.
rent in the principal continental cities
B a n k r a te .
Paris........... 5 per cent. . .
V ie n n a ,__ 5
“
..
Berlin......... 4
“
..
Amsterdam, 3
“
..
market was moderately easy, the
5^ to 5 f per cent, for choice bills,
The following were the rates cur
:
O pen m a r k e t. :
B a n k ra te .
O pen m a r k e t.
4 5 per cent, j Frankfort,.. 3 per cent. . . 2 per cent.
6
“
| Brussels,. . . 3
“
.. S
“
3J
“
[ Turin.......... 6
“
. . 5£
“
3
“
! Hamburgh,. none.
. . 2j
“
The monthly Board o f Trade returns for April were published in the
course o f the week, and the official statements o f the exports and imports
to and from the United States for the first quarter were as follow :
E x p o r ts .
£6,202,943
1859, ...........
1860, ...........................................
5,822,109
1861, ...........................................
4,026,679
I m p o r ts .
£6,901,609
11,084,113
13,834,051
The minimum rate o f the Bank o f England was 6 per cen t.; the rate
allowed for deposits by the London joint-stock hanks, 4.!- per cen t.; the
rate allowed by the London discount establishments, 4£ per cent, for
money on call, and 5 per cent, at seven days’ notice; Consols, 91^ to
92 ; French 3 per cent, rentes, 69.40 ; Bank o f France rate o f dis
count, 5 per cent.
For the week ending 8th June the money market was more stringent.
A t the Bank of England business was done to a considerable extent at
the minimum rate o f 6 per cent., and in the open market the same rate was
charged for good 60 day bills. Consols and French rentes declined
slightly in the week, the closing prices for the former, ex-dividend, being
8 9 f to 89 J and 89 ; the latter, 67.70 for money and the same for the ac
count. The rates allowed for deposits by the London joint-stock banks
was 4-J- per cent.; by the London discount establishments, 4^ per cent,
at call, and five per cent, at seven days’ notice. The Bank of France
rate o f discount, 5 per cent.
For the week ending 15tli o f June there was no perceptible change in
either the London or Paris money markets. The monthly return o f the
Bank o f France give the following changes :
Coin and bullion, increase, £800,000; bills discounted, decrease,
£20,000 ; notes in circulation, decrease, £1,240,000 ; private deposits,
increase, £1,240,000; treasury deposits, increase, £160,0 0 0 ; advances
on public securities, decrease, £220,000.
Three per cent, rentes gained \ per cent, in the week, and closed at
67.90 for money and 67.95 for the account. Consols also gained and
closed at 90 to 90j, for money, ex-dividend, and 9 0 f to 90 j for the ac
count, ex-dividend. The demand for money at the Bank o f England was
moderate. In Lombard-street the minimum bank rate o f 6 per cent,
was charged for the best hills; in the open market the same rate was
charged. The London joint-stock banks continue to allow 4^ per cent,
for deposits; the London discount establishments, 4£ per cent, at call,
and 5 per cent, at seven days’ notice. The Bank o f France rate o f dis
count remained at 5 per cent.
For the week ending 22d June three per cents on the Paris Bourse
Foreign Correspondence.
21]
declined from to per cent.; Consols were also lower, the quotations
of the latter being 89§ to 8 9 f for money, ex-dividend, and 90 to 90 J for
the account, ex-dividend. The minimum rates of the Bank of England
and the Bank o f France were unchanged, the former standing at 6 per
cent, and the latter at 5 per cent. In the open London market good
sixty day bills, 5 f to 6 per cent. The London joint-stock bank rates
unchanged for deposits.
For the week ending 29th June the rate o f discount in the open mar
ket at Paris was 4 f per cen t.; at Vienna, 6 ; Hamburgh, 2 f ; Brussels, 4 ;
Berlin, 3 4 ; Frankfort, 2 ; Turin, 6|, and Amsterdam, 3 per cent. In
Paris the Bank o f France rate remained at 5 per cent., and in London,
the Bank o f England rate at 6 per cent. In the open London market 6
per cent, was charged, and the rates on deposits continued as before.
Attention was directed to the sound state o f English railways, which
is apparent at a glance o f the following table :
la
In
In
In
In
In
In
1851
1848
1851
1850
1850
1854
1860
Caledonians were at.........................................
Great Northerns were a t ..............................
Laneashires were at.........................................
Midlands were at.............................................
North British were at.....................................
Berwicks were at..............................................
Scottish Centrals were at..............................
20,— now at 97140
“ 1071
46
“ 111^
31
“ 121
16
“
63
61
“ 104^
40
“ 1144
The Board o f Trade returns for May, and for the five months o f the
year, have been published, and the exports are as follow :
Y eae.
1 8 5 9 , .......................................
1 8 6 0 , .......................................
1 8 6 1 , .......................................
F o r the Jive months.
F or the month.
£ 1 0 ,4 8 5 ,7 4 4
1 0 ,9 4 9 ,1 8 8
1 1 ,2 0 6 ,0 7 0
£ 5 2 ,3 3 7 ,2 6 8
5 2 ,7 8 3 ,5 3 5
4 9 ,7 8 0 ,5 3 2
The other side of the account the imports foots up a large balance
against the United Kingdom :
Y ear.
F o r th e m o n th .
1 8 5 9 ............................................ £ 1 0 , 1 0 9 , 0 9 2
1 8 6 0 , .......................................
1 3 ,6 7 9 ,3 0 1
1 8 6 1 , .......................................
1 7 ,5 0 9 ,9 4 0
F o r th e Jboe m o n th s.
....
£ 3 3 ,4 0 7 ,1 5 6
4 2 ,4 1 0 ,3 6 4
5 1 ,8 2 1 ,5 6 7
The failures for the month have been numerous. Among the number,
Messrs. J am es D u n ca n & Co., of Dundee, who attribute their failure
to the stoppage of the American trade; Messrs. T. F ish & Co., manu
facturers, Manchester; Messrs. B. W ild & Co., Manchester, in the
American trade; Messrs. C h u rc h il l & M a c m e l l a n , timber brokers,
Cannon-street, L ondon; Messrs. D. & J. T h om son & Co., jute spinners
and manufacturers, D undee; Messrs. F. A t k in & Co., merchants, Man
chester.
Trade in the manufacturing districts continues quiet and contracted.
So far there is nothing like pressure yet experienced, but the present
stock of cotton on hand will not carry the cotton spinners into the next
year at the. present rate o f working up.
Some particulars with regard to the movement o f cotton in Liverpool
during the last two months will no doubt bo acceptable to your readers.
At the commencement of April the stock amounted to 942,000 bales,
being 36,000 bales more than the quantity held at the corresponding
date in 1860 ; but during the last two months it will be seen that this
Foreign Correspondence.
212
excess has been more than lost. Last year’ s deliveries, however, were
on a very free scale, the crop of the preceding season having been remarkably abundant:
Stock .
April
May
May
May
May
26........
3 ,....
10........
1 7 ,....
2 4 ,....
1861.
bales.
. 952,740
900,690
. 976,810
. 1,049,590
.1,111,510
1860.
bales.
.. 1,027,290
. . 1,016,630
. . 1,027,130
. . 1,111,260
.. 1,200,730
1861.
Stock .
May
June
June
June
31,..
7,..
14,..
21,..
...
...
...
...
bales.
1,151,010
1,148,650
1,131,080
1,116,860
1860.
..
..
..
..
bales.
1,295,570
1,358,620
1,335,040
1,307,835
The proportions in which the stocks were made up, at the first and
last dates mentioned, were as follow
S to c k ,
A p r i l 26.
Am erica,. . . .
Pernambuco,.
Bahia,............
Maranham, . .
...........
........
........
........
S to c k ,
J u n e 21.
bales.
bales.
776,260 . . 843,930
8,569 .
8,430
3,540
70 .
6,790 .
8,070
S to c k ,
A p r i l 26.
bales.
Egyptian,.. ............... 42,970
Common West India,
2,540
Surat,........ ............... 115,620
S tock ,
J u n e 21.
bales.
. 48,240
.
1,630
. 193,030
It will be observed, that, notwithstanding the prospect o f diminished
American supplies, the stock of Surat is accumulating; in fact, it is only
kept down by reshipments to Russia, Germany and Sweden.
London, on Saturday evening, the 22d June, was visited by one of the
most terrific conflagrations that probably had occurred since the great
fire in 1666 ; certainly, for the amount o f property destroyed, nothing
like it has been experienced the last half-century, the loss being estimated
at three millions or more.
This catastrophe occurred on the waterside portion o f Tooley-street,
nearest London Bridge.
The outbreak took place at the extensive
range of premises known as C o tto n ’ s Wharf, and bounded by ware
houses belonging to Messrs. S c o v e l l .
They had an extensive river
frontage, and the whole space on the land side, extending to Tooleystreet, was covered with eight or nine massive brick warehouses, six
stories in height, the whole occupying an immense area. These build
ings were filled with merchandise o f every description. There were
some thousands o f chests of tea and silk stored in the upper floors,
while in the lower ones there was an immense stock o f Russian tallow,
various oils, bales o f cotton, hops and grain. Every portion of the entire
establishment might be said to have been loaded with goods ; and of the
whole of this very valuable property, said to be valued at upwards of a
million, not a vestige remains but the bare walls and an immense chasm
of fire, which, at dusk on Sunday evening, lighted up the P ool and the
cast end of the city.
From London Bridge there is now very little to be seen beyond heaps
of blackened wreck and skeleton walls. The vaults and mounds of ruin
over the whole surface o f the wide area o f destruction are fast cooling
down. A fresh outbreak, which took place in a vault on H a y ’ s Wharf,
was speedily got under. A quantity o f hides has been recovered from
among the wreck on H a y ’ s Wharf, and on C h a m b e r l a in ’ s W harf great
progress was made towards the recovery of 150 tons o f spelter, which
has received little or no injury.
The destruction o f property and goods proves to be more enormous
Foreign Correspondence.
213
than was previously calculated upon ; and, by practical men o f business,
and also by competent judges, the loss is not put down under £4,000,000
sterling. This serious amount will fall principally on four o f the London
insurance companies. The insurance companies, it is understood, are
about to raise the rates of insurance on fire policies, and have already
done so in some instances, by 50 per cent.
Great efforts are making to enlarge the steam commerce between
England and America. On the afternoon o f the 25th June, the steam
ship S c o t ia , the second iron paddle-wheel liner built by the orders of
Messrs. B urns for the C un ard or British and North American Royal
Mail Steam Packet Company, was launched from the building-yard of
Messrs. R obert N a p ie r & S ons , at Govan, near Glasgow. The weather
was rather unfavorable, yet an immense concourse of spectators assembled
to witness the event. The S c o t ia , which is somewhat larger than the
P e r s ia , is the second vessel in point o f magnitude and capacity that has
hitherto been constructed for mercantile service. From the adaptation by
the builders of every improvement and scientific auxiliary, the S c o t ia is
expected to attain a very high degree of speed, and no doubt is felt that
she will, in ordinary circumstances, perform the voyage between New-York
and Liverpool in nine days.
Excepting the G re a t E a st e r n , the S c o t ia is the largest mercantile
steamship afloat in the world, far exceeding in length, strength, tonnage
and steam-power the other vessels o f the line, and exceeding by 760 tons
the tonnage of the P e r s ia , and by 1,900 tons the internal capacity of
any other of the present splendid C u n ard liners. Her chief proportions
may be summed up as follows :
Length of keel and forerake,............................................................... 860 feet.
Length over all,..................................................................................... 400 “
Breadth of m ould,................................................................................. 47 “
D epth,...................................................................................................... 32 “
The report of the joint committee o f the Board of Trade to inquire
into the best form o f covering for submarine telegraph cables has just
been issued. Up to the present time 11,364 miles have been laid, but
only about 3,000 are actually working. The lines not working include
the Atlantic, 2,200 miles, the Red Sea and India, 3,499 miles, the Sar
dinia, Malta and Corfu, 700 miles, and the Singapore and Batavia, 550
miles. The committee give a succinct history of these, as well as of all
the others, and state their conclusions. The failure o f the Atlantic is
attributed to “ the cable having been faulty, owing to the absence of
experimental data, to the manufacture having been conducted without
proper supervision, and to the cable not having been handled after
manufacture with sufficient care
and they add that “ practical men
ought to have known that the cable was defective, and to have been
aware of the locality of the defects before it was laid.” The committee
recommend the construction of a vessel specially for the purpose, which
they believe, when not employed in laying cables, would be found ex
tremely useful for the ordinary purposes o f commerce. In conclusion,
they repeat their belief that the exercise o f due care might have pre
vented all the unsatisfactory results that have thus far attended this
branch o f enterprise.
The Social Science Association.— The following appointments o f presi
dent of the association and presidents o f sections for the Dublin meeting
214
Commercial Chronicle and Review.
have been made by the London cou ncil: Lord B r o u g h a m w ill be presi
dent of the association, and will deliver the inaugural address.
The
presidents o f sections will he— Jurisprudence, Bight Hon. J oseph
N a p i e r ; Education, Sir J ohn S. L e f e v r e , K . C. B . ; Punishment and
Beformatories, the Bight Hon. the Attorney-General; Public Health,
the Bight Hon. Lord T albot de M a l a iiid e ; Trade and International
Law, M. M ic h e l C h e v a l ie r , the celebrated French economist. The
time o f the meeting has been fixed to be from the 14th to the 21st of
August.
C O M M E R C I A L C H R O N I C L E AND R E V I E W .
MEETING OF CONGRESS— FISCAL Y E A R ENDED— FOREIGN IMPORTS A T N E W -Y O R K , JU N E, 1 S 61— SAME,
YE A R 8 1 6 5 7 -1 8 6 1 — H E A V Y EXPORT8
1 S 5 1 - 1 8 6 1 — EXPO RT
OF
G R A IN ,
OF PRODUCE TO
1861— ESTIMATES
OF
EUROPE— FOREIGN
REVENUE
BY
TRADE
T1IE
OF N E W -Y O R K ,
SECRETARY
OF
THE
TREA8URY— IMPORTS OF D RY GOODS A T N E W -Y O R K — FOREIGN A N D DOMESTIC EXCHANGES— R A IL
ROAD D IV ID E N D S.
C o n g re ss met on the fourth day o f July. The message o f the Presi
dent was communicated on the following day. The report o f the Sec
retary of the Treasury recommends numerous changes in the tariff.
The fiscal year o f the federal government closed on the 30th o f June,
and the result is a larger business than was ever before transacted in one
year. For four years the aggregates have been as follow s:
1858.
1 85 9 .
1860.
1861.
Exports,.............$ 100,667,890 . . $ 106,443,541 . . $ 138,036,550 . . $ 150,386,522
Imports,............. 171,473,336 .. 220,247,307 . . 233,718,718 . . 224,401,260
T o ta l,.............$272,141,226 ..$326,690,848 ..$371,755,268 ..$374,787,782
Duties.............
27,435,000 . .
34,910,000 . .
37,662,000 . .
28,223,137
The month of June shows a very moderate amount in foreign goods
imported; being only $7,262,580, against a monthly average o f about
sixteen millions for the whole fiscal year ending June 30, 1861; and
against $19,122,517 for the month of June, 1860, and $23,583,929 for
June, 1859.
F oreign I m torts
E ntered.
For consumption,. . . .
For warehousing,....
Free goods..................
Specie and bullion,. .
at
N e w -Y ork
1858.
fo r the month of
185 9 .
J une , 1 8 6 1 .
1860.
$6,652,563 ..$14,909,315 ..$ 1 1 ,8 7 0 ,4 0 0
2,408,733 . .
5,494,253 . .
2,765,008
953,014 . .
3,180,361 . .
4,487,109
102,132 . .
4 8 5 ,8 9 1 ..
38,272
1861.
. . $1,825,563
..
3,245,504
..
2,191,513
..
5,387,153
$ 10,116,442 . . $ 24,069,821 . . $ 19,160,789 . . $ 12,649,733
For the past six months the contrast is also remarkable, presenting
features not before existing, except in the revulsion o f 1 8 5 7 -8 ; the ag
gregate imports (exclusive of specie) for the half year being only
$77,949,208, against $117,031,239 for the corresponding period o f 1860;
and $128,038,931 in 1859; $60,006,271 in 1858, and' $115,577,415 in
215
Commercial Chronicle and Review.
the inflated year o f 1857.
the following table:
F
o r e ig n
I m ports
These contrasts are more fully represented in
N
at
ew
-Y
ork for
1858.
E ntered.
Six M
on th s, f r o m
1859.
J an u ary 1st.
1860.
1861.
For consumption,..
For warehousing, .
Free goods,...........
Specie and bullion,
$36,320,520.. $91,829,562 . . $79,945,689.. $31,991,257
12,236,253..
19,266,384..
20,914,902..
28,672,040
11,449,498..
16,942,984..
16,170,648..
17,285,911
1,778,363..
1,125,943..
686,837 . .
25,909,668
Total entered,..
W ith d ra w n ,....
$61,784,634 . . $129,164,874 . . $117,718,076 .. $103,858,876
21,911,964..
11,515,721..
10,315,657..
19,374,096
From the above it will be seen that only $51,165,353 o f dutiable
goods have been thrown upon the market here since January 1st, against
894,261,346 for the same period of last year, and $103,345,284 for the
same period o f 1859 ; and the ratio is rapidly diminishing, month by
month. W e have compiled our usual statement, showing the imports at
this port during the last fiscal year, as compared with the three previous
years, showing the gross imports o f goods and merchandise to have been
only one hundred and ninety millions in value, or forty millions less than
the year 1859-1860 :
F
o r e ig n
Im ports
at
H
ew
-Y
ork for
1858.
E n tered.
For consumption,..
For warehousing, .
Free goods,...........
Specie and bullion,
F
our
F
is c a l
185 9 .
Y
e a r s , e n d in g
1 86 0 .
J
une
30.
1861.
$94,019,659 . . $158,451,780 . . $164,881,435 . . $106,706,066
44,463,806 . .
32,665,650 . .
38,523,572 . .
54,498,323
23,665,487..
27,518,177..
27,936,396..
29,121,710
9,324,384..
1,611,700..
2,377,315..
34,075,161
Total entered,.. $171,473,336 . . $220,247,307 . . $233,718,718 . . $224,401,260
Withdrawn,___
49,376,593..
27,103,299..
29,657,025..
36,162,363
If we separate the aggregate dry goods imports from the general mer
chandise, we find that the decrease in the importations is in dry goods
and in general merchandise :
D
e s c r ip t io n o f
I m ports
1858.
fo r th e
Y
e a r e n d in g
1859.
D rygood s,............ $ 6 7,317,736..
Gen’l merchandise, 94,831,216 . .
Specie and bullion, 9,324,384..
J une 30.
1860.
1861.
$ 93,549,083 . . $ 107,843,205 . .
125,086,524 . . 123,498,198 . .
1,611,700..
2,377,315..
$83,310,345
107,015,754
34,075,161
Total imports,. . $ 171,473,336 . . $220,247,307 .. $233,718,718 . . $224,401,360
The exports o f produce and merchandise at this port during the month
of June were nearly twelve millions, a larger amount than was ever before
shipped from New-York to foreign ports in a single montit. During the
corresponding month o f last year the exports were also unusually large,
both in produce and specie ; but, compared with any other previous year,
the gain is enormous, and it exceeds that o f June in the last year, ex
clusive of specie, by nearly two millions :
F
o r e ig n
E
xports from
N
ew
1858.
-Y
o rk fo r the
M
1 85 9 .
onth of
J une,
186 0 .
1858-1861.
1861.
Domestic produce,........... $ 6 ,38 2 ,9 3 9 .. $ 4 ,8 8 0 ,3 9 5 .. $8,307,774 . . $10,270,430
Foreign merch., (free,).. .
158 ,7 6 9 ..
1 26,255..
2 0 0 ,4 6 4 ..
648,482
For’gn merch., (dutiable,)
350,990 . .
187,522 . .
486,228 . .
903,877
Specie and bullion,..........
594,174 ..
7,496,981 . .
8,842,080 . .
244,242
Total exports............... $7,486,872 ..$12,691,153 ..$17,836,546 ..$12,067,031
Total, exclusive specie,
6,882,689..
5,194,172 . .
8,994,466.. 11,822,789
216
Commercial Chronicle and Review.
The total exports from New-York to foreign ports, exclusive o f specie,
since January 1st, are larger than for the first six months o f any previous
year. On the other hand, the exports o f specie are less than for the same
period for many years :
E
xports from
N
ew
-Y
ork
to
F
o r e ig n
P
1858.
orts fo r
S ix M
185 9 .
onths, fr o m
J a n u a r y 1.
1860.
1861.
Domestic produce............ $28,580,392 . . $28,435,582 . . $38,M o,862 . . $61,477,439
Foreign merch., (free,)...
782,5 6 1 .. 1,384,318..
1,719,475.. 1,685,329
For’gn merch., (dutiable,)
2,280,425 .. 1,789,363 . .
3,092,509 . .
3,438,463
Specie and bullion,.......... 12,359,959.. 33,197,972.. 21,579,752 . .
3,249,438
Total exports............... $44,003,337 .. $64,807,235 . . $65,147,598 . . $69,850,669
Total, exclusive specie, 31,643,378 . . 31,609,263 . . 43,567,846 . . 66,601,231
It will be seen that the total, exclusive o f specie, even compared with
the very large figures for the corresponding period o f last year, shows an
increase of over fifty per cent., and, as compared with the previous year,
the gain is over one hundred per cent. W e now produce our compara
tive tables for the whole year, from which it will be seen that the largest
previous exports of produce and merchandise were for the year ending
June 30th, 1857, when the total was about eighty-two millions; it will
be seen, therefore, that the total for the twelve months just ended was
forty-five millions larger than for any former year in the history of the
trade. In consequence of the disturbed condition o f the South and
West, a large amount o f produce will be diverted from other channels
to this port, but the natural outgoes to foreign ports can hardly be as
large during the next twelve months as they have been in the year just
closed. Even if the same quantity were to be shipped, the total value
must be greatly diminished by the falling off in price. The business
o f the coming year depends largely upon the results o f the English
harvest.
Im ports
of
F
o r e ig n
D
ry
G
oods a t
N
ew
-Y
o rk fo r th e
F
is c a l
Y
e a r e n d in g
J
une
30.
Entered fo r Consumption.
M anufactures of
1858.
185 9 .
1860.
1861.
W o o l,........................... $17,035,032 . . $28,275,434 . .
Cotton.........................
9,012,911 . .
19,003,825 . .
S ilk ,............................ 17,581,099 . .
26,740,909 . .
F la x,...........................
3,701,555 . .
8,583,246 . .
Miscellaneous,...........
3,7 61 ,7 8 8 ..
4 ,8 9 0 ,7 5 5 ..
$31,437,083 . . $21,311,212
18,339,131 . .
7,613,005
33,683,706 . . 22,080,682
8,548,281 . .
3,944,214
5,4 69 ,6 0 1 ..
4,806,586
Total....................... $51,092,385 . . $87,494,169 . .
$97,477,801 . . $59,755,699
Withdrawn from Warehouse.
M anufactures of
W ool...........................
Cotton,.......................
S ilk ,...........................
Flax,...........................
Miscellaneous............
1858.
$ 6 ,3 6 9 ,1 1 8 ..
4 ,0 1 8 ,6 9 3 ..
5 ,3 9 4 ,9 7 0 ..
2 ,2 1 5 ,4 2 7 ..
1 ,3 85 ,1 7 3 ..
1859,
$3,245,046 . .
1,7 50 ,7 1 6 ..
1,3 08 ,7 3 9 ..
1,2 92 ,7 2 2 ..
7 8 9 ,7 7 3 ..
T ota l,..................... $ 1 9 ,3 8 3 ,3 8 1 .. $ 8 ,3 8 7 ,0 4 6 ..
For consumption, . . . 51,09 2 ,3 8 5 .. 8 7,494,169..
1860,
$ 3 ,3 8 8 ,4 3 1 ..
2 ,4 6 6 ,9 1 9 ..
1 ,3 9 6 ,0 1 1 ..
9 1 1 ,2 1 4 ..
6 3 5 ,2 9 3 ..
1861.
$5,589,542
3,968,671
3,841,430
1,581,324
808,507
$8,497,868 . . $ 15,789,474
97,47 7 ,8 0 1 .. 59,755,699
Total on market,.. $70,475,766 . . $95,881,215 . . $105,975,669 . . $75,545,173
Commercial Chronicle and Review.
217
Entered fo r Warehousing.
1858,
M an ufactures of
185 9 .
1860.
W o o l,......................... $ 5 ,0 2 8 ,5 3 3 .. $ 2 ,6 4 7 ,8 1 4 ..
Cotton,.......................
4 ,0 4 8 ,5 3 0 ..
1 ,4 1 6 ,1 4 3 ..
S ilk ,...............................
3,667,521. .
776,862 . .
Flax................................
1,964,891. .
719,606 . .
1,515,876 . .
494,489 . .
Miscellaneous,...........
1861.
$ 3 ,9 8 1 ,7 4 2 .. $7,376,464
2 ,9 2 9 ,1 7 5 ..
6,444,136
1,778,646 . .
5,746,806
904,693 . .
2,679,161
771,147 . .
1,308,079
T otal,..................... $16,225,351 . . $ 6 ,0 5 4 ,9 1 4 .. $ 10,365,404 ..$23,554,646
For consumption, . . . 51,092,385 . . 87,494,169 . .
97,477,801 . . 59,755,699
Entered at the port, $67,317,736 . . $93,549,083 . . $107,843,205 . . $83,310,345
In order to distinguish the dry goods from the general imports, we
have compiled a table which gives at a single glance the whole imports
of dry goods for the year, compared with the preceding three years :
I m ports o r D
ry
G
oods a t
X e w - Y ork
1858.
M anufactures of
f o r th e
Y
e a r e n d in g
1859.
J
30.
une
1860.
1861.
W ool........................... $22,063,565 . . $30,923,248 . . $35,418,825 . . $28,687,676
Cotton,....................... 13,061,441.. 2 0 ,41 9 ,9 6 8 ..
2 1,268,306.. 14,057,141
S ilk,........................... 21,248,620 . . 27,517,771 . .
35,462,352 . . 27,827,488
Flax............................
5,666,446 . .
9,302,852 . .
9,452,974 . . 6,623,375
Miscellaneous,...........
5 ,2 7 7 ,6 6 4 ..
5 ,3 8 5 ,2 4 4 ..
6 ,2 4 0 ,7 4 8 .. 6,114,665
Total imports,___ $67,317,736 . . $93,549,083 . . $107,343,205 . . $83,310,345
The total cash duties received at New-York for the past five fiscal
years have been $170,540,990, an average o f about thirty-four millions
of dollars, v iz .:
18561857185818591860-
$42,27*1,645
27,434,667
34,899,800
87,711,740
28,223,137
7,.
8,.
9,.
60,
61,,
In order to illustrate the commerce o f the State for ten years, we re
publish the tabular returns o f domestic and foreign produce exported,
the imports, and the increase o f tonnage for each year, 1850— 1860 :
F o r e ig n C o m m e r c e
of th e
State
of
H
ew
-Y
ork
,
from
E xports.
D om estic.
Y ears.
1851,...
1852,..
1853,..
1854,..
1855,...
1856,..
1857,..
1858,..
1859,..
I860,..
Total,.
.
.
.
.
.
.
.
.
.
.
.$
F oreign.
Total.
.
.
.
.
.
.
.
.
.
.
959,017,139
$ 154,297,506 $ 1,113,314,645
$ 17,902,477
13,441,S75
12,175,935
16,982,906
17,316,430
9,262,991
15,605,997
19,301,134
12,813,279
19,494,482
1,1850,
I m ports.
6S,104,542
74,042,5S1
66,030,355
105,551,740
96,414,808
109,848,509
119,197,301
S9,039,790
104,726,546
126,060,967
$
J uly
.. $85,007,019
.
87,4S4,456
..
7S,206,290
.. 122,534,646
. 113,731,238
. 119,111,500
.. 134,803,298
. 108,340,924
.. 117,539,825
.. 145,555,449
Total.
to
J
uly
T onnage Cleared.
A m erican.
. $141,546,538 . $ 1,588,313
.
132,329,306 . 1,570,927
.
178,270,999 . 1,959,902
.
195,427,933 . 1,918,317
.
164,776,511 . 1,861,682
.
210,162,454 . 2,136,877
.
236,493,485 . 2,188,670
.
178,475,736 . 2,152,835
.
229,181,849 . 2,554,184
.
248,489,877 . 3,383,535
$
1,915,154,188
1,1860.
$
21,815,192
F oreign.
. $ 878,819
906,793
. 1,084,742
. 1,035,154
. 1,140,197
. 1,3S5,577
. 1,405,211
. 1,132,568
. 1,276,706
. 1,190,750
$ 11,436,517
218
Commercial Chronicle and Review.
R ecapitulation of F oreign C ommerce of N e w - Y ork AND THE U nITFD STATES
for F iv e Y ea rs , and tiie pe r CENTAGE OF N e W -Y oRK TO TIIE WHOLE.
Y ear.
I m p o r ts S ta te AT. Y.
1855—1S56,. ...........
1856—1857,. ...........
1857—1S58,. ...........
1858—1859,. ...........
1859—1S60,. ...........
O th er States.
T o ta l
P e r C ent.
TJ. S .
$ 210,160,454
236,493,485
178,475,736
229,181,349
248,489,877
$ 104,479,468
124,396,656
104,137,414
109,586,781
118,676,377
$314,639,922
360,S90,141
282,613,150
338,768,130
362,166,254
66.79
65.53
63.15
67.65
68.61
Five years,. ........... $1,102,800,901
Average, five years,
220,560,ISO
$556,276,696
111,255,339
$ 1,659,077,597
331,815,519
66.40
Y EAR.
E x p o r ts S ta te K . Y.
O th er S ta te s.
T o ta l U. S.
P e r C ent.
1855—1856,. ...........
1S56-1S57,. ...........
1857—185S,. ...........
1858—1859,. ...........
1859—1S60,. ...........
$119,111,500
134,803,298
108,340,924
117,539,825
145,555,449
$ 207,853,408
228,157,384
216,303,496
239,249,637
254,566,847
$ 326,964,908
362,960,682
324,644,420
356,789,462
400,122,296
36.43
37.14
33.37
32.94
36.38
Five years,. ...........
Average, five years,
$ 625,350,996
125,070,199
$ 1,246,130,772
249,226,154
$ 1,771,4S1,76S
384,296,353
35.26
The foreign export o f wheat from this port to Great Britain, since 1st
September last, has been over seventeen millions bushels. W e extract
the following from E d w a r d B i l l ’ s flour and grain circular:
F rom—
New-York,
New-Orleans,
Philadelphia,
Baltimore,
Boston,
Other ports,
Bbls. F lo u r .
B b ls . C orn M e a l. B ush . W h ea t.
1 2 ,....
1 4 ,....
4 ,....
4 ,....
5 ,....
2 8 ,....
1,547,657
179,427
173,894
127,031
96,081
128,470
.
Total since 1st Sept., I860,...
Same period, 1860,.................
“
1859,.................
“
1858,.................
2,252,560
443,245
91,230
1,163,148
. 3,965
651
58
143
To
t iie
to July
to June
to July
to July
to July
to June
48
106
B b ls . F lo u r .
C o n t in e n t f r o m —
New-York, to July 2, 1861,..
Other ports, to latest dates,. .
54,276
7,796
2,815
996
..
..
B ush . Corn.
17,825,883
66,767
1,433,803
..
947,346
13,032
..
2,236,192
.
.
.
.
.
.
..
..
..
..
. 9,369,573
. 2,063,592
.
342,013
.. 3,274,676
B ush . W h ea t.
22,523,023
2,383,369
415,800
5,847,159
B ush . Corn.
. 1,760,489 .
6,326,927
1,464,267
695,628
853,200
14,100
15,451
B ush . B y e .
41,023 . .
3,042 . .
9,073 .
124,116
Freights to English ports have checked the export demand, viz.:
To Liverpool, 2s. 1Ojrf. @ 3s. per hbl. on flour, and 9 @ 10\d. per
bush, on grain ; to London, 3s. 6d. on flour, and 10-J- @ 11 \d. on wheat;
to Glasgow, 3s. 3d. on flour, and 10\d. on wheat; to France, 18c. on
wheat.
E xports
from
N e w - Y ork
to
F oreign P orts
1858.
for t iie
1859.
F iscal Y
ears ending
1860.
J une 30.
1861.
Domestic produce,___ 8 55,931,987 . .$ 53,894,893 . .$ 70,249,811 . .$ 118,189,900
Foreign merch., (free,)
3,104,160.. 2 ,202,868..
3 ,335,038..
6,111,200
“
(dutiable,)
7,309,672 . . 3,596,336 . .
6,354,055 . .
2,224,600
Specie and bullion,. . . .
34,322,071.. 4 6,839,444.. 58,097,646 . .
23,860,800
Total exports,............ $100,667,890 $ 106,443,541 $ 138,036,550
“ exclusive of specie, 66,345,819
59,604,097
79,938,904
$ 150,386,500
126,525,700
219
Commercial Chronicle and Review.
The message of Secretary Chase to Congress contemplates an aggre
gate expenditure by the general government o f $320,000,000 for the
year. O f this sum, it is proposed to raise $80,000,000 by the tariff and
the ordinary receipts o f the Treasury, and $220,000,000 by loans and
treasury notes.
I. Three year treasury notes or exchequer bills, bearing 7.30 per cent,
interest, for the convenience o f calculation, or two cents per day for each
hundred dollars, or twenty cents per day for each thousand dollars ; this
interest payable semi-annually. It is thought that this mode o f loan may
become a popular measure, by distributing it in small sums among the
people, to the extent of one hundred millions o f dollars.
II. A thirty year funded stock, inscribed or coupon bonds, bearing
seven per cent, interest, in sums of $500, $1,000 and $5,000, not to ex
ceed one hundred millions of dollars, including sterling bonds in sums of
£100, £500 and £1,000.
III. Treasury notes-to the extent of twenty millions o f dollars, in sums
of ten and fifty dollars, for general circulation.
The Secretary proposed to Congress that a duty of 2|- cents per pound
be laid on brown sugar, o f 3 cents per pound on clayed sugar, o f 4 cents
per pound on loaf and other refined sugars, o f 2^- cents per pound on the
syrup of sugar cane ; o f 6 cents per pound on candy; of 6 cents per gal
lon on molasses, and o f four cents per gallon on sour molasses ; and it is
also proposed that a duty o f 5 cents per pound be imposed on coffee ; 15
cents per pound on black tea, and 20 cents per pound on green tea.
From these duties it is estimated that an additional revenue o f not less
than $20,000,000 annually may be raised, while the burden of this rev
enue upon our own people will be to some considerable degree mitigated
by participation on the part o f the foreign producers.
IV. Treasury notes, o f $10 and $20, payable one year from date, bear
ing an interest of 3.65 per cent., or one cent per day per hundred dollars,
convertible into treasury notes or exchequer bills, bearing 7.30 per cent,
or on demand in coin. The aggregate not to exceed $50,000,000.
The dividends on rail-road shares, payable in July at Boston, were
$1,150,156, v iz.:
D iv id e n d s .
Sto ck s.
R a il - R o a d C o m p a n ie s .
Berkshire Rail-Road,.............
Boston and Lowell,..................
Boston and Maine,...................
Boston and Providence,..........
Boston and W orcester,...........
Fitchburg,.................................
Eastern.......................................
Eastern, in New-IIampsliire,.
Metropolitan, (horse,).............
Middlesex, (horse,).................
New-Bedford and Taunton,..
Old Colony and Fall R iver,..
Pittsfield and North Adams,.
Providence and W orcester,..
Stoughton Branch,.................
Taunton Branch,.....................
Waltham and W atertow n,...
W estern,...................................
Worcester and Nashua,........
C apital.
Jan., 1861.
$ 320,500
14
4
4
4
4
3
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
20,000 . .
5,150,000 . .
15,222 shares,
1,830,000
4,155,700
3,160,000
4,500,000
3,540,000
2,853,400
492,500
600,000
348,000
500,000
3,015,100
450,000
1,600,000
84,500
250,000
2
2
5
4
3
3
3
4
4
4
4
4
m
Ju ly, 1861.
U
3
3i
4
4
3
2
2
3
4
3
3
3
4
3
4
4
4
$2
Total at Boston,...........................................................................................
Am ount
Ju ly, 1861.
$ 5,609
54,900
145,450
126,400
180,000
106,200
57,068
9,850
18,000
13,920
15,000
90,453
13,500
64,000
2,562
10,000
800
206,000
30,444
$1,150,156
Commercial Chronicle and Review.
220
The following is a recapitulation of rail-road and other dividends pay
able at Boston in July :
Miscellaneous.........................
Interest on bonds,.................
Total for July, 1861,.............§
do. Jan., 1861,..............
do. July, 1860,..............
§217,191
439,984
2,353,231
3,049,710
3,088,759
. . Manufacturing dividends,.
. . Rail-road dividends,..........
. . Total for January, I8 6 0 ,.. §
..
do.
July,
1859,,.
..
do.
January, 1859,..
§545,900
1,150,156
2,992,891
2,270,736
2,435,342
The Bank o f Commerce received instructions in June to pay, when due,
the July coupons on the three millions Missouri State bonds issued to
the Hannibal and St. Joseph Rail-Road Company. These bonds were
issued under stringent restrictions, and, in case o f default on the part o f
the'company, the State authorities have the right to foreclose the road,
they being a first mortgage on the entire line. The first mortgages o f
the Hannibal and St. Joseph Rail-Road Company are a lien, simply, on
a million of acres o f land. The company have also an issue o f second
mortgage bonds which is a second lien on the line.
The Secretary of the Treasury, in his communication to Congress,
under date July, 1861, examines closely the sources of revenue for the
coming year. His estimates are as follow for increased duties on sugar,
molasses, tea and coffee :
E stim a ted Consum ption, 1860.
2£ cents on foreign sugar,.................................
300,000
6 cents per gallon on molasses,....................... 28,000,000
15 cents per lb. on black tea,...........................
13,800,000
20 cents per lb. on green tea,........................... 16,300,000
5 cents per lb. on coffee,................................... 180,000,000
tons,. .
gallons,
lbs.
lbs.
lbs.
D u ty.
§ 16,800,000
..
1,680,000
..
2,070,000
..
3,260,000
..
9,000,000
Total on sugar, tea and coffee,........................................................
§ 32,810,000
Allow for the large stock on hand, on which no duty will be realized,
and for diminished consumption owing to the increased duty and the
troubles at the South, the revenue this year may be estimated, as Secre
tary C h a s e states, at twenty millions o f dollars.
The duties above stated a r e ......................................................................... §32,810,000
Direct tax, a b ou t...........................................................................................
21,000,000
Real property,................................................................ § 11,272,053,881
Personal property,..........................................................
4,830,880,235
Total United States,.........................................
§ 16,102,934,116
Omitting the seceding States, the amount is as follow s:
Real property,. . . .
Personal property,.
>7,630,530,603
3,270,227,404
Total,.......................................................................§10,900,758,007
The direct tax on these amounts would be as follow s:
One-eiglith of one per cent, on §16,102,934,116,...................................... § 20,128,667
Or, one-fifth of one per cent, on §10,900,758,007, property in the non
seceding States............................................................................................
21,800,056
Or, 30-100 of one per cent, on §7,630,530,603, real property o n ly ,...
22,891,590
In other words, the tax of 12^- cents per hundred dollars on the whole
real and personal estate o f the country would be $20,128,000. Or, twenty
cents per hundred dollars on the gross value, excluding the seceding States,
would be $21,800,000. Or, thirty cents per hundred dollars on the real
property alone, $22,891,000.
Commercial Chronicle and Review.
221
One of the three bases will probably be adopted, whereby a revenue
exceeding twenty millions may be realized. There is no reason, however,
why the South should be exempt. The Southern States must contribute,
first or last, their due proportion o f the direct tax.
The public debt on the 1st o f July, 1861, was $90,867,828, or less
than three dollars per capita of the whole population of the United States.
The Sugar Trade.— The Secretary o f the Treasury proposes a duty of
2J cents per pound on brown sugar; 3 cents on clayed sugar; 4 cents on
loaf and refined ; 2|- cents on syrup; 6 cents on candy, and 6 cents per
gallon on molasses. The stock of sugar on hand on 1st July, 1861,
was larger than for some years:
S tock
of
S ugar
at th e four pr in c ipa l
P o rts .
JIhds.
Stock
in
New-York,.
Boston,........
Philadelphia,
Baltimore, .
F o re ig n , o f
1,400 lbs.
M elado,
D om estic, o f
hhds.
1,100 lbs.
1,400 lbs.
. . 71,346 . .
4,052 . .
..
8,596 ........................
..
9,943 . .
261 . .
..
3,398 . .
1,051 . .
Total, July 1st, 93,283 . .
5,364 . .
B ags,
Java,
as p e r Spe B oxes, o f
cijications. 600 lbs.
Boxes,
o f 450 lbs.
7,426 . .
166 . .
.............
40 . .
25,025 . .
9,328 . .
4,181
2,379
190,290
190
144,033 . . 4,315
8,980
45,888 ...............
7,632 . .
40,913 . .
389,191 . .
4,505
The stock of sugar on hand July 1st, 1861, com pared with previous
years, was as follow s:
T otal T ons.
New-York, . ...............................
Boston,........ ...............................
Philadelphia, ...............................
Baltimore,. . ...............................
' 1861.
64,390
13,613
7,784
5,353
I860.
62,917
9,365
4,965
5,922
..
..
..
..
1859.
59,865
9,239
7,936
6,618
..
..
..
..
1858.'
29,237
5,995
1,698
2,714
91,140
33,169
..
83,658
. .
39,644
The imports o f foreign and domestic sugars for four years, January
to June, (six months,) were as follow :
T otal
MONTH8.
January, . . .
February, . . .............................
March,........ .............................
April,........... .............................
M a y ,........... .............................
June,............ .............................
1861.
20,174
41,433
39,457
55,652
28,922
Total in six months,........ 195,515
.
.
July ...............
August,. . . .
September,.
October, . . .
November,..
December,..
Total in twelve months,.................... .
of the four
I860.
8,833
18,497
31,167
47,727
52,031
45,661
..
..
..
..
. .
..
P orts.
1859.
13,141
20,247
38,277
48,632
42,961
43,409
..
. .
..
..
..
..
1858.'
11,703
18,498
32,894
37,239
36,038
36,661
203,916
..
206,667
..
173,033
52,262
40,232
27,915
19,149
..
..
..
..
..
..
..
..
29,859
32,545
15,711
10,903
8,879
..
..
..
..
32,646
18,820
9,642
7,836
8,076
11,742
11,802
364,463
..
295,429
..
281,064
12,110
8,011
Congress, on the 17th July, passed an act authorizing the Secretary of the Trea
sury to raise $250,000,000, by loans and Treasury notes, for war expenses. Two
tariff bills are now under consideration in Congress as we go to press with the con
cluding portions of this No. The results we will publish in our September No.
The Book Trade.
222
T H E BOOK T R A DE .
1. The Works o f Francis Bacon, Baron of Yerulam, Lord High Chancellor, <fcc.
Collected and edited by J ames S peddin g , M. A. 12mo., Yol. vi. Boston: B row n
&
T ag g ard .
The present volume of the Complete Works of F rancis B acon , while it forms the
sixth volume in the order of publication, is the first volume of the entire series and
also the first volume of the Philosophical Works. The remaining volumes will be
published in regular order from volume one to ten, inclusive. In the first volume
issued (volume xi.) was given a portrait of F rancis B acon , when a youth. The
present volume, as the first of the series, properly contains his portrait at that period
of life when these works were chiefly composed. The list of subscribers numbers
nearly one thousand.
2. The North American Review. July, 1801. Boston:
C rosby , N ichols , L ee & Co.
The July number of the North American is just out. The following is the table
of contents:— The Public Lands of the United States; Mrs. J a n e T u r r e l l ; The
Venerable B ede ; B ouvier ’ s Law Dictionary and Institute; Life of Major A ndre ;
French Critics and Criticisms; M. T ain e ; Burial; The Attic B ee; F rancis B acon ;
Michigan ; New Books on Medicine; The Right of Secession ; HuGn L atim er ; Crit
ical Notices; New Publications. The original paper on the Right of Secession,
which is a review of J e ff . D a v is ’ message to the rebel Congress, will be read with
much interest.
3. Cyclopedia o f Anecdotes o f Literature and the Fine Arts. By K ay l it t A r v in e .
One vol. octavo. Published by G ould tip L incoln , Boston.
It is hardly possible to speak too highly of this excellent work. The laborious
industry of the author, has brought together an innumerable host of anecdotes from
every attainable source. It is a charming volume to read, and after one has read it,
invaluable as a book of reference; affording every facility for the latter purpose by
its admirable arrangement and copious indexes. We can heartily commend it to all
who like to be amused or instructed.
4. The American Tract Society, Boston, have published recently the following
volumes:
1. Life o f D an iel S afford . 80 cents. 2. S wedenborg and his Doctrine. By
Professor P ond . 50 cents. 3. Songs fo r my Children. Illustrated. 30 cents.
4. Sunday Alphabet o f Animals. Illustrated. 30 cents. 5. Aunt K atie ’ s Talks
at Bedtime. 25 cents. 6. Walks and Talks. 25 cents. 7. Stories fo r Little Ones.
25 cents. 8. 48 Envelope Tracts, in neat package. 10 cents. 9. Books for the
Soldiers: Sketch o f Capt. H ed ley Y ic a r s ; Sir H en ry H a v e l o c k ; The Soldier's
Mission; The Soldier's Text Book; and other books in flexible covers, for the
pocket and knapsack, each 10 cents.
These recent publications of the Tract Society, instituted at Boston, in 1814, will
be found unusually interesting. Among those for children, The Sunday Alphabet,
Stories for Little Ones, and Songs for my Children, are especially attractive; the
latter possess all the charm of Mother Goose, with far more wisdom in its rhymes.
S w edenborg and his Doctrines is a revised edition, in very neat form, of Professor
P ond ’s well known work. The Memoir of D an iel S afford is one of the best reli
gious biographies that we have ever read ; it is a pleasantly written story of the
outward and inner life of a devoted Christian. The books for soldiers, are also ex
cellent, and we should be glad to have thousands of them distributed among the
men of our army.
THE
MERCHANTS’ MAGAZINE
AND
COMMERCIAL
REVIEW.
E s t a b l i s h e d .J u ly , 1 8 3 9 .
EDITED BT
J . SMITH HOMANS, (SECRETARY OP THE CHAMBER OF COMMERCE OP THE STATE OF N E W -Y O R K ,)
A ND W IL L IA M B . D A N A , ATTORNEY A T L A W .
VOLUME X L V .
AUGUST,
CONTENTS
A rt.
OF
No.
1861.
II.,
NUMBER II.
YOL.
XLV.
pagb
I. THE RAIL-ROAD SYSTEM OF MASSACHUSETTS.—1. Wealth o f Massachusetts.
2. The first Canal and the first Rail-Road. 3. Early Rail-Road progress in the Com
monwealth. 4. Financial Policy. 5. Rail-Road Extension to Albany. 6. The Re
vulsion o f 1857. 7. Horse Rail-Roads. 8. The Boston and Worcestor Rail-Road. 9.
The Boston and Lowell Rail-Road. 10. The Boston and Providence Rail-Road. 11.
The Eastern Rail-Road. 12. The Boston and Maine Rail-Road. 13. The Fitchburg
Rail-Road. 14. The Fall River Rail-Road. 15. The Boston and New-York Central
Rail-Road. 16. The Western Rail-Road. 17. The Troy and Greenfield Rail-Road.
18. Conclusions. 19. Recent Dividends,.......................................................................... 113
II. IN DU STRIAL AND COMMERCIAL CITIES.—No. l x x x . B a l t i m o r e Imports and
Exports. 2. Flour Inspections. 3. Tobacco Inspections, Exports and Stocks, 1848—
1860. 4. Imports o f Guano, 1849—1860. 5. Iron. 6. Coffee. 7. Coal Trade. 8. Oyster
Trade. 9. Arrivals and Clearances,.................... •.............................................................. 181
III. COTTON, F L A X , WOOL AND SILK .—Their early History in the United States. 1.
The first Legislation in Massachusetts in behalf o f Domestic Industry. 2. Introduc
tion of the Cotton Gin. 8. The first Exports of Cotton from the United States. 4.
India Cotton and Silk Goods 5. The use o f Flax Fifty Years ago. 6. Effects o f the
Embargo and the War with England. 7. Steam Navigation and Rail-Roads. 8. The
Impulse given to Manufactures by the Discovery of Gold in California,...................... 136
IV. STATISTICS OF MANUFACTURES IN THE U. S. AND IN EACH S T A T E ,.... 139
V. RATES OF TOLL ON THE N EW -Y O R K CANALS, 1861.—Established by the Canal
Board on Persons and Property Transported on the New-York State Canals,............. 145
VI. COMPARATIVE PRICES OF LEAD ING ARTICLES IN THE NEW -YORK
M ARKET, on the 1st o f May, in each year, from 1849 to 1861,...................................... 150
224
Contents o f August No., 1861.
V II. IMMIGRATION OP THE POET OP NEW -YORK.—'Die Ports whence Emigrant
Passenger Vessels have arrived, together with the nationality and number o f Vessels,
and number o f Emigrant Passengers and others from each Port,.................................. 152
V III.
TIIE N EW -YORK CLEARING HOUSE.—Exchanges and Balances each Month to
October, 1860. Deposits, Circulation and Loans o f the New-York Banks,.................. 157
IX .
REPORT ON THE HARBOR OP N EW -YORK.—1. Iitport on the Physical Surveys
o f New-York Harbor and the Coast o f Long Island, with descriptions o f Apparatus
for observing Currents, &c. 2. Tides and Currents of New-York Harbor and its Ap
proaches,.................................................................................................................................. 160
X.
THE PRINCIPAL HARBORS AND RIVERS OF TIIE UNITED STATES.—Ta
ble showing the least water in the Channels o f Harbors, Rivers and Anchorages on
the Coasts o f the United States. By an Officer of the United States Coast Survey,.. 1C8
X I. SHIP-BUILDING AND TONNAGE OF NEW -YORK AND TH E U. S.—1. State
ment exhibiting the number of American and Foreign Vessels, with their Tonnage
and Crews, which entered into the several Districts of the State o f New-York from
Foreign Countries, during the fiscal year ending June 30, 1860. 2. Statement show
ing the Number and Class o f Vessels built, and the Tonnage thereof, in the State of
New-York, during the year ending June30,1860. 8. Statement showing the Number
and Class o f Vessels built, and the Tonnage thereof, in the several States and Terri
tories of the United States, from 1815 to June 30,1860, inclusive. 4. Recapitulation
o f the Number and Class o f Vessels built in each State o f the Union during the fiscal
year ending June 30, 1860. 5. Statement exhibiting the amount o f the Tonnage of
the United States at various periods, also the Registered, and Enrolled and Licensed
Tonnage employed in Steam Navigation each year,........................................................ 178
X II. COMMERCIAL TREATIES W ITH FOREIGN NATIONS, Y E A R I860.—1. Treaty
of Amity and Commerce with Japan. 2. Paraguay,........................................................ 184
CHAMBERS
OF
COMMERCE
AND
BOARDS
OF
TRADE.
The New-York Chamber of Commerce,........................................................................................... 200
JOURNAL
OF M I N I N G
AND M A N U F A C T U R E S .
1. Statistics o f Lowell. 2. Michigan Copper Mines. 3. French Wines. 4. Flax Cotton. 5.
New Mineral Discoveries in California. 6. New Silver A lloy,................................................... 205
F O R E I G N C O R R E S P O N D E N C E OF T H E M E R C H A N T S ’ M A G A Z I N E .
Stock o f Cotton in England—W. S. L i n d s a y —European Exchanges—Bank o f England—Bank
o f France—Advance in Railway Shares— Failures—Great Fire—New Iron Steamer Scotia—
Board o f Trade Returns—Social Science Association of August, 1861,...................................... 208
COMMERCIAL
CHRONICLE
AND R E V I E W ,
Meeting o f Congress—Fiscal Year Ended—Foreign Imports at New-York, June, 1861—Same
Years 1857-1861—Heavy Exports of Produce to Europe—Foreign Trade o f New-York, 18511S61—Export o f Grain, 1861—Estimates o f Revenue by the Secretary o f the Treasury—Im
ports of Dry Goods at New-York—Foreign and Domestic Exchanges—Kail-Road Dividends, 214
T n E
BOOK
Notices o f new Publications in the United States,
TRADE.
222
@FedFRASER