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Hiotograjir
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23 WEST MAIN STREET

WEBSTER, N.Y. MSfO

(716) 872.4503

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STATEMENT AND EXHIBIT

or TOR

^nffal0, §rantf0rlj an^ i0hric|

RAILWAY COMPANl,

OF CANADA, FOR 1853.

BUFFALO:

JEWETT, THOMAS & CO., PRINTERS
1853.

y''^ ' '"fv r » w -i ' •' y ' -tm i m^ ' -j mi miMf f ^ '* ' ^^ ^"wy^-w^ ' '

STATEMENT AND EXHIBIT

'Buffalo, §rjintf0ri) ani> iokriclj

RAILWAY COMPANY,

OF CANADA, FOR 1853.

BUFFALO:

JEWETT, THOMAS A CO., PRINTERS.

1853.

Swffitb, Srantffli-l) ^ (iflkici] gaiKuag.

ANNUAL IIEPOIIT.

The Directors, in compliance with tlie resolntion of the last
annual meeting, m de timely application to the Provincial Par-
liament for a charter. Having ascertained the views of the
shareholders to be very generally favorable to an extension of
their road, the application was made to embrace a direct line of
railway across the entire peninsula from the Niagara River to
Goderlch, on Lake Huron. A preliminary survey made under
the direction of their Cliief Engineer, and since verified by accu-
rate and detailed examinations, demonstrated the practicability
of constructing an extension which would be economical in its
first cost and effective by its easy grades and curves. AVith a
climate remarkable for healthfulness and of unsurjiassed capa-
bilities as an agricultural region, the intermediate country com-
bines all the elements for sustaining a ])rosperous agricultural
and manufacturing jjeople. Judging from the effects of railroads
upon similar countries, the Directors felt a lively confidence that
when opened to a market .by railway, it would rapidly become
wealthy and prosperous. Kor coidd they imderrate the advan-
tages of transforming the original undertaking into a through
independent line, establishing a short and safe route to the mineral
regions of the north and south shores of Lake Superior, which
are now rapidly i-ising into importance, and to the north-western
States and Territories of the Union. With no apprehension of
failure, the Directors were further strengthened in their resolution
by the confidence and enterprise manifested by the people. The
united counties of Huron, Perth and Bruce, possessing one and a
quarter million pounds currency ratable propeity, canje readily

fonviinl to embark in tlio undcrtakinj,' by subscribing for ntock to
the extent of £125,000. To tlioir onergotie support unci to the
effective Purliiunentury ability and /.eul of D. Cin-istie, Escj., M.
P. for Wontwortli, tlie efforts of the Directors to secure a lil^eral
charter for the entire line were wholly successful.

The undertakin<; under the management of the Directors for
the past year having grown in magnitude and interest, they think
it now proper to lay before the shareholders the characteristics,
progress and prospects of the road as authorized to be constructed
under the enlarged powers possessed by the company.

The entire length of the road as now established is 15CJ miles,
the eastern division extending from the ISiagara Kiver to the
town of Brantford, being 743 miles; the central division from
Brantford to Paris, 8 miles, and the western division from Paris
to Goderich, 74 miles.

Of the southern division 2G miles is nearly a perfect level;
the grades are remarkably easy over the remainder, and 70 miles
of the whole distance is a straUjJit line.

From the southern terminus of the road, immediately opposite
the city of Buffalo, the line passes through a rich farming country
to Danville, and thence along the fertile valley of the Grand
River through several thriving towns and villages, and a country
uf great fertility, to Brantford.

This portion of the Tne is now in progress of construction and
rapidly approaching completion. The Directors refer to the
Engineer's report of the state and progress of the work.

The central division, comprising a distance of 8 miles, connects
tlie flourishing towns of Brantford and Paris. Both possessing
great natural advantages and already of considerable importance
as commercial and manufacturing centers, will contribute largely
to the business of the road. The location of Brantford, at the
head of river and canal navigation eighty miles in length, con-
necting with lakes Erie and Ontario, enables her already to rank
as the fourth port of export in Upper Canada; the principal sta-
ples, wheat and flour, of a quality and value which compare
favorably with the best Genesee produce, afford a sufticient indi-
cation of the exuberant fertility and cultivation of the surrounding
country. The contract for this division has been let on terms

^vllich ai'o considered liij^hly fuvoniblo to the compiiny; niul tlio
work, including a bridj^o across the Gnmd River at Paris, is
rapidly progressinj^.

The Directors, in order to maintain the character of the road i\n
the shortest route possihlo from the Niagara Kiver to Lake Huron,
felt that they properly discharged their duty to the shareholders
at large, in selecting the point at which the road should intersect
the lino of the Great Western Jiailway, by holding theniselves
superior to local influences, which, however strongly put forth,
ought not, in their judgment, on any occasion to be allowed to
outweigh the general interests of the undertaking.

The surveys and examinations of the western division show a
lino remarkably well adapted for railway enterprise, about half
tho distance being nearly level, with remarkably straight lines
throughout. Tiie contract has been let and orders given to havo
tho work over the whole of this division at once proceeded with.

The connections of this road at both termini will necessarily
secure to it a large and rapidly increasing business. Its eastern
termimis being opposite the city of Butlalo, will connnand a large
portion of the through travel which at present takes the route of
tho western lakes, as also of the travel and freight which reaches
Buffalo by the Erie ("anal, which extends from the Hudson oi*
North River for a distance of 3G3 miles, and forms the great
artery of transport for tho commerce of the west. The total
movement of freight by this canal for the year 1852 exceeded
2,000,000 tons.

The city of Buffalo now contains a popnhitlon of about 70,000,
with real estate assessed at upwards of $30,000,000. It forms
the center of a railway system radiating from it and connecting
through numerous important towns and cities Avith the eastern
sea-board.

The New York Central Railroad to Albany, in connection with
tho Hudson River Railroad to New York, and the AVestern Road
to the city of Boston, forms one of the lines from the East ter-
minating at Buffalo; and on the Western Division of this road,
alone, 4<)9,125 passengers were carried during the year 1852.
Tho Buffalo and New York City, connecting with the New York
and Erie Railroad at Ilornellsviile, completed during the past

your, gives n, ntH-oml distinct line, extoriding tliroiigli the Boutlieni
couiitieH (if the States uf New Vork and Peiinsvlvaiiiu, from J!ul-
falo to New Vt»rk city, and in (h»ing an exoi'lh-nt and rajtidly in-
creasing hnsincss. The BullUlo, Lockpitrt and UocheHter Itailroad
forms another line, extending eastward a distance of about sov-
enty-tivo miU's; and its stock has recently been consolidated into
the New York Central, at an a<lvance of seven ])cr cent, j)reniium.
The following figures, taken from the Share List of the " Amer-
ican Railroad Journal," furnish conclusive data of the value and
amount of business done bv the several roads now formin<r the

NEW YORK CKNTUAL LINK.

NaMK or COMPANV.

IJtk'ii mill .'•(•liiMii'ctiiii)'
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Ste]is have already been taken toward the construction of a
railroad to reach the coal fields of Pennsylvania, in INfcKeau
county, a distance of about SO miles fr >m Buffalo, wliich Mill be
the means of sui>itlying the manufacturing towns on the line with
coal, at a less cost than by any other route, and to wliich the city
of Bufialo has already voted a loan of 8400,000. As railroads,
besides being rapid creators of wealth, largely augment and stim-
wlate travel, it is dillieult i)roperly to estimate the magnitude
which the freiglit and i-assenger tralHc by these important lines
of comnmnication may not speedily attain. All the lines enum-
erated converge at Buffalo, and will of necessity contribute a large
through American passenger and goods tratlic, to pass over this
road to the Western States, via the Great Western Ilailway, from
the junction at Paris; or to the North-western States and Terri-
tories, and the mines on L;ike Superior, from Goderich.

The Western terminus, on Lake Huron, will also speedily, on
the opening of this road, rise into importance. No line of steam-
ers has yet been established between Sault St. Mario and Mack-
inaw, on the route to lakes Superior and i\[icliigan, from any of
the ports on Lake Huron; l)ut so soon as the distance from New
York to Sault St. Marie, by lake navigation from Buffalo, by way
of Detroit, (which is now 1090 miles,) becomes lessened by rail

Hvor this roml, uiid l.y HtoainoM acnm Lake Huron, to 700 miloa,
((^m-cfin^' a saving, in point i.f distance, of nearly 400 njilos, an<l
rodiiciiiir the ti.no conaumod on tlio journey fnmi 57 liourrt to hut
Si\ lioui-8,) tho growin;:: importance of the mineral treasures on tho
slioresof Lako Superior, with the wealth of its exhaustless ilsh-
erics, its rcmaikal.lo geological formations, tho attractions of its
scenery, and the unrivaled salul)rity and curative powers of its
invigorating atmosphere, will, upon its heing made easily acces-
sii>le, (indei)endently of husiness relations,) hocomc as attractive
to tourists, and all in search of relaxation and health, as the now
most noted and frequented places of summer resort.

But, in addition to the travel to Lake Superior, the route by
way of Goderieh will afford the speediest access, during tho sea-
son of navigation, to Sagiiuiw and Green Bay, to tho northern
and middle parts of Wisconsin, to tho Territory of Minesota, and
Iowa, and tho country lying north and north-west of lakes Mich-
igan and Superior, which are fast filling up with a thriving and
enterprising population. A vast increase of the husiness of the
Lake Su])erior country, may also be looked forward to, by the con-
struction of tlio Sault St. Marie canal, which is now in progress.

Li order to secure all tho advantages of this connection, tho
Directors recommend that timely steps bo taken tn piomoto the
establishment of a line of steamers to run froin Port Goderieh to
Mackinaw and Sanlt St. Mario, in connection with this road.

In point of lateral connections, that with tho line of the Great
Western, at Paris, cast and west, will bo the soonest available,
and from present prosix^cts, may be opened 8imultan(;ously with
the completion of this road to that point.

By this route, Detroit becomes united by rail witli her sister
city, Buffalo; which being the intermediate conunercial depot for
the produce of tho west, from tho upper lakes e?i I'ouf,; to tho
Atlantic cities, and already connected with her by close business
relations, a largo portion of the ti-avel will be drawn off from the
Great Western, at the Paris junction, and take this line to Buf-
falo. In like manner, her railway connections with the Eastern
cities will doubtless contribute a considerable business to pass
west by the same route.
Tho road again connects, at Stratfi>rd, with the Provincial

Grau'^ Trunk Line, now about to be constructed, extending east
I j and west, from which all passengers for the United State" must
be attracted by this road, being the only direct route to the Amer-
icuh fror *^^ier v/hich connects with it west of Ogdensburgh.

"With these termini and connections conjoined to the resources,
cultivation, wealth, and population of the intermediate country,
together with the tacilities derived from favorable grades for the
construction of the road at a low first cost, the Directors continue
impressed with the conviction that the undertaking will prove
largely profitable to the shareholders, while it confer'! inapprecia-
ble advantages upon all the municipalities whose inhabitants have,
in a manner alike judicious and spirited, supported the enterprise
fiuni its first projt^ction.

A financial statement to the first of the present month has been
prepared and lies on the table for the inspection of the shareholders.
The government have not yet perfected the arrangements by
which tiie company, under the provisions of the consolidated
Municipal Loan Fund Act as amended, will receive cash for the
municipal debentures ^vhich have been deposited with the Ee-
ceiver General to the amount of £184,500. Intimation has how-
ever been recei\ ud that £45,000 on account will be paid to the
company's credit with the liank of British North America by the
first proximo, and the remainder provided in time to meet the
engagements of the company.

At the request of the Board the President proceeded to England
in the month of September last and made purchase of 9,500 tons
heavy T rail, being a sufiir^ient quantity to lay the track from
Tort Erie t. . Paris and eight miles further. Tlie tiiree first caigoes
reached Quebec about ten days since, part of which has already
been received .ut the Welland Canal Feeder. The last shipment
having already been made from England the whole quantity may
be expected on the line from the 1st to the 15ch August next.

While in London the President negotiated a loan on terns

which are considered highly favonibie for the interests of the

company, tie mortgage-bonds payable in twenty years, issued on

the portion of line from Fort Erie to Paris, having netted to the

,, compf.nyOOi per cent, which enables the directors to pay cash

■\ for tlie iron, freight, and other expenses with the proceeds of the

loan, leaving a considerable surplus in hand for the general pur-
poses of the company.

It is -tvith no ordinary satisfact'on that the Direc^iors are enabled
to state, in view of the approaching completion of the road
between Buffiilo and Brentford, that the undertaking has thus far
progressed under their management without having encountered
a single obstacle or impediment. The operations of th^i company
have, on tlie contrr^y, beou materially aided by the facilities
afforded to it by the several departments of the Government.
Its position has been more fully defined and established by a
liberal charter. The additional funds required have been raised
upon terms highly tavorable, and the loss anticipated on the sale
of municipal debentures, (being from 12 i to 15 per cent.) will be
avoided by their negotiation being undertaken by the Provincial
Government.

In conclufion they do not hesitate to say that, except in the
additional cost of iron consequent upon the extraordinary rise in
price which occurred before the company was in a position to
purchase, this road will be built within the original estimate, and
at a rate which, for low first cost, will be scarcely paralleled in
the history of railway construction, and be in marked contrast
with the cost of other railroads, whether built or in progress, in
Canada or in the United States.

Beantfokd, 13th June, 1853.

JAMES WADSWORTH,

Akcuibald Gilkison, Secretary.

President.

Note. — During the few wrecks that have elapsed since tlie adop-
tion of the annual report, the works between Buffalo and Brar.t-
ford have progressed at a rate which, in the opinion of the under-
signed, fully warrants the expectation that the eastern division
will be opened to the public as fur as Brnntford by the first of Octo-
ber I'jxt. The iron is arriving in satisfactory quantities at Que-
bec, and is being forwarded with dispatch to tlie Welhind Canal
Feeder, from which point, with tlie aid of two locomotives, the
permanent road is being simultaneously laid east and west. They
have also the gratification to add that the debentures accepted by
the company in pas licnt of shares held by the local niuni('i}>ali-
ties alonir the lir.e to the amount of .-6184,500 have been cashed

by the Provincial Government at par under the consolidated

Municipal Loan Fund Act for Upper Canada.

Bkajs'tfokd, July, 1853.

JAMES WADSWORTH,

. ^ President.

AiicniuALD GiLKisoN, Sccrctarj.

STATEMENT OF FINiNCES

OF THE BUFFALO, BRANTFORD and GODERICH RAILWAY COMPANY,

JUNE 1, 1853.

To Cash paid Masoniv, Gradiug, etc., ^ 1-^9 357 54

" " " lii^'lit of Way, !.".'!".'."."."' ^ 2-U84 89

'.. ".. J,'!i''''^lV*°^^°'"'^-; ?"'«•="""*• '^•■"'^eragcA^reucy, etc.,.. 60,956 32

Office Expenses, Salaries, IVintJiig, Advertising, etc,,.. 16 976 17

^^ ;; Engineering and Sun-eying 28,915 46

" .. vZV 361,11111

Plank,

'Amount of Municipal UebeiitureV'negotiaVed "with" "Provincial
bovernnient,

" Balance of Cash on ^unA^'"'^^"!'."^/^JJ//'^/"'""^J'J^y jos'i

1,800 00

738,000 00
820 96

^/ ?nn v?,'l'n ' p^"'!' $91.3,.556 55

Convertible Bonds, r,r,r rrr re

M.i69,122 45

" Sundry Balances Auc^y^lV"!^^'""/"^^^'. "'''^tJo 35

-$1,469,422 45

ENGINEER'S REPORT.

To THE President and Directors of the

Buffalo, Erantforp, and Godericii Eailway:

Gcntlcm.en~-Eo\Y that tlie position of the entire line of your
road is fully established, I shall repeat what has already been
stated in reference to portions of the line, so that you may have
before you at once a correct view of the whole.

In a report submitted to you in March, 1852, 1 stated that the
Brantford and Bufthlo Railway was the eastern division of a chain
that would soon be stretched across the western peninsula of
Canada; tluU the western terminus of this chain would be at
Port Goderich, on Lake Huron; and the eastern terminus at the
depots of the Albany, New York, and Boston lines, in the city

of Buffalo. That this line would connect with other lines of rail-
way, at various points; and that a very important connection
would bo that formed with the Great Western Railway, at or near
Paris. I also stated that the distance from the Niagara river to
the junction with the Great AVestern Railway would not vary
much from eighty miles; that this junction would be near tlic
center of the peninsula, and that the trade and travel that would
converge at that point, together with the local traffic along tlie
line, would furnish sufficient business to make the stock profitable;
and when extended to the lake and connections ibrmed with other
lines, this would be one of the best paying railways in the country.

In a report dated September, 1852. 1 stated that the line from
the eastern terminus to Brantford Avould be well adapted ft)r fast
rnnning, being almost equal to one straight line, and having
remarkably easy grades.

It was also stated in the same report, that the line from Brant-
ford to Paris was very direct, with comparatively eas} gi-ades.
Since the date of the last report, the surveys, maps, profiles, esti-
mates, and plans for the Goderich extension have been made, the
location determined upon, and the line is now distinctly marked
out, and ready for the contractors. From Paris to Goderich there
is but little deviation from an air line. On the entire distance to
the Bayfield road, near Goderich, there are only three curves, all
of which curve so slightly as scarcely to be perceptible to the eye.

In order to reach the waters of Lake Huron on an easy grade,
the line was run so as to strike the high bank of the lake south of
Goderich, thence down the slope to the harbor. The grade lines
on this division, although not so fiivorable as on the eastern, are
comparatively light. For nearly half the distance, they are level,
or nearly so, and the heaviest — which, when they occur, are in
short distances — not exceeding two miles, are forty-five feet per
mile. The character of the work is, on the whole, very light, as
is clearly shown by the favorable rate at which the entire line
has been put under contract.

A sufficient staff of engineers are now stationed on the differ-
ent divisions, and the whole work, in the hands of energetic and
efficient contractors, will be pushed th.rough with great vigor.
The work between Brantford and i^aris is progressuig very

satisfactoiMly, nnd will, I have no doubt, he completed within the
time epecitied in the contract. The buildings upon the depot
ground, at Brantford, are also progressing rapidly.

The work between Brantford and Buffalo was very much re-
tarded during the heavy rains, but the contractors are now
increasing their force, and have made such arrangements as will
insure a speedy completion of the work. A strong force of track-
layers are upon the ground, and unless delay arises in the receipt
of the iron, 1 see no reason to doubt the final comjiletion of this
portion of the line by the first of October next.

The first locomotive will be delivered by the 20th inst., and the
other seven, together with all the rolling stock, will doubtless be
delivered at the times specified in the contract; and the contract
is, that the last will be delivered in September. Gravel trains
will follow the track-layers, as soon as we receive a sufficient
number of locomotives.

Arrangements have been made to erect a sufficient number of
water-stations, etc.

As it frequently happens, when railroads are first opened, that
great inconvenience is experienced by having an insufficient num-
ber of locomotives and cars, I would advise that contracts should
be made soon for all that may be thought necessary to equip the
whole line. In order that you may be able to determine upon
the amount of capital required to complete and furnish the rolling
stock, I iibjoin the following estimate for the Godcrich extension:

Oluaving, Gntlibiiig, and Grading, incliidin<; all the necessary bridges

and culverts, and also the ties, as pnr contract, $550,000

(Jradina: and LVickaire at (Jodoricli, 15,000

Ki^lit of way and Depot Grounds, 25,000

Fci^ciufif, . . .' 35,000

liallustiu J.', Cattle Guards, etc., : C0,000

Superstructure, laid in the usual manner, with the heavy rail, inclnding

all necessary turn-outs, 650,000

Depot liuildiugs fit Goderich, and all necessary intermediate station-

}w\m'n, 55,000

Engineering and Agencies, 50,000

$1,110,000
Ei&'ht Locomotives, fifteen first, class Passensor, four Mail and Tiageasre,
one hunilred Freight, forty I'latfcnm, forty Gravel, and ten Hand
tail's. 2r),000

$1,67.5.000

Yoms most respectfully, WILLIAM AYALLACE.

BrantI'-okd, 13th June, 1853.

TABLE

Shotting the Population, Area, Products and Tnxnhle Real and Personal Propcrti/ of
the CounticB through whic'i the line of the Dufftdo, Erantford and Godcrlck Railway
passe*, as sfiown hy Official Returns for the year 1852.

Countlei.

Populaiioa.

Area —Acres.

Under ("ultl»
vtttluii-Acrcii.

W'heiit.
BiihIii'Is.

OihiT (Iruiiis'

Uuahcll.

TaxnblB I'ropcrlj-,

llrant

25,426

260,004

117,417

625,741

482,361

JC1,481,3;.9 0*'

Bruca, .......

2,837
19,193

634,704
892,769

2,273
51,976

9,796
214,728

4,913
202,407

3ti,799 Oil

Huron,

650,878 00

Perth,

15,515

410,728

58,116

204,523

263,532

5:3,600 00

Waterloo

26,537

328,463

131,806

618,659

514,657

1,425,807 00

Oxford

32,638

457,000

125,232

611,251

767,502

l,00l!,024 00

Ilaldimnud,

18,788

29,1,524

79,279

376,475

29'J,S70

8H4,107 00

M^lianl,

20,141
161,110

228,000

110,163
679,562

423,508

256,927
2,813,259

l,116,4ld 00

Total

3,547,852

j 2,98l,6rtl

7 725, r.O (HI

COMMERCE OF BUFFALO.

The following statements of the Commerce of Buffalo are ex-
tracts from a report compiled from official and other authentic
sources for Hon. Thomas Corvvin, Secretary of the Treasury, and
by him presented to Congress.

Buffalo is situated on Buffalo Creek, which debouches into Lake
Erie, just at the point of its outlet into the Niagara Eiver, and is
therefore the eastern terminus of Lake Erie, and the western ter-
minus of the Erie Canal, which connects the waters of the former
with the Hudson River, and thence with the Atlantic Ocean. It
is the great eastern gateway for the pas \-^ of the commerce of
the Western Lakes. Its commerce is carried on chiefly through
the Lakes and the Erie Canal, assisted by various lines of railway.
Its population was 1,508 in 1810; 2,095 in 1820; 8,003 in

1830; 18,213 in 1840; and 42,261 in 1850, showing an average
dnplication once in eight and a half years, during tlie whole
period of forty years. The uniformity of the period of duplica-
tion is the best evidence of a healthy and pennanent growth.
On the same basis there is now a population of 50,000, and will
be in 1860, at the same rate, about 100,000. The progress of her
commerce has been in much the same ratio as that of her popula-
tion. Previous to 1825, the year when the Erie Canal was opened,
it was confined pretty much to a few vessels trading with the
Indians. In 1825 the whole tonnage of the Lakes above Niagara
Falls, all of which traded with the port of BuftUlo, consisted of
tliree steamers of 772 tons, and 54 sail of 1,677 tons, or an aggregate
2,449 tons measurement. In 1830 it was 13,300 tons; ht 1835,
30,602 ; in 1841, 55,181 ; in 1846, 90,095; and in 1851, 153,426
tons: being an increase of 113 per cent, per annum, from 1825 to
1830; 18 per cent, per annum from 1830 to 1835; 13J per
cent, per annum from 1835 to 1841 ; 12i per cent from 1841 to
1840; and 14 per cent, per annum from 1846 to 1851. Add to
this astonishing increase the enlarged capacity of a measured ton
resulting from greater speed attained from improved models, and
a substitution of steam for sail, together with the time saved by
tlie use of machinery, in receiving and discharging cargoes,
amounting to at least ten-fold greater capacity than in 1825,\nd
an adequate idea is presented of the progress of Lake comm'erce.
In 1835 the Western States commenced exporting produce, and
the figures in the following table show the amount of se'veral
articles received at Buffalo during the years named, and re-
bhipped on the Erie Canal :

AUTI0r,K8.

Ilciur, lilil.s

Wlient. liuslipls

L'uni, , uslids

ri'iivishins, pnnnJs

AsIk'S, 11)8... ..'

Stiue8, Ihg

Wool. Il,s --^!." .'.'.'"."!!

liiater. I.wrd and ciieospi Urn. !

1835.

1840.

1845.

1850.

Ni.Wl

«3.),79i)

717 400

9h4,4itir

98.073

881,192

47,HM')

],3,')4 990
3:i.0(i',»

3,304 617
2,(i0s 9;i7

(),r)02

25,070

08.000

14li.8.'i0

4,»in

7,008

31, 002

17,5:i4

3,5fift, 72

22,410,660

8«,29«,431

l.'i9,479,.'50l

140,911

107 94

2,957.701

H 8;).'->,817

],o;)o, 2

3,422,01(7 1

6,597,007

17,531,981 ]

_1851.

], 100,352

3,6<i8,005

5,7t-U,812

1 17,834

25,ri85

75,927,669

7,857,907

11,102,282

These enumerations now comprise but a very small proportion
of the articles received at Buffalo by Lake shipping. 68,000,000
feet of lumber, 11,000 bbls. seed, 10,000 bbls. lake fish^ 48000
hides, 28,000 pigs lead, 17,000 tons coal, 3,000 bales hemp.

1,140,000 bushels oats, and 66,000 bbls. -whiskey were among t}'e
receipts of 1851, the whole forming an estimated aggregate of

13lACi2 tons, vaUicd at !|31,88!),«.51

And the exports amouutcd to 204,536 tons, valued at 11,201,720

Making the aggregate commerce of the port for 1851, according to the

official returns 7(5,091,671

In 1850 the valuation was 67,027,518

Increase in 1851 $:i,064,153

Imported from Canada, 1851 $507,517

Exported to Canada 613,948

Total commerce with Canada $1,121,405

Do. in 1850 527,270

Increase in 1851 $594,195

The tonnage entered and cleardl during the year 1851, was as
follows:

■ — —

Veui'la.
4.4!I0
4,560

150

8,Ul

0:iO

Tnns.

Orewa.

Entered,

I,,'.50,5«J
l,5:tO,UI5

2,713,700

;i7;t,H:io

07,001
07,191

1;14,7!>2
125,072

0.120

Cleared

AggrPKiite,

Aggrefe'uto, 1850,

Inrrense.

This array of tonnage would suifer little in comparison with
that of any other port in the world. It is composed of 107
steamers and screw-steamers, and 607 sail vessels, which vary in
size, from steamers 310 feet in length and 1600 tons burden to the
smallest class sail and steam vessel. Screw propellers are rapidly
becoming favorites as freighting vessels. It is a significant fixct, that
of 7,000 tons of shipping on the stocks at Buffalo, on the 1st of Jan-
uary, 1852, only 230 tons— a clipper schooner — were sail; showing
that in these waters steam is rapidly achieving the victory over sail.

The Erie canal, from Bufi^tilo to Albany, is 363 miles in length.
The following table will show the total movement of property
upon it, in tons, from 1837 to 1851, inclusive:

YeHrt.

1837 .

1838 .

1839 .
1810 .
1841 .
1842.
1843 .

1814 .

1815 .

1816 .

1847 .

1848 .
18l<) .
185') .
1851 .

Shipped frotu tide water,
('ml.

172,092"7~.

I87,4:U

20O,5tl

101,211

191,446

141,830

10.1,044

'208,099

221,013

239,210

329,701

31,1,8U

3e8,5S0

:B7.813

4o3,7U

Dutfulo.
timt.

lutermediate PoiDls.

tnm.

73,i»»

I0.'>,40l

I.s0,l«j

177,007

218,471

2i.5,I73

279.(KI8

421,205..

451,!I54..

451,£9!» .

471,142..

467,525..

31.5,301..

393,104..

.319,682 I 488,5i;»

309.115

478,918

"10,91.3

0OJ,2.'.0

013,317

... .,574,905

673,774

411.5,6:2

516.274

630,874

0.\3,901

610,017....

Tulul movement.
tnm.

067,151....

741,848....

8li").0«7....

82!»,000....

9l)6,44J....

7i2.;no....

.... 819.216....
.... 91.5.921....
....l,0:tH,790....
....1,201,408....
....1,001,,578...
....1,.599.!105....
...1,022,444....

.722.371 1.6.15.089.

...827,7.>0 i 1,956,205...

The total movement, on all the State canals, in 1851, was
3,582,733 tons; yielding to the Stuto a revenue, in tolls, of
$3,329,727. In 1851, there arrived at tide-water, from the Erie
canal, 1,508,677 tons. There were 40,390 lockages at one lock.
Of the above 1,508,677 tons, 254,983 tons were wheat and flour
shipped from Buffalo r.lone. On these canals were employed
4,047 boats, of 283,290 tons capacity.

The net money value of all the property transprrted on the
lakes was, in 1841, $82,913,011; in 1846, it had grown to $62,-
060,000; in 1848, to $93,000,000; and in 1851, to $161,000,000.
By this it will be seen that nearly one-half of the whole lake
trade passed through Buffalo, in 1851. The contemplated en-
largement of the Erie canal to about three times its present
capacity, and the completion of the numerous lines of projected
railway, can not fail to make Buffalo one of the most important
cities west of New York.
The commerce of Buffalo for the year 1852, is thus valued:

Property imported by lake, $34,052,798

Property exported by lake, SsioT-^JOD

Total, f 26,228,507

The estimated value of property imported and exported by the
various eastern and western railways, added to this, would raise
the aggregate to upward of $100,000,000, being an increase in
value, over the previous year, of fully twenty-five per cent.

Six steamers, nine screw propellers, and eight schooners, were
constructed during the same year at the Buffalo shipyards, form-
ing an aggregate of 8,610 tons of new shipping.