GREAT SOUTHERN RAILWAY. 
 
GR EAT 
 
 SOUTHERN RAILWAY, 
 
 A TRUNK LINE, 
 
 BETWEEN THE NORTH AND THE TROPICS. 
 
 TO WITHIN 
 
 NINETY MILES OF HAVANA, 
 
 CONNECTING AT THE 
 
 Nearest Possible Point 
 
 WITH THE WEST INDIES, CENTRAL AMERICA, 
 AND SOUTH AMERICA. 
 

ERRATA. 
 
 Page 18, line 12, for " as" read "aie." 
 20, last line, for " 11 " read " 10.' 
 23, line 27, for "exceding" read "exceeding." 
 33 line 7, for " Fronandiua" read " Fernandina." 
 
 34, Una 2, for " piral " read " sisal." 
 
 35, line 31, for " demonstrate " read "demonstrates," 
 3G, line 3, for "insure " read " insures." 
 
 36, line 11, after " which " read " mark." 
 
 42, line 25, for 'hose" read " thence." 
 
 43, line 14, " all " should commence a new sentence. 
 
 44, line 14, strike out " the." 
 
 45, line 22, for "our ' road "one." 
 4G, line 9, insert 'for" before " practically." 
 
 46, line 10, strike out " for." 
 46, line 15, for " 5,000 000 " read " 4,000,000." 
 49, line 5, for " Osgeechee " read " Ogeechee." 
 49, hue '20, for " and " read " Jacksonville." 
 52, line 24, for " quality" read "quality." 
 54, line 29, for "for " read " of." 
 56, line 18, strikeout "of.jf 
 56, line 22, before " that" insert •' is." 
 61, line 29, for "it "read "its." 
 65, hue 23, for " Freck." read " Fredk." 
 69, 'ine 16, for " tranported" read "transported." 
 
 72, line 22, for " Rautan" read " Kuatan." 
 
 73, line 4, for " applies " read " apples." 
 73, line 30, tor " in " read "on." 
 75, line 14, for "$509,138 60" read "$5,09,109.60." 
 
 78, line 15, for "Terra" read " Terre." 
 
 79, lino 10, for " Mora " read " Moro." 
 
 80, line 11, for " $226,119,528" read "$225,980,689." 
 
 111, line 23, for " mango-guava " read ' mango, guava." 
 
 112, line 30, for " LSlanKUilla" read " Blanquilla." 
 114, line 17, for " main " read " mail." 
 
 117, line 2, for "mauyfold " read " many fold." 
 
 119, line 5, after " commerce" insert will." 
 
 120, line 16, for "$72,617,611" read "$72,637,641." 
 120, hue 16, for " $L 010 518" read " $1,040,647." 
 120, hue 18, for " $121,645,011 " read " $124,665,041." 
 121, 1 ne *8, tor " port" read " fact." 
 126 hue 17, for "withing" read " withm." 
 126, line 19, for "for " read " far " 
 132, line 16, read instead, " $107,395,192," " 388,658,507," " 497,143,729.' 
 
 132, line 22, strike out " and." 
 
 133, line 30, for " VenzueU" read "Venezuela." 
 135, hue 18, read inate».d, "577 329,126," " 702,519,526." 
 137 line 14, strike out "the." 
 138', line 26, for '775 " read " 675." 
 
 138, line 29, for "411 "read "446." 
 
 139, hue 1, after " New " read "' York." 
 144, line 28, for " close " read " closer." 
 
 118, line 12, after " shall " insert " have " 
 154, line 27, for " $3,600,000 *■" read " $3,600,000,000." 
 163, line 29. after " for" insert " the " 
 171, hue 7, for " Grand Total " read " Total Exports." 
 186, line 11, for " even " read " ever." 
 191, line 1, for «•" 35 " read " 135." 
 
INCORPORATION OF THE GREAT SOUTHERN 
 RAILWAY COMPANY. 
 
 The Great SoutJiern Railway Company of Georgia. — The 
 Great Southern Railway Company was incorporated by an 
 Act of the Legislature of the State of Georgia, approvod Oc- 
 tober 17th, 1870, with general and special powers to con- 
 struct and operate a railroad from Millen to the St. Mary's 
 River, there to connect with the road constructed in Florida. 
 In connection with existing roads, the line thus forms a direct 
 through line between all the Southern, Western and Northern 
 States and the West Indies, Central America, and South 
 America. 
 
 The Great Southern Railway Company of Florida. — The 
 Great Southern Railway Company was incorporated by an 
 Act of the Legislature of the State of Florida, approved 
 February 19th, 1870, with all the general powers usually con- 
 ferred upon railroad corporations, and with special powers 
 to construct and operate a railroad from the St. Mary's 
 River, on the northern boundary of Florida, to the most 
 southerly available, harbor of the State, and to own and op- 
 erate, in connection with the road, and as an integral part of 
 the Company's line, steamships and other sea-going vessels 
 to Cuba and the other West India Islands and South 
 America. 
 
 Length of Road. — The Length of the road in Georgia is 170 
 miles; the length of the road in Florida is 550 miles, making 
 a total length of road of 720 miles of main line, with a 
 branch of 120 miles to Tampa on the west side of the penin- 
 sula of Florida.. 
 
Objects and Advantages of the Road. — The Great South- 
 ern Railway is designed to connect the entire railway system 
 of the United States with Cuba, the other West Indies, 
 Southern' Mexico, Central America and South America by 
 the most direct and close railway and steamship connections 
 that can possibly be opened. 
 
 The line begins at Milieu, on the Georgia Central road, 
 where an air line railroad running due south from New York 
 city strikes the Georgia Central, and runs thence due south to 
 Key West, the southernmost point in the United States. 
 
 Key West is within ninety miles of Havana. Thus the 
 water communication with Cuba is reduced 1o a ferry across 
 the Strait of Florida ; and that to Hayti, San Domingo, and 
 Jamaica and the other West India Islands, Southern Mexico, 
 Central America and South America is 1,155 miles less than 
 the now usual routes from New York. 
 
FLORIDA CHARTER. 
 
 . AN ACT 
 
 TO INCORPORATE THE GREAT SOUTHERN RAILWAY COMPANY, AND 
 TO PERFECT ONE OF THE PUBLIC WORKS OF THE STATE. 
 
 Whereas, It is the true intent and meaning of an act of 
 the Legislature of Florida, entitled an Act to Provide for and 
 Encourage a Liberal System of Internal Improvements in 
 this State, approved January 6, 1855, and of an act entitled 
 An Act to Perfect the Public Works of the State, approved 
 June 24, 1869, and all amendments to the said acts, that new 
 routes of rail and water communication in addition to those 
 designated in said acts, shall be opened and established ; 
 And Whereas, The public policy of this State favors the 
 most liberal legislation in aid of such individuals or corpora- 
 tions as shall have for their object the development of the 
 resources of the State, the establishment of external and 
 internal commerce, the promotion of domestic trade and 
 industry, and the general improvement of the country ; 
 therefore, 
 
 The people of the State of Florida, represented in Senate 
 and Assembly, do enact as follows : Section 1. That Harrison 
 Reed, George B. Carse, William H. Gleason, Thomas W. 
 Osborn, Marcellus L. Stearns, Horatio Jenkins, Jr., Charles 
 M. Hamilton, Edward H. Reed, William J. Purman, Charles 
 H. Pearce, and Josiah T. Walls, of the State of Florida, and 
 A. C. Osborn of the State of New York, and such other 
 persons as may become associated with them by becoming 
 stockholders in said company, their successors and assigns, 
 are hereby created and shall forever be a body politic and 
 corporate, by the name and style of the Great Southern 
 
8 
 
 Railway Company, and by such name shall be capable in 
 law to purchase, receive, hold, and convey and quietly enjoy 
 lands and tenements, goods and chattels, property of every 
 kind and effects, whatsoever the same may be, and the same 
 to grant, sell, and mortgage, and convey and dispose of, to 
 sue and be sued, to plead and be impleaded, to contract and 
 be contracted with, to make a common seal, and at pleasure 
 to alter or break the same, to ordain, establish, and put in 
 execution such by-laws and regulations as may be deemed 
 necessary and expedient for the government of and for con- 
 ducting the business of said corporation, not being in con- 
 flict with the laws of the United States and of the State of 
 Florida. 
 
 Sec. 2. That this company shall have the right to construct 
 equip, and operate a line of railroad which shall commence at 
 some point at or near King's Ferry on the St. Mary's River, 
 in the State of Florida, which point shall be determined and 
 located by the board of directors of said company, thence to 
 the city of Jacksonville or by way of Jacksonville, thence in a 
 southerly direction, via Palatka, bv the most practical route, 
 to the most southern available harbor on the coast or keys of 
 Florida, to be determined by the board of directors ; and said 
 company may build and operate such branch road or roads as 
 may be necessary to establish connection with the more re- 
 mote parts of the State of Florida, and to perfect an important 
 part of the system of internal improvements in this State. 
 
 Sec. 3. That the said company may own and sail steam- 
 ships and other sea going vessels in connection with said rail- 
 road to any port or ports of the West India Islands and South 
 America, or of the United States, and such line of steamships 
 or other vessels shall be considered to be an integral part of 
 said railroad, and in connection with said road shall constitute 
 
outinuous through line for the transportation of freight 
 and passengers between the St. Mary's river and the West 
 India Islands and South America, to be known as the Great 
 Southern Railway Company, and said company shall have the 
 right to construct and operate lines of telegraph on the route 
 of said railroad and its branches, connecting with any shore or 
 cable lines of telegraph said company may establish. 
 
 Sec. 4. That the capital stock of said company be ten 
 millions (10,000,000) of dollars, divided into shares of one 
 hundred dollars each. Books of subscription shall be opened 
 within sixty days after the passage of this act, under the 
 charge and supervision of Henry D. Cook, of the City of 
 Washington, and George N. Hubbard and Samuel L. Merrill, 
 of the State of New York, who are hereby appointed com- 
 missioners for that purpose, and the said commissioners, or a 
 majority of them who shall act, are hereby authorized and 
 empowered to receive subscriptions to the stock to said com- 
 pany, but said commissioners shall not on their own account 
 subscribe to the capital stock: Provided, That said books of 
 subscription may be opened and subscriptions made either in 
 the State of Florida, or in the city of New York, or both. The 
 books of subscription shall be kept open until the whole cap- 
 ital stock is subscribed. 
 
 Sec. 5. That when all the capital stock is subscribed, no- 
 tice shall be given in some newspaper published in Florida 
 and in the city of New York, that a meeting of the stockhold- 
 ers will be held at the time and place designated in said no- 
 tice, for the purpose of electing directors, who shall be chosen 
 from the stockholders of said company. Stockholders shall 
 be entitled to one vote for each share of the stock held by 
 them, and stockholders may vote by proxy. A majority of 
 votes shall be necessary to constitute a choice of directors. 
 
10 
 
 The directors so elected shall continue in office one year, or 
 until new directors are duly elected. The directors so elect- 
 ed shall from their own body choose a president, and in like 
 manner in each and every year the directors and president 
 shall be chosen. Vacancies which may occur in their body 
 between the periods of the annual elections may be filled by 
 said directors ; Provided, That if, from any cause, there 
 should be no election, the corporation shall not be dissolved, 
 but the directors and other officers then in office shall con- 
 tinue in office with all the powers herein mentioned until the 
 election of new directors shall take place. 
 
 Sec. 6. That said directors or. a majority of them may 
 make such rules and regulations and such by-laws for the pay- 
 ment of stock, and for all other purposes, as they may deem 
 expedient and proper. Said company, may, by their directors, 
 elect and employ all other officers, such as secretary, treas- 
 urer, agents, engineers, and superintendent, and discharge 
 them at pleasure. 
 
 Sec. 7. That in the construction and operation of said 
 road the said company shall have the right to build all 
 bridges necessary to enable the railroad or any of its branch- 
 es to cross any rivers or streams ; but in crossing navigable 
 rivers or streams, suitable draws shall be constructed to ad- 
 mit and provide for the passage of all steamboats and other 
 water-craft usually navigating such rivers or streams, and 
 said draws shall at all times be kept in good order, and shall 
 be opened whenever necessary to the commerce of said 
 rivers or streams. 
 
 Sec. 8. The said company shall have the right and privil- 
 ege to construct said railroad with a branch road or roads 
 for the transportation of passengers, goods, wares, and mer- 
 chandise, and all other articles whatsoever, through any of 
 
11 
 
 the lands of the State of Florida ; and the right of way is 
 hereby given for the same two hundred feet in width, with 
 the right to take stone, timber, earth, and material, from any 
 belonging to the State, in the construction, operation 
 and repair of said railroad and its branches. 
 
 Sec. 9. That the president and directors of said company 
 are hereby authorized to contract for and receive conveyan- 
 ces of land, timber, and other materials which may be re- 
 quired by the directors in the construction, operation, and 
 repair of said road, and when the owner and the company 
 cannot agree upon the price, or when the owner is an infant, 
 non-resident, or non compos mentis, then it shall be lawful for 
 the president of said company to apply to the sheriff of the 
 county in which said lands are located, who shall summon a 
 jury of three disinterested free-hoiders, a majority of whom 
 shall be authorized to assess the damages and return their 
 award or judgment to the term of the circuit court of the 
 county in which the said lands or other property may be lo- 
 cated, which shall be entered by the clerk as the judgment 
 of the court, and execution may issue thereon for the amount 
 of said judgment and costs. Before proceeding to the dis- 
 charge of the duties herein required, the jurors summoned 
 shall take an oath of affirmation, to be administered 
 by the sherriff, that they will well and truly iuquire into and 
 t-.i the best of their judgment assess the damages to the 
 < timer or owners of said land or materials by means of the 
 i ruction. 
 
 Sec. 10. The property so assessed and paid for by said 
 railroad company in conformity with the provisions of this 
 act. and all donations from any source for the same, shall 
 forever afterward belong to and become the property of said 
 railroad company, its successors aud assigns, in fee simple 
 
12 
 
 in proportion to the number of shares held by the stock- 
 holders respectively. Subscription to the capital stock of 
 said railroad company may be made in land, labor, and 
 material, upon such terms as may be agreed upon by the 
 directors and the owner or owners thereof. 
 
 Sec. 11. That the directors of said company shall have the 
 right to demand and receive such prices and sums for fare 
 and the transportation of freight, produce, and merchandise 
 as may be authorized and fixed by the by-laws of said 
 company. 
 
 Sec. 12. That in order to promote the speedy success of 
 the public work contemplated ' by this act, there is hereby 
 granted to the said company, with consent of the Trustees 
 of the Internal Improvement Fund, the same number of 
 acres of land per mile of the lands known as swamp and 
 overflowed lands, granted to the State by act of Congress of 
 September 28, 1850, as may hereafter be granted to said com- 
 pany by the United States, in aid of the construction of the 
 proposed line of railroad and branches, and the said lands 
 are hereby granted, subject to the provisions of the act of 
 Congress of September 28, 1850, granting the same to the 
 State ; and said lands shall be selected by the said company 
 from those located nearest to the line of said railroad. 
 
 Sec, 13. That said company may issue coupon bonds of 
 such denomination and value, and bearing such rates of 
 interest, and payable at such time and places as the board of 
 directors may determine, and may issue such other evidences 
 of indebtedness as the said board of directors may determine, 
 and said bonds and other evidences of indebtedness shall be 
 as a lien or mortgage, first on the road beds, iron, equipment, 
 work-shops, depots, and franchises, both corporate and of 
 
13 
 
 use, of tho said company, aud second on the lands of the 
 said company. 
 
 Sec. 14. Thai Sections 20,21, 30,33, 34, 35, 30, 38 and 39,* 
 of An Act entitled an act to provide for the Creation of Cor- 
 porations and to Prescribe their general Powers and Liabili- 
 ties, approved August 8, 18G8, are hereby made specially 
 applicable to the said company, for all the purposes of its 
 corporation, and shall be deemed and held a part of this act, 
 and all acts and parts of acts heretofore passed, in any way 
 interfering or inconsistent with this act, in case any rights 
 and powers created thereunder have not vested by law, are 
 hereby repealed. 
 
 Sec. 15. That the company shall have succession for ninety- 
 nine years ; that no stockholder's property shall be liable for 
 any greater sum than the unpaid amount of stock for which 
 he has subscribed ; that this act shall be deemed and held a 
 public act, and the courts of this State shall take judicial 
 notice thereof without special pleading. 
 
 Approved February 19, 1870. 
 
 * Sec. 20. The stock of every corporation shall be deemed 
 personal estate, and shall be transferable in the manner pre- 
 scribed in the by-laws or regulations of the company, but no 
 shares shall be transferred until all previous assessments 
 thereon shall have been fully paid in. 
 
 SBC. 21. All bodies, corporate, as contemplated by this 
 statute, by any suit at law, in any court having competent 
 jurisdiction, may sue for, recover, and receive from their re- 
 spective members, all arrears or other debts, dues, or other 
 demands which now, or hereafter, may be owing to them, in 
 like manner, mode and form as they might sue for and re- 
 cover the same from any other person. 
 
14 
 
 Sec. 30. It shall be lawful for any corporation to convey 
 lands by deed sealed with the common seal of said corpo- 
 ration, and signed by the f resident or presiding member, or 
 trustee of said corporation, and such deed when so executed 
 shall be recorded by the recorder in the county clerk's office 
 of the county where the land lies in like manner with other 
 deeds, and no further proof shall be deemed necessary to 
 commit the same to record. 
 
 Sec. 33. The treasurer or cashier of every corporation 
 shall keep an accurate list of its stockholders, with the num- 
 ber of shares owned by each, which shall at all times upon 
 written application by any stockholder be open to his inspec- 
 tion, and if such officer refuse to exhibit such list, he shall 
 forfeit fifty dollars for each offense, to be deducted from his 
 pay or salary. 
 
 Sec. 34. When a majority in number or interest of the 
 members of a corporation desire to close their concerns, they 
 may apply by petition to the circuit court, setting forth 
 the grounds of their appplication, and* the court on due no- 
 tice by publication for a reasonable period by them given to 
 all parties interested, may hear the matter, and for reasonable 
 and just cause decree a dissolution of the corporation, and 
 the corporation so dissolved shall be deemed and held extinct 
 in all respects as if their charter had expired by its own lim- 
 itation, and the settlement of the affairs of such corporation 
 so dissolved shall be managed as prescribed in cases of vol- 
 untary dissolution. 
 
 Sec. 35. All corporations shall continue bodies corporate 
 for the term of three years after the time of dissolution from 
 any cause, for the purpose of prosecuting or defending suite 
 by or against them, and enabling them to gradually settle 
 
15 
 
 their concerns, to dispose of and convoy their property and 
 to divide their capital stock, but for no other purpose. 
 
 Sec. 30. No body of persons acting as a corporation under 
 this act, shall be permitted to set up the want of a legal or- 
 ganization as a defense to an action against them as a cor- 
 poration, nor shall aDy person sued on a contract made with 
 such corporation, or sued for an injury to its property, or a 
 wrong done to its interests, be permitted to set up a want of 
 such legal organization in his defense. 
 
 Sec. 38. Any corporation organized and put into successful 
 operation under this act, shall have exclusive privileges for 
 the purposes of its creation for the term of twenty years from 
 the date the corporation commences to carry out in good 
 faith the terms of its articles of incorporation ; Provided, hoic- 
 ever, That this investment shall not so operate as to divest 
 any future Legislature of those powers of government which 
 are inherent and essential attributes of sovereignty, to wit, 
 the power to create revenue for public purposes, to provide 
 for the common defense, to provide safe and convenient ways 
 for the public necessity and convenience, and to take private 
 property for public use, and the like. 
 
 Sec. 39. The records of any company incorporated under 
 the provisions of this statute, or copies thereof duly authen- 
 ticated by the signature of the president and secretary of 
 such company under the corporate seal shall be competent 
 evidence in any coirt. 
 
16 
 
 GEORGIA CHARTER, 
 
 AN ACT 
 
 TO INCORPORATE THE GREAT SOUTHERN RAILWAY COMPANY. 
 
 Whereas, A company has been incorporated by an Act of 
 the State of Florida for the purpose of constructing and 
 operating a railroad through the entire extent of the penin- 
 sula of Florida, from the St. Mary's River on the north, to 
 Key Biscay ne Bay on the south ; and also for the purpose of 
 operating a line of steamers across the strait of Florida, 
 between the southernmost accessible point of the peninsula 
 of Florida to Cuba and the other West India Islands. And, 
 whereas, The opening of a direct connection between such 
 through line to Cuba and the railroads of Georgia, will be of 
 incalculable benefit to this State, by opening across a large 
 and valuable portion of its territory that has hitherto been 
 unprovided with railroad advantages, a grand trunk line 
 between the West India Islands and the entire North and 
 Northwest; therefore, 
 
 Section 1. Be it enacted by the Senate and House of Rep- 
 resentatives of the State of . Georgia, in General Assembly 
 met, and it is liereby enacted by the authority of the same t 
 That A. C. Osborn and A. C. Burke of the State of New 
 York ; M. L. Stearns and Horatio Jenkins, Jr., of the State 
 of Florida ; M. H. Alberger of the City of Washington, D.C., 
 and W. P. Rhodes, W. H. StaUings, W- C. Crittenden, L. A. 
 Bond and Samuel Levy of the State of Georgia, and such 
 other persons as may become associated with them by becom- 
 ing stockholders in said company, their successors and as- 
 
17 
 
 signs, :tK' hereby created; and shall forever be a body corpor- 
 ate and politic by the name and stylo of the Great Southern 
 Railway Company, and by such name shall be capable in law 
 to purchase, receive, hold and convey, and quietly enjoy 
 lands and tenements, goods and chattels, property of every 
 kind and effects whatsoever, necessary to the building, equip- 
 ping and running said road, and the same to grant, sell and 
 mortgage, and convey, and dispose of, to sue and be sued, to 
 plead and be impleaded, <o contract and be contracted with, 
 to make a common seal, and at pleasure to alter or break the 
 same, to ordain, establish and put in circulation such by-laws 
 and regulations as may be deemed necessary and expedient 
 for the government of, anpl for conducting the business of 
 said corporation, not being in conflict with the laws of I 
 United States and the State of Georgia. 
 
 Sec. 2. That said company shall have the right, and is 
 hereby authorized and empowered to construct, equip and 
 operate a railroad and telegraph line from Millen, in Burke 
 county, in as nearly a straight line as the topography of the 
 country will allow — said line to be determined by a competent 
 Engineer to be appointed by said company — to the St. Mary's 
 River, there to connect wit^ the road of the Great Southern 
 Railway Company of Florida ; and said company is hereby 
 authorized and empowered to cross railroads and other roads, 
 and to connect with railroads which it may cross, by switch or 
 otherwise, as the interests of the trade may demand. 
 
 Sec. 3. That the capital stock of said company shall be 
 three millions of dollars, ($3,000,000) divided into shares of 
 ono hundred dollars each ; but said company may, by a v. 
 of two-thirds of its board of directors, increase its capital to 
 four millions ($4,000,000) of dollars. Every person holding 
 the stock of said company shall be liable for all assessments 
 
18 
 
 or installments that may fail due ; and if any assessment or 
 instalment is not paid when due, the stock upon such assess- 
 ment or installment shall be liable to forfeiture to the company, 
 and shall be so forfeited if so declared by a vote of the board 
 of directors, sixty days previous notice having been given, in 
 writing, to the holder of such stock. Books of subscription 
 shall be opened within sixty days after the passage of this 
 Act, under the charge and supervision of J. W. Clift, of the 
 State of Georgia, T. W. Osborn, of the State of Florida, and 
 Julius E. Ludden, of the State of New York, who are hereby 
 appointed commissioners for that purpose ; and the said com- 
 missioners, or a majority of them, who shall act as hereby 
 authorized and empowered to open books and receive subscrip- 
 tions to the capital stock of said company : Provided, That- 
 said books of subscription may be opened and subscriptions 
 made either in the State of Georgia, or the city of New York, 
 or in both. Subscriptions may be made to the capital stock 
 of said company in lands, labor or materials, upon such terms 
 as may be agreed upon by the board of directors and the 
 owners. 
 
 Sec. 4. That when two-thirds of the capital stock is sub- 
 scribed, notice shall be given in some newspaper published 
 in Georgia, and in the city of New York, that a meeting of 
 the stockholders will be held at the time and place designated 
 in said notice, which place may be either in Georgia or New 
 York, for the purpose of electing directors, who shall be 
 ehosen from the stockholders of said company. Stockhold- 
 ers shall be entitled to one vote for each share of the stock 
 held by them, and stockholders may vote by proxy. A ma- 
 jority of votes cast shall be necessary to constitute a choice 
 of directors. The directors so elected shall continue in of- 
 fice one year or until new directors are duly elected. The 
 
19 
 
 •directors so elected shall, from their own body, choose a Presi- 
 dent, and in like manner in each and every year the direc- 
 tors and President shall be chosen. Vacancies which may 
 occur in their bodies between the periods of the annual elec- 
 tions may be filled by the directors : Provided, That if from 
 any cause there shall be no election, the corporation shall not 
 be dissolved, but the directors and other officers then in office 
 shall continue in office with all the powers herein mentioned, 
 until the election of new directors shall take place. 
 
 Sec. 5. That said directors, or a majority of them, may 
 make such rules and regulations and such by-laws for the 
 payment of stock and for all other purposes as they may 
 deem expedient and proper. Said company, by their elec- 
 tors, may elect and employ all other officers, such as secretary, 
 treasurer, agents, engineer and superintendents, and dis- 
 charge them at pleasure. 
 
 Sec. G. That in the construction and operation of said road 
 the said company shall have the right to build all bridges 
 necessary to enable tho railroad to cross any rivers or 
 streams ; but in crossing navigable rivers or streams suitable 
 draws shall be constructed to admit and provide for the pass- 
 age of all steamboats and other water-crafts usually navigat- 
 ing such rivers or streams, and said draws shall at all times 
 be kept in good order, and shall be open whenever necessary 
 for the commerce of such rivers and streams. 
 
 Sec. 7. That said company shall have power to cross rail- 
 roads, and other roads, and to select and take, buy, hold, or 
 receive as a donation, such piece or pieces of land as it may 
 deem necessary for the construction of said road, or the lo- 
 cation of its depots or works. And in all cases where- the 
 question of tho right-of-way arises, or when the said company 
 shall take possesion of any land, timber, earth, stones, or 
 
20 
 
 other material for the construction or keeping in repair of 
 the same, or any part thereof, and the parties cannot agree' 
 as to the value of the damages, the owners thereof shall se- 
 lect a man, and the company shall select a man, who shall be 
 disinterested persons, and, if the two cannot agree, they 
 shall select a third, and the three shall assess the damages 
 to be paid by the said company. The men thus selected to 
 assess the damages shall be sworn to take into consideration 
 an account of the prospective value of the road to the land 
 through or near t which it may run. And upon payment by 
 said company of the damages assessed as aforesaid, the fee 
 simple title to such lands, timber, earth, stones, or other ma- 
 terial taken, shall vest in ihe said company: Provided, That, 
 the right-of-way shall in no case embrace more than one 
 hundred feet in width on each side of the track of said rail- 
 road, and that the construction of said road shall in no case 
 be hindered, impeded or delayed by reason of any question 
 of damages or unsettled claims. 
 
 Sec. 8. That the directors of said company shall have the 
 right to demand and receive such prices and sums for fare 
 and transportation of freight, produce and merchandise as 
 may be authorized and fixed by said company, not to exceed 
 five cents per mile for travel, and one cent per mile for 
 freight. 
 
 Sec. 9. That said company are hereby authorized, if it be 
 found necessary for the construction, equipment, or keeping 
 in repair of said road, to issue bonds of such denomination 
 and value, and bearing such rates of interest, and payable at 
 such times and places as the Board of Directors may 
 determine, and such other evidences of indebtedness as the 
 said board may determine. 
 
 Sec. 11. That said company shall begin the construction 
 
21 
 
 of said road within two years after the passage of this Act, 
 and complete the same within ten'years. 
 
 Sec. 11. That said company is hereby authorized and em- 
 powered to unite and consolidate its stock, and road, and fran- 
 chises, and connect with the Great Southern Railway Com- 
 pany, incorporated under the laws of the State of Florida, 
 to such an extent, and on such terms, as it may deem expedi- 
 ent; and, in case of such consolidation, such consolidated 
 company shall be invested with all the rights and privileges 
 conferred by this Act, and shall be subject to all limitations 
 and restrictions herein imposed. 
 
 Sec. 12. That no stockholder's property shall be liable for 
 any greater sum than the unpaid amount of stock for which 
 he has subscribed ; that this Act shall be deemed and held a 
 public Act, and the courts of the State shall take judicial 
 notice thereof without special pleading. 
 
 Sec. 13. That when as much as ten miles of said road is 
 finished and in complete running order, and the Governor is 
 satisfied of that fact, it shall be his duty to place the endorse- 
 ment of the State on the bonds of said company, for the 
 amount of twelve thousand dollars for every mile then com- 
 pleted, and a like amount for every mile afterwards completed ; 
 and the faith of the State shall be bound for the payment of 
 the bonds so endorsed, and shall constitute a lien on said 
 railroad and all its property, real and personal of superior 
 dignit}' to any other lion or encumbrance, without regard 
 to date ; aud all the property of the company shall be 
 vested in the State by such endorsement, so far as to 
 authorize the Government to seize and sell the same for 
 the payment of the bonds thus endorsed by the State, 
 or the interest accruing thereon, whenever the road 
 shall fail to pay the same ; and the Governor may, in his dis- 
 
22 
 
 cretion, rnn said road and pay the net profits towards th& 
 liquidation of any such debt ; and if it should become neces- 
 sary for the Governor to sell any of the property of said 
 company for the purposes aforesaid, he shall sell the same in 
 such manner, and on such terms, as he may deem best for all 
 concerned. Said company shall not sell or in any manner 
 dispose of the bonds so endorsed for less than ninety cents- 
 on the dollar. 
 
 Sec. 14. That all laws and parts of laws, heretofore en- 
 acted, that effect or are inconsistent with the provisions of 
 this Act, are hereby declared inoperative and void, so far as 
 they effect or are inconsistent with the provisions of this Act. 
 
 Approved October 17, 1870. ' 
 
 A BILL 
 
 TO AUTHORIZE THE GREAT SOUTHERN RAILWAY COMPANY TG» 
 CONSOLIDATE WITH THE GREAT SOUTHERN RAILWAY COMPANY 
 OF GEORGIA. 
 
 Section 1 The People of the State of Florida represented 
 in Senate and Assembly, do enact as follows : That the Great 
 Southern Railway Company is hereby authorized to unite 
 and consolidate its stock, road and franchises, and connect 
 with the Great Southern Railway, incorporated under the 
 laws of the State of Georgia, to uch an extent and on such 
 terms as it may deem expedient ; and in case of such consol- 
 idation, such consolidated company shall be invested with 
 all the rights and privileges conferred by this Act, and the 
 Courts of the State shall take judicial notice thereof. 
 
 Approved January 24, 1874. 
 
 EIGHT OF WAY. 
 
 The following act of Congress gives the company the right 
 
23 
 
 of way through tho public lands of Florida. Tho act has 
 been complied with. As there are no United States lands in 
 Georgia the act does not apply to that State. 
 
 AN ACT 
 
 GRANTING THE RIGHT OF WAY THROUGH THE PUBLIC LiND 
 FOR THE CONSTRUCTION OF A RAILROAD AND TELEGRAPH IN 
 FLORIDA. 
 
 Be it enacted by the Senate and House of Representatives of the 
 United States of America in Congress assembled : 
 Sec. 1. That the right of way through the public lands be, 
 and the same is hereby granted to the Great Southern Rail- 
 road Company, a corporation created under the laws of the 
 state of Florida, its successors and assigns, for the construc- 
 tion of a railroad and telegraph from the Saint Mary's River, 
 in the State of Florida, to Key West, in said State, together 
 with a branch from the most eligible point on said road to 
 Tampa Bay and Caloosa Entrance in said State, and the 
 right, power and authority are hereby given to said corpora- 
 tion to take from the public lands adjacent to said road mate- 
 rials for the construction thereof. Said right of way is 
 granted to said railroad to the extent of one hundred feet in 
 width on each side of the central line of said road where it 
 may pass through the public domain, including grounds for 
 stations, buildings, work shops, depots, machine shops, 
 switches, side tracks, tin n tables and water stations, to an 
 amount not exceding twenty acres for each ten miles, in 
 length of said railroad : Provided, That one year from the 
 passage of this act the said company shall file with the Secre- 
 tary of the Interior, its acceptance of the terms of this act, 
 and a map of the route exhibiting the line of the road and 
 
24 
 
 its branches as the same has been located, and shall complete 
 said road within ten years of the passage of the act. 
 
 It shall be the duty of said company to permit any other 
 railroad which has been or shall be authorized by the United 
 States, or of the said State of Florida, to form running con- 
 nections with its road, on fair and equitable terms. In case 
 of disagreement, such terms shall be fixed by the Secretary 
 of the Interior. 
 
 Sec. 2. That said road shall be a post route and military 
 road, and Congress at any time, having due regard to the 
 rights of said company, may fix rates of tariff for the trans- 
 portation of troops, munitions of war and mails' and may 
 add to, alter, or amend this act. 
 
 Sec. 3. That Congress reserves to itself the right to alter, 
 amend, or repeal this act whenever in its judgment the inter- 
 ests of the people may demand it. 
 
 Approved June 4, 1872. 
 
 Department of the Interior, ) 
 Washington, D. C, 31st May, 1873. j 
 Sir: 
 
 I have received your letter of the 24th ultimo, with the ac- 
 companying certified copy of the records of the Great South- 
 ern Railway Company, accepting the terms of the act of 
 Congress, approved 4th June, 1872 (17 Statutes, 221), enti- 
 tled " An Act granting the right of way through the public 
 lands for the construction of a railroad and telegraph in 
 Florida," and also with a map of the route, exhibiting the 
 line of the road and its branches as the same has been loca- 
 ted. This acceptance and this map are filed in accordance 
 with the requirements of the first section of the said act. 
 I am, sir, very respectfully, 
 Your obt. servant, 
 
 C. DELANO, Secretary. 
 
25 
 
 M. H. A.LBEBGEB, Esq. 
 
 Secretary of Great Southern R'w. Co., 
 Jacksonville, Florida. 
 
 CONSOLIDATION. 
 
 • On the 10th day of November, 1874, in accordance with 
 the power granted by the 11th section, of the charter of the 
 Great Southern Railway Company of Georgia ; and by the 
 power granted by an Act, supplementary to the charter of 
 the Great Southern Railway Company of Florida ; the two 
 companies were consolidated, under the name and title of the 
 Great Southern Railway Company (Consolidated.) 
 
 THE LOCATION OF THE GREAT SOUTHERN 
 
 railway: 
 
 The line of this railway as located, and partly constructed, 
 commences at Millen, Georgia, connecting there with the 
 Central Railroad of Georgia, and thence running in as near 
 an air line south, as the nature of the country will admit, 
 passing through Jesup, Georgia, and King's Ferry on the 
 Georgia and Florida line, and thence, in Florida, through 
 Jacksonville, Palatka, and Orlando ; thence bearing east suf- 
 ficiently to pass the Everglades, and following the Hunting 
 Grounds to Turtle Harbor ; thence passing to Key Largo 
 and following the line of the Florida Keys to Key West — a 
 length of main line of 720 miles ; a branch road commencing 
 at Palatka and passing by Dade Massacre Field to Tampa 
 Bay and the Gulf of Mexico, midway of the west coast of the 
 peninsula of Florida, a length of the branch line of 126 
 miles. 
 
 The company expects to operate its own steamers from the 
 
26 
 
 southern terminus of the road to all the principal ports of 
 the West Indies, Central America and South America. 
 
 CHARACTER OF THE ROUTE. 
 
 The three following reports, by Engineers Smith, Williams 
 and Bailey, and the letter of ex-Senator Mallory, descriptive 
 of the Florida Keys, give a very clear and comprehensive* 
 description of the route over which the line of the road rums* 
 from Jesup, Georgia, to Key West, Florida. 
 
 The route from Millen to Jesup, Georgia, 70 miles, is 
 through a high, open pine country, with but one river of im- 
 portance, the Altamaha, to cross. 
 
 LOCATION OF THE ROAD BETWEEN JESUP. 
 GEORGIA, AND JACKSONVILLE, FLORIDA. 
 
 Engineer C. F. Smith, in his report of the location of the 
 road between Jesup, Georgia, and Jacksonville* Florida, says: 
 " Without entering into details, it will suffice for the present 
 to give the general character of the line as located, particu- 
 larizing only those points where change in configurations 
 would seem to require a more defined description. 
 
 The line beginning at' Jesup, where it makes connection 
 with the Atlantic and Gulf, and the Macon and Brunswick 
 railroads, pursues a southerly direction, crossing a tributary 
 of the Finhalloway, near its junction with the main stream, 
 thus avoiding an extensive trestle over the Finhalloway. After 
 slightly curving eastward, passing tli > head of the Finhailo- 
 waj r , a slight deflection westward brings the line in correct 
 position, passing over the most favorable ground to the 
 Brunswick and Albany railroad, about midway between 
 Waynesville and the Satilla river, thence with slight deflections 
 (its general course being direct), it reaches the Satilla river at 
 
27 
 
 Owens Ferry. Crossing the river at this point, and encoun- 
 tering the rice fields of Duncan Clinch, Esq., a curve to the 
 east is made to reach the hard land, thereby avoiding a long 
 and costly trestle. After making a curve southward, the line 
 ifl brought in proper direction, crossing over a favorable 
 surface to reach the St. Mary's River at King's Ferry. After 
 crossing this river, a slight curve is made westward, thence 
 the line pursues a south course to a pointnear Callahan, where 
 a curve to the east is made, which gives a favorable direction 
 to the line for crossing the Florida Railroad at Callahan, and 
 continuing it to a point about one mile north of Thomas 
 Creek, where a small curve westward gives direction to the 
 line, reaching the Jacksonville, Pensacola and Mobile Ea^ 
 road, at a point six miles west of Jacksonville, making the 
 entire distance from the Atlantic and Gulf, and Macon and 
 Brunswick Railroads at Jesup, to the Jacksonville, Pensacola 
 and Mobile Railroad, ninety and twelve-one, hundredths 
 (90 »„) miles. 
 
 The surface of the country over which the line passes, is 
 extremely favorable for railroad construction, necessitating no 
 gradients exceeding forty (4.0) feet in a mile, and this only in 
 a few instances and for very short distances, no engineering 
 difficulties which are not easily surmounted, (the principal of 
 which are the rivers above mentioned), are encountered 
 through the portion cf the route herein reported upon. These 
 are the only points requiring structures of greater magnitude 
 than the ordinary structures of railroads, having sufficient 
 capacity to pass the accumulated^ drainage during a wet sea- 
 son. 
 
 FROM SAINT MARYS RIVER TO TURTLE HARBOR. 
 
 Character of the Route. — The St. Mary's river at King's 
 
28 
 
 ferry is deep, admitting vessels of eighteen feet deaft from 
 the Atlantic to that point. It is about 350 feet wide, with 
 high banks, which are not subject to overflow. 
 
 From King's ferry to Jacksonville, via Callahan, on the 
 Florida Bailroad, the projected line of road passes through 
 flat pine land, interspersed with cypress ponds. This land is 
 valuable for cultivation, and the greater portion well timbered 
 with large and valuable pine timber. There are three small 
 creeks to cross, but the crossing is not. at all expensive. 
 Upon this section no deep cuts or high embankments will be 
 required, and no grade greater than 20 feet per mile. . 
 
 From Jacksonville to Middleburg the country is very much 
 of the same character, although the pine timber upon this 
 section has been to a great extent cut off, for the reason that 
 the line of railroad passes so near the navigable waters of the 
 St. John's river, giving facilities for rafting timber. There 
 are some small creeks to cross, but none of them requiring 
 any expensive work. . * 
 
 Middleburg is situated upon Black Creek, a navigable 
 river, about 250 feet wide, with high banks, which never over- 
 flow. From this point to the Bellamy road, west of Picolata, 
 the country is slightly more rolling than the two sections pre- 
 viously described. For the most part, the pine land is good 
 and excellently timbered. There are several small branches 
 running iuto Black Creek, to cross, but a single span of tres- 
 tle will cross them. The whole of the land, on the line from 
 Middleburg to the Bellamy road, and I may say to Palatka, 
 would be in great demand for the valuable timber upon it, if 
 this railroad was in operation. From the Bellamy road to 
 Palatka the country is very level, with two creeks to cross, 
 each of them about 30 feet wide, with bluff banks. 
 
 From Palatka to Orange Springs the country is very level, 
 
'29 
 
 and the hind well timbered ; there arc two creeks to cross, 
 but both of them small. 
 
 From Orange Springs to Adamsville the line passes through 
 one of the best populated and most fertile regions of East 
 Florida. It is slightly rolling, but requiring nowhere a 
 higher grade than GO feet per mile. There is much valuable 
 land upon this portion of the line. There is not a stream to 
 cross from Orange Springs, via Ocala, to Adamsville. The 
 pine timber is particularly valuable. 
 
 From Adamsville the line passes near the foot of the chain 
 of sand hills extending south from the Aha-popka Lake and 
 runs through a flat pine and cypress pond country to Town 
 ship 30 S., Range 27 E. At this point the line would strike 
 the sand hills above mentioned, dividing the waters of the 
 Kissimmee and Pease Creek. This sand ridge is about four 
 miles wide, but can be easily crossed with a grade of not 
 more than 40 feet per mile, and without expensive excava- 
 tions or embankments. • After crossing this ridge, the line 
 strikes the flat land on the Kissinmiee, and the country is al- 
 most a perfect level the balance of the entire route to Turtle 
 Harbor. The pine timber from these sand hills South is not 
 so good, but there is a large quantity of live oak upon the 
 hammocks upon the edges of the prairies and savannas 
 along the Kissimmee river. There is also a large quantity 
 of this prairie and savanna land exceedingly valuable for 
 cultivation, and particularly the cultivation of sugar. 
 
 The line, after crossing the Kissimmee, which is a river 
 about 150 feet wide, until it reaches Township 36 S., Range 
 35 E., would be through the prairies of the Kissimmee. The 
 road-bed would be firm, but perhaps it would require to be 
 thrown up 12 inches. The earth from the side ditches would 
 be Sufficient. 
 
30 
 
 From Township 36 S., Range 35 E., via Forts Loycl and, 
 Van Svvearingen, the line runs upon a slightly elevated ridge, 
 dividing the waters of the Okeechobee Lake and the Hai- 
 pahttokee and St. Lucie river, until it reaches Township 40 
 S., Range 41 E. There is a large quantity of saw-grass land, 
 the best soil I ever saw, lying East of this ridge, and drain- 
 ing into the above last named rivers, which, with Compara- 
 tively little cost, could be put into cultivation. There are 
 also many small live oak hammocks in and upon this saw- 
 grass land. 
 
 From Township 40 S., Range 41 E., to the Miami river, the 
 line runs on a narrow strip or ridge of pine land lying be- 
 tween the Everglades and the inlets and bays of the Atlantic. 
 
 As I said before, the country is level, and well adapted to 
 the construction of a railroad — the Hillsboro River, Middle 
 River, New River, Snake Creek, Arch Creek, Little River, and 
 the Miami River to cross. But none of these streams will 
 require a trestle more than 200 feet' long. Along this line, 
 and upon the rivers and the Atlantic coast, will be, upon the 
 completion of this road, the most attractive country in the 
 South for the cultivation of tropical fruits, coffee, &c, as well 
 as the point of attraction to the very large number of visitors 
 from more Northern climes to enjoy a tropical winter. 
 
 The same narrow ridge of pine land above referred to ex- 
 tremely rocky, of coral formation, but almost perfectly level, 
 continues to Turtle Harbor. All of this ridge is the best 
 tropical fruit country in the United States. 
 
 There are, from Fort Van Swearingen, in Township 37 S. 
 Range 37 E., to Turtle Harbor, hundreds of hammocks of the 
 richest land known to our portion of the United States. These 
 hammocks have a large growth of live oak, with other growth 
 unknown elsewhere in Florida. There are also upon this 
 
31 
 
 division large bodies of savanna and saw-grass lands (and 
 there can be do lands richer) which could be cheaply put into 
 cultivation. 
 
 * The route laid down passu-; many of the most beautiful in- 
 land lakes to be found in the world, and the lands are of great 
 value. Every acre of them would have been in cultivation 
 before the war but for their isolation and great distance from 
 communication. Upon no other hue of railroad in the United 
 States can a country be reached so rich in its resource for 
 tropical productions, aud the value of its pine forest. 
 Very Respectfully, 
 
 M. A. Williams, 
 Civil Engineer. 
 
 AVAILABILITY OF TURTLE HARBOR. 
 
 Turtle Harbor can be entered with 27 feet at all times by 
 
 steam vessels, and sailing vessels can ride safely at anchor in 
 
 the outer harbor, until opportunity serves to enter the inner 
 
 harbor. Depots can be built without difficulty. * * * 
 
 The great superiority of Turtle Harbor as a harbor is thus 
 
 manifest. * * * * * * 
 
 Very respectfully yours, 
 
 J. E. HlLGARD, 
 
 In charge of Coast Survey Office. 
 
 ADAPTATION OF THE FLORIDA KEYS FOR THE 
 
 LOCATION AND CONSTRUCTION OF A 
 
 RAILROAD. 
 
 Mr. Bailey, civil engineer, and Chief Engineer of the In- 
 ternational Oceanic Telegraph Company at the time of tho 
 construction of that line, surveyed the route for the railway 
 from Biscayne Bay to Key West, along the line of the 
 Keys. 
 
32 
 
 His report shows that the road can be constructed from 
 Biscayne Bay to Key West, at a slight cost per mile above 
 ordinary railroad construction, and for less money than roads 
 average in the cost of construction in New England. • 
 
 LETTER FROM HON. STEPHEN It, MALLORY, 
 
 Mr. Mallory was a native of Key West, where he resided 
 till middle life, and was fully conversant with the subject of 
 which he treats. In this we have the practical opinion of a 
 native of Florida, and one who knows well that w^hereof he 
 speaks. It shows that a gentleman who was once Chairman 
 of the Naval Committee, Senate of the United States, and 
 afterwards Secretary of the Confederate Navy, has published 
 the very best argument for maintaining the maritime supre- 
 macy of the United States in its own waters, of connect 
 its trade throughout its whole territory, and of connecting its 
 principal cities with the most productive country of the con- 
 tinent by the shortest and safest route. The letter -is as 
 follows : 
 
 Key West, Florida, May 28, 1871. 
 My Dear Sir : 
 
 * * * The practicability of constructing a 
 road from this place to Key Biscayne Bay and thence to a 
 junction with existing railroads of the country, is evident 
 all who have bestowed attention upon the subject, and its 
 accomplishment would materially shorten the sea travel ; but 
 the question whether existing interests, directly and indirectly 
 involved in its construction, justify the enterprise, is one iigon 
 which men may well differ. 
 
 Col. Heiss, the able and energetic Superintendent of the 
 International Telegraph Company, has recently completed a 
 
33 
 
 idis8ance of the country along the Atlantic Sea Boar J, 
 from Jacksonville, on the Saint John's River, to the Hunting 
 Grounds, at the "Western extremity of Key Biscayne Bay ; 
 and from his report we may safely assume that the entire 
 route between these points is especially favorable to railroad 
 construction, and that it presents no greater obstacles than 
 those surmounted in building the Fronandina and Cedar Key 
 Road. It is well timbered with heavy pine, and well watered, 
 of a uniform elevation above tide water, and the'lands gener- 
 ally invite cultivation. Key Biscayne Bay, about six by ten 
 miles in extent, is a beautiful sheet of water, and the Mianii 
 and Little River and other smaller streams all flowing from 
 the Everglades whose Southern edge — six feet above tide 
 water — is but five miles from the Bay, flow into it. Set- 
 tlements have existed on this Bay for a century past contin- 
 uously, and at present it is attracting the attention of parties 
 wishing to cultivate tropical fruits. 
 
 A Railroad Practicable to Key West. — From the main land 
 from the Western extremity of this Bay, the distance to Key 
 West is 130 nautical miles ; and an air line between these 
 points would pass over keys which, like beads upon a string, 
 link this island with the main land of South Florida. The 
 cuts or. passes between them are generally shallow and nar- 
 row and there is but one where nine feet of water can be 
 found. They are all above the influences of the sea, and 
 are, with few lexceptions, densely covered with timber and a 
 soil susceptible of cultivation. The theory that tropical 
 fruits attain their greatest perfection nearest their northern 
 limit finds its verification here, where the lemon, the lime, the 
 pine apple, the sugar-apple, the sour sop, the sapadella, plan- 
 tain and bannana, are superior to the same fruits of Cuba, 
 and that of the West Indies generally, as is the orange of 
 
34 
 
 Louisiana and Florida to that of the more southern latitudes. 
 The agave sisilliana from which the campeche or siral hemp 
 is manufactured, must soon become an important staple here. 
 It flourishes as does the saw palmetto of the South or black 
 jack scrub of West Florida, Avithout care or cultivation, and 
 is as equally defiant of all enemies. A good machine for 
 cleaning it is all that is necessary to induce the immediate 
 occupation of all the keys for its production. Many of them 
 possess fine ,salt ponds, capable of producing millions of 
 bushels, when in very dry seasons a superior salt is sponta- 
 neously produced and these will all be utilized under the in- 
 fluence of the suggested railroad. 
 
 Could you visit this region, and there are few portions of 
 our country more attractive in winter, you would, I think, 
 recognize the extraordinary advantages of a railroad to Key 
 West, whose capacious harbor the largest ships of war or 
 commerce may safely enter by day or night. 
 
 As your chart of this coast may not properly present the 
 chain of islands referred to as lying under an air-line of Key 
 Biscayne Bay to Key West, I will state them from personal 
 observation and a memory tolerably reliable : Beginning at 
 the Bay, we have the Kagged Keys, Soldier Keys, Elliott's 
 Key, Old Bhodes' Key, Key Largo (thirty miles long), 
 Upper Mata Coomba, Lower Mata Coomba, Long Key, 
 • Conch Keys, Grassy Keys, Duck r Key, Krall Key, Vacas 
 Keys, Knights Key, Pine Keys (the only Keyjs with pine 
 barrens), Pigeon Key, Molasses Keys, Bahia Honda Keys, 
 Sumerlin Keys, Sugar-loaf Key, New Found Harbor Key, 
 Saddle Hill Keys, Boca Chica Keys, and Key West. 
 
 There are hundreds of other islands of like character 
 lying along the route and varying in extent from 10 to 1000 
 acres, and nowhere on the globe are fish and turtle found in 
 greater abundance or perfection. 
 
35 
 
 Without special knowledge upon the subject, and without 
 the data at hand for greater accuracy, I can still designate 
 many of the steamships now employed between Cuba and 
 the United States, and which are maintained mainly by the 
 transportation of passengers. 
 
 There are seventeen passenger steamers, to which your 
 better information may add, employed between the United 
 States and Cuba, and upon voyages vprying in length from 
 sixty hours (between New Orleans and Havana), to one hun- 
 dred and thirty-two hours (between Havana and New York). 
 The proposed railroad to connect Key "West with existing 
 roads in Florida, and thence with the railroad system of the 
 United States, would at once reduce the sea voyage between 
 Cuba and any of -our cities to six hours, the distance between 
 Havana and this island from wharf to wharf being ninety 
 miles, and the time between New York and Havana would be 
 reduced from 132 to 80 hours.'- From a candid considera- 
 tion of the increase of travel which a reduction of ocean 
 routes and of time, increased facilities and securities every- 
 where, indeed we are justified in assuming that the opening 
 of this route would double the travel between Cuba and the 
 United States in two years, a result in which every branch of 
 industry and trade in our country is interested. I omit all 
 reference to that immense travel which the completion of the 
 Tehuantapec road and canal (with the Panama and other 
 connections) must induce, and which would mainly pursue 
 this route. At this moment proposals are invited for receiv- 
 ing at Key West from China across the Isthmus and for- 
 warding hence to New Orleans a large number of emigrant 
 coolie^. 
 
 A survey of the route referred to demonstrate the practi- 
 cability of constructing the road within the ordinary limits of 
 
36 
 
 expenditure per mile for railroad enterprises of our country. 
 Not a yard of excavation would be required, and the character 
 of the Islands insure the most substantial of road beds. Under 
 certain conditions the teredo is, perhaps, more active and des- 
 tructive in these waters than in any others under the Ameri- 
 can flag ; but these conditions could not exist along this 
 route, where piling would be chiefly confined to very shallow 
 depths. An examination of the piles of all the wharves here 
 show that the teredo's greatest power is exercised upon the 
 piles that stand in the deepest water and strongest currents, 
 and almost exclusively on that part of the pile which the 
 average highest and lowest tidal movement ; a space of about 
 26 inches. 
 
 Military Importance of the Road. — But there is a national 
 view of this enterprise apart from the sale of public land, and 
 consequent general development of paramount interest, and I 
 will rather indicate it than state it in detail. In the event of 
 a maritime war with a strong naval power, it is safe to assume 
 that the first general naval action in which we shall be en- 
 gaged, (assuming that we may have sea-going iron-clads) will 
 be here in the strait of Florida ; the actual mouth of the 
 Mississippi. The Gulf of Mexico is, in form, a demijohn on 
 its side, its neck or outlet formed by Cuba upon the South, 
 and Florida upon the North. The distance between Key 
 "West and the Captain General's palace in Havana is but 90 
 miles, a distance which six ordinary steamers may bridge 
 across and'communicate with each other every 20 minutes. No- 
 thing could pass even this small fleet unobserved. Through 
 this narrow pass, this mouth not only of the gulf, but of the 
 Mississippi, must come its vast and increasing commerce; 
 and consequently here* beyond all other places upon the 
 
37 
 
 deep, would a strong naval power find its most attractive ob- 
 jective point. 
 
 We have constructed large works at Torfugas, Fort Jeffer- 
 son, and a heavy work at Key West, Fort Taylor, at a fab- 
 ulous expense, in recognition of this truth ; and for six or 
 eight months past the li arbor of Key West has bristled with 
 monitors and other naval ships, whose presence has doubt- 
 less exercised a conservative influence upon even the conduct 
 of Cuban affairs. Unless the location and construction of 
 these forts be a farce and a failure, no man will deny the im- 
 portance of securing the readiest means of reinforcing and 
 relieving them. All supplies to them now, and the transpor- 
 tation of all troops to this point, are dependent on the risk 
 of a sea voyage of days ; whereas, with the railroad in ques- 
 tion established, military and naval reinforcements and sup- 
 plies would not only reach them without such risks, but would 
 reach them in about one-fourth the time now employed. Is it 
 not fair to assume, therefore, that in this national aspect, 
 would our government regard this enterprise, and that, so 
 regarding it, governmental assistance would advance its 
 construction, with the approval of all political schools. 
 
 M. 
 
 THE ACCOMPANYING MAP. 
 
 Accompanying this statement is a map of the line of the 
 Great Southern Railway and its more noteworthy connec- 
 tions. 
 
 Charier and Corporate Eights for Ocean Steamers.— The 
 company have not only chartered rights for the line of the 
 road, but also corporate rights to own and operate ships 
 propelled 1 >y steam, or other power, as an integral part of 
 their line. The principal railroad connections with all parts 
 
38 
 
 of the United States, may be traced by the lines of 
 existing railroads. The more important steamship connec- 
 tions which it is intended to make are traced. Each of 
 these lines so traced will be remunerative as soon as the rail- 
 road is completed, and will to a great extent take the place of 
 existing steamship lines from the several terminal points to 
 New York and Europe ; the railroad superseding the necessity 
 of the ocean transportation, by its shorter and quicker lines of 
 internal communication. 
 
 Distance saved. — To illustrate : we have 90 miles of ocean 
 transportation from the railroads of Cuba to the railroad at 
 Key West, and 1245 miles from the railroads of Cuba to the 
 railroads of New York, and we find that Key West is nearer 
 by railroad commmunication to Nashville than New York. 
 San Francisco is nearer by railroad to Key West than it is to 
 New York. Hence all freights and passengers to and from 
 the West Indies, will follow this line, saving not only in rail- 
 road transportation, but 1,155 miles of ocean transportation, 
 via New York, which city at present monopolizes the West 
 India trade in this country. Care was taken in preparing 
 the map to show these facts. 
 
 Panama Railroad. — The avenue of communication with 
 West Coast of Mexico and South America, is now by the Pana- 
 ma Railroad. The map shows that by this line more than 
 half the distance from New York to Aspinwall can be made 
 by rail. A vast business, therefore, with the West Coast of 
 America, will enter the United States by this line. 
 
 DarienShip Canal. — The construction of the Ship Canal 
 across the Isthmus of Darien in the near future is now 
 placed beyond controversy. The United States Government 
 has taken an interest in the. work, and the surveys made by 
 the government demonstrate its feasibility. It now remains- 
 
39 
 
 only a question of time when this work will be commenced 
 and completed. It requires no second glance at the map to 
 convince one that this Railway will be the great through 
 line of communication for all the United States with this 
 work ; and the transactions and communications of the 
 Government of the United States with the work, while in 
 process of construction, or subsequently, will be by this road, 
 The rapidity with which the people of the United States 
 transact business will make this road the main, and almost 
 the sole, means of communication with and through this 
 canal. This cannot be questioned, when it is well known 
 that one thousand one hundred and fifty five miles of ocean 
 travel and transportation is avoided in direct communication 
 with New York City. 
 
 RAILROAD CONNECTIONS OF THE GREAT SOUTH- 
 ERN RAILWAY. 
 
 This Railway constitutes a continuous line from Millen, 
 Georgia, tliere connecting with the north and south roads from 
 New York city terminating at Millen, which is half way from 
 New York city to Key West, the extreme Southern key of 
 Florida, and southernmost point of the United States. At 
 this point communication is secured with the Entire Rail- 
 road System of Cuba, by a ferriage of ninety miles across 
 the Strait. In other words, the present water communication 
 of 1,155 miles to New York is reduced to a day-light passage 
 of 90 miles; the remainder of the trip being on a north and 
 south railroad, and made in a small fraction of the time now 
 required. The beauty of the country and the salubrity of 
 the climate through which this line passes is more fully men- 
 tioned elsewhere, as well as the vast commerce and wealth 
 that is tributary to the road, from the Peninsula of Florida, 
 
40 
 
 from Cuba, from all the other West India Islands, from 
 Central America, and from South America. It can have no 
 competition, and by the laws of commerce, must be finan- 
 cially successful. 
 
 It is the most Important National Work now in Progress in 
 the United States. — The military, naval and postal value of the 
 work, elsewhere alluded to, cannot be over-estimated. In 
 these departments the government will largely patronize the 
 road in time of peace, and in time of war or threatening hos- 
 tilities with any naval power, the government will save 
 millionB of dollars in rapidity of transportation and safe in- 
 land communication to the Keys, the naval and military 
 stations at Key West and the Tortugas and the passage to 
 the Gulf, and have the military and naval depots always 
 accessible and always protected. 
 
 Railroad Connections. — Too much attention cannot be 
 given to the advantageous location of the road relative to all 
 other roads which it crosses, or with which it connects. Had 
 every one of the eight roads with which it has immediate 
 connections been constructed originally with the view of 
 being made especially available for the benefit of this road, 
 they could not have been more happily located. 
 
 Saint Johns Railroad. — Commencing with the most south- 
 ern of the roads tributary to this one in Florida, we have the 
 , Saint John's Railway, from St. Augustine (the oldest city in 
 the United States, and a famous watering place), to Tocoi. 
 The road is completed, is sixteen miles in length, and can 
 make connection with no railroad but this. 
 
 Jacksonville, Pensacola and Mobile Railroad. — The next road 
 north is the Jacksonville, Pensacola and Mobile Railroad. It 
 is crossed by this railway at its eastern terminus, Jackson- 
 
41 
 
 ville. This road is now completed and in operation to Chat- 
 tahoochie, 250 miles. When completed it will be the most 
 southern, east and west trunk line, nearest the Gulf coast, and 
 by existing lines and those in process of construction, contin- 
 uous to the Pacific coast. 
 
 Florida I 'mil road. — The next road still to the north is the 
 Florida road, 150 miles in length, and is completed. This 
 road runs northeast and southwest across the Peninsula of 
 Florida, from the port of Fernandiua on the Atlantic Ocean 
 to the port of Cedar Key on the Gulf of Mexico. The line of 
 this railway crosses the Florida road at Callahan, twenty-five 
 miles from Fernandina, and is the only outlet for the Florida 
 road to the North. Indeed the location of the Florida road 
 is such that it must necessarily throw almost its entire busi- 
 ness upon this, and become practically a completed extension 
 or branch of it, 156 miles in length, with two good ports, one 
 on the Atlantic Ocean and one on the Gulf of Mexico. 
 
 Brunswick and Albany Railroad. — The next road to the 
 north is the Brunswick and Albany Railroad, already com- 
 pleted 240 miles from Brunswick, a magnificent harbor on the 
 Atlantic coast of Georgia, to Albany. The continuation of 
 this line to a connection with the railroads in central Alabama 
 is now in progress. This road, being an East and West road, 
 will be tributary in a large degree, by carrying freight and 
 passengers from the East and West to this road, for southern 
 market or travel. It will also be one of the main lines to re- 
 ceive freight and passengers from the South, for central 
 Georgia, Alabama, Mississippi and the west. The Brunswick 
 and Albany will in every way be advantageous to this road, 
 as regards both passengers and freights. 
 
 Jesup.,— The next railroad crossing still to the north is at 
 Jesup. Fere this Railway crosses two railroads — the Atl ui- 
 
42 
 
 tic and Gulf and the Macon and Brunswick — at their present 
 crossing, thus bringing the three roads together at Jesup, 
 the most flourishing town in Southeastern Georgia. 
 
 Atlantic and Gulf Railroad. — The Atlantic and Gulf Bail- 
 road, running from Savannah, on the Savannah River, to 
 Bainbridge and Albany, in Southwestern Georgia, a complet- 
 ed road three hundred and forty-four miles in length, traver- 
 ses the State of Georgia in a Northeast and Southwest 
 course, and will be tributary in passengers and freight from 
 Savannah to Florida and vice versa. The line of this road, 
 southwest of Jesup, will in the same manner, and to a large 
 extent, be tributary to that portion of this road north of 
 Jesup in all direct travel and traffic with all the States north 
 of that point. The distance saved over the present route, 
 via Savannah to Millen, is one hundred and fifty miles. Thus 
 the location of the line of this Railway diagonally across the 
 Atlantic and Gulf Railroad, makes the latter road northeast 
 of Jesup one of its principal patrons in the commerce of the 
 through line south, while that portion southwest of Jesup 
 becomes one of its chief patrons for the commerce north. 
 
 Macon and Brunswick Railroad. — The Macon and Bruns- 
 wick Railroad, crossing the Atlantic and Gulf Railroad and 
 Railway at Jesup, is a completed road in operation, com- 
 mencing at the Port of Brunswick, on the Atlantic coast of 
 Georgia, and those running Northwest to Macon 195 miles. 
 This road is a first-class tributary to this Railway, indeed as 
 much so as the Florida road. All travel of passengers and 
 all transportation of freight from the portions of the road 
 east of Jesup, bound north to the city of New York and 
 elsewhere in the Northern and Eastern States, will take this 
 Railway north of Jesup, it being a saving to Millen and the 
 North, of 150 miles. 
 
43 
 
 The portion of the Macon and Brunswick Road west of 
 Jesup operates as a branch of this Railway, it being the 
 shortest line from the South to the Northwest, the con- 
 nections by this line being perfect, and on an air line to the 
 Northwestern States. Cars by this line can be run from 
 Key West to the cities of Nashville, Louisville, Memphis, 
 Cincinnati, Saint Louis, Chicago, and all other cities of the 
 West, without breaking bulk, and on the shortest line. The 
 value of the connection, and the facilities thus offered, can- 
 not be overestimated when we consider the vast quantities 
 of tropical fruits from Florida, the West Indies and South 
 America which will seek the markets of the North and West 
 over these lines of quick transportation, and with little hand- 
 ling, to reach a market with so perishable freight, all travel 
 of passengers and transportation of freight from all 
 the Northwestern States to the Peninsula of Florida, and to 
 the West Indies and South America, will use this line, it be- 
 ing by far the shortest and most convenient. 
 
 It is mainly on this line that the heavy freights from the 
 tropics will leave this Railway for the Northwest. By refer- 
 ence to the map, it will be seen that the shortest railroad 
 communication to all the Northwestern and Western States, 
 by which Sugar, Molasses, Coffee, Indigo, Spices, Cocoa, 
 Fruits, and numberless other tropical products, can be trans- 
 ported is by this Railway and the Macon and Brunswick 
 Railroad and its connecting lines. By this line the freights 
 from Cuba and the other Southern countries are as near Ten- 
 nessee, Kentucky, and all the States to the West and North- 
 west of these, before they leave Havana, as they are at New 
 York, after the expense of 1,300 miles of ocean transporta- 
 tion, the handling and storage in New York. 
 
 The same statement holds good for different sections of 
 
the country, via the Jacksonville, Pensacola and Mobile Kail- 
 road, by the Brunswick and Albany Road, and especially so 
 via the Milieu and Augusta branch of the Central Railroad 
 of Georgia, over which the States of South Carolina, North 
 Carolina, Virginia and West Virginia will be supplied with 
 freights from the tropics. 
 
 Central Railroad of Georgia. — The next Railroad still 
 North of Jesup with which this Railway connects is the Cen- 
 tral Railroad of Georgia, at Milieu, the Northern terminus 
 of the Great Southern. The Central Railroad of Georgia is 
 a completed road 541 miles in length, from Savannah to Ma- 
 con, with a branch from Milieu to Augusta, and with other 
 branches and extensions under the same ownership. This 
 road to the West gives an outlet for all of the Northern 
 Georgia, Alabama and Tennessee. The many large cities of 
 the Central States are brought into close and direct commu- 
 nication with the tropics by the Western extension of the 
 Central Railroad of Georgia and this Railway, by the shortest 
 line of transportation. 
 
 Augusta Branch of the Central Railroad of Georgia. — But 
 of all the roads yet mentioned, the branch of the Central 
 Railroad of Georgia, from Milieu to Augusta, is of greatest 
 importance to this Railway. It runs due North, from Milieu 
 to Augusta, 53 miles, and there unites with all the north and 
 South Railroads between the Bhie Ridge Mountains and the 
 Atlantic Ocean. There are thus made complete north and south 
 connections with the States of South Carolina, North Carolina, 
 Virginia, West Virginia, Pennsylvania, Maryland, Delaware, 
 New Jersey, New York, the^New England States and the Cana- 
 das. By this complete connection all these States, the large 
 cities and the 20,000,000 people in them, are brought into the 
 
45 
 
 closest possible communication with the West Indies and the 
 tropics. Passengers can pass from the extreme north to the 
 extreme south without weariness. The most delicate of 
 tropical fruits and the productions of tropical Florida and 
 the West Indies can be taken to the north by the most rapid 
 transit. The immense losses now incurred by decay on the 
 long ocean voyage will be avoided. Yast quantities of vege- 
 tables and fruits are now grown in Virginia and North and 
 South Carolina in advance of the season at the North and 
 delivered in northern markets in March and April, arid upon 
 the opening of this line they will be grown in still greater 
 quantities in Florida and Cuba, and delivered in New York 
 in December, January and February. The fruits of the 
 tropics will be nearly as frequent in the northern markets 
 and upon the table of every family as the fruits of northern 
 productions are now. The Reason of garden vegetables and 
 fruits, instead of being as now confined to the summer and 
 autumn, will extend over the whole year, and instead of bein<> 
 confined to the productions of the north, will cove)- as well 
 the productions of the tropics. No part of Europe has such 
 facilities for bringing the productions of the temperate and 
 torrid zone together, fresh in our market, as this road will 
 give to the people of this country. 
 
 Other Advantages of these Railroad Connections. — The un- 
 precedented facilities this railway, with its favorable connec- 
 tions, offers to the passenger travel cannot be too minutely 
 investigated. The people continually passing south and 
 north in the United States will find by this line all that can 
 be desired to reach the southern limit of this country, and 
 the greatest convenience to pass into the West Indies aial 
 South America and vice versa. The climate of the peninsula 
 of Florida does now, and must always, offer to persons suffer- 
 
46 
 
 ing with pulmonary diseases the best asylum in" the world. 
 The climate, for salubrity and healthfulness, surpasses that 
 of Italy, and the scenery is no less agreeable and fascina- 
 ting. 
 
 This railway, by reason of the directness of its line, the 
 rapidity of transit by it, and its most remarkable and advan- 
 tageous railroad connections, will secure over its 720 miles of 
 road all express matter and fast freights. No combination 
 of capitalists or of corporations can change this practically, 
 for the peninsula of Florida can be traversed by no other 
 road. 
 
 CUBA, THE OTHER WEST INDIA ISLANDS, SOUTH 
 AMEEICA AND CENTRAL AMERICA. 
 
 The island of Cuba contains 1,800,000 people ; the West 
 India islands together about 5,000,000. Eleven per cent, of 
 the entire commerce of the United States is with the West 
 Indies. Central and South America are also in a great 
 measure tributary to this railway, by reason of this being the 
 shortest water communication to reach the railroad system 
 of the United States. These countries together contain 
 44,000,000 of people. From these sources — the West Indies, 
 South America and Central America — the United States has 
 more than twenty per cent, of its entire commerce. In all 
 this traffic no railroad can compete. 
 
 General Resources for Through Freights and Passengers. — 
 With these resources of half a continent tributary to this 
 road from the South, we have connections on the line itself 
 with eight railroads, none of which could have been more 
 advantageously located for branches and feeders. By the se 
 several roads we have complete railroad connections with 
 every part of the United States and Canada, and will draw 
 
47 
 
 from the 'commerce of every State in the Union, and will 
 carry the passeDgers and freight down one only trunk line 
 of railroad of 720 miles to the .straits of Florida. Cars may 
 be loaded at any point in the United States, and without 
 breaking bulk and without delay, be run to and over the en- 
 tire length of this railway to the door of Havana, the mart 
 of the West Indies, and to the gateway of South America. 
 If it were possible that so long a road as this could be con- 
 structed and made dependent upon the patronage of other 
 railroads alone and upon through traffic of fast freights and 
 passengers, no line in America could equal this. The 
 freights and passengers that must of necessity be thrown 
 upon it from other roads will make it one of the best lines 
 in America. 
 
 RIVERS TRIBUTARY TO THE GREAT SOUTHERN 
 RAILROAD. 
 
 Besides the many connections this road will have with 
 other railroads, it has valuable connections in crossing the 
 several navigable rivers which run perpendicular to the line 
 of the road, and which will bring to it large amounts of cot- 
 ton, of general freights, and immense amounts of lumber. 
 
 Aliamoha, Oconee and Ocmulgee. — The most northern of 
 these rivers is the Altamaha, which is crossed 1 >y the road 
 eighty miles below Milieu, and one hundred miles from the 
 m< >utk of the river. The Altamaha is formed by the junction 
 of Oconee and Ocmulgee. There are thirteen feet of water 
 over the bar of the river at ebb-tide. The junction of. the 
 Oconee and Ocmulgee is about one hundred miles above the 
 railroad crossing. The Oconee is navigable to MilledgeviDe, 
 and the Ocmulgee to Macon. There are six hundred miles of 
 the navigable waters of the Altamaha and its tributaries above 
 
48 
 
 the crossing of the road. The banks of the Altamaha, the 
 Ocmulgee, and the Oconee, are covered the entire length, 
 either with cotton plantations, or by the finest yellow pine and 
 cypress forests in the world. This north and south road will 
 secure more of the traffic of these rivers than any other. 
 
 Satilla. — The next considerable navigable river south of the 
 Altamaha is the Satilla or Saint Ilia river, fifty miles south of 
 the Altamaha. The road crosses this river forty miles from 
 the ocean. The course is through a rich and well-timbered 
 country. Many valuable and highly cultivated Sea Island 
 Cotton and rice plantations are on it. These are very pro- 
 ductive, and the cotton and rice produced is of the finest 
 quality. There are many extensive lumber mills on the river. 
 The road crosses at Owen's Ferry. The entire length on each 
 bank, not occupied by plantations, is covered with splendid 
 yellow pine and other timber, most valuable for building and 
 manufacturing purposes. 
 
 Saint Mary's. — The next considerable river on the south is 
 the Saint Mary's — the boundary line between Georgia and 
 Florida. The road crosses at King's Ferry thirty miles from 
 its mouth. The depth of water on the bar admits the passage 
 of ships drawing twenty feet. The river has an excellent chan- 
 nel, with sixteen feet of water to Trader's Hill, thirty miles 
 above the railroad crossing, and twelve feet fifty miles higher. 
 The collection ports of Saint Mary's, Georgia, and Fernan- 
 dina, Florida, are both on this river, and are fine towns and 
 of large business interests. The town of Coleraine, near the 
 railroad crossing, is a fine village. Trader's Hill, at the head 
 of navigation, is a thriving village. The lumber and timber 
 business are very extensive. The banks of the Saint Mary's 
 are high and the country beautiful. 
 
 Business to the Road. — The business accruing to the road 
 
49 
 
 from the Altamaha, Satilla and the Saint Mary's rivers will 
 be largo. The road in this business has, and can have, no 
 rival. 
 
 Other Hirers. — Thus far, only three of the Georgia rivers 
 have been mentioned. There are others such as the Osgee- 
 ehee and Cannouchee, that are available for lumber purposes. 
 Hundreds of vessels each year load with lumber at Georgia 
 ports for foreign countries. 
 
 Saint Johns Hirer. — Thirty ^miles south of the Saint Mary's- 
 the road touches the Saint John's river, at Jacksonville. This 
 city is a port of entry, has 20,000 inhabitants, and in business 
 and enterprise has no superior in the countiy. The Saint 
 John's river runs due north, and enters the ocean twenty-five 
 miles from Jacksonville. South of Jacksonville it has, with 
 its tributaries, more than 600 miles of navigable waters, and 
 a rapidly increasing population on its banks. It traverses 
 the most delightful country and climate in America. This 
 road connects the Saint John's river, and all the country 
 tributary thereto, by an air Hue, with the Northern and North- 
 western States and is one of the largest lumbering towns in 
 the South. 
 
 REPORT OF SENATE COMMITTEE. 
 
 The Company asked of Congress a grant of land in aid of 
 that portion of the line in Florida. 
 
 The following is from the Report of the Committee. 
 IN THE SENATE OF THE UNITED STATES. 
 
 (June 13, 1870.) 
 
 The Committee on Public Lands made the following. 
 REPORT. 
 
 [To accompany Bill S. No. 438.] 
 
 The charter of the Great Southern Railway Co. was grant- 
 ed by the Legislature of the State of Florida in February, at 
 4i 
 
50 
 
 which time the company perfected their organization. The 
 charter authorizes the construction of a railroad from the 
 Saint Mary's Kiver, on the Georgia and Florida line, begin- 
 ning about forty miles from the Atlantic coast and running 
 south to the city of Jacksonville, and thence south to Bis- 
 cayne Bay, near Cape Florida, the most southern harbor in 
 the United States. 
 
 The length of the road will be four hundred "and twenty 
 miles. There are upon the line of this road tracts of land 
 that cannot be made available for agricultural purposes ; but 
 there is much, perhaps two- thirds, that is susceptible of cul- 
 tivation for sugar, cotton and the semi-tropical and tropical 
 fruits, if communication and transportation can be made 
 through it. Wherever transportation is now available the 
 productions of the country are exceedingly profitable, being 
 those which cannot be produced elsewhere in the United 
 States. 
 
 Large tracts of country, even whole counties, which now 
 are devoted only to pasturing, are susceptible of producing 
 sugar, cotton and all the fruits of the tropics, in the greatest 
 abundance and with great profit. 
 
 The charter of this corporation provides that the company 
 may own and operate, in connection with their road, both 
 steam and sailing vessels as an integral part of their fran- 
 chise. The officers of the corporation represent the intention 
 and object to the company to be that of establishing a 
 thorough and quick line of passengers and freight transpor- 
 tation with all the West India Islands, but more especially 
 with Cuba, Porto Bico, Jamaica, Hayti and San Domingo. 
 They represent that, after long, careful study and much pa- 
 tient research, they are confident that the road will be of in- 
 estimable value and benefit, not only to the State but to the 
 
51 
 
 country at large, and will, in case of war, be of great value 
 for the transportation of troops, supplies, munitions, &c, 
 which is provided for in this bill, as also for the transporta- 
 tion of the mails it will be of especial value. 
 
 The distance that will be saved, in water transportation 
 from Havaua or any other of the West India ports, by the 
 building of this road, will be five hundred miles over any 
 other railroad connections. The distance from Biscayne to 
 Matanzas is a trifle less than one hundred miles, and to Ha- 
 vana a trifle more, at either of which places connection is 
 made with the Cuban Railroads. This makes compara- 
 tively but a ferry between the United States and Cuba. The 
 advantages of connection will be shared the same with all 
 the Islands. It will take from seven to ten hours only, by 
 water, to cross between the United States and Cuba. 
 
 A f6w figures, in round numbers, as to the comparative 
 wealth of Cuba and California, (to which we have just built a 
 road, and are preparing to build another,) may not be out of 
 place, to show how valuable to the country this proposed 
 road will become, and to the company, if skillfully operated, 
 
 Cal., 1860. Cuba, I860. 
 
 Population 379,994 1,359,238 
 
 Real and Personal Property .... 207,000,000 1,325,000,000 
 Agricultural Products 46,000,000 130,000,000 
 
 The commerce of Cuba was $144,000,000, of which the 
 United States got $54,000,000. The relative valuation of 
 property and commerce with Porto Rico and the other islands 
 is about the same. 
 
 The officers of the company believe that, with the proper 
 Railroad facilities, much more of the commerce of the West 
 Indies will be controlled by the United States, and, indeed 
 in a few years, with this road and its steamship connections, 
 
52 
 
 the United States will control this commerce ; the peninsula- 
 of Florida will be settled by an active and industrious people, 
 and from the peculiar character of its climate, soil and pro- 
 ductions, made one of the most flourishing portions of our 
 country. 
 
 The committee are assured that the company is fully organ- 
 ized, and the preliminary arrangements for proceeding with 
 the work have been made, and the work will be commenced 
 and prosecuted with the greatest possible expedition as soon 
 the lands asked for may be assured them. 
 
 The committee have carefully inquired into the whole mat- 
 ter, and are satisfied the purpose to build the road is good, 
 and from the national character of the work, are of the opin- 
 ion it demands more than the average attention given to bills 
 granting lands to aid in the construction of railroads. 
 
 The committee have carefully considered the Bill, and re- 
 commend its passage. 
 
 TRANSPORTATION OF LUMBER. 
 
 The supply of valuable timber along the entire line of the 
 Great Southern Railway is inexhaustible. Seven-tenths of 
 the line in Georgia is through a virgin forest of the most 
 magnificent yellow pine in the world. The timber is large, 
 high, and of the finest quality. It is fitted, by its size, growth 
 and qualily, for masts, spars, square timber, timber for ship- 
 building, house-building, cabinet ware, and indeed for all pur- 
 poses for which the finest quality of yellow pine can be used. 
 
 Value of Timber. — One cannot conceive, unless familiarly 
 acquainted with the country, how extensive and how valuable 
 the timber of the Georgia and Florida pine forest is, wherever 
 lines of transportation are opened and it is made available. 
 Thousands of millions of feet may be cut and taken from 
 
53 
 
 along the Hue of this railway, either in Georgia or Florida f 
 and no material diminution of the vast forests be seen or the 
 supply materially reduced. 
 
 Permanency of Supply. — For a full century the lumber men 
 have been drawing from the banks of the several rivers, and 
 supplying the markets of Europe, the United States, the West 
 Indies, Mexico and South America, with the masts, spars and 
 yellow pine of Georgia and Florida. Yet even on these 
 streams the supply is by no means exhausted, Indeed the 
 cutting has advanced so far only as to make the expense of 
 drawing logs to the streams by horse power too great while 
 the great forests a short distance away from the river are left 
 untouched. 
 
 Manufacture of Lumber and Timber. — The manufacture of 
 hewn timber and lumber is extremely lucrative, and along the 
 line of every railroad in Georgia, Florida and Alabama saw 
 mills spring up as if by magic. All the railroads of these States 
 are doing a large and lucrative business in the shipment of 
 lumber to the ports of their several termini. 
 
 Profit* accruing to Railroads. — But this is not all the profits 
 of railroads accruing from the manufacture of lumber. Ex- 
 perience has shown that railroad transportation of logs, in 
 taking them to the mills, is cheaper than transportation by 
 horses, mules or oxen. On most of the roads in these States 
 trains are run daily for the sole purpose of transporting logs 
 to the mills and lumber to the seaboard. 
 
 Lumber Manufacture. — Several extensive mills are now es- 
 tablished upon the line of this road, and a large proportion of 
 the logs for this lumber is now carried over the Jacksonville 
 Pensacola and Mobile road, or over short temporary railroads 
 built by lumbermen for the sole purpose of transporting logs 
 to these miils. 
 
54 
 
 This road will open an entirely new field for this work, and 
 a field which no man now living can see exhausted, but which 
 each year grow*s more lucrative as the facilities become 
 greater. Six hundred miles of this line of this road lies 
 through this virgin pine forest. 
 
 Live Oak. — In the southern portion of Georgia the Live 
 Oak forests are extensive ; while in all the peninsula of 
 Florida the Live Oak forests are the most extensive, and of 
 the greatest value of any in the world. 
 
 So valuable are these forests that the Government ha& 
 selected and reserved from sale large tracts of this live-oak 
 land, for the exclusive use of the Navy. 
 
 These forests have been for the most part absolutely in- 
 accessible. By this road they will be opened through their 
 whole extent. Lumbermen will at once take advantage of 
 this ready means of access, and quick transportation. The 
 profits from this source will be large, and the advantage to 
 the ship building interests, both of Europe and America, 
 great. 
 
 Along the whole line of this Railway, there are many other 
 valuable timbers which enter into all branches of mechanical 
 industries in which woods of any kind are used — the cypress, 
 red bay, palmetto, magnolia, and many other kinds of wood 
 especially valuable for cabinet ware, and by this road they 
 will be made available. 
 
 Profits of the Road from the Lumber Interests. — Experience 
 has shown that many of the roads in the yellow pine dis- 
 tricts of the South have paid, by the transportation of logs, 
 timber and lumber, all the running and current expenses for^ 
 their entire traffic. 
 
 No other road in all the country offers so great inducements 
 in this branch of business. The magnificent forests through 
 
55 
 
 which it runs, the ability to carry either logs, timber or lum- 
 ber to navigable waters at so many points, thus avoiding too 
 great expense to the lumbermen, combine to make it certain 
 that this road will be superior to any other in the speciality. 
 
 ESTIMATE OF THE VALUE OF YELLOW PINE LUM- 
 EER ON THE LINE OF THE ROAD. 
 
 A report of the War Department on the survey of the. 
 Choctawhatchie River, West Florida, Col. J. H. Simpson, U. 
 S. Engineer, in charge, made to Congress, April 17, 1872, in 
 estimating the resources of the country adjacent to the river, 
 makes an estimate of the yellow pine timber, and the dis- 
 tance which logs can profitably be hauled, as three and a half 
 miles, and the value of the timber at an average of forty five 
 dollars per acre." 
 
 The line of the road runs through an unbroken yellow pine 
 forest in every respect equal to that on the Choctawhatchie 
 River, for more than six hundred miles. Estimating it at 60( > 
 miles there is a frontage on both sides of the road, of 1,200 
 miles. Three and a half miles on which timber may be 
 drawn to the road on either side, gives 4,200 square miles, or 
 2,688,000 acres covered with yellow pine and available to the 
 road. This 2,688,000 acres at forty five dollars per acre gives 
 $120,960,000, as the value of the yellow pine available to this 
 road. 
 
 Col. Simpson gives another estimate in which he states 
 that the best authorities gives five miles at which timber may 
 be profitably hauled. This would greatly increase the other 
 estimate. 
 
 Extract from the Report oj Charles F. Smith, Civil Engin- 
 eer on that portion of tie road [line between Jesup, (U orgia, and 
 Jacksonville, Florida. 
 
56 
 
 The vast amount of business that out of necessity must 
 grow out of the immense slope of timber in the yet untouched 
 forests of the south, especially of Georgia and Florida is 
 scarcely t dreamed of even in the Northwest where the 
 approaching timber famine is already inducing very serious 
 apprehensions, concerning a supply for the present even, not 
 to figure on a future, not far distant. 
 
 The importance of this single branch of trade as a source 
 of revenue to the Great Southern Railway is no small item. 
 Of the ninty-one miles between Jessup and Jacksonville, 
 eighty-five miles is through a dense forest of yellow pine, with 
 easy access by hauling with teams for three miles on either 
 side, making 510 square miles or 360,400 acres of land lying 
 adjacent to and along the line of the road, betweeen the 
 points above named ; all of the logs and lumber from this land 
 will necessarily find transit over the road. 
 
 At the very lowest estimate made by Mr. Smith, there is 
 816,000,000 feet, and at the present rates of freights on logjs 
 and lumber over this short space of the road, would amount 
 to $1,080,000. Another thing which is not generally known in 
 the North and Northwest, and which is a fact abundantly 
 proven by very many years experience, that when these lands 
 are once cleared of their large timber, the growth is so rapid 
 that it replenishes itself to its full capacity of timber for sawing 
 in fifteen years. Thus Mr. Smith says from this land alone an 
 annual crop of lumber may be taken of 163,000,000 feet. 
 
 This is of especial importance by the growing scarcity of 
 timber at the north and northwest, as the southern market will 
 increase in an equal pace with the northern scarcity. A very 
 large proportion of the yellow pine lumber of the south seeks 
 a foreign market. The various connections of this road with 
 the navigable waters of the Satilla, Saint Mary's and Saint 
 
57 
 
 John's livers which it crosses or touches, and the ports 
 of Savannah, Brunswick and Fernandina, «vhicli are reached 
 by short sections of railroads crossing this. These advantages 
 in the shipment of logs and lumber very greatly enhance the 
 value of this road, and of the timber itself by so easily carry- 
 ing it to sea-going navigation. 
 
 STEAMSHIP TRANSPORTATION OF THE GREAT 
 SOUTHERN RAILWAY. 
 
 The peculiar location of the road of this company, com- 
 mencing as it does at Millen, near the northern boundary of 
 Georgia, and midway between Canada and Key West, and 
 thence running south, touching at Turtle Harbor to Key 
 West, between 700 and 800 miles, will require the additional 
 transportation of steam and sailing vessels. Key West is 
 sixty miles south of the extreme southern point of the penin- 
 sula of Florida, and Turtle Harbor is on the southeast of the 
 peninsula. A full development of the freight and passenger 
 business of the road requires the continuance of the carriage 
 by steamships south of the termini of the road, to all the 
 ports of the West Indies, of the Caribbean Sea, Central and 
 South America. Elsewhere we have shown the amount of 
 this traffic that will pass over the road from tropical Amer- 
 ica, from the Panama Railroad and the Darien Canal, as 
 soon as work on it has commenced. But this commerce must 
 be withered into Key West and Turtle Harbor by steamships 
 and sailing vessels. The company has fully considered this 
 question, and is fully aware of its importance and the neces- 
 >f establishing these lines of steamships. 
 
 The nation is now very deficient in steamship transpor- 
 tation on the waters south of the United States, and the en- 
 tire force of steamers necessarv to transact the business 
 
58 
 
 would need to be furnished by the company. To fully con- 
 trol the carrying trade intended to be reached, there will be 
 required at least fifteen steamships ranging from 400 tons 
 upwards. These vessels should be of iron and substantially 
 built. Within two years after the line of road is opened, this 
 number of vessels can be kept fully occupied. This will be 
 more apparent when we consider that there are 107 steam- 
 ships, registering 163,448 tons, plying regularly from Euro- 
 pean ports to the same ports that this company intends to 
 reach, and which are now almost wholly or altogether ne- 
 glected by the commerce of the United States. 
 
 From Turtle Harbor there will thus be established with 
 the road, regular steamship connection with Nassau and 
 other ports of the Bahama Islands, with Cardenas and other 
 eastern ports of Cuba, the ports of Porto Rico, Hayti, San 
 Domingo, and each one of the other West India Islands, to 
 the east coast of Venezuela, the steamers on the Orinoco 
 (owned by Americans), the ports of Dutch, French and Brit- 
 ish Guiana, all the ports of Brazil, the Amazon River, all the 
 ports of Uruguay and the Argentine Republic. 
 
 From Key West there will be established connection by 
 steamship with Havana and Matanzas, and at these ports 
 making connection with the entire railroad system of Cuba, 
 and receiving the enormous and valuable freights carried by 
 them, the ports of Jamaica, of Southern Mexico, Yucatan, the 
 Bolize, Nicaragua, Costa Rica, and the eastern terminus of the 
 Panama Railroad ; the ports of the United States of Colum- 
 bia, the western ports of Venezuela, and by the Panama 
 Bailroad, with the whole western coast of Central and South 
 America. In all more than 150 ports now having a fixed and 
 established commerce. These ports range in the value of 
 their imports and exports from sufficient only, to secure the 
 
59 
 
 establishment of communication, up to those ranking among 
 the first 'ports in the world in the value of their commerce 
 Such is the case with the cities of Havanna, Aspinwall, Rio 
 Janerio, and Buenos Ayres. 
 
 It will be seen by reference to other parts of this pamphlet, 
 how enormous is the preponderance of the commercial 
 nations of Europe, over the United States, in the number and 
 tonnage of vessels and the traffic carried by them. This too, 
 applies both to the main land and the islands of tropical 
 and semi-tropical America. The tonnage and traffic of 
 Europe, in this commerce is so much greater than that of the 
 United States, that the realization of it is humiliating to every 
 comprehensive and well thinking American. The interchange 
 in the production of the tropic and those of the temperate 
 zones is almost beyond comprehension, and the successes in 
 commerce and the habits of nations have made this inter- 
 change a necessity of civilized life. 
 
 The enormous wealth of the mercantile nations of Europe, 
 originally accrued to them, in a large degree, by their com- 
 merce with the East Indies and other tropical countries of 
 Asia. It has added to this the commerce of tropical America. 
 The first they still monopolize, the latter nearly so. It will 
 be noticed in the summary elsewhere given of the vessels 
 trading between Europe and the West Indies, Central and 
 South America, that only steamships are mentioned ; while 
 the sailing vessels engaged in the same traffic vastly exceed 
 the steamship, in number, tonnage and carrying capacity. 
 
 The establishment of this road will call into its service 
 many sailing vessels now unemployed or employed else- 
 where. The southern termini of the road being just on the 
 line between the temperate aud torrid zones, will afford an 
 opportunity not before existing on tins continent for short 
 
60 
 
 and profitable trips for sailing vessels, in carrying perishable 
 tropical fruits and other perishable productions of the 
 South. 
 
 By the use of refrigerating cars, the most sensitive fruits 
 grown in the tropics can be carried to any point in the North 
 without injury or decay. The greater facilities of ingress, 
 egress and anchorage afforded by the harbors of this road, 
 superior to any harbor south of New York, will afford a 
 great inducement for sailing vessels to engage in the service 
 of the company. 
 
 There is another fact in connection with this enterprise 
 that, in a national sense, should not be overlooked. We 
 have shown elsewhere the directness and shortness of this 
 line from the tropics to that portion of the United States 
 north of thelApalachian mountains and west of the Alleghany 
 mountains — that is, the valleys of the Ohio, the Northern 
 Mississippi, and the Northern Lakes. This short line to the 
 tropics would speedily make Chicago, Cloveland, Cincinnati, 
 Louisville, St. Louis, Nashville, and many other cities the 
 rivals of Boston, New York, Philadelphia, Baltimore and 
 New Orleans in importing all the productions of the tropics, 
 and surpass them in exporting the food products of the West 
 to the tropics. Still further, it will cause the Great Basin of 
 the West to become the rival of Europe in the commerce of 
 the nations south of the United States. The construction of 
 this road and its steamship connection is all that is now neces- 
 sary to turn the commerce of tropical America from Europe to 
 this country and give to the United States what in right be- 
 longs to it — the control of the commerce of this Continent. It 
 never has had that control, and it is a duty it owes to itself 
 to seize upon every advantage and secure to itself this com- 
 merce of hundreds of millions of' dollars per annum. This 
 
01 
 
 load, .with its ocean extensions, will rescue this commerce 
 from Europe, and for all future time it will be held by this 
 country and by our own people. No public work has been 
 projected, or can be, that will compare with this for controll- 
 ing so vast a commerce. Indeed, the completion of this road, 
 with its steamships added, will revolutionize the commerce 
 of this Continent, 
 
 No one of the great national improvements recommended 
 by the XLIII. Congress to be undertaken and accomplished 
 can be compared to this in improving the commerce of the 
 country, or in increasing the material wealth of the people. 
 
 To the Company, as well as to the country, to the com- 
 merce and to the increasing wealth of the nation, resulting 
 from the opening of this great trunk line of road as a route 
 of transit for the commerce that will flow from the temper- 
 ate to the torrid, and from the torrid to the temperate zone, 
 the steamships to be placed in connection with the road, will 
 be of as great importance as the road itself. The steamships 
 will be an actual continuation of the road, to every con- 
 siderable port south of the United States. It would be but 
 a half completed work if the road was constructed without 
 the addition of the steamships, or if the steamships were 
 put on without the through line of road to rapidly carry the 
 freights from the tropics to the interior of the United States, 
 and vice versa. But combined the enterprise is complete and 
 perfect. All that is claimed for the road will be accomplished 
 speedily upon its completion. The hundreds of millions of 
 dollars of the commerce of the nations south, that now finds 
 it way direct to Europe will flow into this country and be con- 
 trolled by it, and the people of the United States in ado 
 richer by many^millions of dollars each year for all the 
 future. 
 
62 
 
 We need steamship lines to enable the people of South 
 America, Central America and Cuba to communicate with us 
 direct and to get the goods they buy direct. As it now stands 
 a person from Rio Janeiro, desiring to buy goods in the New 
 York market, would require to go to Liverpool and thence to 
 New York. The consequence is he does not get to New York 
 at all, but buys his goods m Liverpool. This is true of 
 all South American ports. A steamship line is a great high- 
 way, and people will travel the road laid out for them. 
 
 England has always been keenly alive to this fact, and has 
 subsidized steamship lines to any part of the earth where 
 there has been even a remote chance of commerce resulting 
 by such communication. But with us it is very different. 
 
 The steamship line is simply a continuation of the rail- 
 road, the one carrying from the seaboard what the other car- 
 ries to it. It is of primary importance for our countrymen to 
 see the fact, that if they wish the people of foreign countries 
 to become our customers, and to buy here in preference to 
 buying abroad, that they must open the way for them to 
 come, and give them at least equal facilities of travel and 
 transportation of freight, as they are furnished by England 
 and other foreign countries, who are our direct competitors. 
 
 TRANSPORTATION OF COTTON. 
 
 The transportation of cotton will i>e a large item in the 
 profits of the road. There were produced, as shown by the 
 last census in the counties directly upon the line of the road 
 or strictly tributary to it, 25,000 bales in. Georgia, and 40,000 
 bales in Florida. This cotton would seek a market over this 
 road. But the main portion of the cotton transported by it 
 will be that thrown upon it by the tributary roads. All the 
 cotton from Florida, Southern and Southwestern Georgia, 
 
63 
 
 sent direct to Charleston, Wilmington, Baltimore, Phila- 
 delphia, Neiv York or Boston by rail, will pass over this 
 road, either from the Peninsula of Florida north, or fiom 
 Jesup, Ga., being there thrown upon it by the Atlantic and 
 (/<///* road, by the Brunswick and Albany from the southwest, 
 and by the Macon and Brimmvick road from the southeast 
 In the transportation of cotton to a market, a large portion of 
 it is sent over the shortest railroad lines, and in the quickest 
 time, and thus it would be given to this road. 
 
 Four-fifths of the country through which this railroad 
 passes is cotton producing country, and the opening of the 
 of the country by lines of communication will develop to an 
 unlimited extent the production of this staple. 
 
 Sea Island Cotton. — It is a fact worthy of especial note that 
 the line of this railway traverses the full extent of the only 
 region in the world adapted to the culture of the Sea Island or 
 Long Staple Cotton. The only exception to this is a few 
 square miles of territory on the coast islands of South Caro- 
 lina. This road enters the country producing Sea Island 
 Cotton exclusively, a few miles south of Jesup, and thence 
 south continues its entire length in the soil and climate pecu- 
 liarly adapted to the production of this most valuable staple. 
 Short staple cotton is not grown at all upon the Peninsula of 
 Florida. The opening of this country by railroad will, in a 
 few years, quadruple the amount of Sea Island Cotton now 
 grown in the world. The cultivation of it has always been 
 lucrative, but the means of transportation from this, the only 
 large area adapted to its growth, have been wanting. The terri- 
 tory adjacent to the line of this road has an easy capacity of a 
 millions bales of lorig staple cotton, and if for no other reason 
 it should be opened to develop the growth of this most valu- 
 able product. 
 
64 
 
 Letter from the Commissioner of Agriculture, transmitting/ 
 in answer to a Senate resolution of March 6, 1876, informa- 
 tion in relation to the soil and climate adapted to the growth 
 of sea island cotton. 
 
 Department of Agriculture, ) 
 Washington, March 9, 1876. } 
 Sir: 
 
 Soil of marine formation appears to be necessary, and a 
 sea atmosphere, with its warmth and equability. A sandy 
 deposit of marine silt, but little above the sea level, permea- 
 ble by the moisture beneath, and convenient for the requisite 
 manuring by salt-marsh, furnishes conditions for the highest 
 production of sea-island cotton. 
 
 Limited as is the area suited to the culture of this variety, 
 it is by no means occupied. The economic aspects of this 
 production have not been favorable to its extension. Among 
 the largest crops produced are those of fifty years ago. The 
 product of 1827 was fully 15,000,000 pounds, or 47,000 bales of 
 320 pounds each, while the average for the past ten years 
 is less than half as much, or 7,000,000 pounds, nearly 22,000 
 bales. The record of these crops, with the geographical 
 distribution of production, is as follows : 
 
 Years. 
 
 1874 bales 
 
 1873 ....do 
 
 1872 do 
 
 1871 do 
 
 1870 do 
 
 1869 do 
 
 1868 do 
 
 1867 do 
 
 1866 do 
 
 1865 do 
 
 Total do. 
 
 
 
 South 
 
 
 Florida. 
 8,313 
 
 Georgia. 
 
 Carolina. 
 
 Texas. 
 
 1,110 
 
 7,400 
 
 204 
 
 8,825 
 
 1,408 
 
 8,759 
 
 "920 
 
 10,761 
 
 1,269 
 
 13,156 
 
 1,100 
 
 5,624 
 
 1,567 
 
 8,755 
 
 899 
 
 8,753 
 
 4,934 
 
 7,218 
 
 704 
 
 9,948 
 
 9,225 
 
 7,334 
 
 
 6,703 
 
 • 6,371 
 
 5,608 
 
 
 10,402 
 
 6,296 
 
 4,577 
 
 
 11,212 
 
 10,015 
 
 11,001 
 
 
 2,428 
 
 10,957 
 
 5,630 
 
 
 
 82,972 
 
 53,152 
 
 79,438 
 
 3,827 
 
 Total. 
 
 17,027 
 19,912 
 26,289 
 16,845 
 21,609 
 26,507 
 18,682 
 21,275 
 32,228 
 19,015 
 
66 
 
 Edisto Island, south of Charleston, is the most prominent 
 locality for the production of long-staple cotton. Saint Si- 
 mon's, Ukyl, and Skidoway are also favorably known for pro- 
 ducts of high quality. 
 
 In conclusion, the " geographical limits and area" in which 
 sea-island cotton " matures perfect growth," include the 
 islands of the coast of South Carolina, Georgia and Florida, 
 and the Gulf of Mexico, and a few miles inland from the 
 coast, ten or fifteen, more or less, the line extending farther 
 inland up the river valleys which have a marine soil and un- 
 obstructed sea breeze, and encircling most of the area of Flor- 
 ida. 
 
 The proportion of upland to sea-island cotton product is 
 about 200 to 1. Probably not more than 100,000 acres are 
 now devoted to its culture, while that occupied in upland cul- 
 ture is from one hundred to one hundred and twenty times 
 as much. The area could be increased immensely were con- 
 ditions favorable— a sufficient price, more systematic and 
 labor-saving modes of culture and preparation, and a more 
 available and sufficient labor, the former residents of coasts 
 and islands having gone to the cities, or retired to the uplands. 
 I am, yours very respectfully, 
 
 FRECK. WATTS, 
 
 Commissioner. 
 
 NAVAL STORES. 
 
 On every completed railroad in the yellow pine districts of 
 the South the production and manufacture, of Naval Stores 
 has become of great moment, and is everywhere lucrative. 
 Very important improvements have been made in the process 
 of manufacture of these stores, in consequence of which the 
 business has already much increased, and is growing rapidly. 
 
66 
 
 No locality in the world offers greater facilities for this branch 
 of industry than the line of this road. The very considerable 
 bulk of these stores will furnish the road with a large busi- 
 ness, and enhance its profits. Many producers are now await- 
 ing anxiously the opening of this road that they may open 
 the turpentine orchards along the line. 
 
 The extensive pine forests of Florida already furnish em- 
 ployment to a large number engaged in the production of 
 naval stores. The trees in Florida have a much longer run- 
 ning season than those of 'North or South Carolina. One 
 hand will take care of 12,000 boxes, which will yield 50 bbls. 
 of spirits of turpentine, and 200 bbls. of rosin, in a good 
 season. The business has been yearly increasing, and has 
 been remunerative. 
 
 Capt. C. F. Smith, civil engineer, says of that section of 
 the road between Jesup and Jacksonville : " The territory 
 along the ninety miles of this road is well timbered with yel- 
 low pine of excellent quality for the manufacture of naval 
 stores of all kinds. Notwithstanding the pressure of the 
 times, the manufacture of naval stores is now rapidly in- 
 creasing along the line of the Florida railroads. New crops, 
 in some ten localities, are being opened along the Florida Rail- 
 road, and the results already form an important, even a lead- 
 ing feature, in the regular exports from Fernandina. The 
 land along the line of this railway is well adapted to the pro- 
 secution of this important business, and already a number of 
 firms are awaiting the completion of the road to enable 
 them to embark largely in it." 
 
 There are 500' miles additional of as good pine forest for 
 the manufacture of naval stores on the line of this road as 
 are the ninety miles of which Capt. Smith speaks in his re- 
 port. 
 
67 
 
 CATTLE. 
 
 The Peninsula of Florida is four hundred miles in length, 
 from north to south, having an average breadth of ninety 
 miles. No railroad has yet penetrated thi i vast region south 
 of the Florida Railroad. Excepting such portions of it as 
 are under cultivation, it is devoted exclusively to the raising 
 of cattle, which pasture winter and summer upon the grasses 
 growing everywhere equally well at all seasons of the year, 
 in forest and on prairie alike. Millions of cattle roam over 
 this country, and stock-growers number their herds by tens 
 of thousands. These cattle have been increasing and accu- 
 mulating until now the country is fully stocked, and many 
 fear already stocked beyond its capacity to support them. 
 The only available market has been that of Havana, whither 
 they were carried by steamers and sailing vessels from Char- 
 lotte's Harbor. Otherwise they were driven several hundred 
 miles, either to Savannah or Augusta. The market has not 
 been equal to the increase, and the opening of this railway 
 will open the markets of the North for these cattle, and 
 greatly facilitate their transportation to Cuba. 
 
 FRUITS FROM ABROAD. 
 
 From the Neiv York Tribune of Augusts, 1877: 
 Fruit from Abroad. — The extent of the foreign fruit impor- 
 tation to this city is far greater than is generally known. 
 Until recently the business was carried on almost entirely by 
 sailing vessels, but the establishment of steamship lines from 
 the various Mediterranean ports to this city has largely in- 
 creased its volume. The boats of the Mediterranean and 
 New York Steamship Line, which has now been in operation 
 for about three years, and of a line started this year by Italian 
 dealers, are almost entirely given up to this class of freight. 
 
68 
 
 Steamers arrive every week or ten days during the fruit 
 season. They make the trip in from twenty to twenty-two 
 days, and the fruit, which is generally in excellent condition, 
 is in great demand. The voyage under sail averages about 
 sixty days. 
 
 About 40 per cent, of the fruit brought from. Mediterranean 
 ports now come in steamships. Even with this advantage 
 the trade is a risky one, but not so much so as with sailing 
 vessels, liable at any time to long voyages and consequent 
 destruction of cargoes. The shipments of green fruit begin 
 early in the Summer with lemons from Malaga, which last 
 until November, and then continue with the same fruit from 
 Sicily, which comes through the Winter and until June. 
 During the last three years there have been large shipments 
 of oranges from the Adriatic, which arriving here in good 
 condition, find a ready sale. The shipment of dried fruits is 
 almost wholly confined to the steamship lines, and includes 
 largo quantities of raisins from Malaga and Valencia, and 
 currants from Greece. The annual importations reach about 
 1,000,000 boxes from Malaga, and about 350,000 boxes from 
 Valencia, and of the total amount about 85 per cent, is con- 
 signed to New York firms. The, importation of currants is 
 increasing from year to year, the lower duties stimulating 
 consumption. The importation now reaches nearly 10,000 
 tons a year, and nearly all comes to this city. The dried 
 fruit traffic alone amounts to about $4,000,000 a year. Of 
 green fruits arriving by steamship there is an average each 
 year of 100,000 boxes of oranges from Sicily and 75,000 boxes 
 from Spain, together with 50,000 boxes of lemo.SiFrom Spain, 
 500,000 boxes from Sicily, and during the Summer from 
 15,000 to 40,000 boxes from France, according to the crop. 
 The consumption in this city reaches nearly 1,000 boxes 
 
69 
 
 •daily, the rest going to various parts of the country. The 
 prices vary from $1.50 to $6.50 a box for oranges and from 
 $2.50 to $12.50 a box for lemons, according to the season and 
 the supply. 
 
 TROPICAL AND SEMI-TROPICAL FRUITS. 
 
 The following is valuable as showing, first — the large quan- 
 tities of fruit imported to the United States ; second — the 
 heavy loss sustained by the importers by reason of the long 
 66a voyage ; third — the very large savings that would accrue 
 to the importers if the times in which fruits is in transit was 
 reduced to threa or four days, instead of 6, 8 or 10 days, and 
 often out so long that a whole cargo is lost at sea ; and fourth 
 — indirectly showing how great would become the production 
 of these fruits on the Florida Peninsula. 
 
 If the West India Islands, Central and South American 
 fruits could be tranported from the orchards to the northern 
 markets by fast steamers to Key West, and thence in refriger- 
 ating cars, thereby insuring to the producer a sure market 
 and the importers against loss by delay, by reason of long sea 
 voyages in a tropical and semi-tropical climate, all the fruits 
 mentioned in this article, and many others which are too liable 
 to decay ever to be seen in the northern markets of the United 
 States, but which, by refrigerating compartments on the 
 steamers and refrigerating cars, tfan be taken to every city of 
 the United States as fresh as when they were gathered from 
 the trees — as easily, indeed, as fruits are now brought from 
 California to the markets of the east and south in the same 
 manner. 
 
 The production of these fruits in Florida will mark a devel - 
 opment never yet hoped for, and the importations will keep 
 full pace with their production until tropical fruits will become 
 
70 
 
 as common and cheap in the northern markets as the apple of 
 the Northern States. 
 
 A KEVIEW OF THE TEADE- VAKIETIES IMPOETED, 
 AND THE AMOUNT. OFFICIAL STATISTICS. 
 
 Below we give a carefully considered synopsis of the foreign 
 fruit trade of New York for a single year, especially prepared 
 by Inspector Bostwick, of the Customs Department : 
 
 Box iruit. — " The importation of thebox fruit at the port 
 of New York, from the Mediteranean porls, during each month 
 of the year was as follows, viz. : In January, 65,456 boxes of 
 oranges and 22,441 boxes of lemons ; in February, 19,525 
 boxes of oranges and 5,482 boxes of lemons ; in March, 73,838 
 boxes of oranges and 24,55 boxes of lemons ; in April 190,051 
 boxes of oranges and 97,851 boxes of lemons; in May, 73,590 
 boxes of oranges and 52,644 boxes of lemons : in June, 18,355 
 boxes of oranges and 28,399 boxes of lemons ; in July, 5,150 
 boxes of oranges and 32,308 boxes of lemons : in August, 181 
 boxes of oranges and 23,302 boxes of lemons ; in September, 
 8,946 lemons ; in October, 2,667 boxes of lemons ; in Novem- 
 vember, 827 boxes of oranges and 11,698 boxes of lemons ; in 
 December, 27,846 boxes of oranges and 6,226 boxes of lemons. 
 The above comprise 792,372 boxes, of which 474,849 were 
 oranges and 317,523 were lemons. There were 31 cargoes by 
 steamers and 124 by [sailing vessels— which shows an increase 
 of 6 cargoes by steamers and 20 cargoes by sailing vessels over 
 the number of importations the previous year, while the 
 number of boxes of fruit in excess of the importations of the 
 same year was only 5,675. There was also imported from Pal- 
 ermo about 4,000 boxes of mandarines, a variety of sec all 
 orange, containing from forty to fifty in a box. The percent- 
 age of loss was twenty-five per cent. The total number of 
 
71 
 
 oranges was 112,462,600, and of lemons 114,408,280. The 
 average percentage of loss'on box fruit by decay far exceeds 
 that of the previous, and in fact, was greater than at any 
 period within the last twenty-five years. As a necessary con- 
 sequence, the losses of importers, in the aggregate was cor- 
 respondingly large. This heavy loss was mostly confined to 
 that of oranges, more especially on the importations from Pal- 
 ermo during the months of March, April and May, which 
 comprised about one-half of the whole number of boxes im- 
 ported during the year. The amount of loss is mainly attri- 
 butable to the length of time consumed in making the voyage 
 which was from 80 to 120 days. It is to be regretted that no 
 better success has attended the efforts of the importers of 
 Mediterranean fruit for the past few years. When we take 
 into consideration the large amount of capital involved in this 
 hazardous branch of commerce, and the not unfrequent and 
 heavy losses sustained by them, we cannot but wonder at and 
 admire their perseverence and courage, which certainly mer- 
 its a much richer reward than has recently fallen to their lot. 
 
 West India Fruit. — " The trade in West India fruit has 
 proved anything but satisfactory or profitable to the impor- 
 ters and others who were engaged in it during the year, and 
 it may with propriety be here stated, that the above remarks 
 in relation to the Mediterranean fruit trade, and to those who 
 were engaged in it, will apply with equal force to the import- 
 ers of West India fruit, whose losses during the past two 
 years have also been very large. 
 
 Oranges from the West Indies. — "The importation of 
 oranges from the West Indies during the year consisted of 
 forty-five cargoes, by sailing vessels, from Mayaguez and 
 Ponce, Porto Rico ; Kingston, Jamaica ; Havana and Bara- 
 coa, Cuba ; Matanzas, Martinique, Abaco, Harbor Island, 
 
72 
 
 San Domingo and Hay ti, comprising 17,816,735 oranges. This 
 includes 19,046 barrels, nearly all of which were imported in 
 • steamers from Havana, Kingston and Nassau — a decrease of 
 fifteen cargoes and 4,601,496 oranges under the importations 
 of the previous year. The number of oranges that perished 
 in the voyage, 9,900,259 — equivalent to a loss of fifty -five per 
 cent. The decrease in the number of importations of oranges 
 was in nowise owing to the lack of fruit in the West Indies. 
 On the contrary, the orange crop was a bountiful one, but was 
 solely on account of the losses on the importations already 
 made. The number of ban-els of oranges per steamers, in 
 excess of the importations of last year, was 9,478. 
 
 Bananas. — " The importation of bananas during the year 
 •exceeded that of any former year. There were 150 cargoes, 
 of which 143 were from Baracoa ; 4 from Kingston, Jamaica ; 
 2 from Utilla, and one from Kuatan, Central America ; show- 
 ing an increase of forty-eight cargoes in excess of the impor- 
 tations of 1871. The total number of bunches of bananas 
 imported was 401,670, of which 344,280 were from Baracoa, 
 an increase of 100,000 in excess of the importations of last 
 year from the latter place; 5,686 were from Jamaica, and, 
 ^,750 from Utilla and Bautan. The loss by decay was twenty- 
 nine per cent. There were also imported from Aspinwall, in 
 steamers, 53,640 bunches bananas — an increase of 10,223 
 bunches in excess of the importations of the previous year 
 from the same place. The loss on these importations was 
 equal to thirty-three per cent. The trade in Aspinwall 
 bananas has materially increased within the past few years. 
 Formerly only a few hundred bunches were occasionally im- 
 ported in steamers plying between Aspinwall and this city, 
 w here now, and for several years past, thousands of bunches 
 are monthly imported. 
 
73 
 
 Pineapples. — " The importations of pineapples from Elou- 
 thera, Matanzas, Havana, Nassau, Abaco and Harbor Island, 
 consisted of ninety cargoes, and comprised 4,190,051 pine- 
 applies, showing a small increase over the number imported 
 lust year. The number that perished on the voyage was 983,- 
 826, being a loss of twenty-four per cent. 
 
 Cocoanuts. — " The importation of cocoanuts at this port 
 daring the year consisted of 174 cargoes, of which 143 were 
 from Baracoa, and the residue from San Bias, San Andreas, 
 San Antonio, San Domingo, Carthagena, Buatan, Old Provi- 
 dence and Kingston, Jamaica, and comprised 7,990,041 cocoa- 
 nuts (iucluding those imported from Aspinwall in steamers), 
 of which number 1,036,355, perished on the voyage — show- 
 ing a loss of thirteen per cent., and an increase of 970,108 
 cocoanuts in excess of the importations of last year. 
 
 Miscellaneous. — " The importation of limes from the West 
 Indies and Aspinwall during the year comprised 537 barrels, 
 on which there was a loss by decay of thirty-six per cent. 
 The number of shaddocks imported last year was only 21,- 
 128, on which there was a loss of forty percent. The shad- 
 dock is not a desirable fruit for eating, it is mostly used for 
 making marmalade. The quantity of grape fruits imported 
 was small. The whole number comprised only 13,700, and 
 the loss was thirty-six per cent. The above shows a small 
 
 .-ease under the importation of last year. Of plantains 
 36,550 were imported during the year, and the loss by decay 
 was thirty per cent. The quantity of pomegranates, man- 
 goen, sapodillas and many— apples something less than the 
 importation of last year. Nearly the whole of them perished 
 in the voyage. 
 
 Ocuittdoupe Melons. — Less than 500 cantaloupe melons 
 were imported from Malaga during the year, thirty per cent. 
 of which perished on the voyage. 
 
74 
 
 Disasters at Sea. — This year will long be remembered bj 
 many with sorrow and regret as one noted for the great num- 
 ber of disasters which occurred at sea, and which resulted 
 not only in the total destruction of scores of vessels, but also 
 in the loss of hundreds of the lives of hardy seamen. It 
 would seem to be superfluous to say that the perils of the 
 sea were unusually great and almost innumerable, as the fact 
 must be patent to every one who has noticed the passing 
 events of the year. The vessels engaged in the West India 
 fruit trade the past year were, unfortunately, not an excep- 
 tion to the prevailing fatality. 
 
 Cultivation of Semi- Tropical Fruit in the South.— The in- 
 creased attention paid to the cultivation of many varieties of 
 semi-tropical fruit in certain sections of our own country, 
 within the past few years, has proved not only quite satisfac- 
 tory but also remunerative to those who have embarked in 
 the enterprise. Comparatively speaking, but few persons are 
 aware of the existence or extent of the numerous orange 
 groves in the States of Florida and Louisiana, moie especi- 
 ally in the first named State. Some of them were planted 
 many years since, and others more recently and within the 
 last thirty years. The products of these orange groves for 
 several years past have been abundant, yielding many mil- 
 lions of oranges of an excellent quality. A ready market 
 and remunerative prices were found for the surplus fruit over 
 and above the requirements for home consumption, princi- 
 pally in' Savannah and Charleston, only a small portion of it 
 finding its way to the Northern States. 
 
 Lemons, of large size and superior quality, are now suc- 
 cessfully raised in East Florida, but not in quantities suffi- 
 cient for export. Other Varieties of fruit are also cultivated , 
 
75 
 
 such as limes, grape fruit, pomegranates, guava apples, 
 olives, figs, the date palm, Japan plum and pineapples. 
 
 The Trade in Green Fruit. — " From the official records of 
 the Custom House the following tables havo been condensed. 
 They exhibit the values of all the green fruit imported from 
 the Mediterranean, the West Indies and Central and South 
 America, as well as the amount of duty collected, and they 
 are, therefore, calculated to give at a glance a correct idea of 
 the extent of the trade of this port in green fruit. 
 
 Value. | Duty. 
 
 Oranges and lemons (20 per cent, duty) . ..$2,085,879 $417,175 80 
 
 Pineapples (20) per cent, duty) 159,631 31,926 20 
 
 Bananas and other green fruit (10 per cent 
 
 duty 500,426 50,014 40 
 
 Cocoanuts '. 158,509 9,993 20 
 
 Total $2,904,445 $509,138 60 
 
 "A comparison of the two sets of figures given above 
 shows an increase of the amount in value of green fruit 
 imported $314,419, and of duty $29,070,40, over the 
 amount in value and duty of the imports of green 
 fruit last year. So much for the facts connected 
 with the importation of green fruit at the port 
 of New York. To follow it thence to its destination in 
 various parts of the country would be very interesting, but 
 would exceed the limits the writer has set for himself in the 
 preparation of these yearly statements. It can readily be 
 imagined that the same degree of risk which attends its im- # 
 portation follows the later dealing in this most perishable 
 commodity, although it is undoubtedly true that the risk as- 
 sumed by the importers is the greatest experienced in the 
 trade, both from the greater amount of their ventures and 
 from the fact that they are subjected to the delays and dan- 
 gers peculiar to sea traffic." 
 
76 
 
 A thousand orarjges may be purchased in Havana for 
 about $4.75, and their value here may be about $20 a thou- 
 sand, but the fruit must be sound when it is sold, so that the 
 profits on it are by no means so large as might at first be sup- 
 ppsed. The annual loss on imported grape fruit and shad- 
 docks is frequently as much as twenty per cent.; limes, fifteen 
 per cent.; and on mangoe£it is impossible almost to estimate 
 it. It is a fruit extremely difficult of preservation, and very 
 often a whole cargo is destroyed on the voyage from the West 
 Indies. 
 
 Pineapples and Cocoanuts. — There is probably as great a 
 demand for pineapples in New York as for any species of im- 
 ported fruit. Their very perishable nature is best shown by 
 the enormous profits which importers expect to realize on the 
 sound fruit. They cost between $33 and $34 a thousand in 
 West Indies, and are sold here for about $120 a thousand. 
 The average loss on pineapples by decay on shipboard is 
 about thirty per cent., and on bananas about twenty-five per 
 cent.; on grape fruit thirty per cent., and on cocoanuts pro- 
 bably not more than fifteen per cent. 
 
 An immense number of cocoanuts are brought to New 
 York every year. Those from the South America are es- 
 teemed very much finer than those coming from Baracoa, the 
 former frequently selling in this city for $65 a thousand, 
 w hile the latter seldom brings more than $38. Their 
 average cost at the ports of shipment is about $20 a thou- 
 sand, and the profits of the business are very large. 
 
 FROM SCRIBNER'S MAGAZINE. 
 
 Fruit Cultw e in Florida. — But very little capital is needed 
 for the starting of a grove, and the rewards of a successful 
 
77 
 
 one are very great. Oranges sell at from $25 to SG8 per 
 thousand in Jacksonville, and are readily transportable to 
 any of the Atlantic seaports. When the necessary dredging 
 and building of canals has been accomplished, so that the 
 Indian river may have an outlet via the St. Johns, the North 
 will be supplied with oranges of more delicate texture than 
 any it has yet seen ; and the number of groves along the 
 river will be legion. The fitness of Florida for the growth 
 of the tropical and semi-tropical fruits is astonishing. Not 
 only do the orange, the lemon, the lime, and the citron flourish 
 there, but the peach, the grape, the fig, the pomegranate, the 
 plum, all varieties of berries, the olive, the banana, and the 
 pineapple grow luxuriantly. Black Hamburg and White 
 Muscat grapes fruit finely in the open air ; the Concord and 
 Scuppernong are grown in vast quantities. The guava, the 
 tamarind, the wonderful alligator pear, the plantain, the 
 cocoanut and the date, the almond and the pecan, luxuriate 
 in Southern Florida. We have within our boundaries a 
 tropic land, rich and strange, which will in future years be 
 inhabited all winter long by thousands of families, and where 
 beautiful towns and perhaps cities will spring up. 
 
 DISTANCE OF SEVERAL DOMESTIC AND FOREIGN 
 PORTS FROM KEY WEST. 
 
 U. S. Coast Survey Office, [ 
 Washington, August 23d, 1877. f 
 Dear Sir : 
 
 By request I send you a table of distances asked for. * * 
 By direction of the Superintendent. 
 
 J. E. HILGARD, 
 Assistant Coast Survey in charge of Office. 
 Distance from Key West to the various ports of the United 
 States, Cuba and other countries in nautical miles : 
 
78 
 
 MFLES. 
 
 Key West to Savannah, Ga 557 
 
 " Charleston, S. C 582 
 
 " Baltimore, Md 1090 
 
 " Philadelphia, Pa 1122 
 
 " " New York 1155 
 
 « " Boston, Mass 1372 
 
 « " Havana, Cuba : 90 
 
 " " Matanzas, " ■ 92 
 
 « " Cardenas, " 103 
 
 " " Kingston, Ja 726 
 
 " Cape Hayti 610 
 
 " " San Juan, Porto Kico 955 
 
 " Saint Thomas 1025 
 
 " " through Mona Passage to Guadaloupe 
 
 (Bassa Terra) 1252 
 
 " " through Mona Passage to Barbadoes 
 
 (Bridgetown) : 1447 
 
 " " through Mona Passage to Trinidad (Porto 
 
 Espana 1461 
 
 " " through Mona Passage to Aspinwall .... 1080 
 
 " " Greytown or San Juan del Norte. . 974 
 
 <• Sisal 493 
 
 " Vera Cruz 869 
 
 Tampico 840 
 
 Georgetown (British Gui.) 1762 
 
 " Paramariba (Dutch Gui.) 1917 
 
 " Cayenne (French Gui ) 2082 
 
 " Mouth of Orinoco 1600 
 
 •< Maracaibo 1140 
 
 " Puerto Cabello 1237 
 
 " " Mouth of Amazon 2455 
 
79 
 
 Key West to Bahia 3910 
 
 " Pernambuco 3535 
 
 " Rio Grande do Sul 5322 
 
 " Rio Janeiro 4600 
 
 " Buenos Ayres 5720 
 
 Montevideo 5610 
 
 From Panama' to Callao 1772 
 
 toCobija 2132 
 
 to Valparaiso 2640 
 
 Sand Key Light at Key West to Mora Light Havana . . 82.3 
 
 GEORGIA, 
 
 The general character of the eastern portion of this State 
 is a sandy loam, the basis of the soil being clay. The soil 
 is fertile, much of it exceedingly so. The principal- part of 
 the timber is the yellow pine of. the Southern States, and of 
 great value for lumber. A fuller account is given of it on 
 another page. 
 
 Along the rivers and smaller streams are large quantities 
 of live oak and other timber of many varieties and very great 
 value. 
 
 The timber will for a half century afford an endless supply 
 of lumber and a source of great wealth. 
 
 The land on the entire line of the road, with trifling ex- 
 ceptions, is susceptible of high and profitable cultivation. In 
 natural resources this country ranks with the best agricultu- 
 ral regions of the Southern States. 
 
 The return of the value of taxable property in this State 
 for the year 1870, being the last made, is : 
 
 Aggregate value of land $95,600,674 
 
 City and town property 47,922,514 
 
 National Bank shares, 985,900 
 
80 
 
 Money and solvent debts 26,646,995 
 
 Merchandise y .. - 12,834,118 
 
 Shipping * 214,775- 
 
 Stocks and bonds 5,482,765 
 
 Cotton manufactories 2,985,498 
 
 Iron works, etc 658,026 
 
 Mining 33,140 
 
 Value of household and kitchen furniture 1,519,857 
 
 Plantation and mechanical tools 162,859 
 
 Yalue of all other property. . . . - 30,933,568 
 
 Making a total value of all property of . . . $226,119,528 
 
 EASTERN GEORGIA. 
 That portion of Georgia between Millen and the Saint 
 Mary's Eiver, and immediately contiguous to the road, em- 
 braces 16 counties, and contains 131,871 inhabitants. 
 
 The following statistics are from the Census Report of 
 1870: 
 
 Farms, acres improved 617,533 
 
 " " unimproved . . . 3,236,316 
 
 Cash value of farms $8,716,730 
 
 Estimated value farm products 7,944,515 
 
 Cash value live stock 3,408,993 
 
 Bushels corn 1,331,988 
 
 oats 239,837 
 
 Bales cotton 30,610 
 
 Pounds wool 140,156 
 
 Bushels sweet potatoes 475,882 
 
 Pounds rice 21,734,008 
 
 butter 146,488 
 
 Gallons Molasses 121,644 
 
81 
 
 Pounds honey 55, 311 
 
 Forest products 801,559 
 
 FLOPJDA PENINSULA. 
 
 That portion of Florida, on the Peninsula, l)ing immedi- • 
 ately on and contiguous to this road embraces 18 counties, 
 and contains 82,015 inhabitants, as shown by the last census. 
 These counties are rapidly filling up. The following statis- 
 tics are also from the census last taken : 
 
 Farms, acres improved 284,049 
 
 " unimproved 800,488 
 
 Cash value farms $4,175,592 
 
 Estimated value farm products 3,714,316 
 
 Cash value live stock 2,963,656 
 
 Bushels corn 770,105 
 
 Bushels oats . .• 24,453 
 
 Bales cotton 10,905 
 
 Pounds wool 15,308 
 
 Bushels sweet potatoes 489,124 
 
 Pounds rice 151,088 
 
 Gallons molasses 103,496 
 
 Hogsheads sugar , 593 
 
 Pounds honey 5,247 
 
 Estimated value real and personal estate $18,706,786 
 
 (Total area of Georgia and Florida.) 
 
 Georgia, square miles 58,000 
 
 Florida, " 59,248 
 
 Total square miles 117,248 
 
82 
 
 UNITED STATES LANDS IN FLORIDA. 
 
 From the Annual Report of the Commissioner General 
 
 Land .Office for the year ending June 30, 1876. 
 
 Tabular Statement showing the number of Acres of public 
 
 u Lands surveyed, in the following land States and Territories 
 
 up to June 30, 1875, including the present year and the total 
 
 of the public Lands surveyed up to June 30, 1876, also the 
 
 total area of the public domain remaining unsurveyed with in 
 
 the same. 
 
 FLORIDA. 
 
 Area of public Lands in the State : 
 
 Acres, : 37,406,520 
 
 Square Miles, 59,268 
 
 Total surveys up to June 30, 1876 : 
 Acres, 30,028,152 
 
 Public Lands unsurveyed up to June 30, 1876, inclusive of 
 private land claims : 
 Acres 7,903,368 
 
 Statement exhibiting the quantity of land patented to the 
 several States under the Acts of Congress approved Septem- 
 ber 28, 1850, and March 12, 1860. 
 
 FLORIDA. 
 Acres, ! 10,735,403 
 
 FLORIDA. 
 
 The large amount of United States lands in the State of 
 Florida, and especially in the peninsula of Florida, which it 
 would be most advantageous to the Government to open to 
 settlement and cultivation, induces us to insert the following 
 description of the State, its soil and resources. 
 
 
83 
 
 DESCRIPTION OF THE COUNTRY AND 
 ITS PRODUCTIONS. 
 
 The following account of Florida and its productions is 
 from an official document published by the State : 
 
 Geography. — The geography of Florida is unique, and is of 
 special interest, because many of the important characteristics 
 of the State, which seems to be contradictory, if not impos- 
 sible, are easily explained by a consideration of its peculiar 
 position and geographical character. 
 
 The shape of Florida is somewhat like that of a boot upside 
 
 down, the foot part extending northwardly, and the leg point- 
 
 - the south. The foot part thus extends 350 miles, from 
 
 east to west, while thd leg, or the peninsula proper, extends 
 
 southwardly over 400 miles. 
 
 The State contains 59,268 square miles, or 37,931,520 acres. 
 
 The whole territory lies within the region denominated as 
 " hot " by the Physical Geographers. But the results that 
 might be expected from its geographical location are mate- 
 rially affected by its peninsula shape, and its oceanic sur- 
 roundings. 
 
 The peninsula averages in width about ninety miles, and is 
 fanned by the Gulf winds on one side and the Trade winds 
 on the other ; and thus, every portion is exposed to the balmy 
 arid vivifying influences of almost constant oceanic winds, and 
 i from all these geographical peculiarities have resulted a 
 pleasantness and salubrity of climate, and a power of vege- 
 table production, so wonderful as to be almost incredible. 
 
 The surface of the State is, as a whole, remarkably level, 
 though this is more characteristic of the eastern and western 
 portion than of the central part. 
 
 Perhaps the most marked of the geographical features of 
 the State is to be found in the enormous extent of her coast 
 
84 
 
 line, which on the Atlantic and the Gulf exceeds 1,100 miles. 
 The coast line is also remarkable for the great number of 
 large bays and estuaries, which furnish facilities for commer- 
 cial intercourse that will hasten the development of the 
 resources of Florida beyond the expectations of the most 
 sanguine. 
 
 Another marked geographical feature of the State is found 
 in the number of large and navigable streams. The Appa- 
 lachicola, the Suwanee, the St. Mary's and the St. John's 
 would be noticeable rivers anywhere. The St. John's is one 
 of the most surprising rivers on the globe. When it is con- 
 sidered that there is not an eminence in East Florida which 
 attains the height of 200 feet, and that the St. John's winds 
 through a level region, strangers are struck with astonish- 
 ment as they ascend the river and find its average breadth 
 two miles or more for 200 miles from its mouth. The ebb 
 and flow of the tide are quite perceptible at the upper end of 
 Lake George, more than 150 miles from the ocean. . 
 
 Although the general character of the soil of Florida is 
 sandy, still few portions of the whole United States are more 
 jaountifully provided with water, and that easily accessible. 
 Springs of all kinds, some of clear sweet water, some strongly 
 impregnated with sulphur, and others characterized by 
 various mineral admixtures, are so abundant as to be littl^ 
 noticed. Some of these springs are of gigantic proportions, 
 so large that complete rivers rush at once from the very 
 bowels of the earth. 
 
 History. — The following is a brief abstract of the leading 
 facts in the history of Florida. What a picture it presents ! 
 Discovered in 14.96, permanently settled in 1565, ceded to 
 Great Britain in 1763, with a population of only sis hundred, 
 
85 
 
 • 
 
 after a colonial existence of two hundred years, receded to 
 Spain in 1781, sold and ceded to the United States in 1819, 
 receiving a territorial government in 1822, admitted to ^the 
 Union in 1845, seceding in 1861, and reconstructed in 1868 ; 
 sacked and pillaged repeatedly by Europeans ; shifting its 
 nationality from time to time, and losing almost its entire 
 population by each change ; harassed and plundered by 
 repeated Indian wars from 1816 to 1858, and just as pros- 
 perity began to dawn, plunged into a four years' war, she 
 has suffered every evil, political and social, that does not 
 involve absolute extinction. 
 
 The wonder truly is, not that she has not attained a more 
 flourishing condition, but that she exists at all. and that her 
 boundless forests, her lovely rivers, and her beautiful lakes 
 are not fast locked in the silent embrace of a moveless deso- 
 lation. 
 
 Without such reference to her previous history there would 
 be an irreconcilable discrepancy between the present condi- 
 tion of Florida and -that which might naturally be expected 
 from a consideration of her fertility, her climate and her re- 
 sources. 
 
 Soil. — The extreme eastern and western, parts of the State 
 have a soil more or less underlaid with clay or marl, and in- 
 terspersed to a greater or less extent with what are called 
 " hammocks," or lands covered with a growth of hard wood. 
 
 But as one proceeds westward along the northern boun- 
 dary of the State, the character of the soil changes from 
 sand to loam, and then to a strong clay soil, until, in Leon, 
 Gadsden, Jackson, and other counties, a large part of the 
 soil is composed of a strong and rather heavy clay. Then 
 taking a stretch of land in the northern tior of counties, ex- 
 
86 
 
 tending from Madison to Jackson, inclusive, and thence down 
 the Gulf, and. extending along the Gulf coast from Liberty 
 to Hernando, and including Sumpter, Marion, Alachua, Levy 
 and other counties, one can find almost every conceivable 
 variety of soil, adapted to the growth of nearly every crop 
 that can be selected. Here, really, in the counties above 
 mentioned, with whose characters strangers are almost en- 
 tirely unacquainted, is the very cream and flower of the State 
 of Florida. 
 
 That which is denominated " first rate pine land" in Flori- 
 da has nothing analogous to it in any of the other States. 
 Its surface is covered for several inches deep with a dark vege- 
 table mould, beneath which, to the depth of several feet, is 
 a chocolate-colored sandy loam, mixed, for the most part, with 
 limestone pebbles, and resting on a substratum of marl, clay, 
 or limestone rock. The fertility and durability, of this de- 
 scription o f land may be estimated from the well-known fact 
 that it has, on the Upper Suwanee, and in several other dis- 
 tricts, yielded during twenty years of successive cultivation, 
 without the aid of manure, four hundred pounds of Sea Is- 
 land cotton to the acre. These lands are still as productive 
 as ever, so that the limit of their durability is yet unknown. 
 The " second rate pine" lands, of Florida, are all produc- 
 tive. These lands affords fine natural pasturage ; they are 
 heavily timbered with the best species of pitch and yellow 
 pine ; they are, for the most part, high, rolling, healthy, and 
 well watered. They are generally based upon marl, clay, or 
 limestone. They will produce for many years without the 
 aid of manure, and when manured they will yield two thou- 
 sand pounds of the best quality of sugar to the acre, or 
 about three hundred pounds of Sea Island Cotton. They 
 
87 
 
 will, besides, when properly cultivated, produce the finest 
 Cuba tobacco, oranges, lemons, limes, and various other trop- 
 ical productions, which must in many instances render them 
 more valuable than the best bottom lands in the more north- 
 ern States. 
 
 Even the lands of the " third rate," or most inferior class, 
 are by no means worthless under the climate of Florida. 
 This class of lands may be divided into two orders ; the one 
 comprising high rolling sandy districts, which are sparsely 
 covered with a growth of " black jack" and pine ; the other 
 embracing low, flat, swampy regions, which are frequently 
 studded with "bay galls," and are occasionally inundated, but 
 which are covered with luxuriant vegetation, and, very gener- 
 ally, with valuable timber. The former of these, it is now 
 ascertained, owing to their calcareous soil, are well adapted 
 to the growth of Sisal hemp, which is a valuable tropical 
 production. This plant (the Agave Sisiliana), and the Agave 
 Mexicana hemp, also known as the Maguay, the pulke plant, 
 the century plant, &c, have both been introduced into Flor- 
 ida, and they both grow in great perfection on the poorest 
 lands of the country. As these plants derive their chief sup- 
 port from the atmosphere, they will, like the common air 
 plant, preserve their vitality for many months when left out 
 of the ground. 
 
 It is scarcely necessary to add that the second order of 
 the third rate pine lands, as here described, is far from 
 worthless. These lands afford a most excellent range for 
 cattle, besides being valuable for their timber and the naval 
 stores which they will produce. 
 
 There is one general feature in the topography of Florida 
 which no other country in the United States possesses, and 
 
88 
 
 which affords a great security to the health of its inhabitants. 
 It is this, that the pine lands which form the basis of the 
 country, and which are almost universally healthy, are nearly 
 everywhere studded at intervals of a few miles with ham- 
 mock lands of the richest quality. These hammocks are 
 not, as i» generally supposed, low wet lands ; they never re- 
 quire ditching or draining ; they vary in extent from a few 
 acres to forty thousand acres, and will probably average 
 about 500 acres each. Hence the inhabitants have it every- 
 where in their power to select residences either in the pine 
 lands or upon the hammocks as they may desire. 
 
 The topographical feature here noted, namely, a general 
 interspersion of rich hammocks, surrounded by high, dry, 
 rolling, healthy pine woods, is an advantage which no other 
 State in the Union enjoys, and Florida forms in this respect 
 a striking contrast with Louisiana, Mississippi and Texas, 
 whose sugar and cotton lands are generally surrounded by 
 vast alluvial regions, subject to frequent inundations, so that 
 it is impossible to obtain, within many miles of them, a 
 healthy residence. 
 
 The lands which in Florida are, par excellence, denominated 
 " rich lands," are first, the " swamp lands ;" second, the " low 
 hammock lands ;" third, the "high hammocks ;" and fourth, 
 the " first rate pine, oak and hickory lands." 
 
 The swamp lands are unquestionably the most durably 
 rich lands in the country. They are the most recently formed 
 lands, and are still annually receiving additions to their sur- 
 face. They are intrinsically the most valuable lands in Flor- 
 ida, being as fertile as the hammocks and more durable. 
 They are evidently alluvial and of recent formation. They 
 occupy natural depressions or basins, which have been grad- 
 ually filled up by deposits of vegetable debris, etc., washed 
 
89 
 
 in from the adjacent and higher lands. Ditching is indispen- 
 sable to all of them in their preparation for successful culti- 
 vation. Properly prepared, however, their inexhaustible fer- 
 tility sustains a succession of the most sustaining crops with 
 astonishing vigor. The greatest yield of sugar ever realized 
 in Florida was produced on this description of land, viz. : 
 four hogsheads per acre. Sugar cane is here instanced as a 
 measure of the fertility of the soil, because it is one of the 
 most exhausting crops known, and is generally grown without 
 rest or rotation. It is not, however, a fair criterion by which 
 to judge of the relative fertility of lands situated in different 
 climates, for we find on the richest lands in Louisiana the 
 crop of sugar per acre is not more than one hogshead, or 
 about half that of East Florida. 
 
 This great disparity in the product of those countries is ac- 
 counted for, not by any inferiority in the lands of Louisiana 
 or Texas, but by the fact that the early incursions of frost in 
 both these States render it necessary to cut the cane in 
 October, which is long before it has reached maturity? while 
 in East Florida it is permitted to stand, without fear of frost, 
 till December, or till such time as it is fully matured. It is 
 well known that it " tassels " in East Florida, which it never 
 does in either Louisiana or Texas. When cane " tassels " it 
 is evidence of it having reached full maturity. 
 
 Ijow hammocks, which, from the fact of their partaking of 
 the nature of hammocks and swamps, are not inferior to swamp 
 lands in fertility, but perhaps are not quite as durable. They 
 are nearly always level, or nearly so, and have a soil of 
 greater tenacity than that of the high hammocks. The soil in 
 them is always deep. These lands are also extremely well 
 adapted to the growth of the cane, as has been well attested 
 
90 
 
 by the many plantations which were formerly in operation 
 here on this description of land. 
 
 High Hammocks are the lands in the greatest repute in 
 Florida. These differ from low hammocks in occupying 
 higher ground, and in generally presenting an undulating 
 surface. They are formed of a fine vegetable mould, mixed 
 with a sandy loam in many places several feet deep, and 
 resting in most cases on a substratum of clay, marl or lime- . 
 stone. It will be readily understood by any one at all ac- 
 quainted with agriculture, that such a soil, in such a climate 
 as Florida, must be extremely productive. This soil scarcely 
 ever suffers from too much wet ; nor does drought affect it in 
 the same degree as other lands. High hammock lands pro- 
 duce, with but little labor or cultivation, all the crops of the 
 country in an eminent degree. Such lands have no tendency 
 to break up in heavy masses, nor are they infested with per- 
 nicious weeds or grasses. Their extraordinary fertility and 
 productiveness may be estimated by the fact that, in several 
 well known instances in Marion County, three hogsheads of 
 sugar have been made per acre on this description of land, 
 after it had been in cultivation six years, in successive crops 
 of corn, without the aid of fertilizers. 
 
 To sum up its advantages, it requires no other preparation 
 than clearing and plowing to fit it at once for the greatest 
 possible production of any kind of crop adapted to the 
 climate. In unfavorable seasons it is much more certain to 
 produce a good crop than any other kind of land, from the 
 fact that it is less affected by exclusively dry or wet weather. 
 It can be cultivated with much less labor than any other 
 lands, being remarkably mellow, and its vicinity is generally 
 high. 
 
 The ftrst-rate pine, oak and hickory lands are found in 
 
91 
 
 extensive bodits in many parts of the State, particularly in 
 Marion, Alachua and Hernando counties. From the fact 
 that those lands can be cleared at much less expense than 
 the swamp and hammock lands, they have heretofore been 
 preferred by small planters, and have proved remarkably 
 productive. 
 
 There are, besides the lands already noticed, extensive 
 tracts of savanna lands, which approximate in character, 
 texture of the soil, and period and mode of formation, to the 
 swamp lands, differing only in being destitute of timber. 
 
 Probably the largest bodies of rich hammock land in East 
 Florida are to be found in Levy, Alachua, Marion, Hernando 
 and Sumpter counties. There are in Levy county alone not 
 less than ODe hundred thousand acres of the very best 
 description of sugar lands ; and there is but a small propor- 
 tion in any of the five counties here cited that will not pro- 
 duce remunerative crops of Sea Island and short staple 
 cotton, without the aid of fertilizers. 
 
 Field Crops. — In no State of the Union can so extensive a 
 variety of valuable productions be successfully cultivated as in 
 Florida. Most of the crops grown in the temperate zone 
 flourish in the northern portion of the State. Nearly all the 
 peninsula is adapted to the cultivation of semi-tropical fruits. 
 At least one half of the entire area of the State is south of the 
 line of frost, and will grow successfully the tropical produc- 
 tions of the West Indies. 
 
 Indian Corn. — This is to the mass of the people the " staff 
 of life." It is grown in all parts of the State. On rich bot- 
 tom lands from fifty to sixty bushels per acre is not uncom- 
 mon. 
 
 Cotton. — In a single year Florida produced 63,322 bales 
 
92 
 
 of ginned cotton. Both the long staple or Sea-Island, 
 and the short staple or upland cotton, are cultivated. 
 There is but little long cotton grown west of the Su- 
 wanee river, ^except in the county of Gadsden, and scarcely 
 any short cotton east of the Suwanee. Two hundred to three 
 hundred pounds of short cotton per acre is a fair yield upon 
 ordinary soils, but five hundred pounds per acre is not an 
 unusual crop on strong land. Long cotton produces from 
 one hundred to two hundred pounds per acre as an average 
 crop, but under favorable circumstances three hundred and 
 even four hundred pounds have been raised. 
 
 Sugar Cane can be raised on almost any of the soils of the 
 State, on some, of course, more successfully than others ; in 
 far the greater portion of the State it rattoons, or springs up 
 from the old roots, and so does not for several years require 
 re-planting : it produces more largely and is more easily cul- 
 tivated in Florida than in any other State, not excepting 
 Louisiana. 
 
 It is a circumstance of frequent and common occurrence 
 for $300 and over to be realized from the prbduce of sugar 
 and molasses made from the cane grown on one acre only of 
 our common pine lands. 
 
 Instances of 19, 21, and of 24 barrels of syrup made to the 
 acre in Gadsden county, are reported. 
 
 Statistical returns from Marion, Alachua, Suwanee, and 
 Orange counties, make 2,500 lbs. of sugar per acre, an aver- 
 age return for good cultivation. Accounts from Hernando 
 county give 2,600, 3,400, and 3,600 lbs. of sugar as the actual 
 product per acre of three sugar crops in 1869, in that county, 
 thus giving an average of 3,200 lbs. to the acre. 
 
 It is , computed that one gallon of syrup will make five 
 
93 
 
 pounds of sugar. Twenty forty-gallon barrels of syrup, there- 
 fore, would give four thousand pounds of sugar, and four 
 hogsheads of sugar have been made to the acre in this State. 
 In Middle and South Florida it grows to ten and twelve 
 feet in height, and in South Florida has grown to the 
 height of seventeen feet. There it matures, tassels and pro- 
 duces seed. 
 
 There are millions of acres in Florida that can and will 
 produce easily two thousand pounds of sugar to the acre ; 
 and many of our most intelligent planters firmly believe that 
 the pine lands fertilized will produce a better quality of sugar 
 than can be raised on the black, so called " sugar lands." 
 
 Siveet Potatoes. — Next to Indian corn, the most important 
 article of vegetable food in common use is the sweet potato. 
 They do best on light soil. The yield per acre is from 100 
 to 300 bushels depending upon the season, culture, and quality 
 of soil. They are propagated from the seed, like Irish pota- 
 toes ; from draws, and from the vines. The crop is a profit- 
 able one and deserving of more attention, as a market crop, 
 than it has hitherto received. Sweet potatoes bear shipment 
 well, and always command good prices in the Northern 
 markets. 
 
 Irish Potatoes. — This crop does not produce as well as at 
 the North, but is off in time to be followed by a crop of sweet 
 potatoes the same year. They should be planted in Decem- 
 ber and January, although good crops are sometimes obtained 
 from later planting. The potatoes are fit for digging in April 
 and May. They can be shipped without difficulty, and at a 
 moderate expense, to the Northern markets, where early 
 potatoes always bring a good price. 
 
 Rice. — There is much land in Florida well adapted to the 
 culture of rice. It has been raised to quite an extent. Forty 
 
94 
 
 to sixty bushels per acre of rough rice is an average crop, 
 and may be cultivated to advantage in many locations. It 
 is much used as an article of food by all classes. 
 
 Tobacco. Cuba tobacco was largely cultivated in the 
 
 County of Gadsden before the war, and to some extent in 
 some other portions of the State. Three cuttings in a season 
 are produced from the same stalks. Tobacco is an exhaustive 
 crop, and requires a fertile soil, and its cultivation may be 
 made extremely profitable. Seven hundred pounds to the 
 acre is an average yield. 
 
 Indiqo. Under the British occupation of Florida, indigo 
 
 was the principal staple. It is a sure crop. The plant has 
 become naturalized or is indigenous, and is found growing wild 
 in various parts of the State, and may be cultivated exten- 
 sively. 
 
 Sisal Hemp. — Dr. Henry Perine introduced the Sisal Hemp 
 into South Florida twenty -five years ago, from Yucatan. It 
 is a tropical plant. The soil and climate of south Florida is 
 well adapted to its growth. It is no longer an experiment, 
 as to the growth of the plant, the amount of the product or 
 the value of the fibre. It requires no replanting and very- 
 little care after the first year or two. A ton of cleaned hemp 
 can be made to the acre. 
 
 Castor Bean. — The Palma Christi, or castor bean, grows 
 luxuriantly. In the southern portion of the State it is peren- 
 nial, and attains the size of a small tree. 
 
 SUh. At one time silk-growing received considerable atten- 
 tion at St. Augustine. The conditions for a successful prose- 
 cution of the business seem peculiarly favorable. The 
 mulberry is a. native of our forests Cocoons - of the silk-worm 
 are often found. The climate is more mild than that of Italy, 
 
and there is no roason why the mulberry tree should not bo 
 cultivated, and the silk worm raised with profit. 
 
 Coffee. — We know no reason why coffee should not be 
 grown successfully south of the 28th parallel. More than 
 forty years ago a Philadelphia Company sent out an expedi- 
 tion to explore the country and select suitable spots for the 
 cultivation of the coffee plant ; but the project was abandoned, 
 Congress refusing the grant of lands required by the Com- 
 pany. Both our climate and soil aie found suitable for the cul- 
 ture of coffee, and it cannot fail to become, in a few years, an 
 important item. 
 
 Pea Nuts. — The pea-nut grows well on almost any warm, 
 light soil. A hundred bushels to the acre is an average crop. 
 They produce an oil equal to the finest olive oil. 
 
 Ramie. — The i Ramie plant has been recently introduced. 
 The plant produces a fibre of fine quality and glossy white- 
 ness, which is used in manufacturing cloths, either by itself 
 or mixed with silk or wool. It is a hardy and vigorous grow- 
 er, and in this climate, perennial. The fibre of the Ramie is 
 stronger than the best European hemp ; it may be spun as 
 fine as flax, and it is doubly durable , it will produce from 
 three to five annual crops, each equal to the best gathered 
 from hemp. 
 
 Arrow-root. — The Koonta, or Indian arrow-root, grow s 
 wild in the southern portion of the peninsula. It was 
 formerly manufactured quite extensively ; the sole labor con- 
 sisting of bringing it from the forest lands and conveying it 
 to the mill ; the simple stirring occasioned by the digging 
 being sufficient to secure a better crop than the one just re- 
 moved. 
 
 The Bermuda arrow-root also flourishes, producing, even 
 
96 
 
 on pine lands, from two to three hundred bushels per acre. 
 The yield of merchantable arrow-root flour is from six to 
 eight lbs. to the bushel. 
 
 Wheat, Bye, and Oats.— Wheat grows in the northern part 
 of this State. Rye and oats are raised to some extent, chiefly 
 as forage crops. 
 
 GARDEN VEGETABLES. 
 
 The growing of vegetables for the Northern markets has 
 not, until recently, received much attention. Vegetables 
 grown here can be placed in the markets of the Northern 
 seaboard cities from six weeks to two months earlier than 
 from any other State. As far south as Enterprise, nearly all 
 the vegetables cultivated in a market garden can be ripened 
 any month in the year. Some parties have engaged in the 
 business quite extensively. The chief difficulty is that of 
 transportation. Florida will become, at no distant day, the 
 early market garden for all the Northern cities. 
 
 Tomatoes. — The tomato is easily cultivated, and produces 
 abundantly. Early lots sell for almost marvellous prices in 
 New York, and other eastern cities— $1,200 has been netted 
 from a single acre. | They will yield from four hundred to five 
 hundred bushels to the acre. South of Palatka they ripen 
 in the field every month in the year. 
 
 Cucumbers.— In May last, Florida cucumbers were 
 quoted at $8 to $10 per hundred in the New York market. 
 The plant has to contend with few of the enemies so destruc- 
 tive at the North. It bears shipment exceedingly well. 
 
 Melons.— There is no country where the watermelon attains 
 so great perfection as in Florida, and we might add, where 
 they can be raised with less care. The muskmelon and can- 
 taloup also flourish. Great quantities have been shipped the 
 
97 
 
 past season, and profitably laid down in New York, and other 
 Northern Cities. 
 
 Peas. — Soils that contain some lime, quite rich and moder- 
 ately moist, are the best for peas. The month of January is 
 the best time to plant. The crop will then be ready for 
 market in April, at which season green peas command high 
 prices all over the country. They bear shipment well, and are 
 a profitable crop, and were transportation quick and easy 
 they would be raised in great abundance. • 
 
 Beans. — Beans of all kinds grow well, particularly the 
 Lima bean. The Lima is found in almost every garden. 
 Snap-beans are very prolific, and their culture for shipment 
 like the Pea is worthy of attention. 
 
 Cabbages and . Turnips. — Cabbages succeed best in winter. 
 Sown in the fall they will produce fine heads in the spring 
 months of April and May. Turnips can be had fresh every 
 month in the year, and are particularly a valuable winter 
 crop. Cauliflower, brocoli, and kohl-rabi are grown without 
 difficulty. The latter is very common in the eastern market. 
 
 Beets, &c, — Beets do best in a deep, rich, moist soil. For 
 winter use, plant in September or October ; for summer, in 
 January or February. Carrots and parsnips should be treat- 
 ed in the same manner. 
 
 Miscellaneous Crops. — All the vegetables usually cultivated 
 in a good family garden can be raised. Squashes are grown 
 with great ease and of the best quality. Onions, lettuce, 
 radishes, celery, etc., etc., grow to perfection ; also peppers, 
 parsley, etc. Asparagus and rhubarb succeed with the usual 
 attention. The eg^-plant does finely. Okra is found grow- 
 ing in every garden. It is highly prized. 
 
 FKUITS. 
 
 There can be but one opinion as to the fitness of Florida 
 
98 
 
 for the growth of tropical and semi-tropical fruits. In this 
 respect Florida enjoys a monopoly which will make her one 
 of the richest and most important of the United States. 
 Oranges, lemons, pineapples, and various other tropical fruits, 
 to which it is the adaptability of the climate to these produc- 
 tions that makes even the inferior lands of Florida susceptible 
 of producing crops more valuable than those of the best lands 
 in other parts of the Union. 
 
 Oranges. — Th%orange belongs to the citrus family, in which 
 are included the lemon, lime, citron, shaddock and similar 
 fruits. The varieties are numerous. In their native state 
 they continue flowering nearly all the summer, and for a 
 considerable portion of the year. Every stage of growth, the 
 bud, flower, green and ripe fruit, can be seen on the tree at 
 the same time. The sour orange and the bitter-sweet grow 
 wild upon the St. John's and Indian rivers, and in many parts 
 of the peninsula. 
 
 The primeval woods on the banks of the Indian river are 
 vast gardens of the sour wild orange. These oranges are to 
 be found in nearly every part of the woods. The orange is a 
 sure crop. The tree is long-lived and has very few enemies. 
 The oranges of Florida are celebrated for their superior 
 quality. At present the best method of establishing a grove 
 is to set out the wild orange trees, and, at the proper time, 
 bud. them with the sweet orange. The sour trees may be 
 dug up at any time during the winter and transplanted. The 
 tree usually commences bearing the third year from trans- 
 planting. They are brought from the hammocks on the up- 
 per St. John's. The orange will grow upon almost any soil. 
 A grove in full bearing should average eight hundred to 
 the tree. Many trees will bear from one thousand to three 
 thousand, and some as high as seven thousand per year. 
 
99 
 
 In Jacksonville oranges have sold, the past season at from 
 twenty-five to sixty dollars per thousand. Taking eight hun- 
 dred as the average per tree, and one hundred trees to the 
 aero, and we have eighty thousand oranges from an acre, 
 which, at thirty dollars per thousand, which may be taken as 
 the average price, will give two thousand four hundred dol- 
 lars ; while at twenty-five dollars, the lowest price at which 
 good oranges were sold, we have two thousand dollars as the 
 income from a single acre. It requires no great outlay of 
 capital to start an orange grove, and its care involves no more 
 jabor than the care of an apple orchard of the same size. 
 We leave it for parties interested to calculate the profits, 
 arising from an orange grove of ten acres in full bearing. 
 We are quite sure that the credit side of the sheet will show 
 that the profit of growing the orange is larger in proportion 
 to the expenditure of money and labor than that derived 
 from the cultivation of any other crop grown in the United 
 States. 
 
 a Lemons, Limes, Citrons, etc. — It will be unnecessary to go 
 into detail regarding these fruits, since the remark we have 
 made in regard to the soil, climate, and culture required for 
 the orange will apply equally to them. The lemon is a trifle 
 more hardy than the orange. The Sicily lemon, budded on 
 the sour or bitter-sweet orange, does finely. 
 
 The lime is a prolific bearer, and a most wholesome and 
 excellent fruit. In South Florida the tree is in bearing near- 
 ly the whole year. A good business could be done at raising 
 them for the juice, which is an article of commerce. 
 
 The citron grows on a straggling bush, which requires sup- 
 port while the fruit is ripening. They are six to eight inches 
 in diameter, of a rich yellow color, hanging from the slender 
 branches, fitting emblems of the golden fruits of autumn 
 The citron does well wherever the orange flourishes. 
 
100 
 
 The shaddock resembles a large lemon. 
 
 Peaches. — The peach attains its highest degree of perfec- 
 tion at the South. The trees possess more vigor snd greater 
 longevity than at the North. So well adapted is the climate 
 to the growth of the peach, that they are found growing wild 
 by the road-sides and in the corners of the fences. With 
 communication, there will be no difficulty in shipping them 
 to New York, where, during the months of May and June, 
 they would command high prices. 
 
 Grapes. — The South is the true home of the grape. It is 
 found wild in the forests of .Florida, and grows luxuriantly. 
 In the southern part of the State three crops of grapes in a 
 year are gathered. The Black Hamburg, "White Muscat, 
 Golden Chessalas, and other foreign grapes, grow and fruit, 
 finely in the open air. The Concord succeeds well, and is so 
 much improved that it is nearly equal in quality to the Black 
 Hamburg. The scuppernong is cultivated more widely than 
 any other variety. It makes a fine wine. 
 
 Figs. — Of all [the fruit . cultivated in the South, the fig 
 requires the least care, and is one of the most useful. It is 
 propogated readily from cuttings, which usually bear the 
 second year. During the summer months the fig may be 
 found upon the breakfast tables of all lovers of fine fruit. 
 When ripe, it is mild, rich and luscious. Every one in 
 Florida who owns a foot of land may literally " sit under his 
 own vine and fig tree," as no one thinks of doing without 
 figs. 
 
 Pomegranates. — The pomegranate is common in Florida. 
 There are the sweet and sour varieties. The bush is a pretty , 
 ornamental shrub, and, with its beautiful blossoms and 
 pendant fruit, is decidedly ornamental. The rind is very 
 bitter, and has been used as a substitute for Peruvian bark ; 
 
101 
 
 but the juice, which is contained in little sacks surrounding 
 the seeds, is a pleasant acid, and quite agreeable. 
 
 Apples, Pears and Quinces.— These fruits are cultivated in 
 the northern part of the State. 
 
 Plums, Apricots, and Nectarines. — The plum grows wild all 
 over the State, and some of the varieties are scarcely inferior 
 to many of the cultivated varieties. Apricots and nectarines 
 succeed quite as well as the peach. 
 
 Berries. — There is no place where the blackberry is more 
 perfectly at home than in Florida. The huckleberry grows 
 everywhere, and is plentiful in market. The strawberry is 
 easily cultivated, and bears abundant crops. The vines will 
 continue in bearing for six months. The mulberry grows 
 wild, and bears two crops in a year. 
 
 The Olive. — The olive has been successfully cultivated 
 Trees grown from the seed commence bearing the tenth 
 year, and are fully productive about the twentieth or twenty- 
 fifth. 
 
 The Baiiana and Pineapple. — In all the southern portion of 
 the peninsula the banana does finely. The pineapple also 
 succeeds admirably in South Florida. It and the banana 
 are raised from suckers, which come into bearing about 
 eighteen months after being planted. The banana grows 
 to the height of thirty feet ; the pineapple to a height of 
 about three feet. 
 
 MISCELLANEOUS. 
 
 Of strictly tropical fruits that are worthy of attention, in 
 addition to those above noticed, may be mentioned the guava, 
 sappadillo, sugar-apple, tamarind, alligata pear, pawpaw, 
 plantain, cocoa-nut, and the date. All the above are grow- 
 ing luxuriantly in South Florida. The cocoa-nut is a large 
 tree, rising above all the other trees of the forest. The fruit 
 
102 
 
 is ripening the year round. The peacan-nut can be raised 
 without difficulty, and the almond. 
 
 Stock- Raising. — On much of the land is to be found a large^ 
 growth of oaks, scattered among the pines, which furnish 
 abundance of mast, on which, in the genial climate of Florida 
 with little care or protection, hogs can be raised ad libitum, 
 They are to be found everywhere, throughout the forests of 
 the whole peninsula, half-wild and in good condition, finding 
 easily an independent support. 
 
 The whole territory is likewise covered with a more or less 
 thick coat of grasses, which retain their greenness to a greater 
 or less extent throughout the year. Cattle maintain them- 
 selves in good condition, entirely without care. In the 
 southern portion of the State are found large prairies, called 
 savannas, covered with tall grasses, which afford good nutri- 
 ment for cattle. Upon them large herds pasture, which are 
 driven up occasionally by their owners ; the beeves selected 
 out, and the calves marked. During the war the Confed- 
 erates drew large supplies of beef from Florida. Some of 
 the heavy cattle men own as many as twenty-five to thirty 
 thousand head each. 
 
 Sheep also do well in Florida, as the climate is warm 
 and suited to their nature. 
 
 Timber and Lumber.— Florida is, beyond question, the best 
 timbered State in the Union. On all the least moist and 
 more level portions, the pine is the prevalent forest tree — 
 either the yellow or the pitch-pine. It grows with great 
 beauty, and attains a large size, furnishing some of the hand- 
 somest pine lumber to be found in the markets of the world. 
 The extent of the fine lands, and the possible amount of 
 lumber that could be manufactured, would be incredible to 
 one who has never visited the State. There are probably more 
 
103 
 
 than 30,000 square miles of heavy pine forest within its 
 limits. 
 
 In the moisture lands an almost infinito variety of trees 
 are to be found, of which the more valuable for timber 
 and lumber are live oak, white oak, the hickory, the ash, 
 the birch, the cedar, the magnolia, the sweet bay, and the 
 cypress. Of all these varieties a great abundance is to be 
 found throughout the State ; The supply for any purposes 
 of manufacture may well be said to be inexhaustible. The 
 larger proportion of what has loosely been called swamp 
 in Florida is simply low hammock land, with a soil of 
 inexhaustible fertility, and covered with a dense growth of 
 mainly cypress, magnolia and sweet bay. 
 
 The timber of the magnolia is susceptible of a variety 
 of uses. It can be brought to a fine polish, and is used for 
 the nicer and finer kinds of wheelwright and cabinet work. 
 Of this timber the supply is very large. 
 
 The wood of the red or sweet bay, in fineness of texture 
 and in its other valuable qualities, stands next to mahogany, 
 and is in demand for cabinet work. 
 
 The resources of Florida in the direction of the manufac- 
 ture of wooden ware, and of tools of all descriptions made 
 from wood, have not only never been developed, but have 
 hardly been suspected. If an inexhaustible abundance of 
 material, at the cheapest possible rates, and very great 
 accessibility, are of auy value and importance in promoting 
 the success of wooden manufacture, then this bids fair to 
 become a leading industrial pursuit in this State. 
 
 Game and Fish. — Everywhere on the coast, both of the 
 ojean and the Gulf, excellent oysters abound. The oysters 
 of St. Andrew's Bay are celebrated throughout the South, and 
 those of Indian River are larger, finer and still more abun- 
 
104 
 
 dant. And off more than half the Florida coast, turtle in 
 immense quantities and of great size are continually taken. 
 The capacity of these waters for oysters and turtle is almost 
 inexhaustible. « 
 
 Fish, of the best quality, are to be found on all the coasts 
 and in all the lakes and rivers, forming a cheap, easily attain- 
 able and very wholesome article of diet, and giving oppor- 
 tunity for business in this direction to almost any extent. It 
 is no exaggeration to say that the bays and inlets, as well as 
 rivers, of Florida swarm with valuable fish. Very valuable 
 shad fisheries may be carried on in various localities. 
 
 Turkeys, ducks, squirrels, deer and bear are to be found 
 throughout the State, and no part of the United States can 
 furnish a more exciting or agreeable winter hunting ground. 
 
 "While the North and West are covered with snow, the 
 hunter in the Indian River region may comfortably camp 
 out month after month, with a single ^blanket, taking, as he 
 needs his sweet potatoes from the ground, and the orange, 
 lemon and banana from the plantations along the route, and 
 in the continuous sunshine of an unending spring, surfeit 
 himself with the pursuit of game. 
 
 Sponge. — Key West is the headquarters of the sponge bus- 
 iness. Large quantities are annually gathered in the shallow 
 waters along the coast, and form an immense trade. 
 
 AREA AND POPULATION OF THE ITALIAN PEN- 
 INSULA. 
 
 The Italian peninsula contains 58,394 square miles, and 
 has a population of 11,875,487 people. 
 
 A reference to the maps of the Peninsula of Italy and the 
 Peninsula of Florida, will show the almost exact similarity 
 in their geographical formation. In climate they are the 
 
105 
 
 same, excepting that the Peninsula of Italy is traversed by 
 a mountain range while Florida is not. This topographical 
 difference makes the central or mountainous region of Italy 
 colder than any portion of the Peninsula of Florida. 
 
 OLIMATE, TOPOGRAPHY AND HEALTFULNESS OF 
 
 FLOPJDA. 
 
 The following extracts are taken from an address by Dr. A. 
 S. Baldwin, President of the Medical Association of the State 
 of Florida, before that Association, in the city of Jacksonville, 
 on the 18 th day of February, 1875. 
 
 Temperature. — To elucidate this we have ample materials, 
 and to make it clear and easily understood I have tabulated 
 the abstracts of mean temperature taken at seventeen stations 
 besides my own. From this we learn that the mean tempera- 
 ture of the spring for the entire state is 71°. 62 ; for the sum- 
 mer, 80° 51' ; for autumn, 71° 66' ; for winter, 60" 04' ; and for 
 the year, 70° 95' ; and for the stations on latitude 28° N. ; aud 
 south of it, for the spring we have 74T 94' ; for summer 81° 93' 
 for autumn, 76° 57' ; for winter, 63° 59' ; and for the year, 
 74° 87' ; for the stations north of latitude 28° N, we have for 
 the spring, 70° 66' ; for summer, 80° 10' ; for autumn, 70° 23' ', 
 for winter, 58° 29' ; and for the year, 69° 82'. There is not 
 exhibited any great difference between the northern and 
 southern portions of the state, but enough to afford a choice 
 of temperature during the different seasons if the visitors 
 desire a chaDge. During spring, the temperature south of 
 28° latitude is 4° 28' higher ; and for summer, 1° 83 ; for 
 autumn, 6° 34' ; and for winter, 5° 40' higher than it is north of 
 of latitude 28°. 
 
 The average number of frosts for the month of January, in 
 Jacksonville, (on the northern limil' of the state) in twinty- 
 
106 
 
 seven years record 5.4 ; for February/ 3.1 ; for March, 1.3 ; 
 for April, 0.2, and no more until October, 0.2: in November, 
 2.3 ; for December, 5.2. The first frosts in the Fall have oc- 
 curred in October four times ; in November, sixteen times ; in 
 December, seven times ; and twice the second frosts has oc- 
 curred in February. There have been several years in which 
 no frost occurred in October ; there have been years in which 
 none occurred in November or December. There have been 
 vearswhen no frosts occurred in January, none in February, 
 still more in which March was exempt ; very few frosts have 
 occurred in April, and none after. In 1858 a frost occurred on 
 the 28th of April, which is,the latest recorded ; and there have 
 been but four Aprils in which frosts have been recorded ; and 
 there have been but four Octobers in which they have been 
 recorded. From these statements an idea can be formed of 
 the average amount of freezing in winter. December and 
 January are the oftenest visited with frosts, a little over five 
 times in each month on an average. 
 
 As clearness of sky is connected with the subject of radia- 
 tion, and is also an important element of climate, it will be 
 introduced here. I have, in making up my results, of which 
 I propose to present an abstract, counted those days clear 
 which were marked from up to 5, the latter representing 
 the sky half covered with clouds. The month of January, 
 from twenty-two years' observation, has had an average of 
 20.3 clear clays ; February, for 25 years, 19.5 ; March, for the 
 same period, 20.4 ; April, 25. ; May, for 26 years, 22.1 ; June, 
 for 25 years, 17.1 ; July, for the same period, 18.5 ; August, 
 for 26 years, 19.1 ; September, for 24 years, 17.2 ; October, 
 for 25 years, 19.2 ; November, for 24 years, 20.0 ; December, 
 for the same period, 20.0, clear days. For Spring, the aver- 
 age is 63.7 ; for Summer, 55.1 , for Autumn, 56.4 ; for Win- 
 
107. 
 
 ter, 59.8 ; and for the year, 235 clear days out of 365, leav- 
 ing 130 days in which the sky was more than half covered 
 with clouds, and on some of which rain has fallen. In Janu- 
 ary there has been an average of 6.6 rainy days ; in Febru- 
 ary, 3.6 ; in March, 5.7 ; and in December 5.4 rainy day?, 
 and these constitute the four months in which visitors are 
 especially interested. In these months we have had an aver- 
 age of 21.3 rainy days out of 121 days. 
 
 Topography. — In its topography Florida presents no 
 mountains and no elevated plateaus exceeding 300 feet above 
 the sea, by which it is bounded on all sides, except on its 
 northern border. But it is not, as many times represented, 
 a low, flat, marshy country, for in many portions its surface 
 is undulating and rolling. Its area covers 59,248 square 
 miles of pine land, oak hammocks, flat savannas, numerous 
 clear, fresh water lakes and rivers, which add beauty to the 
 landscape, comfort, pleasure, and subsistence to the inhabi- 
 tants in their vicinity, for most of the two latter are liberally 
 stocked with fine varieties of fish. Many of our springs and 
 small lakes even are artesian and rise from the substrata of 
 rocks upon which the arable soil is based, and pour out 
 copious streams of water to augment the volume of our 
 rivers, which discharge into the sea. The probable sources 
 of these are in the higher land, on our northern border, and 
 are supplied by the rainfall of neighboring States. The State 
 is, in some portions, traversed by subterranean streams of 
 considerable size, whose course, in many instances, is marked 
 by the line of funnel-shaped sinks where the sand above the 
 rocky strata has filtered down through abrasions of the 
 rocks, and has been carried off by the current be- 
 neath, leaving the sinks, at the bottom of which water 
 is always present, and in many of which fish are 
 
108 
 
 abundant Many of these extensive fountains are min- 
 eral — sulphur, iron, magnesia, lime, etc., being the 
 constituents. There are but few extensive marshes in 
 the State. At the sources on the summits are often found 
 savannas, covering many acres, but they do not, like the 
 marshes and savannas in many other countries, consist of 
 deep alluvial deposits, which have been brought down from 
 higher elevations, because these are the summits themselves 
 from which the water supply of the rivers come. This is a 
 peculiarity in Florida. That larger area on the lower end of 
 the peninsula, and known as the Everglades, and covered by 
 water, is by many supposed to be marshy ; but such is not 
 the fact, for it is simply a shallow lake, elevated above the 
 ocean some ten or more feet, surrounded by a rocky rim, with 
 a sandy and rocky bottom, containing clear, fresh water, 
 which is discharged through fissures or apertures in the rocky 
 rim into Key Biscayne Bay, and through outlets on the west 
 side into the Gulf. At the north of the Everglades is Lake 
 Okeeckobee, the largest body of fresh water in the interior of 
 the State. It is fed by the Kissimee river, whose source is 
 in the same savanna or summit level which is the source of 
 the St. John's river. Its outlet is into the Everglades. In- 
 terspersed through this savana, and at the head of the 
 Oclawaha river, are numerous lakes, which, by modifying and 
 equalizing the temperature, render the country around their 
 borders peculiarly adapted to the culture of oranges aud 
 other tropical fruits, while at the same time the residents 
 enjoy good health both summer and winter. 
 
 Rainy Season. — Our so-called rainy season, though suffi- 
 ciently marked to warrant the designation most years, is not 
 always so well defined. It generally embraces a period of 
 about sixty days, and ordinarily commences about the middle 
 
109 
 
 of June, and terminates about the middlo of August, but it 
 oscillates from May to September. Sometimes the rainy- 
 season apparently commences, and perhaps daily showers 
 will occur regularly for one or two weeks or more, and then, 
 perhaps, weeks of clear, settled weather will be interpolated, 
 and the rainy season will come on again and continue, so 
 that about the usual complement of rainy days will occur. 
 During the rainy season the rain is by no means continuous, 
 but comes in showers of from a half to one hoiir or more in 
 continuance, and between the hours of from 1 to 4 P. M., 
 sometimes, but not always, attended with thunder and light- 
 ning. 
 
 Before the shower, the atmosphere may be hot and sultry, 
 but afterwards the sun shines out, the air is pure, cool, and 
 refreshing. The showers generally come with such regularity 
 that they need not interrupt business, labor or pleasure, only 
 during their continuance, for timely preparation to avoid them 
 can be made if desired. 
 
 Health. — As to the subject of miasmata, we have nothing 
 in Florida to render it the cause of disease more than in any 
 country north of us, where new soil is turned up to the air 
 and sun. The heat which we have does not seem to generate 
 anything of the kind here. Florida is, happily, free from 
 many of the diseases which are prevalent elsewhere. 
 
 WEST INDIES. 
 
 The name West Indies is usually given to the vast archi- 
 pelago of about one thousand islands, lying between North 
 and . South America, extending in two irregular lines which 
 unite at Hayti, from the peninsulas of Yucatan and Florida 
 to the mouth of the Orinoco. They enclose the Caribbean 
 Sea, dividing it from the Gulf of Mexico, and frcm the At- 
 
110 
 
 lantic Ocean. They lie between latitude 10° and 28? North, 
 longitude 57? and 85 Q "West, and are divided into four groups. 
 First — The Bahamas, about 500 in number, being a continua- 
 tion of the coral formation, extending towards Hayti. Sec- 
 ond — The Greater Antilles. Third — The Lesser Antilles. 
 Fourth — The Leeward Islands. 
 
 The following figures give the area of several of the larger 
 islands and groups, their population, and the population of 
 their capital cities. Hayti, 11,718 square miles ; population, 
 560,000; capital, Port-au-Prince ; population, 30,000. Domin- 
 ica, 17,172 square miles ; population, 200,000 ; capital, San 
 Domingo ; population, 15„000. Spanish West Indies, 47,130 
 square miles ; population, 1,832,062 ; capital, Havana, Cuba ; 
 population, 130,000 ; San Juan, Porto Eico, population, 
 30,000. British West Indies, 13,414 square miles; popu- 
 lation, 820,792 ; capitals, Spanish Town, Jamaica; population, 
 6,000 ; Nassau, Bahama Islands, population, 7,000 ; Port-au- 
 Spain, Trinidad, population, 12,000. French West Indies, 
 1,691 square miles ; population, 256,511 ; capital, Point-au- 
 Pitre; population, 12,000. Netherlands West Indies, 413 
 square miles ; population, 38,600 ; capital, Curacoa ; popu- 
 lation, 7,000. Danish West Indies, 110 square miles, pop- 
 ulation, 37,137 ; capital, Christanstead ; population, 5,500, 
 and Saint Thomas, population, 10,000. Swedish West In- 
 dies, 35 Square miles ;. population, 18,000 ; capital, Gusta- 
 via ; population, 10,000 ; Venezuelan West Indies 500 square 
 miles ; population, 20,000. 
 
 The surface of the West India Islands, is very diversified. 
 The Bahamas, are low and flat, and entirely of a Coraline 
 formation. The Antilles, greater and lesser are volcanic, and 
 form the peaks of a mountain chain, continuous with the 
 North East range of Venezuela, and rising in Cuba, Hayti and 
 
Ill 
 
 Jamaica, into summits of from 5,000 to 7,000 feet high, and 
 in many of the lesser Antilles, to the hight of from 4,000 to 
 5,000 feet. In Saint Vincient and Guadaloupe, there are 
 active volcanoes, and Hayti and Jamacia, are subject to 
 earthquakes. The Bahamas, being low, are sultry and hot, 
 though for a part of the day, the sea breezes temper the 
 heat. The more mountainous islands have a temperate and 
 delightful climate; especially so, in the highlands. The 
 Islands abound in minerals. The copper mines of Cuba, are 
 among the most extensive on the Globe. Gold, silver, alum, 
 copperas, and excellent coal are found on the same Island. 
 Gold, silver, copper, tin, iron and rock salt in Hayti. Lead, 
 copper and salt in Jamaica. Gold, copper, iron, lead and 
 coal in Porto Rico. Asphaltum and coal oil in Trinidad, and 
 salt in the Bahamas. 
 
 The characteristic feature, of the botany in the West 
 Indies is the great predominance of ferns and archedaceous 
 plants. The forests furnish mahogany, lignum- vitae, granna- 
 dilla, rose-wood and other woods of great value for ornamental 
 and other purposes. 
 
 The fruits are mostly tropical in their character, and many 
 of them are of excellent quality. The pineapple, cocoanut, 
 pomegranate, mango-guava, orange, lemon, lime, bread fruit, 
 and banana, many of them of numerous varieties abound. 
 
 Of spices, drugs and dyestuffs, indigo, ginger, pepper 
 aloes, sassafras, cochineal, logwood, etc., are the principal. 
 Maize is largely cultivated in most of the islands, while to- 
 bacco, coffee and sugar are staples in several, and cotton is 
 considerably cultivated. 
 
 The animals, birds and reptiles are those of the semi- 
 tropics. On two of the islands only, St. Vincent and Trini- 
 
112 
 
 dad, are any of the original inhabitants found, and but very 
 few on them — only a few isolated families. 
 
 GEOGRAPHICAL AND POLITICAL DIVISIONS OF 
 THE WEST INDIES. 
 
 Antilles. — The Antilles are divided into two groups. The 
 Greater Antilles, including the four large islands, viz,: Cuba, 
 San Domingo, Jamaica and Porto Rico. The Lesser Antilles, 
 sometimes called the Caribbean Islands, number between 
 700 and 800, though some of them are mere islets. 
 
 Geographically, the Antilles extend in a broken lire from 
 latitude 10° N., longitude 60° 54 W. along the southern 
 coast of Florida, nearly to Yucatan, from which it is sepa- 
 rated by the channel of Yucatan, with a general trend W. 
 40 ° N. through a course of 1,500 miles. 
 
 Leeward Islands. — Those islands lying north of 15 ° N. 
 latitude are known as the Leeward Islands. 
 
 Windward Islands.— Those islands lying south of 15 ° N. 
 latitude are known as the Windward Islands. 
 
 Virgin Islands. — Are those islands lying east of Porto 
 Rico, viz. : Barbadoes, Antigua, Dominica, Saint Lucie, Trin- 
 idad, Saint Vincent, Barbuda, Grenada, Tobago and Saint 
 Thomas. 
 
 Politically the Antilles are divided as follows : 
 
 Independent. — Hayti. 
 
 English.— Jamaica, Antigua, Barbadoes, Barbuda, Anguil- 
 la, Dominica, Grenada, Grenadines (a part of the Virgin 
 group), Montseratt, Nevis, Saint Christopher, Saint Ltoie, 
 Saint Vincent, Tobago and Trinidad. 
 
 Spanish. — Cuba and Porto Rico. 
 
 Venezuelian. — Margoritta, Lestigas, Tortuga, Blanguilla, 
 Orchilla and Roca. 
 
113 
 
 French.— Guadaloupe, Martinique, Marie Galanto, All 
 Saintes, Deseada and part of Saint Martin. 
 
 Dutch. — Part of Saint Martin, Aves, Buen Ayre, Curacoa, 
 Aruba, Saba and Saint Eustatius. 
 
 Danish. — Saint Thomas, Saint Johns and Saint Croix. 
 
 Swedish. — Saint Bartholomew. 
 
 There are very many other islands, the nationalities of 
 which are the same as the larger contiguous islands herein 
 enumerated. 
 
 The entire area of the Antilles is 150,000 square miles, and 
 the population something more than 4,000,000. 
 
 Commerce. — The present commerce of the Antilles is 
 $260,000,000. 
 
 AMERICAN SHIPPING PLYING BETWEEN THE 
 UNITED STATES AND THE CARIBBEAN SEA. 
 
 The following is a copy of a letter from the Secretary of 
 
 the Treasury relative to the commerce of the United States, 
 
 with the islands and mainlands of the Caribbean Sea : 
 
 Treasury Department, | 
 Washington, D. C, Sept. 5, 1874. \ 
 Sir: 
 * * I enclose herewith a statement of the steamships of 
 
 the United States making trips between the Atlantic ports and 
 
 ports of the West India Islands and countries bordering on the 
 
 Caribbean Sea and the Gulf of Mexico. The statement shows 
 
 the respective routes, the ports touched at on the voyage, the 
 
 names of the several lines, the tonnage of each, and the 
 
 number of trips made each year, 
 
 I have the honor to be, sir, 
 
 Your obedient servant, 
 
 B. H. BRISTOW, Secretary. 
 
114 
 
 Statement of American steamers making trips between 
 Atlantic ports of the United States and ports of the West 
 India Islands and countries bordering on the Caribbean Sea 
 and the Gulf of Mexico, for the year ending July 31, 1874 : 
 Philadelphia and Southern Mail Steamship Company. 
 Termini, Philadelphia and New Orleans ; touches at Havana 
 Whole number steamers, 2 ; total tonnage, 2,600 ; whole num- 
 ber trips, 24. 
 
 Baltimore, New Orleans and Havana Steamship Company, 
 Termini, Baltimore and New Orleans ; touches at Key West 
 and Havana. Whole number steamers, 2 ; total tonnage, 
 2,125 ; whole number trips, 22. 
 
 New. Orleans, Florida and Havana Steamship Company. 
 Termini, New Orleans and Havana ; touches at Cedar Key 
 and Key West. Whole number steamers, 2 ; total tonnage, 
 1,012 ;, round trip, 10 to 14 days. 
 
 New York and Mexican Main Line. 
 Termini, New York and Vera Cruz ; touches at Havana 
 Cuba, Progresso, Mexico, and Nassau, N. P. Whole number 
 steamers, 6 ; total tonnage, 8,056 ; whole number of trips, 76. 
 
 Clyde Line. 
 Termini, New York and Havana ; touches — . Whole num- 
 ber steamers, 5 ; total tonnage, 7,151 ; whole number trips,43. 
 Mallorys (Occasional.) 
 Termini, New York and Havana ; touches — . Whole 
 number steamers, 3 ; total tonnage, $,584 ; whole number 
 trips. 4. 
 
 Lunt Brothers Line. 
 Termini, New York and Hamilton; toudfhes at Saint 
 "Thomas. Whole number steamers, 3 : total tonnage, 2,341 ; 
 whole number trips, 15. 
 
115 
 
 Samana Bay Company. 
 Termini, New York and Sail Domingo ; touches — . Whole 
 number steamers, 1; total tonnage, 800; whole number trips, 7. 
 
 Wm. P. Clyde & Company. 
 Termini, New York and Samana ; touches at San Domingo 
 and Porto Plata. Whole number steamers, 2 ; total tonnage, 
 1,317 ; whole number trips, 2. 
 
 New York and West India Steamship Company. 
 Termini, New York and Port-au-Prince ; touches — . Whole 
 number steamers, 2 ; total tonnage, 1,494 ; whole, number 
 
 trips, 15. 
 
 Cromwell Line. 
 
 Termini, New York and Havana; touches — . Whole 
 number steamers, 3 ; total tonnage, 4,061 ; whole number 
 trips, 5. 
 
 IV. H. Thorne and Others. 
 
 Termini, New York and Ponce, Porto Rico ; touches — 
 Whole number steamers, 1 ; total tonnage, 204 ; whole num- 
 ber trips, 1. 
 
 United States and Brazil Mail Steamship Company. 
 
 Termini, New York and Rio Janeiro ; touches at Saint 
 Thomas. Whole number steamers, 3 ; total tonnage, 7,801 • 
 whole number trips, 11. 
 
 Pacific Mail Steamship Line. 
 Termini, New York and Aspinwall ; touches — . Whole 
 number steamers, 8 ; total tonnage, 18,924 ; whole number 
 trips, 31. 
 
 Morgan Line. 
 Termini, Galveston and Havana ; touches — . Whole 
 number steamships, 4 ; total tonnage, 3,693 ; whole number, 
 trips, 13 each. 
 
116 
 
 Whole number trips 370 
 
 Whole number steamships 47 
 
 Total tonnage .'. . .65,169 
 
 Edward Young, 
 Chief Bureau Statistics. 
 Note. — The above statement is abridged from the original 
 letter from the Bureau Statistics. 
 
 European Steamships Trading with the West Indies and South 
 
 America. 
 
 The following summary of the steamers that were 
 making regular trips in 1874, from the countries designated, 
 to the West Indies>nd the eastern coast of Central and South 
 America, is taken from the Hamberger Boersen Halle, a finan- 
 cial paper, published in Hamburg, Germany. The article does 
 not state that all the steamers in this trade are given. 
 
 The summary is as follows : 
 
 England. — 82 steamers, registering 118,351 tons. 
 
 Germany. — 13 steamers, registering 26,617 tons. . 
 
 Italy. — 6 steamers, registering 8,780 tons. 
 
 Spain. — 3 steamers, registering 5,200 tons. 
 
 Holland. — 3 steamers, registering 4,500 tons. 
 
 Total — 107 steamers, registering 163,448 tons. 
 
 Adding to the above the steamers from the United States, 
 trading with the same countries we have the following : 
 
 Europe.— 107 steamers, registering 163,448 tons. 
 
 United States.— 47 steamers, registering 65,169 tons. 
 
 Total— 154 steamers, registering228,617 tons. 
 
 Nothing is said here of the vast number of sailing vessels, 
 the number and tonnage of which no reliable data could be 
 obtained ; trading with these same countries. But the aggre- 
 gate number and tonnage must very largely exceed those of 
 
117 
 
 the steamers. The freights carried by the sailing vessels 
 must exceed that carried by steamers manyfold. 
 
 RUSSIAN RAILWAYS. 
 
 The paragraph below, is inserted, to show that in all sec- 
 tions of the world, the large grain carrying roads, and those 
 upon which, there is much pleasure travel, are profitable. It 
 is the same in Russia as in the United States. In both of 
 these branches of traffic, the road now under contemplation, 
 will receive a very great patronage. 
 
 " The Russian Government," " has just issued a report on 
 the railway traffic during the year, from which are taken the 
 following facts. In the month of March, 1874, the railways 
 of Russia comprised 15,380 versts, or about 11,000 miles. 
 The gross receipts during that month amounted to 11,955,007 
 roubles, while in February, 1873, the receipts were 9,306,409 
 roubles. The increase was, therefore, 2,648,598 roubles, or 
 28 1-3 per cent. For the first quarter of the present year — 
 from the 1st of January to the 1st of April, 1874 — the gross 
 income of the 44 lines now in operation was 33,443,839 
 roubles, against 25,969,899 roubles received during the first 
 quarter of 1873. This increase is satisfactory enough but 
 an examination of the results obtained by the different lines 
 discloses beside that the traffic on some of them is increas- 
 ing with giant strides. The average receipts per verst dur- 
 ing the quarter were 2,177 roubles, and the average increase 
 on the quarter of 1873 amounted to 12^ per cent, per verst. 
 It is impossible not to be struck by the marvelous develop- 
 ment of traffic exhibited by the return from several lines. 
 The greatest percentage is shown by the Riga-Boldera and 
 Constantinople lines ; but these are only of local interest. 
 
118 
 
 We, therefore, proceed to the Bibinsk, Warsaw, Brest and 
 Baltic lines, showing respectively an increase of 98 per cent. 
 65 per cent, and 64 per cent. The first is of great import- 
 ance for the transportation of grain from the Volga to St. 
 Petersburg. All the wheat shipped from this eapital and 
 consumed in it notoriously come from the tracts near the 
 Volga and the Bibinsk line was specially constructed to faci- 
 litate this transport. The increase in the traffic shows that 
 the native merchants have not been slow in availing them- 
 selves of the accommodation. The Warsaw-Brest fine is 
 part of the great network which connects the capital of 
 Poland with Moscow and all the richest portions of Central 
 and South Bussia. The great resources of this region are 
 only now beginning to be appreciated, and the traffic of this 
 trunk line is likely to be on the increase for some time. It 
 is very certain, too, that as it becomes known to foreign 
 traders that Bevel and Baltishport remain free from ice long 
 after the closing of the port of St. Petersburg, the trade of 
 those places will grow greatly to the advantage of this rail- 
 way. The Biga Dunabourg line, with its increase of 40 per 
 cent, again shows the natural development of trade on an 
 old-established highway, and it is extremely satisfactory to 
 see that almost all the great trunk lines show an augmenta- 
 tion averaging 20 per cent. 
 
 THE DABIEN SHIP CANAL. 
 
 Looking to the future, it is well to call attention, more ex- 
 plicity here, to the prospective construction of the Darien 
 Ship Canal. The road in contemplation will more nearly, by 
 several hundred miles, approach this work,Vhen it shall be 
 undertaken, than any other road, or inland route of travel. 
 
119 
 
 and commerce. All steamers, and sailing vessels, traversing 
 the Gulf Stream, to and from the canal, will pass within 30 
 miles of Turtle Harbor, and 40 miles of Key West, and as a 
 result, much traffic will be concentrated upon the road, from 
 vessels putting in at these ports, While a large commerce 
 seek its passage through the canal from the interior of the 
 United States via the line of this road. 
 
 To illustrate how great the traffic will be through the canal 
 when completed we make the following extract from the 
 report of Commander Thomas O. Selfridge, Commander of 
 the Darien Expedition. 
 
 "The trade through the canal would be ample at the ex- 
 piration of a year to meet the interest of the debt raised ; 
 and in a few years a sinking fund could be created, to take up 
 the whole amount loaned." 
 
 Table showing amount of trade that would pass through 
 the canal the first year. Compiled, from statistics for the 
 years 1867 and 1869. 
 
120 
 
 UNITED STATES. 
 
 Imports 
 and Exports, 
 
 Countries Traded with 1869. Tonnage. 
 
 Dutch East Indies. . $2,080,031 13,382 
 
 British Australia and New Zealand 809,037 41,624 
 
 British East Indies 9,452,214 107,977 
 
 Half Mexico.... f 5,999,997 72,930 
 
 Half Central America . 2,109,778 41,520 
 
 Chili 3,272,467 49,078 
 
 Sandwich Islands 2,083,484 66,603 
 
 Peru 3,059,755 78,429 
 
 China 25,584,853 107,884 
 
 Half New Granada 5,186,025 308,220 
 
 California 13,000,000 160,000 
 
 Value of cargoes . . . .* $72,617,611 $1,040,648 
 
 Value ships $50 per ton 52,027,400 
 
 Total value ships and cargoes. . $124,645,011 
 
 ENGLAND. 
 
 Imports 
 
 Countries Traded with. and Exports. Tonnage. 
 
 Half Mexico $3,014,005 $22,401 
 
 Half Central America 2,642,650 7,625 
 
 Half New Grenada 8,613,995 11,019 
 
 Chili 35,001,090 220,771 
 
 Peru and Ecuador 26,701,825 212,126 
 
 China 85,975,900 197,288 
 
 Java 6,812,765 30,703 
 
121 
 
 Singapore 17,813,505 123,436 
 
 Australia and New Zealand. . . 67,475,780 26 i, 815 
 
 California and Pacific Islands 14,47G,700 129,848 
 
 Value of cargoes .; $268,531,115 $1,219,762 « 
 
 Value ships $50 per ton 60,988,100 
 
 Total value ships and cargoes. . . $329,519,215 
 
 France. — The trade of France for the year 1865 amounted 
 to a total value of ships and cargoes of $60,839,135. Tonnage 
 165,259. 
 
 It is estimated by the statistics of 1857 that the total ton- 
 nage that would seek the canal would be 3,094,070 tons. Allow- 
 ing this to be about correct, the canal would have a revenue 
 from 
 
 3,064,070 tons at $2.50 per tons $7,735,075 
 
 100,000 passengers at $10 per head $1,000,000 
 
 Total revenue, first year ; $8,735,175 
 
 During the construction of this canal, which is now a fixed 
 port, in the not distant future, the existence of a railroad to 
 Key West with an abundance of steamship connections would 
 result in saving many millions to whosoever should build it, 
 and directly and indirectly add many millions to the commerce 
 of the United States. 
 
 NICARAGUA SHIP CANAL. 
 
 Goat of construction taken from the report of Commander 
 E. P. Lull, U. S. Navy, Commanding Nicaragua JSurveving 
 Expedition. 
 
 The following estimates are from the report of A. G. Menocal. 
 
 " Estimate of the cost of constructing a Ship Canal from 
 the Atlantic to the Pacific Ocean, across the Isthmus in the 
 
122 
 
 State of Nicaragua, upon the line surveyed by the Nicaraguan 
 Surveying Expedition. 
 
 The total distance from the harbor of Brito, on the Pacific, 
 to the harbor of Graytown, or San Juan del Norte, upon the 
 Atlantic, is 181.26 statute miles which may be divided as 
 follows :' 
 
 Inland Canal, Western Division, from the mouth 
 of Rio del Medio, at the Lake, to the Harbor of 
 
 Brito 16.33 miles 
 
 Middle Division, comprising the Lake navigation 
 from the mouth of Rio del Medio to Fort San 
 
 Carlos 56.50 mile* 
 
 Eastern Division, from San Carlos at the Lake, 
 to Graytown, slack water navigation, 63.02 ; in- 
 land canal, 45.41 — , 108.43 mile* 
 
 TOTAL COST. 
 
 Western Division $21,6S0,777 
 
 Middle Division 715,658 
 
 Eastern Division 25,020,914 
 
 Harbor of Brito, (improvement) 2,337,739 
 
 Harbor of Graytown, (improvement) 2,822,630 
 
 Total $52,577,718 
 
 Add 25 per cent, for contingencies 13,144,429 
 
 Grand Total $65,722,147 
 
 The report from Commander Lull, from which the fore- 
 going extract is taken, was transmitted by the Secretary of 
 the Navy to Congress, on the 16th of June, 1874. 
 
123 
 
 MAIL FACILITIES. 
 
 By this route the mails will be carried from New York to 
 Cuba daily, in sixty hours, and to Hay ti and San DomiDgo in 
 thirty-six hours from the terminus of the road. Mails for 
 Central and South America will be from four to six days. 
 The mails from all cities south and west of New York, which 
 are now sent to Cuba via New York, will reach their destina- 
 tion in proportionately less time. The great through mails 
 between the United States and all the West Indias, Central 
 and South America, must go by this line. The advantage 
 thus accruing will be incalculable. 
 
 BUSINESS SESSION OF THE POSTAL CONVENTION. 
 MEMORIAL TO CONGRESS. 
 
 Fortress Monroe, Va., July 26, 1877. — The Chairman of the 
 Committee on Business, submitted resolutions favoring increas- 
 ed postal facilities for Southern cities, the establishment of 
 steam communication between convenient Southern ports and 
 Rio Janeiro, Havana and Aspinwall, and that the Congress 
 of the United States and Postal Department are respectfully 
 requested to afford aid and encouragement to the above de- 
 signated enterprises by means of liberal mail contracts and 
 such appropriate legislation as may be consistent with the 
 constitutional powers and policy of the Government. 
 
 Accompanying the resolutions was a memorial to Congress 
 setting forth the needs of the South, and asking that the fol- 
 lowing measures be provided for : 
 
 Sixth. — The establishment on some substantial basis of 
 the mail contracts of steamship line between Southern sea- 
 ports and ports of South America, Central America and the 
 West Indies. 
 
 The report was adopted unanimously. 
 
124 
 
 The Postmaster General in his report, dated Washington, 
 D. C, November 27, 1876, says : 
 
 "The United States postage on mails conveyed to and 
 from the West Indies, Panama, Central America, Brazil, 
 Mexico, Bermuda, Nova Scotia, New Granada, Venezuela, 
 and Honolulu, at the reduced rates established from July 1, 
 1875, amounted to $119,617.68, and the cost of the sea con- 
 veyance thereof was $45,436.79." 
 
 The paragraphs below are from the message of President 
 Grant, of December 7, 1874. The subject matter is appli- 
 cable here, as showing that the attention of Congress waa 
 called by the President to the development of commerce with 
 the countries to which he alludes, and which this road will 
 tend so much to develop, as well as to the necessity of in- 
 creasing our steamship service : 
 
 " The use of the navy in time of peace might be further 
 utilized by a direct authorization of the employment of naval 
 vessels in explorations and surveys of the supposed navigable 
 waters of other nationalities on this continent, especially the 
 tributaries of the two great rivers of South America, the 
 Oronoco and the Amazon. Nothing prevents, under exist- 
 ing laws, such exploration, except that expenditures must 
 be made in such expeditions beyond those usually pro- 
 vided for in the appropriations. The field designated is un- | 
 questionably one of interest and one capable of large devel- 
 opment of commercial interests advantageous to the people 
 reached, and to those who may establish relations with 
 them. 
 
 " A revival of ship building, and particularly iron steamship 
 building, is of vast importance to our national prosperity. * 
 The United States is now paying over one hundred millions 
 
125 
 
 per annum for freights and passage on foreign ships, to be 
 carried abroad and expended in the employment and sup- 
 port of other people. Beyond a fair percentage of what 
 should go to foreign vessels, estimating on the tonnage and 
 travel of each respectively, it is to be regretted that this dis- 
 parity in the carrying trade exists, and, to correct it, I would 
 be willing to see a great departure from the usual course of 
 government in supporting what might usually be termed pri- 
 vate enterprise. I would not suggest, as a remedy, direct 
 subsidy to American steamship lines, but I would suggest the 
 direct offer of ample compensation for carrying the mails be- 
 tween Atlantic seaboard cities and the continent, on Amer- 
 ican owned and American, built steamers, and would extend 
 the liberality to vessels carrying the mails to South American 
 States, and to Central America and Mexico, and would pur- 
 sue the same policy from our pacific seaports to foreign sea- 
 ports on the Pacific. It might be demanded that vessels 
 built for this service should come up to a standard fixed by 
 legislation in tonnage, speed and all other qualities, looking 
 to the possibility of government requiring them at some time 
 for war purposes. The right also of taking possession of 
 them in such emergency should bo guarded. I offer these 
 suggestions believing them- worthy of consideration in all 
 seriousness, affecting all sections and all interests alike. If 
 anything better can be done to direct the country into a 
 course of general prosperity, no one will be more ready than 
 I to second the plan." 
 
 PRODUCTS OF THE SOIL OF THE UNITED STATES. 
 
 As an illustration of how largo a proportion of the entire 
 productions of the United States this Railway commands as 
 
126 
 
 shown in the accompaning papers we give the total products 
 of the soil of the United States, as compiled by Hon. S. Shell- 
 abarger, from the census of the United States for 1870, and 
 published 1874. 
 
 " The total products of the soil including farms, orchards 
 and gardens, was in 1870, $2,515,592,753. In that year we 
 produced of wheat, 287,745,626 bushels ; of rye, 16,918,795 
 bushels; of indian corn, 760,944.549 bushels; of oats, 
 288,107,157 bushels ; of barley, 29,761,503 bushels ; of buck- 
 wheat, 9,821,721 bushels ; of rice; 73,365,021 pounds ; of to- 
 bacco, 262,735,341 pounds, and of cotton, 3,011,996 bales. The 
 total of cereals in 1870, was 1,629,027.6 bushels. The aggregate 
 . of the products of our manufactures in 1870, was $1,232,- 
 325,442. 
 
 COMMEECIAL IMPORTANCE OF THE ROAD. 
 
 This route brings the railroad system of the United States 
 withing 90 miles of the railroads of Cuba. The commerce of 
 the United States with the West Indies constitutes nearly 11 
 per cent, of the entire commerce of the country, for the 
 greater proportion of which is with Cuba. The commerce of 
 the United States with the countries that will be tributary to 
 this road is 20 per cent, of the commerce of the country. 
 
 These facts are established by the following official table 
 accompanying a message of the President to the Senate, dated 
 January 16, 1871, transmitting papers relative to the proposed 
 annexation of San Domingo : 
 
 Relative Commercial Importance of the West Indies in the Com- 
 merce of the United States for the year ending 30 th June, 1870 ; 
 compiled from returns in tlie Statistical Bureau of the Treas- 
 ury Department. 
 
127 
 
 Imports. Exports. Tolal. 
 
 Cuba $54,056,415 $17,412,781 $71,469,196 
 
 Porto Eico 8,183,240 2,955,324 11,138,573 
 
 $62,239,664 $20,368,105 $82,607,769 
 
 Hayti and S.Domingo. 979,965 2,801,333 3,780,988 
 
 Danish West Indies... 628,870 1,488,399 2,117,269 
 Dutch West Indies and 
 
 Dutch Guiana 731,973 970,937 ' 2,702,910 
 
 French Pos. in America. 467,389 1,167,190 1,634,579 
 
 British West Indies... 6,572,555 8,279,627 14,852,182 
 
 $71,620,106 $35,075,591 $106,595,097 
 Dominion of Canada,. $39,507,842 $23,297,296 $62,805,138 
 All other British Pos- 
 sessions in America . . 1,581,959 3,552,028" 5,133,987 
 
 $41,039,801 $26,849,324 $67,039,125 
 
 Mexico $13,099,131 $5,875,396 $18,974,427 
 
 Central America 775,673 1,161,695 1,897,368 
 
 Colombia 5,206,190 4,791,620 9,797,810 
 
 Peru 2,557,833 3,793,185 6,351,018 
 
 Chili 773,082 2,245,809 3,019,491 
 
 Argentine Republic... . 6,414,669 2,479,437 8,894,103 
 
 Uruguay 1,630,400 1,199,237 2,829,637 
 
 Brazil 25,178,959 5,817,846 30,993,805 
 
 Venezuela 2,037,312 1,324,325 3,361,637 
 
 $57,430,749 $28,688,550 $86,119,299 
 
 Total America $170,140,656 $90,613,465 $260,754,120 
 
128 
 
 . BECAPITULATION. 
 
 Imports. Exports. Total. 
 
 Commerce with "West 
 
 Indies $71,620,106 $35,075,591 $106,695,697 
 
 Mexico, Central and S. 
 
 America 57,430,749 28,688,550 186,179,299 
 
 British Possessions in 
 
 North America 41,089,801 26,849,324 67,039,125 
 
 $170,140,656 $90,613,465 $260,754,129 
 
 Tot'l commerce of U.S.$462,377,587 $529,159,302 $991,896,889 
 
 Commerce with the West Indies forms nearly eleven per 
 cent ; the West Indies, Mexico, Central and South America, 
 nearly twenty par cent, of total commerce of United States ; 
 and all British Possessions on this Continent, only six and 
 three-quarter per cent, of total. 
 
 This 20 per cent, of the total commerce of the United 
 States this route will bring directly to our doors, cutting off 
 from two to four days in transportation. Commerce now de- 
 mands speed. Time is money. The traffic of, the roads now 
 running parallel with the seaboard and with the Ohio, the 
 Mississippi and the great lakes, and that of the Pacific Roads, 
 demonstrate this. While bulky and slow freights must 
 continue to be transported by water, an annual commerce of 
 $260,000,000 directly south of the terminus of this route im- 
 peratively demands these additional facilities. 
 
 But it must be remembered, in considering whether such a 
 rail route can compete with the water route, that the water 
 route practically carries the products of the American tropics 
 far to the northeast, to be afterward retransported to the 
 south and west by rail. This route, on the contrary, brings 
 
129 
 
 all the Southern States into direct and close relations with the 
 West Indies, with which their commerce will be carried on 
 directly, withoiit the immense additional cost of transporting 
 it from 500 to 1,000 miles to the north and thence back again 
 to the South. So, also, the Western States will be but little 
 further from Havana, either in distanoe or time, from 
 New York, and fully one-third of the time and cost of trans- 
 portation between the Western States and the West Indies 
 will be saved. 
 
 The opening of these close relations with the West Indies 
 will rapidly develop a greatly enlarged market for our pro- 
 ductions, and will turn to this country a much greater pro- 
 portion of the vast West India* commerce that properly be- 
 longs to us, but is now diverted to Europe by subsidized 
 steamship lines. 
 
 On the commercial importance of the line, reference is 
 made to other official tables of the commerce of the United 
 States given elsewhere. 
 
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132 
 SUMMARY. 
 
 Countries. Total Total Total 
 
 Exports. Imports. Commerce. 
 
 Swedish West Indies*.. $19,817 $62,729 $82,546 
 
 Danish ," .... 3,743,062 3,636,826 7,379,888 
 
 Dutch " ... 2,434,625 2,628,432 5,053,087 
 
 British " ... 25,194,868 18,910.267 44,105,135 
 
 French " ... 1,766,309 843,352 2,609,661 
 
 Cuba 22,598,392 266,009,945 288,608,337 
 
 Porto Rico . , 7,021,029 36,612,183 43,633,212 
 
 Hayti and San Domingo 16,503,714 4,999,968 21,503,682 
 
 Mexico, 15,004,464 32,954,217 47,958,681 
 
 Central Republics 1,304,411 3,930,290 5,334,701 
 
 Venezuela 3,602,934 11,880,880 15,483,814 
 
 New Grenada 8,201,567 7,189,418 15,390,985 
 
 Total $107,385,522 398,658,507 497,043,729 
 
 Thus the commerce, in chief articles only, with those coun- 
 tries that lie nearest the terminus of the line, was, $497,043,729. 
 
 Passenger Traffic. — The advantage for transferring through 
 passengers between the United [States and the West Indies,, 
 and all the countries to the South, which this route will offer 
 above all others, and are too apparent to need argument. The 
 saving of from two to four days' time, and 1,245 miles of ocean 
 travel, will bring the United States into as intimate relations • 
 with Cuba and the West Indies as we now are with the States 
 west of the Missouri. Indeed, the distance from Washington 
 to Havana by this route is the same as from Washington to 
 Omaha. 
 
133 
 
 COMMERCE OF THE UNITED STATES WITH THE 
 SEVERAL PORTS OF THE CARRIBBEAN SEA. 
 
 It being the intention, and embraced within* the plans of 
 this Railway Company, to reach by its own steamers, as 
 authorized by its charter, every part of the Caribbean Sea, 
 both on the islands and on the main land, a letter was address- 
 ed to the Assistant Secretary of the Treasury, Hon. F. A. Saw- 
 yer, requesting that a statement be furnished showing the ex- 
 tent of the commerce of the United States with those ports 
 during the fiscal year of 1872. The letter of the Assistant 
 Secretary is as follows, to wit ; 
 
 Tbeasuky Department, ) 
 Washington, May, 2d, 1873. j 
 
 Dear Sir : I have the honor to acknowledge the receipt of 
 
 your letter of the 20th hist., asking for information in regard 
 
 to the trade between the United States and the West India 
 
 Islands and the countries bordering on the Caribbean Sea, 
 
 during the fiscal year 1872, and,>in response thereto, transmit 
 
 herewith a statement prepared by the Bureau of Statistics 
 
 giving the information desired, as far as practicable. 
 
 Very respectfully yours, 
 
 FREDERICK A. SAWYER, 
 
 AssH Secretary. 
 
 Statement showing the Trade of the United States with 
 Islands and Countries bordering on the Carribbean Sea dur- 
 ing tlie year ending June 30, 1872 : 
 
 Countries. Imports. 
 
 United States of Colombia$6,589,449 
 
 Venzuela 4,474,201 
 
 Central American States. . . 1,609,044 
 British West Indies 9,550,347 
 
 Domestic 
 
 Foreign 
 
 Exports, 
 
 Exports. 
 
 $4,495,258 
 
 $181,501 
 
 2,178,588 
 
 32,052 
 
 1,406,855 
 
 71,060 
 
 8,058,637 
 
 138,429 
 
134 
 
 Cuba 67,720,205 13,168,958 1,570,010' 
 
 Porto Rico 11,328,681 2,643,155 190,927 
 
 Dutch West Indies and Gui- 
 ana 1,067,564 789,255 24,946 
 
 Hayti .... 1,080,791 2,737,488 204,373 
 
 San Domingo 437,160 589,259 39,859 
 
 Danish "West Indies 768,167 1,071,504 68,116 
 
 French Possessions in 
 
 America 2,290,963 1 ,460,746 37,298 
 
 $106,916,572 $39,199,503 $2,570,571 
 
 •39,159,903 
 106,916 572 
 
 Total Commerce $148,686,646 
 
 EDWARD YOUNG 
 
 Chief qf Bureau. 
 
 The foregoing statement does not include British or French 
 Guiana nor any of the commerce that would come over the 
 Panama Railway from the west coast of the continent, which, 
 on shipment from the eastern termini of that road, is but a 
 few hours' run from Key West and this Railway. Thus more 
 speedy and quick transportation will be secured, and the dan- 
 gers of the passage of the Florida reefs as well as high rates 
 of insurance will be avoided. 
 
 The statement of Commissioner Young does not include 
 the commerce of Yucatan and southern Mexico, which is 
 large and rapidly increasing. 
 
 All of this traffic will find its quickest, safest and cheapest 
 route by the steamers and over the road of this Company. 
 
 There cannot be a doubt but that so large a proportion of 
 this commerce will pass over this road that its financial suc- 
 cess will be secured from the time it reaches a Harbor at the 
 south end of the Peninsula of Florida. 
 
135 
 
 FOREIGN COMMEKCE OF THE UNITED STATES WITH THE FOLLOWING 
 COUNTRIES DURING THE YEAR 1874. 
 
 Imports from. Exports tog 
 
 Great Britain $168,718,742 $379,341,890 
 
 France 60,653,838 50,212,296 
 
 Germany 40,756,468 64,654,012 
 
 Canada? 35,308,348 40,875 154 
 
 Brazil 43,327,332 8,551,997 
 
 China and Japan 24,927,008 3,195,262 
 
 British North America 371,755 1,647,396 
 
 British West Indies 4,182,377 8,057,345 
 
 Other West Indies . . 4,186,237 3,091,830 
 
 East Indies 21,574,229 1,466,832 
 
 Mexico 12,091,998 6,249,163 
 
 HoUand and Belgium 8,782,054 28,624,368 
 
 Cuba and Porto Rico ........ 82,372,509 24,607,561 
 
 All others 70,116,231 81,944,410 
 
 Total $577,369,711 $702,529,855 
 
 MILITARY AND NAVAL. 
 
 The map shows the fact that the terminus of the road com- 
 mands the straits at Florida at the narrowest point, and 
 places that point in railway connection with the rest of the 
 country. It becomes thus a more important work for the de- 
 fense of the country than any work of whatever nature now 
 in contemplation can possibly be. 
 
 EFFECT ON POLITICAL RELATIONS. 
 
 A Bond of Peace. — The West Indies gravitate toward the 
 United States. The Cuban insurgents have been asking 
 recognition, with a view to annexation. San Domingo has 
 asked a participation in our nationality. At different times in 
 our history the Central American States have looked to annex- 
 ation as the only relief from chronic revolution. Whatever 
 difference of opinion there may be with regard to the policy 
 of annexation, there can be no difference with regard to the 
 increased power and influence in the West Indies such inti- 
 
136 
 
 mate daily communication and such additional commercial 
 facilities will give to the United States. If the iron rail binds 
 .the Atlantic and Pacific coasts together, so will the opening 
 "of this line of communication in the same way cement Cuba 
 and the other West Indies to us in peace and amity, and in- 
 dissoluble commercial relations. 
 
 The following is the amount and value of sugar raised in 
 Cuba, and the sum paid for freights between Havana and 
 the United States, on sugar imported : 
 
 During 1873 the production of sugar in Cuba was 690,000 
 tons, of which 441,000 tons— 64 per cent. — together with 
 180,000 tons of molasses, went to the United States. This 
 constituted 80 per cent, of the foreign sugar and 90 per cent, 
 of the molasses consumed by the American people for the 
 year. That is to say, 30 out of every 40 pounds of sugar used 
 per capita in the United States in 1873 were supplied from 
 the island. Nor is this dependence upon the one cheap 
 source of supply likely to be less extreme hereafter, while the 
 amount of sugar required must increase enormously every 
 year. Ten years ago the amount consumed in the United 
 States was but twenty pounds per capita — a vast increase of 
 consumption, wholly irrespective of the increase of popu- 
 lation. 
 
 In 1873 not less than 441,000 tons of Cuban sugar were 
 exported to the United States; the same was valued at 
 $77,500,000 which was in excess of the importations from 
 France into the United States the same year, $44,500,000. 
 Furthermore, these Cuban imports gave an exceptional earn- 
 ing of $4,000,000 to American shipping. Here, assuredly, is 
 the most conclusive evidence of the vital concern which Cuban 
 sugar production is to the business interests of the American 
 people. 
 
137 
 
 THE COMMERCE OF THE VALLEY OF THE OHIO 
 
 AS RELATED TO THE GREAT SOUTHERN 
 
 RAILWAY. 
 
 The information herein, is derived, mainly from the report, 
 of the "Select Committee of the Senate on transportation routes to 
 the sea board" and from the report of the Chief Engineer U. 
 S. Army. 
 
 This report of the Select Committee, is the result of the 
 most comprehensive investigation ever made in the United 
 States, of the internal commerce of the nation. 
 
 The information embodied in the following extracts, relates 
 only to that commerce, to and from the valley of the Ohio, 
 seeking transit by the quickest and cheapest route to its des- 
 tination, over the — this Railway. The statements and the 
 statistics herein given are by the highest authority to 
 which we can go. 
 
 We will say preliminary to what is hereinafter given, that 
 this Railway has two Southern termini, viz : Turtle Harbor 
 and Key West. Turtle Harbor being at the southeast of 
 the Southern end of the peninsula of Florida, and Key 
 West being the southwest key of the Florida Keys, and 11G 
 miles south and west of Turtle Harbor. Turtle Harbor ha 
 27 feet of water, over the bar at low tide and Key West Har- 
 bor 32 feet. 
 
 Either harbor can be entered by day or by night at all 
 seasons of the year, and in all weathers, by sail or steam, di- 
 rectly from the ocean, without the aid of a pilot or towage. 
 Either harbor being always available for the largest merchant 
 ships, and naval vessels, of the world. Two harbors, more 
 available, and more perfectly adapted for the safety of ships, 
 and the facilities of commerce, do not exist. 
 
 The distance from the Saint Mary's River to Turtle Har- 
 
138 
 
 bor is 450 miles ; from Turtle Harbor to Key West, 116 miles, 
 i. e.: from the Saint Mary's Eiver to Key West, 566 miles. 
 These ports are both reached by this Railway and thus are 
 connected via the Florida peninsula with the railroad system 
 of the United States. At Jacksonville and Callahan in 
 Florida ; at Waynesville, Jesup and Millen in Georgia ; this 
 road makes connection with the whole system of roads, in the 
 country, and is, of itself, a continuous line of road, from Mil- 
 len, Georgia to Key West, Florida. At Jesup it connects 
 with the Macon and Brunswick railroad and by it makes its 
 through connections to Louisville, Kentucky and Cincinnati,0. 
 It is this line from Louisville and Cincinnati via Chattanooga, 
 Atlanta, Macon and Jesup to Turtle Harbor, and Key West, 
 and connections, that we intend to discuss under this head. 
 
 New Orleans, as is shown by the Senate Report, is now 
 the second port in value of commerce in the United States, 
 and even so while it had less than 16 feet of water, at the 
 mouth of the Mississippi river. The city of New Orleans is 
 510 miles from the port of Key West by water, thus giving 
 Key West an advantage of 510 miles over New Orleans in 
 ocean transportation, and Turtle Harbor an advantage over 
 New Orleans of 725 miles ; and in the latter case all danger 
 to vessels from the Florida reefs, is avoided ; as the carriage 
 is made by rail on the line of the Florida keys. Thus, in 
 point of fact, railroad transportation is carried 510 miles at 
 Key West, and 775 at Turtle Harbor, further south than at 
 New Orleans. From Savannah to Turtle Harbor is 446 
 miles, and to Key West 557 miles by ocean transportation, 
 thus saving by the Atlantic coast in ocean transportation 441 
 miles to Turtle Harbor and 557 to Key West, and from the 
 east the dangerous passage of the Florida reefs is also 
 
139 
 
 saved ; the railroad superceding it. From the port of New 
 it is 1029 miles to Turtle Harbor, and 1,155 to Key West. 
 
 The following facts then present themselves. Key West 
 is 510 miles by rail nearer than New Orleans, and Turtle 
 Harbor 557 miles by rail nearer than Savannah to all the West 
 India islands, to Central America, to the Panama Railroad, 
 to Yucatan, to the islands and coast of the Carribean Sea, to 
 the northern and eastern coast of the Continent of South 
 America, and via Panama Railroad, the entire western coast of 
 South America, of Central America, of Mexico ; and of the 
 United States, and of all the commerce of the Pacific Ocean 
 seeking an eastern market, via the Panama Railroad. 
 
 We shall corifine ourselves mainly to one subject, or branch 
 of the subject i. e. : the magnitude of the freights from the 
 states west of the Alleganies, and bordering north aud south 
 on the Ohio River. The distance Jvom Louisville to Turtle 
 Harbor is 1,127 miles, and Cincinnati about the same ; from 
 Louisville or Cincinnati to Key West 1,244 miles. Louisville 
 and Cincinnati are not only the geographical centers, but the 
 commercial center of the commerce of the seven States of the 
 Ohio valley, viz. : Pennsylvania, West Virginia, Ohio, Ken- 
 tucky, Indiana, Illinois, and Missouri. The distances of the 
 principal grain markets of the west by rail to New York are 
 as follows : Chicago, 987 miles ; St. Louis, 1,219; Louisville, 
 997. From New York to Turtle Harbor is 1,029 miles ; from 
 New York to Key West 1,155 ; from Louisville or Cincinnati 
 to Turtle Harbor 1,127 ; and Key West 1,244. 
 
 The magnitude of the grain trade in the United States Ls 
 here given from the Senate report , 
 
 11 The total movement of grain from the Western states, 
 eastward in 1872, was 178,021,462 bushels ; and Southward 
 35,000,000 bushels." 
 
140 
 
 Relative to the exports of grain from the United State 
 southward. 
 
 " The markets of the West Indies and South America take 
 about 15 per cent, of the entire foreign exports from the 
 United States." 
 
 The following table gives the shipment of grain from the 
 United States for 1873. 
 
 Wheat, wheat flour, corn, rye, oats and barley, 1873. 
 
 Countries to whidh Exported. Bushels. Per cent. 
 
 Great Britain 78,313,335 84.1 
 
 West Indies, Central and South 
 
 America 8,596,968 9.3 
 
 All other countries 6,107,710 6.6 
 
 Total 93,018,013 100. 
 
 The railway company will employ a sufficient number of 
 its own ships to transport all freights passing over its road to 
 and from the Panama Railroad, the West India Islands, 
 Central America and the islands and coast of the Caribbean 
 Sea, and the eastern ports of South America. 
 
 And in this connection, in which mixed lines, that is, rail 
 and water will be extensively employed, we insert the follow- 
 ing quotation, as showing the extent to which this mode of 
 transportation is carried, and the success which has else- 
 where attended it. 
 
 The organization of mixed lines, consisting of lake steam- 
 ers and railroads. The mixed lines are constituted as fol- 
 lows : 
 
 The Northern Transportation Company connects with the 
 Central Vermont Railway at Ogdensburg, and is managed by 
 the officers of that. road. 
 
 The Grand Trunk or Sarina line of steamers runs in con- 
 
141 
 
 nection with the Grand Trunk Railroad, receiving freight at 
 Chicago and delivering it to the railroad at Sarina. 
 
 The Western Transportation Line of steamers connects 
 with the New York Central Railway at Buffalo, where its 
 freights, if not otherwise consigned, are delivered to that 
 road. 
 
 The vessels of the Union Steamboat Company run from 
 Chicago to Buffalo, where they connect with the Erie Rail- 
 way. 
 
 The boats of the Anchor line of propellers run from Chi- 
 cago to Erie and Buffalo, where they connect with the Em- 
 pire Fast Freight Line and the Pennsylvania and . Erie Rail- 
 ways." 
 
 The opinion of the committee is that a railroad cannot be 
 injured by competition of water transportation. 
 
 " Another result'of water lines may be briefly noted here, 
 namely, the incidental increase in the traffic by rail. Per- 
 haps the most successful and prosperous railway in the 
 United States is that which extends nearly 500 miles along 
 the Erie Canal and Hudson River. The business created by 
 the water line creates a traffic in articles which require 
 speedy transport and which can bear rail rates. In like 
 manner the railway passenger traffic is largely increased. 
 "While, therefore, the whole country is benefitted by the water 
 lines, the railways themselves share in the general prosperity. 
 Instead of there being an antagonism between water lines 
 and railways, they are really helpful to each other." 
 
 As the roads in the northern portion of the United States 
 are frequently retarded by the storms end snows of winter, 
 and as the this railway traverses a country below a paralel 
 of lattitude, where such storms can retard the working of the 
 
142 
 
 road, we call attention to the conclusions of the Senate Com- 
 mittee, on that subject. 
 
 " The General Superintendent of traffic on]the Vermont Cen- 
 tral railroad, estimates that the cost of transportation, in the 
 winter on their road is from 70 to 75 per cent, more than in 
 summer. He states also that in some cases the cost of clear- 
 ing the track after a single snow storm is greater than the 
 receipts for transportation for freights for a month. 
 
 The master of transportation, on the Baltimore and Ohio 
 railroad, says : The estimated increase cost of transportation-, 
 during the winter months, above that of the three summer 
 months, on the Baltimore and Ohio railroad, is from 5 to 20 
 per cent, ranging according to the character of the power 
 employed, the direction of the traffic the relative altitude 
 above tide water of the portion of the road carried over, and 
 the severity of the winter." 
 
 The extent of the commerce is here shown of the nations of 
 the South to which this railway is the shortest, most direct, 
 safest and cheapest channel of transportation, and which it 
 approaches by 510 miles nearer than any other railroad or 
 any other port in the Gulf of Mexico, and 557 miles nearer 
 than by any other railroad or port on the Atlantic coast. 
 
 The committee recommend that the United States secure 
 modifications in the several treaties, in such manner as to in- 
 sure an increase of the commerce between the United States 
 and these several Southern nations. 
 
 " Some idea of the possible development of the trade with 
 these countries and islands may be formed by referring to 
 their statistics of population, our commerce with them, and 
 their total commerce with all other foreign countries. 
 
143 
 
 Population. 
 
 Mexico 9,175,000 
 
 Central America 2,665,000 
 
 South America 28,259,000 
 
 West Indies 4,000,000 
 
 Total 44,099,000 
 
 Value of our Imports from, and our Exports to Mexico, Cen- 
 ; tral America, the West Indies and South America. 
 
 Value of Value of 
 
 Countries. Exports. Imports. 
 
 Mexico $18,566,154 $6,430,163 
 
 Central America 2,238,896 1,347,549 
 
 West Indies 103,006,026 35,059,372 
 
 South America : . . . 75,988,998 29,641,967 
 
 Total $199,800,074 $72,479,051 
 
 It appears that the balance of trade with these countries 
 during the year ending June 30, 1873, was against us by the 
 silm of $127,479,051. The value of our exports having 
 amounted to only 36 3-10 per cent, of the value of imports. 
 
 But the possibilities of commerce with these countries are 
 indicated by comparing the value of our trade with them 
 with the value of their total commerce with all foreign 
 countries. 
 
 Statement showing the Value of the total Commerce, Exports 
 and Imports of Mexico, Central America, the West Indies, 
 and South America with the United States and with all other 
 Countries. 
 
 , Value of Value of 
 
 Total Commerce ivith 
 
 Commerce, the United States. 
 
 Mexico $25,000,000 $24,696,317 
 
 Central America 11,500,000 3,586,445 
 
 West Indies 250,000,000 138,065,434 
 
 S< mth America 450,000,000 105,630,966 
 
 Total $736,500,000 $271,979,162 
 
144 
 
 Table showing the value of the commerce of Great Britain 
 with Mexico, Central America, the West Indies and South 
 America during the year 1872 : 
 
 Countries. Valve of Imports Value of Exports 
 
 into GrH Britain, from Grt Britain. 
 
 Mexico, (in gold) $2,158,409 $4,377,610 
 
 Central America 6,335,866 2,436,067 
 
 West Indies 52,239.930 33,250,137 
 
 South America 128,875,189 123,710,792 
 
 Total $189,609,344 $163,774,606 
 
 The total value of the commerce of these countries and col- 
 onies, and the value of their commerce, with Great Britain 
 and the United States may be stated as follows ; 
 
 Countries. Value in per cent. 
 
 Currency'. 
 
 Commerce with Great Britain 397,560,308 .54 
 
 " United States 272,279,162 .37 
 
 " " All other countries. 66,660,530 .9 
 
 Total commerce 736,500,00 100 
 
 The lesson which these statistics convey needs no further 
 elaboration here. 
 
 With such facts before them, the committee do not hesitate- 
 to recommend that our government shall at once adopt meas- 
 ures to establish more advantageous relations with the coun- 
 tries above named, and especially such measures as will tend 
 to increase the amount of our exports of grain and other farm 
 products to them. The improvement of the Mississippi river 
 and the consequent development of a large commerce at 
 New Orleans, will tend to bring us into close relations with 
 them ; and thereby give to us that share of their trade to which 
 our geographical position entitles us. 
 
 The incalculable superiority which Turtle Harbor and Key 
 West have over New Orleans, situated as it is 105 miles above 
 
145 
 
 the mouth of the Mississippi river, and with less than 16 feet 
 of water on the bar, may be seen when we know that either 
 of the former harbors can be entered from the open sea, day 
 or night, without pilot or towage. The Senate Committee 
 says : 
 
 " The heavy tax imposed upon the commerce by the organ- 
 isation known as the Tow-Boat Association, also contributes 
 very largely to the embarassments of the Mississippi river 
 trade. The president of the Association testified : That the 
 charge for towing in and out is from $1.40 to $1.50 per ton. 
 amounting on a 2,000 ton vessel to $2,800 to $3,000 a trip." 
 
 The Committee, say of the port of New Orleans, and the 
 vast traffic it controls despite the many hindrances it is sub- 
 ject to. 
 
 "And yet, notwithstanding all these disadvantages and em- 
 barassments, New Orleans is in value of her imports and ex- 
 ports, the second commercial seaport in the United State?, 
 her commerce being surpassed only by New York. In ship- 
 ping, she is the third port, her tonnage being exceded only bv 
 that of New York and Boston ; her present commercial rank 
 attained under all these adverse circumstances indicates the 
 bright future that awaits her." 
 
 In this connection the depth of water on the bar, from 
 March 8, to June 15, 1873 is given. 
 
 " Depth of channel at the mouth of the Mississippi river : 
 
 Date. 
 
 
 Depth, Inches 
 Feet. 
 
 Date. 
 
 Depth, Inches 
 Feet. 
 
 Mch. 8, 
 
 1873. 
 
 . 18.... 00 
 
 Mch. 29,1873. 
 
 . 15... .00 
 
 " 10, 
 
 <( 
 
 . 18.... 00 
 
 May, 2, " . 
 
 . 17.... 00 
 
 " 12, 
 
 (i 
 
 : i6.... 6 
 
 6, " . 
 
 . 17.... 00 
 
 " 15, 
 
 << 
 
 . 16. ...00 
 
 " 18, " . 
 
 . 17.... 00 
 
 " 22, 
 
 (< 
 
 . 17.... 00 
 
 June, 15, " . 
 
 . 17.... 6 
 
 " 26, 
 
 << 
 
 . 16.... 00 
 
 
 
 10 
 
146 
 
 The official statistics of the depth of water in the Savan- 
 nah river at and below Savannah will be appropriate here.' 
 
 The following is taken from the report of the Chief Engineer, 
 U. S. A., of October 12, 1872. 
 
 The city of Savannah is located on the Savannah river, 18 
 miles above the mouth. 
 
 " The present depth at mean low water on the bar at the 
 mouth of the Savannah river, is about 18| feet with a mean 
 rise and fall of 7 feet. 
 
 The mean rise and fall of tide, at the city .of Savannah, is 
 6^ feet. Vessels drawing 22 feet of water can cross the bar 
 on the top of- the flood without striking when there is a con- 
 siderable sea on, and in calm weather a draft of 23^ feet, as 
 a maximum can be safely carried over. In spring tides this 
 may be increased to 24| feet, but in neap tides, must be 
 limited to 22^ feet. To enable this draft to be carried to 
 Savannah on the flood tide would require a depth at mean 
 low water of 17^ feet. 
 
 The present channel is only 10 feet deep at low water, in 
 several places and for considerable distances, so that 7^ feet 
 of dredging is necessary to enable the largest vessels that can 
 cross the bar to make the wharves of the city. The length of 
 channel in which dredging would have to be made, is about 
 11 miles, or two thirds of the entire distance from Tybee 
 Roads to the city." 
 
 Notwithstanding these hindrances at the Harbor of Savan- 
 nah, the large commerce the city enjoys is shown by the fol- 
 lowing summary from tabular statements, given in the report 
 of Gen. Humphreys, above named. The full tabular statements 
 are too lengthy to copy and only the footings or totals are 
 given. 
 
 Summary. — Value of imports brought from foreign coun- 
 
147 
 
 tries into the customs district of Savannah, Georgia for the 
 year 1871, $900,355. The value of exports to foreign coun- 
 tries from Savannah, Georgia for 1871, $20,026,795. 
 
 The number of vessels and tonnage [engaged in the coast- 
 wise trade entered at Savannah for 1871, vessels, 465 ; tons 
 323,198. 
 
 The number and tonnage of vessels engaged in the coast- 
 wise trade cleared from Savannah for 1871, number of ves- 
 sels, 505 ; tons, 327,171. 
 
 The number and tonnage of foreign vessels, entered from 
 foreign countries into Savannah for 1871, number of vessels, 
 93 ; tons, 56,820. 
 
 The number and tonnage of foreign vessels cleared for 
 foreign countries from Savannah for 1871, number of vessels 
 131 ; tons, 79,402. 
 
 The number and tonnage of American vessels entered in- 
 to Savannah from foreign countries for 1871, number of ves- 
 sels, 52 ; tons, 33,228. 
 
 The number and tonnage of American vessels cleared for 
 foreign countries from Savannah for 1871, number of vessels, 
 79 ; tons, 55,505. 
 
 Showing the quantities of cotton, lumber, domestics, wool, 
 hides, and rice, shipped from Savannah to ports within the 
 United States for 1871 : Cotton, bales, 116,960 ; lumber, m. 
 feet, 12,836; domestics, bales, 4.477; wool, bales, 1,502; 
 hides, 68,524 ; rice, casks, 8,211." 
 
 Referring again to the bar at the mouth of the Mississippi 
 river, the Senate Committee, in the body of its report, makes 
 the following statement : 
 
 " The practical results of the means applied, are stated in 
 the report of the Board of Engineers, dated January 13, 
 1874. The period of time, referred to in the report, was 
 
148 
 
 from July 1, 1872, to April 1, 1873. BesuU width of chan- 
 nel from 50 to 150 feet, depth of channel 13 to 20 feet." 
 
 In our comparisons of the availability of the Harbor, of 
 Turtle Harbor and Key West with New Orleans, we take 
 into consideration, the engineering work now being perform- 
 ed by Captain Eads, carried out upon the jetty system at a 
 cost to the Government of the United States of $20,000,000, 
 and yet, when this vast amount of money has been expended , 
 the city of New Orleans is 105 miles from the mouth of the 
 river, and the cost of towage will be the same tax on com- 
 merce, as it was in ' L 1873, and previously. Larger vessels, 
 will be enabled to enter the river after Capt. Eads shall 
 completed his work, than before, but aside from this, all the 
 hindrances and drawbacks to commerce, will exist, the same 
 as before. "While the two southern harbors reached by this 
 Railway will always be open, and a single bar of a few hun- 
 dred feet, is all that separates them, or either of them, from 
 the open sea. Turtle Harbor having at low tide 27 feet, and at 
 high tide 32 feet, over the bar, and Key West at low tide, with 
 32 feet, and at high tide 37 feet, and this depth of water availa- 
 ble on every day in the year. Two finer harbors do not 
 exist m the United States than are reached by the southern 
 termini of this road, and in either of which all the naval and 
 merchant vessels of the United States, could at once ride at 
 anchor. 
 
 The magnitude of the internal commerce of the country, 
 seeking an outlet and market, directly north and south, may 
 be in a degree comprehended, by the committee's statement 
 given below. 
 
 "An idea of the magnitude of tins commerce, may, how- 
 ever, be formed, when it is considered, that the value of the 
 commerce of the cities and towns, on the Ohio river, amounts 
 
149 
 
 io the enormous sumof $1,353,000,000. The national Govern- 
 ment has provided no means of arriving at a knowledge of 
 such important facts, as this, in regard to the internal com- 
 merce of the country." 
 
 In this paper we have given Louisville, Kentucky, and 
 Cincinnati, Ohio, as the centres of commerce of the valley of 
 the Ohio, and as the cities to which this railway has its nearest 
 and most direct connection. We have given the distance be- 
 tween Louisville and Cincinnati and the southern termini 
 of the road. We will now give the Senate Committee's state- 
 ment of the commerce of the cities on the banks of the Ohio 
 river, Louisville and Cincinnati being the great centres of the 
 traffic and commerce of all the territory designated. 
 
 " The Ohio river, from Pittsburgh to its mouth, at Cairo, is 
 967 miles in length. Six States border upon it, viz. : Penn- 
 sylvania, West Virginia, Ohio, Kentucky, Indiana and Illi- 
 nois, and the territory embraced by it is 214,000 square 
 miles. An elaborate statement of the commerce of the cities 
 and towns of the Ohio river was prepared in the year 1868, by 
 Milner Roberts, U. S. Engineer, which statement is here 
 presented, with certain modifications, in relation to the cities 
 of Pittsburgh, Cincinnati and Louisville, which are based upon 
 the statistics of trade of these cities during the year 1872 : 
 
 Pittsburgh, Pa $30,000,000 
 
 Wheeling, W. Va 30,000,000 
 
 Pomroy, Ohio. 8,000,000 
 
 Ironton, Ohio 5,000,000 
 
 Steubenville, Ohio 8,000,000 
 
 Portsmouth, Ohio 12,000,000 
 
 Maysville, Ohio 8,000,000 
 
 Ripley, Ohio 5,000,000 
 
 Cincinnati, Ohio 518,000,000 
 
150 
 
 Madison, Ind 12,000,000 
 
 Jeffersonville, Ind 5,000,000 
 
 Louisville, Ky 424,000,000 
 
 New Albany, Ind 15,000,000 
 
 Evansville, Ind 12,000,000 
 
 Wabash Eiver 15,000,000 
 
 Smithland, Ky 30,000,000 
 
 Paducah, Ky 40,000,000 
 
 Cairo,Hl 20,000,000 
 
 354 other points 156,000,000 
 
 Total $1,353,000,000 
 
 These statements are the best that could be obtained. It 
 is probable, however, that the total value here stated is less 
 than the actual value of the commerce of the towns men- 
 tioned, as the increase of the population and commerce of 
 the Ohio River has been very rapid since 1868, when Mr. 
 Roberts' report was made. Only an official census could 
 enable the committee to arrive at an accurate statement in 
 relation to the subject." 
 
 The committee, speaking of the mineral resources of the 
 valley of the Ohio, and more particularly of coal, says : 
 
 " The bituminous coal area of the United States is given 
 at 133,132 square miles in the geological survey, so far as 
 published, while Great Britain, France and Belgium contain 
 but 14,096 square miles, or but a little over one-tenth. Of 
 this 133,132 square miles of bituminous coal deposit, the Ohio 
 states contain 100,000. 
 
 The relation of coal to manufactures is too well understood 
 to need comment, to show where the manufacturing popula- 
 tion will be in the future. The value of minerals and manu- 
 factures, to the wealth of a nation, has been too clearly de- 
 
151 
 
 monstrated in the national life of Great Britain, to require 
 argument to show what one hundred thousand square mites 
 of coal will be to the seven* Ohio states, if only eleven thou- 
 sand have been of such incalculable value to Great Britain. 
 What food, what transportation then, will not this national 
 workshop need for its workers." 
 
 The committee furnish the following statistics, showing the 
 production and amount consumed of grain in the United 
 States, and the amount exported from them : 
 
 " Statement showing the production of cereals in the United 
 States, quantity consumed, and quantity exported, 1865 to 
 1872— 
 
 Y Production. Consumed in JJ. S. Exported. 
 
 Bushels. Bushels. Bushels. 
 
 1865 1,127,459,185 1,100,178,958 27,280,227 
 
 1866 1,342,570,666 1,309,233,590 33,337,075 
 
 1867 1,329,729,400 1,298,147,835 31,581,565 
 
 1868 1,450,758,900 ' 1,411,070,840 39,388,060 
 
 1869 1,491,412,100 1,458,399,134 33,012,966 
 
 1870... .1,629,027,600 1,571,737,079 57,290,521 
 
 1871 1,528,776,100 1,464,070,299 64,705,801 
 
 1872 1,656,198,100," 
 
 The following letter, giving statistics of productions of the 
 Ohio Valley, taken in connection with the fact that this rail- 
 way is the only direct line between it and the 44,000,000 
 people in the nations south of Turtle Harbor and Key West 
 is significant. 
 
 " Letter addressed to the Chairman of this Committee by 
 Geo. H. Thurston, Esq., of Pittsburg, in regard to the im- 
 provement of the Ohio River : 
 
 Pittsburg, October 1, 1873. 
 Sir: 
 
 * * * By the census of 1870, we find that the 
 seven Ohio Valley States had in that year 13,459,377 inhab* 
 
152 
 
 itants, while the eighteen States having territory bordering 
 on the sea coast had 15,921,352 of a population. In 1830, 
 when the future necessity of the* improvement of the Ohio 
 began to be urged, the seven Ohio States had 4,156,033 in- 
 habitants. The eighteen sea coast States had 8,288,651. In 
 forty years, the census of 1870 shows the growth of popula- 
 tion in the sea coast States had been but little over 90 per 
 cent., while that of the Ohio States had been a little over 200 
 per cent. At the same ratio, at the end of another forty 
 years, the sea coast States will have 30,269,189 inhabitants, 
 and the Ohio States 40,258,131. Should the progress of the 
 nation be as great then in the next forty years as in the past, 
 and the indications are that it may be greater instead of less, 
 the seven Ohio States, in population and by analogy of rea- 
 soning in wealth, will be as powerful an empire in all re- 
 spects as the whole United States now is. What, then, will 
 be the wants of those States for transportation ? What that 
 of the other States of the Union ? What should the Ohio 
 River be made in view of this ? 
 
 But let us look a little into the increase in the wealth of 
 the country of the Ohio Valley during the past twenty years 
 only. 
 
 In 1850, the valuation of property, real and personal, of 
 the seven States of the Ohio was $2,089,002,652 : in 1860 it 
 was $5,171,501,897 ; in 1870 it is- given in the census at $10,- 
 726, 839,301. The valuation of the whole United States was 
 only $30,068,518,507: In the eighteen sea coast States 
 the valuation in 1850 was given at $4,324,577,745 ; 
 in 1860 it was stated at $8,030,198,734, and in 
 1870, according to the census, it is $14,229,392,289. From 
 this it would seem the valuation of property in the seven 
 Ohio States has increased in the past ten years over one hun- 
 
153 
 
 dred per cent., and in twenty years over five hundred per 
 cent., while in the sea coast States it has increased only 
 seventy-five per cent, in the past ten years, and about three 
 hundred and thirty per cent, in twenty years, including in 
 that period of time California, with her great mineral devel- 
 opment. Under the same ratio of increase as in the past ten 
 years, the census valuation of the Ohio States will be in 1890, 
 or but a little over 16 years from now, over $32,000,000,000 S 
 more than ten times our national debt. This is allowing our 
 increase to be, from 1870 to 1880, the same per cent, as from 
 1860 to 1870, and from 1880 to 1890, only one-half of that per 
 cent. At the same period, the seacoast States would, under the 
 same ratios, be given at a little over $30,000,000,000. It will 
 easily be seen from these statistics how soon the seven Ohio 
 States will as much exceed the eighteen sea coast States in 
 wealth as they will in population. 
 
 The improvement of the Ohio is not merely a question of 
 the transportation wants of the 13,000,000 people inhabiting 
 now the seven Ohio States, with property valued now at 
 $10,000,000,000, important as the question is under such 
 figures ; but it is a question, inside of sixteen years, of over 
 25,000,000 of sectional population, and $30,000,000,000 of 
 property. * * * 
 
 The bituminous coal area of the United States is given at 
 133,132 square miles in the geological survey so far pub- 
 lished. One hundred thousand square miles 
 will be in the seven Ohio States. * * * 
 
 How far this magnet of fuel is concentrating in 
 the Ohio States, the manufacturing interests of the 
 nation, the comparative statistics of the number of 
 the manufacturing establishments, and their pro- 
 ducts, in the 18 sea coast states, and the 7 Ohio states in 
 
154 
 
 1850, and in 1870, indicate. In 1850, there were according to 
 the census, in the 18 seacoast states, 65,273, manufactur- 
 ing establishments, producing $639,771,163. In 1860, there 
 were 66,959, producing $1,121,303,395. In the 7 Ohio st ates, 
 in 1850, there were 36,277 factories, yielding $281,452,69 6, in 
 products. In 1860, there were 49,099 factories, yielding 
 $568,188,147. In 1870, the census gives 101,580 manufacto- 
 ries, in the seacoast states, yielding $2,237,236,305 products, 
 and in the 7 Ohio states, 97,568 factories, yielding products 
 to the value of $1 ; 408,916,550. From these census statistics, 
 it appears that the increase in the 18 seacoast states, has in 
 20 years, been 36,307 factories, and" $1,597,465,138 in pro- 
 duct. While in the 7 Ohio States, the increase, was 63,291 
 factories, and $1,124,483,854 in product. It is obvious, that 
 the factories of the Ohio States, being of more recent exist- 
 ance, were of less magnitude than the older ones of the 
 Eastern Coast, including the mammoth manufacturing cor- 
 porations of New England, and of course of less productive 
 capacity. It will be observed, that the rates of increase, in 
 the Ohio States, is about 175 per cent., and only about 56 
 per cent, in the 18 seacoast states, or as, three to one, while 
 the increase in products, is only 25 per cent, less than in the 
 older manufacturing sections. Under the ratio of increase of 
 the last 10 years, only, there will be, in the 7 Ohio States 
 in 20 years from 1870, over 250,000 factories. Their produc- 
 tions, taking only the average indicated by the census of 
 1870, will be $3,600,000, or 50 per cent, more, than the whole 
 imports and exports, of Great Britain, to and from all coun- 
 tries. 
 
 It is for the manufacturing wants, of this wonderful manu- 
 facturing empire, surpassing in extent, that of Great Britain, 
 Belgium and France, the three great manufacturing fields of 
 
155 
 
 Europe, as seven to one, that the improvement of the navi- 
 gation of the Ohio river is of such national importance." 
 
 The following extract is applicable as showing the immenso 
 resources for population, productions of the soil, manufac- 
 tures and commerce opened by this Road, as its very chief 
 route of transportion. The committee assert in their report 
 that in a very few years the nations south of the United 
 States, judging from their present increase, will contain 100,- 
 000,000 of people, and with their most fertile and productive 
 country at one terminus of this Road, and the vast resources 
 of the valley of the Ohio at the other, with no rival line pos- 
 sible, the future of the Road must be almost beyond compu- 
 tation successful. No where in this paper is the imagination 
 drawn upon, but all the statements are from official data, and 
 the future growth of. the United States and nations of the 
 south is officially estimated from official statistics of past de- 
 velopment and growth. 
 
 The valley of the Mississippi, as mentioned below, includes 
 the valley of the Ohio, as its most important territorial por- 
 tion, in population, wealth and commerce. 
 
 " The valley of the Mississippi,whichby opening of the water 
 routes, will become connected with the valley of the Saint 
 Lawrence, and tributary to the commerce of the Lake coun- 
 tries, contains 768,000,000 acres of the finest land on the face 
 of the globe, enough to make more than 150 states as large 
 as Massachusetts ; more territory than the areas of Great 
 Britain;France, Spain, Austria, Prussia, European Turkey and 
 the Italian Peninsula combined. If peopled as Massachu- 
 setts is it would contain five times the present population of 
 the United States, and as France is, would hold as many peo- 
 ple as the whole area of Europe contains, and as Belgium 
 and the Netherlands are, with not the same danger of famine, 
 
156 
 
 it would contain 4.00,000,000 souls, largely more than one 
 third of the population of the world." 
 
 In the report of the Senate committee the assertion is 
 several times repeated that 37,000,000 bushels of grain are 
 required for the domestic consumption of the Southern States. 
 This railway passes through the center of these States, and 
 will carry a larger per centage of this enormous amount of 
 grain to the consumers than any other single road. 
 
 On the 17th day of August, 1877, Hon, John Sherman, 
 Secretary of the Treasury, said in his speech at Mans- 
 field, Ohio : 
 
 " The entire tonnage passing any given point of the Mis- 
 sissippi River, is now estimated to be 3,000,000 tons per 
 annum." 
 
157 
 
 EXTRACT FROM COMMERCIAL RELATIONS, 1877. 
 
 The following extracts are taken from a " letter from the 
 Secretary of State, transmitting an annual report upon the 
 commercial relations of the UnitedStates with foreign nations 
 during the year 1876 ; giving certain data in the matter of the 
 commerce of the United States with certain countries speci- 
 fied south of the United States." These extracts show certain 
 fact * in regard to our commerce with the nations south 
 of this country, well worthy of consideration. 
 
 The letter is dated Department of State, Washington, 
 March 1, 1877, and signed Hamilton Fish. 
 
 Argentine Bepublic. — The increase in the trade of 1875 was 
 principally with England, France, Belgium and the South 
 American States. Trade with the United States decreased 
 $1,572,000 from the amount of the previous year, or about 20 
 per cent. A large amount of the exports to the United States 
 consisted of dry hides, and of imports from the United States 
 lumber was the leading item in value. In 1874, the value of 
 the lumber imported from all sources was $2,932,160, of 
 which $2,189,403 was from the United States, and in 1875 the 
 value was $2,071,974, of which only $1,316,570 was from this 
 country. Of more than $17,000,000 worth of woven goods 
 imported in 1874, the United States does not appear to have 
 furnished over $40,000 worth, and but little of the material 
 imported of the value of over $11,000,000 for use in the con- 
 struction of railroads, telegraphs, tramways and other public 
 works. Of more than a million dollars' worth of boots and 
 shoes imported, only $2,000 worth was from our shops and 
 factories. Yet, of the principal articles of import into the 
 Argentine Republic, such as grain and provisions, iron, steel, 
 and hardware, and woven goods, not including the finest, the 
 
158 
 
 United States might contribute an abundance, and in some 
 instances apparently at cheaper rates than other countries. 
 
 Brazil. — The commercial returns of Brazil are such as to 
 render it impossible to make a satisfactory statement of her 
 commerce and navigation and the interest of the United 
 States therein. Although neither is large, both are increas- 
 ing, and must become important in many ways to us. 
 
 In 1875 the total imports from this country were stated to 
 be of the value of $7,494,491, of which goods worth less than 
 a half a million of dollars entered under our flag. The ex^> 
 ports to the United States were $42,586,665, of which 18,- 
 204,385 cleared in American vessels. In 1876 the imports at 
 Rio Janeiro, consisting mostly of flour and refined petroleum, 
 were valued at $4,667,946, and the exports 789,304 bags of 
 coffee, at $17,116,527. There has been no report upon the 
 navigation at Rio for several years. Bahia, Ceara, Maran- 
 ham, Pernambuco, and Rio Grande do Sul, having less than 
 half the navigation, furnish material for the following state- 
 ment : 
 
 Entered. Cleared. 
 
 Flag. No. Tons. No. Tons. 
 
 British 623 537,814 660 487,000 
 
 French. 137 130,445 128 122,804 
 
 German 156 83,217 153 78,927 
 
 United States.. 101 108,399 390 78,803 
 
 Total 1,017 857,875, 1,331 767,534 
 
 Under the four flags, the United States had 9 per cent, of 
 the ships and 11.5 per cent, of the tonnage. If the naviga- 
 tion of the port of Rio was included, it is probable that the 
 percentage would not be greatly changed. 
 
 Central America. — Commercial information for the year for 
 the five states of Central America, is very limited. In 1874, 
 
L59 
 
 out of a total foreign commerce. of over $27,000,000, the part 
 of the United States was less than $6,000,000, and that of 
 Great Britain a little more than six, these nations leading. 
 Until recently British traders have, during more than fifty 
 years, monopolized the foreign trade of the country. Ke- 
 cently ours with it, has slowly increased. Navigation re- 
 ports for the year show 77 entries of vessels under the flag of 
 the United States, of an aggregate tonnage of 89,778 tons, 
 and the same number of tonnage cleared — nearly double the 
 tonnage under the British, French and German flags. This 
 is due to the fact that the Pacific mail steamers touch twice 
 a month at Central American ports. A large portion of their 
 freight is taken at Aspinwall, however, in British bottoms to 
 our own and other ports. 
 
 The foreign commerce of countries lying south of the 
 United States on the American continent may be nearly esti- 
 mated to be at the present time $520,000,000 in value, in 
 which the United States shares to the extent of $112,250,000, 
 not over one-third of which is transported under our own 
 flag. This country is a seemingly uninterested spectator of 
 the continuous and slowly successful efforts of its near neigh- 
 bors, whose destinies are involved to a greater extent than 
 are those of other portions of the world with her own, to 
 emerge from traditional hindrances into a development which, 
 for the interest of all, should be in sympathy with hers, and 
 which may properly be influenced to a large extent through 
 the peaceful operations of commerce. 
 
 Chili. — The trade of Chili for the year 1875 through the 
 ports of Valparaiso, there being little through other ports 
 amounted to $72,621,455. The imports were $38,137,500, of 
 which Great Britain furnished more than $15,000,000, and 
 the United States a little more than $2,000,000. The exports 
 
160 
 
 amounted to $34,483,955, -of which Great Britain took 
 $20,000,000, and the United States only $413,000. The de- 
 clared exports to this country for 1876 are nearly a million of 
 dollars. In 1874, with a trade of nearly $75,000,000, the im- 
 ports from Great Britain were over seventeen million dollars, 
 from France seven, from Germany over three, and from the 
 United States over .two ; and of the exports, $22,000,000 went 
 to Great Britain, $1,000,000 to France, and half a million to 
 the United States. 
 
 Navigation under the flag of this country, no other being 
 
 reported, is as follows : 
 
 Entered. Chared. 
 
 No. Tons. No. Tons. 
 
 1875 57 35,083 54 Not stated. 
 
 1876. . .* 49 35,497 45 Not stated. 
 
 Entered. Cleared. 
 
 Value of cargoes, 1875 $1,993,910 $430,000 
 
 1876 1,638,010 140,000 
 
 United States of Colombia.— -The foreign commerce of the 
 United States of Coloixbia decreased considerably in 1875, 
 on account of the disturbed condition of affairs in that gov- 
 ernment. • 
 
 The foreign trade for two years and its distribution are 
 shown below, as follows : 
 
 1874. 1875. 
 
 Countries. Imports. Exports. Imports. Exports. 
 
 Great Britain... $1,956,381 $3,343,993 $2,964,976 $3,351,821 
 
 France 1,906,870 1,674,874 2,056,325 1,541,212 
 
 United States . . 806,644 1,556,506 767,473 1,469,973 
 
 Germany ' 676,442 2,635,769 606,783 3,132,530 
 
 All others 2,872,207 478,710 547,471 488,492 
 
 Total $8,218,544 $9,689,852 $6,942,928 $9,984,028 
 
161 
 
 The decrease was 24 per cent. The chief articles of im- 
 portation were cloths, food articles, salt, wines and liquors, 
 and metal manufactures ; of exportation, gold and silver, in 
 dust, bars and specie, tobacco, guano, bark, vegetable ivory 
 and fine woods ; these making in value seven-tenths of the 
 exports. 
 
 Navigation under all flags at all ports, excepting Colon and 
 Panama, for 1875 was as follows : 
 Countries. Entered. Cleared. 
 
 No. Tons. No. Tons. 
 
 British 234 232,189 232 266,299 
 
 French 84 54,859 61 50,930 
 
 German • 40 41,221 46 45,554 
 
 United States 20 12,325 18 15,296 
 
 Spanish 3 9,000 3 9,000 
 
 All others 475 19,041 471 18,532 
 
 Total 856 368,635 831 405,611 
 
 The navigation at Colon or Aspinwall has not been re- 
 ported. 
 That at Panama for 1875, was as follows : 
 Entered and Cleared. 
 Flag. Steamers. Sail Vessels. Total. 
 
 No. Tons. No. Tons. No. Tons. 
 United States.. 137 274,893 6 2,436 143 277,329 
 
 British 126 143,109 3 3,882 129 146,991 
 
 Columbia and S. 
 America 40 66,650 3 1,998 83 .58,648 
 
 Total 303 484,652 12 8,316 355 482,968 
 
 The tonnage here represented exhibits the marine activity 
 connected with the Isthmus transit trade on the pacific side, 
 and nearly 58 per cent, of it is under the United States flag, 
 and is owned in a single line of steamers. On the Eastern 
 
 11 
 
162 
 
 side of the Isthmus the sea-carrying trade is more in posses- 
 sion of other nations, into whose hands a large proportion of 
 the goods are reported to pass. The imports at Panama for 
 the same year are reported as being of the value of $13,448,- 
 000, and the exports the same. 
 
 From the Appendix of the Letter of the Secretary of State 
 Argentine Republic, port of Buenos Ayres. — From the table 
 given it will be seen that the total number of arrivals and 
 departures of steamers trading with foreign ports during the 
 year 1875 amounted each way to 975, with a total tonnage of 
 510,758 tons each way, representing more than one half of 
 the entire tonnage of the Argentine Republic. 
 
 The following table shows the flag which these steamers 
 carried. 
 Nationality. Number. Tonnage, 
 
 German 23 50,807 
 
 Belgium 4 6,027 
 
 Brazilian 59 9,708 
 
 Spanish _ 2 1,721 
 
 French ' 161 107,835 
 
 British 295 220,673 
 
 Italian , .. 27 23,173 
 
 Argentine 225 45,693 
 
 Norwegian 4 4,029 
 
 Uraguayan 175 41,092 
 
 United States 00 00 
 
 Total. 975 510,746 
 
 These steamers during the year made twenty-four voyages 
 to Germany, fifteen to Belgium, forty-seven to Brazil, three 
 to Spain, four hundred and fifty-eight to Uruguay, sixty-eight 
 to France, one to Holland, one hundred and fifty-nine to 
 
163 
 
 England, forty-two to Italy, one hundred and fifty-seven to 
 Paraguay, one to Portugal, and not one to the United States. 
 
 The total foreign commerce, imports and exports of the 
 Argentine Republic for the year 1875 amounted to $106,097,- 
 027, against $99,065,889 in 1874, and $116,934,513 in 1873- 
 
 The imports for 1875 amounted to $55,756,627, being $195,- 
 550 less than the year previous. The exports amounted to 
 $50,331,400, being an increase of $7,226,688 over 1874. 
 
 The exchanges between the Argentine Republic and 
 Europe during 1875 represent 72.13 per cent, of the entire 
 commerce; those with America amount to 21.01 per cent.- 
 those in transitu to 6.56 per cent., and those with Asia 0.30 
 per cent. 
 
 The following ore the trade returns with the United States 
 during the last six years : 
 
 Trade 1870 1871 1872 1873 1874 1875 
 
 Im'pts $2,862,338 2,067,275 3.505,944 5,167,616 3,949,584 3,069,354 
 Exp'ts 3,827,530 3,709,357 4,312,355 3,032,945 3,747,300 3,055,205 
 
 Total 6,689,868 5,776,634 7,518,299 8,200,561 7,696,884 6,124,059 
 
 With proper effort this trade might be extended indefinitely 
 and be made to embrace all such lines of staple manufactures 
 as have a market in the Argentine Republic. 
 
 When all the leading countries of Europe are competing for 
 the trade of the Argentine Republic, it is difficult to explain 
 why it is that the United States manifests so much apathy on 
 the subject. The first step towards securing this object should 
 be the establishment of steamship navigation between our 
 American ports and Buenos Ayres. 
 
 Honduras. — The fruit trade with the United States has un- 
 doubtedly increased at the rate of 33 j per cent, per year for 
 last three or four years. 
 
164 
 
 Americans have established a large depot at Hipiona for 
 importation of merchandise from the United States, and it 
 has been made a port of entry, to facilitate their business. 
 Having good communication with the interior, the enterprise 
 bids fair to be the means of introducing American goods and 
 manufactures into the interior of Honduras, heretofore chiefly 
 supplied from British sources. 
 
 Porto Rico Port of Mayagnez. — The total value of imports 
 during the year (1875) amounted to $0,219,535, against $3,- 
 041,920, in the preceding year, showing an increase of $177,- 
 615. In imports from the United States, I note a decrease 
 compared with those of last year, which were estimated at 
 $640,819 while those of the present year cannot be estimated 
 above $553,180. 
 
 Exports during the year amounted to $3,346,602, against 
 $3,549,962, in the preceding year, showing a decrease of 
 $203,360, chiefly owing to the low prices ruling throughout 
 the year for sugars ; the falling off in value of exports of 
 this article, being $139,678, while that of coffee has further 
 increased $36,455, and represents in total $1,294,533 more 
 than the first named product. 
 
165 
 
 SHIPMENTS BETWEEN NEW YOKE AND SAN 
 FKANCISCO VIA PANAMA. 
 
 The quarterly report of the Bureau of Statistics of the 
 Treasury Department gives the shipment of commodities 
 between New York and San Francisco via Panama, for the 
 six quarters commencing October 1, 1875, and ending March 
 31, 1877, as follows : 
 
 Shipment of domestic commodities from New York to San 
 Francisco via Panama : 
 
 October 1 to December 31, 1875 $1,332,936 
 
 January ] to March 31, 1876 1,300,306 
 
 April 1 to June 30, 1876.. 775,441 
 
 July 1 to September 30, 1876 785,514 
 
 October 1 to December 31, 1876 886,656 
 
 January 1 to March 31, 1877 896,325 
 
 Total six quarters $5,977,178 
 
 Shipment of domestic commodities from San Francisco to 
 New York via Panama : 
 
 October 1 to December 31, 1875 $758,608 
 
 January 1 to March 31, 1876 371,597 
 
 April 1 to June 30, 1876 333,740 
 
 July 1 to September 30, 1876 366,555 
 
 October 1 to December 31, 1876 376,898 
 
 January 1 to March 1, 1877 . - 522,846 
 
 Total for six quarters $2,730,244 
 
 Shipments of foreign commodities from New York to San 
 Francisco, via Panama : 
 
 October 1 to December 31, 1875 $49,879 
 
 January 1 to March 31, 1876 58,990 
 
 April 1 to June 30, 1876 14,121 
 
156 
 
 July lto September 30, 1876 
 
 October 1 to December 31, 1876 t 39,258 
 
 January 1 to March 31, 1877 46,684 
 
 Total for six quarters . . '.. $208,932 
 
 Shipment of Foreign commodities from San Francisco to 
 New York via Panama : 
 
 October 1 to December 31, 1875 $ 3,517 
 
 January 1 to March 31, 1876 
 
 April 1 to June 30, 1876 243 
 
 July 1 to September 30, 1876 
 
 October 1 to December 31, 1876 : . . . 12,547 
 
 January 1 to March 31, 1877 538 
 
 Total for six quarters $16,845 
 
 .Total shipment of commodities between New York and 
 San Francisco via Panama for six quarters ending March 
 81, 1877, (18 months), $6,933,199. 
 
 COMMEKCE WITH CUBA, PEEU, COLOMBIA, MEX- 
 ICO, AKGENTINE KEPUBLIC, CHILI, URUA- 
 GUAY AND BRAZIL. 
 
 The following data are taken from the reports of the Bu- 
 reau of Statistics published for 1876 and 1877. Imports into 
 the United States and foreign exports from the same, from 
 Cuba and Porto Rico, during the fiseal year ending June 
 
 30, 1875. 
 
 Imports. 
 
 Cuba $2,480,588 
 
 Porto Rico 259,757 
 
 Foreign Exports. 
 
 Cuba '- 5,280,140 
 
 Porto Rico 11,400 
 
167 
 
 Imports into the United States from Cuba and Porto 
 Rico during the fiscal year ending June 30, 1875. 
 
 Cuba $66,647,270 
 
 Porto Rico 6,670,325 
 
 Foreign exports from the United States to Cuba and Porto 
 Rico during the fiscal year ending June 30, 1875. 
 
 Cuba ■;$ 6,374,351 
 
 Porto Rico 108,963 
 
 Domestic exports from the United States to Cuba and 
 Porto Rico during the fiscal year ending June 30, 1875. 
 
 Cuba $15,586,658 
 
 Porto Rico 2,377,757 
 
 Statement of merchandise exported to Peru from the Uni- 
 ted States, Great Britian and France for the year 1874. 
 
 United States $2,621,906 
 
 Great Britain 9,149,885 
 
 France * 6,498,610 
 
 Statement of merchandise exported to the United States 
 of Colombia from the United States, Great Britain and 
 France for the year 1874. 
 
 United States $ 5,359,344 
 
 Great Britain " 12,960,780 
 
 France 4,705,695 
 
 Statement of merchandise exported to Mexico from the 
 United States, Great Britain and France for the year 1874. 
 
 United States $ 6,004,370 
 
 Great Britain 6,614,380 
 
 France 4,512,708 
 
 Statement of merchandise exported to the Argentine Re- 
 public from the United States, Great Britain and France for 
 the year 1874. 
 
 United States $2,633,963 
 
 Great Britain. 15,961,695 
 
168 
 
 France 14,775,806 
 
 Statement of merchandise exported to Chili from the United 
 States, Great Britain and France for the year 1874. ' 
 
 United States ". $2,813,990 
 
 Great Britain 14,462,425 
 
 France 9,269,970 
 
 Statement of merchandise exported to Uruguay from the 
 United States, Great Britain and France for the year 1874. 
 
 United States $1,147,620 
 
 Great Britain 6,520,780 
 
 France 5,795,539 
 
 Statement of merchandise exported to Brazil from the 
 United States, Great Britain and France for the year 1874. 
 
 United States $7,705,820 
 
 Great Britain , 40,230,750 
 
 France 16,658,215 
 
 Statement showing the commerce between the United 
 States and Chili during the year ending December 31, 1875. 
 
 Exports from the United States $2,021,315 
 
 Imports in the United States 647,515 
 
 Total exports and imports $2,668,830 
 
169 
 
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170 
 
 Statement showing the trade between the Republic of 
 Uruguay and other Countries during the year 1873. 
 
 Countries. Imports. Exports. Total. 
 
 England $6,782,368 70 $5,336,346 89 $12,138,715 59 
 
 •France 4,853,570 74 8,206,235 37 8,059,806 11 
 
 BraziQ... 1,857,81131 1,986,553 51 3,844,364 82 
 
 United States. . 1,445,477 18 1,387,793 25 2,833,270 43 
 
 Belgium 880,879 16 1,907,141 59 2,788,020 75 
 
 Spain 1,170,989 68 41,692 62 1,212,682 30 
 
 Italy 860,275 01 305,546 44 1,165,82145 
 
 Arg'tineRep'c. 573,680 85 560,309 37 1,133,990 22 
 
 Cuba 360,102 07 582,545 38 942,647 45 
 
 Germany 872,761 95 8,665 78 881,427 73 
 
 Holland 220,094 72 220,094 72 
 
 Paraguay 55,775 65 ■ 22,676 86 '78,452 51 
 
 Chili 74,763 24 3,105 10 77,868 34 
 
 Portugal 45,182 18 10,620 76 55,802.94 
 
 West Ind., not 
 
 specified... 25,287 57 25,287 57 
 
 India 398 70 2,606 60 3,005 30 
 
 Peru 638 00 2,262 46 2,900 46 
 
 Other ports, 
 
 not speci'd. 1,020,676 90 912,372 67 1,983,049 67 
 
 Aggregate $21,075,446 04 $16,301,762 22 $37,377,208 26 
 
171 
 
172 
 
 An editorial in the New York Herald of July 18, 1877, 
 makes the following statement : 
 
 We have more machinery of all kinds than we ever had 
 before ; we have more skilled mechanics and artisans ; the 
 ingenuity of our people has perfected labor-saving processes 
 in every department of production. And the result of all 
 this is that we are poor because we are too rich ; we are suf- 
 fering because our ingenuity, skill and abundant machinery 
 enable us easily to make far more than we can use ourselves. 
 Hence our home markets are glutted and our factories stand 
 idle half the time. One of the broadest and most states- 
 manlike ideas which has ever been put forth by American 
 public men concerns this very matter of more intimate, the 
 most intimate, commercial relations between the United 
 States and the nations of North, Central and South America. 
 We are now one of the greatest manufacturing nations of 
 the world. We use more and better labor saving machinery 
 than any European people. None of the other nations on 
 these two continents have yet engaged largely in manufac- 
 tures. They are not, like the people of Europe, our compe- 
 titors. They produce mainly the raw materials of industry 
 and exchange these for manufactured products. They must 
 continue for many years to do so, and they affoid an almost 
 illimitable market for our manufactures, if only we are wise 
 and far-sighted enough to use our advantages. 
 
 A few figures will show how great are the opportunities 
 which we have so long neglected for building up a market for 
 our surplus manufactures in this hemisphere. Of the total 
 imports of Mexico, amounting to over $30,000,000, we send 
 her only $5,000,000. Canada imports about $130,000,000 
 per annum, but takes only $34,000,000 from us, her nearest 
 neighbor. Brazil imports about $85,000,000, but takes a 
 
173 
 
 beggarly £7,000,000 of our products, though we buy to the 
 amount of $35,000,000 from her. Chili imports about $40,- 
 000,000, but takes only $2,000,000 of our manufactures. The 
 Argentine Confederation imports to the value of $54,000,000 
 a year, but buys of us only $1,500,000. The account is] as 
 one-sided in almost all the South and Central America coun- 
 tries. They buy elsewhere, mainly because they sell their 
 raw materials elsewhere. From Chili, for instance, we 
 bought in 1876 only to the value of $586,000 worth, while 
 her total exports amoimted to over $35,000,000. The total 
 exports of the Argentine Confederation amount to over 
 $50,000,000, of which we buy about $4,000,000. It is easy 
 to see that there is something wrong in all this. We neither 
 buy nor|sell as~our skill, the excellence and variety of our 
 products and the enterprise of our people would lead us to 
 expect ; and when we look over the figures representing the 
 total imports of these countries, who are our neighbors and 
 our natural allies, no one can help seeing what an immense 
 opening there is right here at our doors for the sale of our 
 surplus products. , 
 
 We can do without Europe ; we need not seek to sell a 
 yard of cloth or a pound of any manufactured articles in 
 Europe, if only we can command, as we ought, the great and 
 growing commerce of North and South America. Why 
 should we continue to buy nearly $100,000,000 worth of 
 Cuban products and sell to the island, under a ridiculous, 
 oppressive and antiquated commercial treaty, less than $14,- 
 000,000 worth of our products ? It is unreasonable. Why 
 should we continue to sell to sell to Brazil only $7,000,000 
 of her $83,000,000 of imports ? We ought to be able to 
 quadruple our sales to her with ease. We must sell our sur- 
 plus .before good times can be brought back. Every mer- 
 
174 
 
 chant and manufacturer knows that even so small a surplus 
 as ten per cent beyond the power of the country to consume 
 is enough to crush every industry. 
 
 The following appeared in the financial items of the New 
 York Tribune, August 1, 1877 : 
 
 The importations of sugar this Summer are immense, and 
 the exportations small. In eleven months the importations 
 have been 1,329,944,035 lbs., against 1,233,060,717 lbs., in 
 the corresponding period last year, and they have been made 
 at 5 cents a pound, as against 4 cents last year. The export 
 been about 36,000,000 lbs. Last year in the same period it 
 was 56,000,000 lbs. 
 
 OUR SOUTH AMERICAN COMMERCE. 
 
 Extract from New York Herald, August 18, 1877. 
 This country ought to have the largest share of the commerce 
 of American States south of us from the Rio Grande to the 
 Rio de la Plata. We produce in great abundance the com- 
 modities which those communities need, and by proximity of 
 geographical situation we ought to command their markets 
 for such manufactures as we can supply as cheaply as other 
 nations. In all ordinary cotton goods, for example, we are in 
 a position to compete with any nation in the world, so far as 
 the trade depends on the quality and prices of the fabrics. 
 And yet England has almost a monopoly of those extensive 
 and profitable markets. The only reason why we cannot suc- 
 cessfully compete with her is found in our lack of facilities for 
 intercourse with the South American ports. It is not a more 
 improved state of our manufactures that we need in order to 
 command those large and profitable markets, but a revival and 
 extension of our lost navigation. A difference of a fraction of 
 a cent on a yard would enable us to capture the South Amer- 
 
175 
 
 ican trade ; but although we can place cotton goods on a Bos- 
 ton wharf cheaper than England can place them on a wharf 
 in Liverpool, she can nevertheless undersell us at Rio or any 
 other South American port. Her regular lines of steamships 
 enable her to supply goods as they are wanted, whereas our . 
 irregular and desultory communication by sailing vessels 
 makes it impossible for us to pursue an advantageous trade. 
 The cost of transportation and the uncertainty of proportion- 
 ing his shipments to the demand expose the American mer- 
 chant to losses to which the English merchant is not liable, 
 and more than overbalance the superior quality and cheapness 
 of the American goods. Our manufacturers will not have fair 
 play until our shipping [interest is revived, and it is among 
 the clearest duties .of Congress to relieve the general distress 
 of our industries by such legislation as will rehabilitate our 
 navigation and give us control of the extensive markets which 
 by local position are naturally ours. 
 
 THE NORTHWESTERN WHEAT CROP. 
 
 From the New York Herald, August 24, 1877. 
 The Northwestern wheat crop has been a bountiful one. 
 From statistics, it is estimated that there can scarcely be any 
 important difference from the following figures :— 
 
 1875. 1876. 1877. 
 
 Bushels. Bushels. Bushels. 
 
 Minnesota 27,000,000 16,000,000 35,000,000 
 
 Iowa , 29,000,000 18,000,000 37,000,000 
 
 Wisconsin 25,000,000 15,000,000 27,000,000 
 
 Kansas 12,000,000 12,000,000 20,000,000 
 
 Totals 93,000,000 61,000,000 117,000,000 
 
 These figures, showing that the four States above mention- 
 ed will have say 56,000,000 bushels more wheat to sell than 
 
176 
 
 they had last year, may be relied upon as being as near cor- 
 rect as the very best information can make them. 
 
 The aggregate wheat crops of Michigan, Indiana, Ohio, 
 Kentucky and Tennessee will exceed the aggregate of last 
 year by probably 35000,000 to 40,000,000 bushels. 
 
 The corn is late, Illinois will yield nearly 300,000,000 
 bushels, and Iowa not fall much, if any, short of 175,000,000 
 of bushels. 
 
 Table showing the Imports and Exports of the principal 
 South American and Central American countries and the 
 West India Islands. 
 
 IMPORTS AND EXPORTS OF PRINCIPAL CENTRAL 
 AND SOUTH AMERICAN STATES. 
 
 Countries. Period. Imports. Exports. 
 
 Argentine Eepublic 1873 $71,065,000 $45. 859,000 
 
 1875 55,176,000 50,331,000 
 
 Bolivia (estimated) 1873 2,929,000 4,505,000 
 
 1875 5,600,000 4,870,000 
 
 Brazil 1872-73 77,327,000 95,261,000 
 
 " 1873-74 83.244,000 103,385,000 
 
 Chili • 1873 33,945,000 34,561,000 
 
 « 1875 38,138,000 35,928,000 
 
 Costa Bica (San Salvadoi) 1873 4,500,000 6,620,000 
 
 1875 2,850,000 4,560,000 
 
 Cuba, Port Mantanzas 1874 not given 17,339,000 
 
 Cardenas 1874 " 18,546,000 
 
 Sagua La Grande 1874 " 9,852,000 
 
 Ecuador 1870 4,225,000 4,388,000 
 
 .< , 1874 3,914,000 
 
 Guatamala......... '. 1868 1,931,000 2,607,000 
 
 1874 3,054,000 3,189,000 
 
 1875 - 2,586,000 3,215,000 
 
 Hayti ' I8 72 6,860,000 7,505,000 
 
 Honduras 1875 833,000 1,004,000 
 
 (Estimates) 1873 1,000,000 1,140,000 
 
 (Estimates) 1874 .... 1,305,000 
 
177 
 
 Mexico 1872 19,993,000 18,630,000 
 
 " 1873 29,062,000 31,691,000 
 
 Nicaragua 1873 1,153,000 1,585,000 
 
 Paraguay 1873 1,148,000 1,100,000 
 
 1875 566,000 608,000 
 
 Peru (Callao) 1875 17,000,000 2,415,000 
 
 Porto Rico 1872 not given. 13,928,000 
 
 1873 " 13,733,000 
 
 :•••. 1874 " 11,761,000 
 
 San Salvador 1873 2,103,000 3,377,000 
 
 United States of Colombia 1872-3 12,516,000 10,961,000 
 
 Uruguay 1872 19,467,000 15,499,000 
 
 " 1874 16,600,000 16,000,000 
 
 Venezuela 1870 14,711,000 20,900,000 
 
 1875 12,000,000 17,000,000 
 
 Bureau of Statistics, August 7, 1877. 
 
 Edward Young, 
 
 Chief of Bureau. 
 Table showing the value of Imports into the United States 
 
 from, and of Domestic and Foreign Exports from the 
 United States to the countries hereinafter named during the 
 fiscal year ended June 30, 1876. 
 
 Domestic Foreign 
 
 Imports. Exports. Exports, 
 
 Central American States $1,819,120 $938,102 $40,660 
 
 Danish West Indies 393,612 805,309 13,498 
 
 French W, I. and French Guiana 1,857,668 1,486,925 38,926 
 
 British W. I. and Brit. Honduras 3,479,291 8,197,042 223,693 
 
 British Guiana 1,172,119 1,750,452 41,838 
 
 Hayti 3,076,199 4,732,724 105,998 
 
 Dutch W. I. and Dutch Guiana.. . 679,172* 873,546 15,450 
 
 San Domingo 405,363 679,859 40,554 
 
 Cuba 58,817,689 13,746,058 2,303,874 
 
 Porto Rico 4,305,824 2,099,076 65,794 
 
 Totals 75,924,056 35,325,093 2,890,294 
 
 Total Exports 38,215,387 
 
 Total Exports and Imports. . . 114,139,443 
 
 EDWARD YOUNG, Chief of Bureau. 
 
 Bureau op Statistics, August 2, 1877. 12 
 
178 
 
 INTERNAL COMMERCE OF UNITED STATES. 
 
 The following several extracts, bearing directly or indi- 
 rectly upon the location and objects of this road, and the 
 prospective commerce over it, are taken from the lirst An- 
 nual Report on the Internal Commerce of the United States, 
 by Joseph Nimmo, Jr., Chief of the Division of Internal Com- 
 merce of the Bureau of Statistics of the Treasury Depart- 
 ment. 
 
 As the Mississippi River will be the great competitor with 
 this road in transportation of freights from the northwest, we 
 insert the following extract from the report as showing that 
 water transportation is not necessarily injurious to transpor- 
 tation by rail. The relative importance of the railroads and 
 the Erie Canal may be inferred from the grain receipts at 
 Portland, Boston, New York, Philadelphia and Baltimore 
 during the year 1876. 
 
 Received at — 
 
 Bushels. 
 
 ( By canal and Hudson River $32,853,829 
 
 New York, •< 
 
 (By rail 59,047,953 
 
 Portland. .*. 3,999,181 
 
 Boston 22,753,698 
 
 Philadelphia 35,546,845 
 
 Baltimore 37,564,536 
 
 Total by rail 158,912,213 
 
 N. B.— -There appears to have been about four million 
 
 bushels received at New York* " coastwise," which does not 
 
 .appear in the above table. 
 Almost 95 per cent, of the total receipts of grain at Boston, 
 
 Philadelphia, and Baltimore, were from the Western States, 
 
 a traffic in which the rail lines compete with each other and 
 
 with the water-line. 
 
179 
 
 The total receipts by rail and by water (including coastwise 
 receipts) at the five ports appear to have been: 
 
 Bushels. 
 
 By water 32,853,829 
 
 By rail 157,912,213 
 
 Total 191,766,032 
 
 It appears that 17 per cent, of the total receipts was by the 
 
 Erie Canal and Hudson River and 83 .per cent, by rail. It is 
 
 to be observed, however, that 13,672,732 bushels of grain 
 
 received " by lake " at Buffalo were thence shipped by rail. 
 
 This shows that about 24 per cent, of the shipments from the 
 
 West were by lake and about 76 per cent, by rail. 
 
 Tons of freight received at Saint Louis from the South and 
 
 of freight shipped from that city to the South, by river 
 
 and by rail, from 1871 to 1875, inclusive. 
 
 Total receipts and 
 Received Shipped shipment 
 
 £ By river. By rail. By river. By rail. By river. By rail. 
 
 1871,428,935 782,539 636,151 175,634 1,065,086 958,173 
 
 1872, 419,070 1,083,600 706,381 262,246 1,125,451 1,345,846 
 
 1873, 355,535 1,107,228 681,885 282,593 1,037,420 1,389,821 
 
 1874, 264,105 1,020,414 577,395 301,092 841,500 1,321,506 
 
 1875, 281,270 1,237,205 499,300 375,716 780,570 1,612,921 
 Adding receipts to shipments, it appears that the traffic to 
 
 and from the South by river fell from 1,055,086 tons in 1871 
 to 780,570 tons in 1875, and that the traffic by rail increased 
 from 958,173 tons in 1871 to 1,612,921 tons in 1875. 
 
 The passenger travel between Saint Louis and the South 
 has been nearly all diverted from the river to the rail. The 
 great bulk of first-class travel now goes by rail, it being more 
 expeditious and more certain. 
 
180 
 
 Shipments from New Orleans to Saint Louis by rail con- 
 sist of tropical fruits, sugar, molasses, coffee, rice, and fancy- 
 groceries (imported). These same artices are also brought by 
 water, and there is no class of goods except perishable, like 
 tropical fruits, that can be said to come exclusively by rail. 
 
 Shipments from Saint Louis to New Orleans by rail are 
 inconsiderable, and consist chiefly of live stock and meats 
 requiring quick transit. 
 
 The Missouri, Kansas and Texas and the Iron Mountain 
 Railroads have given Saint Louis an opportunity of forcing 
 her trade upon Texas, though she is much farther off than 
 New Orleans. She is not only putting groceries, dry goods, 
 drugs, shoes, hats, and millinery goods, all brought from the 
 East by rail, into Texas, but she is drawing away the grain 
 and cotton. These articles are, for want of railroads to New 
 Orleans, taken to Saint Louis, nearly double tha distance it 
 is to New Orleans, not because Saint Louis is a good market 
 for them, for she is not, especially for cotton, but simply be- 
 cause Saint Louis has had the enterprise to build railroads 
 and push a trade into Texas. 
 Statement showing the number of bushels of wheat (including 
 
 wheat flour) exported from the United States from 1830 to 
 
 1876, to the countries named. 
 
 West Indies and 
 Centfl American 
 Year. States. Brazil. 
 
 1830 754,880 885,312 
 
 1840 2,019,840 890,991 
 
 1850 1,549,866 1,316,088 
 
 1860 2,209,640 2,259,558 
 
 1861 : 2,142,197 1,640,754 
 
 1862 2,425,628 1,679,859 
 
 1863 2,828,429 1,839,690 
 
181 
 
 1864 3,191,936 1,835,883 
 
 1865 3,107,501 1,650,780 
 
 1866 2,174,472 1,332,648 
 
 1867 1,588,872 751,285 
 
 1868 2,408,703 1,114,402 
 
 1869 2,931,741 1,738,814 
 
 1870 3,435,344 1,692,976 
 
 1871 3,754,029 2,050,528 
 
 1872 3,773,858 1,719,972 
 
 1873 1,441,938 1,840,716 
 
 1874 1,899,891 2,396,205 
 
 1875 '. . . 1,725,293 2,799,255 
 
 1876 2,490,824 2,680,900 
 
 Statement showing the number of bushels of corn (includ- 
 ing corn meal) exported from the United States from 1850 to 
 1876, to the countries named. 
 
 Year. West Indies and 
 
 Central America. 
 
 1850 1,656,508 
 
 i860 795,557 
 
 1861 878,699 
 
 1862 1,100,205 
 
 1863 955,937 
 
 1864 946,957 
 
 1865 886,128 
 
 1866 1,034,877 
 
 1867 827,046 
 
 Year. West Indies and 
 
 Central America B 
 
 1868 874,287 
 
 1869 915,460 
 
 1870 968,611 
 
 1871 1.110,493 
 
 1872 834,094 
 
 1873 • 872,977 
 
 1874 941,734 
 
 1875 671,836 
 
 1876 504,836 
 
182 
 
 The following table indicates the total tonnage entered at 
 New Orleans, from 1853 to 1876, inclusive : 
 
 Year. New Orleans. 
 
 Tons. 
 
 1853 5H 3 878 
 
 1854 492,434 
 
 1855 435,863 
 
 1856 663,067 
 
 1857 612,286 
 
 1858 583,776 
 
 1859 659,083 
 
 i860 632,298 
 
 1861 68,993 
 
 1862 
 
 1863 
 
 1864 50,588 
 
 Year. New Orleans. 
 
 Tons. 
 
 1865 50,970 
 
 1866 228,339 
 
 1867 . 253,729 
 
 1868 326,216 
 
 1869 381,882 
 
 1870 .458,447 
 
 1871 566,797 
 
 1872 501,065 
 
 1873 222,791 
 
 1874 030,085 
 
 1875 ; 434,006 
 
 I876 
 
 RAILROADS SOUTH OF TH^ UNITED STATES. 
 
 Statement shotting the mileage of railroads in each cotmtiy nam- 
 ed at the close of the year 1865. 
 
 Countries and States. Miles of Railroad 
 
 in operation. 
 
 CENTRAL AMERICA AND WEST INDIES. 
 
 Honduras 
 
 Costa Rica 
 
 Panama 
 
 Cuba 
 
 Jamaica 
 
 Barbadoes 
 
 66 
 29 
 49 
 
 427 
 
 34 
 
 6 
 
 Total Central America, &c. 
 
 611 
 
183 
 
 SOUTH AMERICA. 
 
 Colombia 43 
 
 Venezuela 39 
 
 Guiana (British) 68 
 
 Brazil 8 37 
 
 Paraguay 47 
 
 Uruguay *97 
 
 Argentine Republic 994 
 
 Peru 972 
 
 Chili . 629 
 
 Total South America .... 3,826 
 
 United States of Mexico 327 
 
 Total Railroads South of the United States. 4,764 
 
 UNITED STATES APPROPRIATIONS FOR PUBLIC 
 \ WORKS. 
 
 Besides the aid extended by the National Government for 
 the promotion of commerce and the development of unsettled 
 territory, in the form of land grants and the extension of its 
 credit in behalf of the construction of Pacific railroads, Con- 
 gress has also, from time to time, since the organization of 
 the Government, contributed largely towards the improve- 
 ment of rivers and harbors, the safety of navigation, and the 
 construction of wagon roads and canals. The value of all 
 these aids, and the proportion which they bear to the amount 
 of private capital expended in the construction of railroads, 
 are matters of public interest. It appears that from the 
 
184 
 
 time of the adoption of the Federal Constitution until the 
 close of the fiscal year ending June 30, 1873, the Govern- 
 ment had appropriated in aid of public improvement the fol- 
 lowing sums : 
 
 For improvement of rivers and harbors $ 32,680,340 
 
 For light-houses, beacons, fog signals, marine 
 hospitals, and other aids to navigation and 
 
 commerce on navigable waters . . 16,937,115 
 
 For construction of railroads, canals and wagon 
 roads, including bonds issued to Pacific rail- 
 roads 104,705,163 
 
 Estimated value of public lands granted in aid 
 
 of the construction of railroads 52,575,150 
 
 Total aid extended to close of fiscal year end- 
 ing June 30, 1873 $206,897,768 
 
 The total expenditures of the Government in aid of the 
 construction of railroads, canals and wagon roads, and for 
 the improvement of rivers and harbors and securing the 
 safety of navigation, were, however, but five per cent, of the 
 amount of the private capital expended in this country for the 
 construction of railroads. 
 
 The total amount contributed by the Government in aid 
 of railroads alone, in comparison with the total cost of the 
 railroads of the United States, as estimated by H. V. Poor, 
 Esq., of New York, was as follows : 
 Total amount of the contributions of the Gov- 
 ernment $ 144,213,078 
 
 Estimated cost of the railroads in the United 
 
 States 4,658,208,630 
 
 It appears, therefore, that the National Government had 
 at the end of the year 1876 contributed only three per cent. 
 
185 
 
 of the entire cost of the vast railroad system of the United 
 States, all the rest being the contribution of private enter- 
 prise. 
 
 Assuming, however, that the Government had been reim- 
 bursed for the lands granted to railroad companies by the 
 increased value of alternate sections retained, it appears that 
 the net contribution of the Government to the entire railroad 
 system of the country was less than two per cent, of its cost. 
 
 ADVANTAGES TO BE KEALIZED FROM THE GREAT 
 SOUTHERN RAILWAY. 
 
 This railroad connects the United States with the Islands 
 of the West Indies, with the nations of Central America and 
 with the nations^of South America. It will practically con- 
 nect the system of railroads in North America with the sys- 
 tems of railroads in the three divisions of the southern part of 
 this hemisphere. It will produce a greater interchange of the 
 productions and wealth of the tropics and semi tropics, with 
 the United States, and it will bring within the range of the 
 commerce of the United States, the products of their manu- 
 factories, forests, ranches, plantations, orchards, vineyards 
 gardens, rivers, coasts, and mines. It will give an outlet to 
 the products of our manufactories, soil and mines, still more 
 varied and yet wholly different, from those of the tropics. It 
 will develope a commerce, which is as broad as the commerce 
 of the continent itself. It will bind together with a bond of 
 friendship and mutual interests, the two halves of the conti- 
 nent and with them the islands of the Carribean sea. It will 
 elevate into a higher civilization and a fuller and warmer friend- 
 ship, the people of the nations of the south with our own. It 
 will divert from Europe to this country the commerce of these 
 
186 
 
 nations which Europe now control. It will afford a shorter 
 
 and more rapid line of travel between this country and each 
 
 and all of the countries south of it. It will give to the United 
 
 States not only one new line of commerce, but will open 
 
 scores of new lines in the undeveloped nations which 
 
 * 
 it will reach by its ocean lines, and by them it will bring to 
 
 our shores the untold millions of wealth which now flows 
 
 to Europe. It will permanently cheapen freights between 
 
 the United States, the West Indies, Central America and 
 
 South America. It will insure the more prompt transmission 
 
 of all commodities, and in even increasing quantities, 
 
 to each and every part of this country. It will give to our 
 
 own people the control of the gold and silver m inesof 
 
 Central and South America. It will develop a unity of feeling 
 
 between the Unites States and a score of other nations; and 
 
 will so interweave the national interests, that whenever it 
 
 may be the pleasure, of this country to invite any one of them 
 
 into the community of States, they will accept the invitation 
 
 with thankfulness and each will finally add a star to our 
 
 flag. 
 
 It will pass through and develope a country within our own 
 limits, upon which Nature has lavished her choicest bounties 
 of soil and climate. Where the choicest forests of the coun- 
 try now stand, and where Nature has prepared a field upon 
 which the sugar and fruits to supply the world may be grown 
 when the hand of man may plant the seed. 
 
 It will develope and perfect our postal system to, and in 
 those countries where it is now most weak and most neglect- 
 ed. It will enable the Navy and War Departments to so 
 strengthen and protect the passage of the Gulf in time of 
 war, that no nation on earth can force the passage of the 
 straits of Florida, or occupy the Gulf of Mexico, or occupy 
 
187 
 
 the mouth of the Mississippi river with a hostile fleet or army. 
 It is the key to the military and naval occupation of the Gulf 
 of Mexico and the Caribbean Sea. It is taken, all in all, the 
 greatest national work now projected in the United States, 
 and offers greater advantages to the people than any other. 
 
188 
 
 SUMMARY. 
 
 The Great Southern Railway must prove one of the most 
 valuable and profitable railway lines in the United States — 
 Because : 
 
 It is a direct, immediate, and the only possible railway line, 
 stretching five hundred miles south of any other railroad be- 
 tween the temperate zone and the tropics of America, be- 
 tween 50,000,000 of people in the United States and Canada, 
 and 44,000,000 in the West Indies, Central and South America. 
 Twenty per cent, of the foreign commerce of the United 
 States is with the countries which this road and its steamship 
 connections reach. 
 
 Eleven per cent, of the commerce of the United States is 
 with the West Indies, which this road almost touches. 
 
 The chartered rights of the company cover the steamship 
 lines necessary to bring this commerce over this route. 
 
 All the Central, Western and Northwestern States are 
 nearer Havana by this line than they are to New York; 
 hence, all traffic between these States and the tropics, even 
 the heaviest freights will pass over this line, and ocean trans- 
 portation does not come into competition. 
 
 All United States Mails for the West Indies and Central 
 and "South America will pass over this line, at a saving over 
 present routes from New York of from 4 to 6 days. 
 
 All passengers to and from the countries above named will 
 
 pass over this line, avoiding a sea voyage of over 1,100 miles. 
 
 All Express and Fast Freights, to and from all the United 
 
 States and all the countries named, will pass this way on ac- 
 
 count of the saving of time and distance. 
 
 The Military Stores and Supplies for the United States 
 forts on the Gulf of Mexico, and stores and supplies' for the 
 
189 
 
 Gulf, West Indies, and the South Atlantic squadrons, will 
 reach their destination by this line. 
 
 It is the only line by which Tropical Fruits can be brought 
 quick and fresh to northern markets. 
 
 It brings the products of Market Gardening in Florida 
 within the available reach of New York and the north 
 throughout the winter. 
 
 It opens the whole of Florida and Cuba to the quick and 
 comfortable access of winter tourists and invalids. 
 
 It passes through and opens a richer and longer reach of 
 yellow pine and live oak timber than any railroad in the 
 United States. 
 
 It will do more business in the transportation of Sea Is- 
 land Cotton than all the railroads in the United States and a 
 large business in the northern part in Short Staple Cotton. 
 
 It reaches and opens the largest and best stocked cattle 
 range in the United States, except in Texas, and will transport 
 more cattle, both to the north and to Cuba, than any other 
 road, 
 
 All the travel and traffic between aU the United States and 
 the entire peninsula of Florida will pass over this line, it be- 
 ing little more than half the distance, as compared with the 
 present route by rail. 
 
 It crosses four navigable rivers and touches two others, 
 making more than 2,000 miles of river navigation tributary 
 to it. 
 
 Eight other completed railroads connect with it, and are so 
 located as necessarily to give their traffic to it. 
 
 The transportation of naval stores will be greater than on 
 any other railroad in the United States. 
 
 It has no competing railroad or river, and the geography 
 of the country is such that it never can have. 
 
INDEX. 
 
 A. 
 
 SUBJECT. PAGE 
 
 Authority to Consolidate 22 
 
 Act Granting Right of Way 23 
 
 Advantages of the Road 185 
 
 Area and Population of Italian Peninsula. 104 
 
 American shipping between United States and the Carib- 
 bean Sea 113 
 
 • 
 
 C. 
 
 Consolidation 25 
 
 Character of Route 26 
 
 Commercial Importance of Road 126 
 
 Commerce of United States with Ports of Caribbean 
 
 Sea • 133 
 
 Commerce of Valley of Ohio as Related to Great South- 
 ern Railway 137 
 
 Commerce with Cuba, W. L, and South American 
 
 States 166 
 
 Climate, Topography and Healthfulness of Florida 105- 
 
 Cuba and other West India Islands 46 
 
 Cattle 67 
 
 D. 
 
 Distances of Ports from Key West , 77 
 
 Darien Ship Canal 118 
 
 Description of Country and its Productions 83 
 
191 
 
 E. 
 
 Effects on Political Relations 35 
 
 Extract from Commercial Relations 157 
 
 F. 
 
 Fruits from Abroad 67 
 
 Fruits— Domestic 76, 97 
 
 Florida Peninsula 81 
 
 Florida Charter 7 
 
 Florida Keys 31 
 
 G. 
 
 Georgia Charter 16 
 
 Great Southern Railway Company — Georgia 5 
 
 Great Southern Railway Company — Florida 5 
 
 Garden Vegetables — Domestic 96 
 
 Georgia 79 
 
 I. 
 Imports and Exports of Principal Central and South 
 
 American States 17(? 
 
 Internal Commerce of United States . 178 
 
 L. 
 
 Length of Road 5 
 
 Letter from Secretary of Interior 24 
 
 Location of Road 25 
 
 Lumber, Transportation of 52 
 
 Lumber, Value of Yellow Pine 55 
 
 M. 
 
 Mail Facilities 123 
 
 Military and Naval 135 
 
 Map, The 37 
 
 N. 
 
 Naval Stores 65 
 
192 
 
 Nicaraugua Ship Canal 121 
 
 Northwestern Wheat Crop '. 175 
 
 0. 
 
 Objects and Advantages of Road 5 
 
 ' P. 
 
 Product of Soil of United States 125 
 
 R. 
 
 Russian Railways 117 
 
 Rivers Tributary : 47 
 
 Railroads South of United States 182 
 
 Railroad Connections 39 
 
 S. 
 
 Summary . 188 
 
 Senate Committee, Report of 49 
 
 Steamship Transportation 57 
 
 Sfeipments between New York and San Francisco via 
 
 Panama 165 
 
 T. 
 
 Transportation of Cotton . . '. 62 
 
 Turtle Harbor 31 
 
 U. 
 
 United States Appropriations for Public Works 183 
 
 Lands in Florida 82 
 
 (I (I 
 
 w. 
 
 West Indies 109 
 
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