^^1 r I 73.44 I A5 1 1851 A=S =1 1 ^S§ 6 ==? 1 ;; =m 1 =^| 6 ^^^ 9 1 A TABULAR REPRE- SENTATION OF THE PRESENT CONDITION OF BOSTON — ,, - ^..,. — - THE LIBRARY OF THE UNIVERSITY OF CALIFORNIA LOS ANGELES |i!!i>' iiij'i ^r;i:nv. ^tUBRARYQ^ '^ UN1VER%_ ^10S-ANCEI%. -^y. . o %ojnv3-jo>^ ■ so t3WV .^OFCAIIFO/?ij, "^(^Aavasni^ ^ "^/jaHAiNn-iWv* |BRARY6k^ A\\[UN'IVERy/- ^xMUBRARYO^ ^^LIBRARYQ^ nv3-jo^ "^i^iJONvso^^ "^/saaAiNn-HViV^ '^ojiiva-jo^ %ojnv3-jo>' LIFO/?^ in# ,^WEUNIVERS-M vvlOSANGE[fj> O^ Mil "^ ^aaAiNn-jwv' 0= ^OFCAL!F0/?4j, ^OFCAilFOfi*^ ^. '^^^Aavaan-^- ^t?AavaaiH^ TABULAR REPRESENTATION OF THE PRESENT CONDITION OF BOSTON, IN BEIiATION XO RAILEOAD FACILITIES, FOREIGN COMMERCE, POPULATION, WEALTH, MANUFACTURES, ETC., ETC. . ALSO, A FEW STATEMENTS RELATIVE TO THE COMMERCE OF THE CANADAS. TABULAR REPRESENTATION OF THE , PRESENT CONDITION OF BOSTON, IN RELATION TO RAILROAD FACILITIES, FOREIGN COMMERCE, POPULATION, WEALTH, MANUFACTURES, ETC., ETC. ALSO, A FEW STATEMENTS RELATIVE TO THE COMMERCE OE THE CANADAS. PREPARED FROM THE MOST RELIABLE SOURCES, UNDER TliE DIRECTION OP A SUE-COMMITTEE FROM THE JOINT SPECIAL COMMITTEE ON THE RAILROAD CELEBRATION, TO TAKE PLACE SEPTEMBER 17lli, ISlli, AND 19th, 1851 ; WTTH A MAP. BOSTON: 1851. J. H. EASTBURN. CITY PRINTER. i F 73.44. AS IS5I PREFACE. Tlie following statistics have been compiled with as much care and accuracy as the limited time allowed would admit. Even when not obtained from official sources, they are be- lieved to be nearly, if not perfectly, correct. As in some instances, it is designed to show the advanta- ges possessed by Boston, as compared with those of other cities, great pains has been taken to make it as impartial as Si possible, and to give to those cities the benefit of prospective X improvements in the way of shortening their lines of commu- nication with the Canadas and the West. Much labor has been bestowed upon the accompanying map, to make it as accurate as the best available sources of information would admit. No doubt errors and omissions 5 may be found on it ; but it is believed they are not of a char- 1 acter to affect its general correctness, or usefulness, for the •v purposes of the present celebration. « Free use has been made of an article on '' Boston as a Commercial Metropolis in 1850," by E. H. Derby, Esq., and originally published in Hunt's Merchants Magazine for No- vember, 1850. At the close of the pamphlet, important conclusions are drawn from the facts it contains, and to these conclusions, rwith accompanying summary statements, it is hoped by the uommittee, that special attention will be directed. '^ E. S. CHESBROUGH, City Engineer. Boston, September \7th, 1851. :?r>86,f-»7 RAILWAYS ANJ) STEAMERS " The growth of Boston and her environs, has been more rapid during tlie past ten years, than in any previous de- cade. The South has ascribed her progress principally to cotton mills. In common with commerce, the fisheries, and other manufactm'es, these have doubtless contributed to her increase ; but the cotton business grew more rapidly in the preceding ten years, and is now less important than the man- ufactures of leather." " The principal cause has undoubtedly been the construction of railways, and the establishment of a semi-monthly steam line to Europe. These have given great facilities to her commerce, enlarged her market, attracted merchants, stimula- ted every branch of manufacture, created a demand for houses and stores, and advanced the value of real estate. September 30th, 1839, there were but one hundred and sixty-seven miles of railway radiating from Boston." In 1S51, Boston is wedded to more than one thousand miles of railway in Massachusetts, more than eighteen hundred in the five other States of New England, and six hundred and fifty more in New York. " In all, three thousand miles. In Sep- tember, 1839, her railway horizon was bounded by Salem, Bradford, Nashua, and Providence. It now encircles a web spreading over Massachusetts, and extends to the Kennebec, the St. Lawrence and the Lakes. This great system of rail- ways has been principally planned and directed by her saga- city. Boston invested largely in lines to the North, and in distant railways, — the Michigan Central, Mad River, Read- ing and Wilmington ; and [she also expended five millions in an aqueduct, and as much more on factory cities. The aqueduct has been in operation three years. Her last invest- ments promise to be remunerative, and will bring with them a strong current of trade from newly acquired territory. Railroads have become the great interest of Boston, and her investment in them exceeds fifty millions of dollars. I NAMl!:S, LENGTPI, AND COST, OF NEW ENGLAND RAILROADS. 11 o s ^ 8-2 Names ol'Railvvii.vs. o"" 0. of miles in construe Costs. ^ 25 MAINE. Androscoggin, 36 Androscoggin and Kennebec, 55 $1,621,878 Atlantic and St. Lawrence, 70 86 1,500,000 Bangor and Piscataquis, 12 350,000 Buckfield Branch, 13 370,000 Calais and Baring, 6 100,000 Kennebec and Portland, 54 15 1,000,000 Machias Port, 8 100,000 Portland, Saco and Portsmouth, 52 1,293,640 York and Cumberland, 11 42 360,000 NEW HAMPSHIRE. Ashuelot, 24 510,000 Boston, Concord and Montreal, 76 17 1,567,073 Cheshire, 54 2,584,143 Cocheco, 18 500,000 Concord, 35 1,385,788 Concord and Claremont, 26 24 560,624 Contocook Valley, 14 219,450 Eastern, (included in Eastern (Mass.) Railway Company, operated by the latter Com- pany.) Great Falls, 3 $ 60,000 Great Falls and Conway, 12 300,000 Manchester and Lawrence, 26 717,543 New Hampshire Central, 26 600,000 Northern, 82 3,016,634 Portsmouth and Concord, 23 17 850,000 Sullivan, 25 673,500 Wilton, 11 600,000 VERMONT. Bennington Branch, 6 100,000 Connecticut and Passumpsic, 60 54 1,500,000 Rutland and Burlington, 119 3,455,256 Rutland and Washington, * 10 250,000 Troy and Rutland, 55 550,000 Vermont Central, 115 5,081,767 Vermont and Canada, 38 1,200,000 Vermont Valley, 24 500,000 Western Vermont, 53 530,000 MASSACHUSETTS. Berkshire, 21 600,000 Boston and Lowell, 28 1,945,647 Boston and Maine, 83 4,021,607 Boston and Providence, 53 3,516,233 Boston and Worcester, 69 4,882,648 Cape Cod Branch, 29 626,543 Connecticut River, 52 1,798,825 Dorchester and Milton, 3 128,172 Eastern, (including Eastern (N. H.) which is operated by the former.) 75 3,624,152 Essex, 21 537,869 Fall River, 42 1,068,167 Fitchburg, 66 3,552,283 Fitchburg and Worcester, 14 259,074 Grand Junction, 6 763,844 Harvard Branch, 1 26,213 Lexington and West Cambridge, 7 242,161 Lowell and Lawrence, 12 333,254 Nashua and Lowell, 15 621,215 New Bedford and Taunton, 21 498,752 Newburyport, 9 106,825 Norfolk County, 26 1,060,990 Old Colony, 45 2,293,535 Peterboro' and Shirley, 14 272,647 Pittsfield and North Adams, 18 443,678 Providence and Worcester, 43 1,824,797 Salem and Lowell, 17 316,943 South Reading Branch, 8 231,601 South Shore, . 11 420,434 Stockbridge and Pittsfield, 22 448,700 Stoney Brook, 13 265,527 Stoughton Branch, 4 93,433 Taunton Branch, 12 307,136 Troy and Greenfield, 67 Vermont and Massachusetts, 77 3,406,244 Western, 156 9,963,709 West Stockbridge, 3 41,516 Worcester and Nashua, 46 1,410,198 BHODE ISLAND. Plainfield and Providence, 30 Providence and Stonington, 50 2,614,484 CONNECTICUT. Collingsville Branch, 11 275,000 Hartford and New Haven, 62 1,650,000 Hartford, Providence and Fishkill, 32 1,500,000 Housatonic, 110 2,500,000 Housatonic Branch, 11 275,000 Middletown Branch, 10 250,000 Naugatuc, 62 2,000,000 9 New Haven and Northampton, New London, Willimantic and Palmer, New London and New Haven, New York and New Haven, Norwich and Worcester, Stonington and New London, Total in Connecticut, 45 11,500,000 66 55 1,250,000 76 3,700,085 66 2,598,514 10 551 65 $17,498,599 EECAPITULATION. States. C •a g- 3 . o c u o " J3 • §2 — •e ■^ c «n o o ° o o o o •^ 2; ^ Coat. Maine, 10 281 179 $6,695,518 New Hampshire, 16 455 58 14,145,755 Vermont, 9 366 168 13,467,013 Massachusetts, 37 1142 67 51,884,572 Rhode Island, 2 50 30 2,614,484 Connecticut, 13 87 551 2845 65 56 S 17,498,599 106,305,941 10 \ 5S 00 ^ I« CX) 02 O -* CO goo P 00 l« >i »« toa>^o\c^oininn'not^o:> — '-iinC'iKO'*c:>o}t~~ oo •* _j cooor~inoOTrinc=^CT5cooiram— ■Cicocoomcicioo Cl (M 00 C 05 O in C) ci 05 o tM_ o a> c\ ct:_^ 'S", to »rt^ "* 5'), OC; O^ r-^ ^. o_ in to co_ o i-^ ^ ^' to' cT — • x »->•' -f' 00 in irT co" — ' oi ■*" cr' o> to od to" Tf — ' -^ to" eo" o toocicooo — i^oooOot^uDtooc^eriO'aootOrt ■q- CO 00 fOIMCO_»f^>-l^'-CmTONC^-n'Mooeoi^Tj> — ocomirj CO •V c^!r^o-I■I-r-05I^^~CTlO<^^m^f:o05Cocoo■*■^co CO o p2 Tjicsc^^o^ccin r-r~mcococ^c^) „^^„ «3_ IM i-Trt' oT .a s 1 cioocoooooooocoooooo ^-■^I^I^COOO^OCOOOl^'— r-czot^toto to — in — < 00 — ^ c — _ oi t^_ -^^ CO -^ 3!^ cB >r: C5 to ■* o 00 00 irT r-T 1-.; _. in cT o" -- ci m' m" ci — " -*•' oo' -r c6 oo" r-T CO S OOinci-f-.o-tinin'MOcn-cirtiosncooo eo -* CO o o_t^ m rr •.-^a)— ' — — r^— )r-c>J>-H i-h .-(i-i,.^ to 2 '^ ^ O — tOClOfMI^OO^-OO-^fMCOinfMOOOCOOOOOtOO r^ Q« — tr>co(M)oo-*c^worinco 'pi ■^ 'S Oi 03 05 C.CO(Mt^CO-*(MtDm«Df^(M-t-tD— Tt — (NOOinoOtO f— « « rtioiM — Cimr~wt~ — — or^inmeoW'^OTCOCN CT ^1 eq_i^ inin-*w<-ic>«c>4'*(Mi-ir-i^ pi r_p-i™ ■"f o ph" «r O «e «© oo-fooootDin •*coooiTj'(NTj)CO — «5«CCt^>-l i cito — oto-*occt^ — com-toiintoooooo 00 co.-^t-Grjinoo — '?itocnoootococo -c ^1 s« o o ci r- O -rj : C2 pq pe Ph p -= o s C c -.o o r_9 cS c • — a oV eshii rvvic ICo c o ■> o f 3 Op c o 1 C3 es cj O^OcqpnO PS4 ^-^o^; a) , t: "1 1 , o o a Cj i: d "Si tu ^ j: rt ■s 2; t^ p > P3 ■a 0) S o U c C JiS - E K o > 5 S o c2 3 ^ .5 1 ^ H> ^ 55 03 fc, CO c ^ jr 5 11 8 T E A M E R 8 "The following tables, carefully prepared from official doc- uments, will show the amount of freight business, which has been done by the British Cunard line of Steamships, from the time when the line commenced running to Boston, in 1840, to the first of January last." '* The original design contemplated little beyond the trans- portation of the mails and passengers. Hence, the freights were very small during the first year, and the duties trifling. From the small amount paid in 1840, namely, 2,928 dollars, the duties have swelled to 1,322,383 dollars, — the amount paid last year. The smallest amount ever paid by any one steamer, was 29 dollars and 38 cents only, by the Acadia, on her first trip in 1840. The largest amount was paid by the America, in February, 1850, namely, 217,483 dollars. There have been eight arrivals which paid over 100,000 dollars and three which have paid over 200,000 dollars each. The Hibernia, the Cambria, and the Caledonia, have each paid over a million of dollars revenue to the government. It is probable that during the whole time, the steamers have brought to Boston, 12,000 passengers." TABLE, Showing the number of trips made by each steamer annu- ally, from 1840 to 1851, and the amount of duties paid by each, during the year. Duties raid. Year. No. of Trips. Amounts. By the Acadia, 1840, 3 $1,473.06 Britannia, 3 864.17 Caledonia, 2 591.76 Acadia, 1841, 5 21,312.94 Britannia, 5 14,592.32 12 Duties Paid. Year. No. of Trips. Amount. By the Caledonia, 1841, 5 $16,925.37 Columbia, 6 20,978.60 Acadia, 1842, 4 21,417.48 Britannia, 6 46,415.32 Caledonia, 4 23,492.65 Columbia, 4 29,649.22 Acadia, 1843, 5 133,617.53 Britannia, 3 103,817.84 Caledonia, 5 132,845.24 Columbia, 2 33,932.11 Hibernia, 5 236,359.33 Acadia, 1844, 5 198,511.04 Britannia, 5 186,289.29 Caledonia, 5 172,900.68 Hibernia, 5 358,497.29 Aeadia, 1845, 2 93,510.05 Britannia, 4 152,262.38 Caledonia, 4 127,547.78 Cambria, 6 361,598.42 Hibernia, 4 288,074.12 Acadia, 1846, 1 26,860.36 Britannia, 4 149,351.23 Caledonia, 5 171,701.50 Cambria, 5 351,679.23 Hibernia, 5 348,139.34 Acadia, 1847, 1 37,546.12 Britannia, 4 161,910.70 Caledonia, 4 146,164.07 Cambria, 5 382,946.35 Hibernia, 6 471,404.54 Acadia, 1848, 5 134,963.59 Britannia, 4 105,627.12 Caledonia, 3 79,312.83 Cambria, 2 70,473.14 Hibernia, 2 71,954.31 13 Duties Paid. Year. No. of Trips. Amount. By the Niagara, 4 $142,930.06 America, 1 15,200.60 Europa, 1 28,716.85 America, 1849, 4 252,791.93 Caledonia, 5 138,180.56 Cambria, 4 199,789.97 Canada, 1 40,426.91 Hibernia, 2 62,522.08 Niagara, 2 172,034.27 Europa, 4 95,962.79 America, 1850, 4 380,980.95 Asia, 2 131,827.20 Cambria, 3 81,275.75 Canada, 4 93,492.15 Hibernia, 3 83,432. 10 Niagara, 3 444,795.65 Europa, 2 106,579.50 SUMMARY OF THE FOREGOING TABLE. Year. Trips Made. Duties Paid. In 1840, 8 $ 2,928.99 In 1841, 21 73,809.23 In 1842, 18 120,974.67 In 1843, 20 640,572.05 In 1844, 20 916,198.30 In 1845, 20 1,022,992.75 In 1846, 20 1,047,731.75 In 1847, 20 1,199,971.78 In 1848, 22 649,178.50 In 1849, 22 961,708.51 In 1850, 21 212 1,322,383.30 $7,958,449.83 14 TABLE OF DISTANCES. FROM LIVERPOOL, VIA HALIFAX. To Halifax by Steamer, - - - 2,500 miles. Gluebec (via proposed Railroad from Halifax) 3, 135 '* Melbourne, _ _ _ - - Montreal, ------ Toronto, - - - - Detroit, ------ Chicago, ------ Galena, ------ FROM LIVERPOOL, VIA BOSTON. To Boston by Steamer, - - - - Montreal by Railroad from Boston, Albany " ^i u Buffalo, by Railroad from Albany, Detroit, through Rochester, Niagara and London, (C. W.) - - - - 3,671 Cleveland, by Railroad through Albany, and Buffalo, ----- Chicago, via Cleveland, _ _ _ Galena, ---__- Cincinnati, via Buffalo, Cleveland and Columbus, - - _ _ - St. Louis, via Cleveland, Bellefontaine and Indianapolis, - - - - FROM LIVERPOOL, VIA NEW YORK. To New York by Steamer, - - - Albany, (by Hudson River Railroad) Montreal, by shortest proposed route, Buffalo, via Albany, . - - - Detroit, via Albany, Niagara and London (C. W.) 3,225 3,300 3,620 3,870 4,150 4,333 " 2,900 miles 3,226 (C 3,100 l.i 3,421 11 3,596 a 3,947 u 4,130 u 3,852 u 4,097 li 3,100 n iil( 3,244 (; 3,475 a 3,565 {i 3,815 a 16 To Cleveland, via Philadelphia and Pittsburg (shortest route,) . - - - 3,683 miles. Chicago, via Cleveland, _ _ - 4,034 " Galena, 4,217 " Cincinnati, via Philadelphia, and propos- ed Railroad through Wheeling, be- tween Pittsburg and Columbus, - 3,854 " St. Louis, via Pittsburg and Bellefon- taine, 4,139 " Note. In the Report to the Stockholders of the East Boston Company, re- ceived after the above table was prepared, the Agent of the Cunard line of Steam- ships, gives the distances from Liverpool, by Steamer, as follows, viz: To Halifax, 2,508 miles. To Boston, direct, 2,856 miles. To New York, direct, 3,073 miles. Were these distances .adbpted, instead of those in the table, the comparison would be still more favorable to Boston. The following statistics were taken by the Day and Night Police force, on Saturday, September 6th, 1S51, under the direction of the City Marshal. The force, consisting of 55 men, was stationed at 6J o'clock, A. M.,and continued with- out intermission to keep regular count, until 7i P. M. The vehicles which entered the City by the various routes not including those that came from East or South Boston, numbered 6,626. The number that went out, 7,063. The number of Railway Passenger Trains, which entered the City, was 116. The number that went out, 120. The number of Freight Trains, which entered, was 39. The number that went out, 38. Total Passenger and Freight Trains, 313. 41,729 persons came into the City, and 42,313 persons went out, as follows : 16 CAME IN. WENT OUT. By Passenger Trains, 11,963 12,952 Freight Trains, 308 307 Yehicles, ■ 14,942 15,964 On Foot, . 14,310 12,887 On Horseback, 127 124 With Handcarts, - 79 79 Total, 42,313 persons, 41,729 persons. FOREIGN COMMERCE. TEAR. FOREIGN ARRIVALS. IMPORTS. EXPORTS. DUTIES. 1842 1,738 $12,633,713 $7,226,104 12,780,186 1843 1,716 20,662,567 7,265,712 3,491,019 1844 2,174 22,141,788 8,294,726 5,934,945 1845 2,305 21,591,877 9,370,851 5,249,634 1846 2,090 21,284,800 8,245,524 4,872,570 1847 2,739 28,279,651 12,118,587 5,448,362 1848 3,009 23,388,475 10,001,819 4,908,872 1849 3,111 24,117,175 8,843,974 5,031,995 1850 2,885 29,909,376 9,332,306 6,127,817 SHIPPING OF BOSTON.— TONNAGE. TEAR. REGISTERED. ENROLLED. TOTAL. 1842 157,116 36,385 193,502 1843 165,482 37,116 202,599 1844 175,330 35,554 210,885 1845 187,812 37,290 228,103 1846 192,879 42,185 235,064 1847 210,775 44.038 254,812 1848 232,769 45,100 277,869 1849 247,336 45,123 292,459 1850 270,710 42,482 313,192 I 17 FISHERIES. In 1849, 204,000 barrels of Whale and Sperm Oil, three- fifths of the enthe Fishery of the Union, were brought into Massachusetts; also, 231,856 barrels of Mackerel. A large portion of these imports find their way to Boston. For more than a century, Boston has been the chief mart for the sale of dried Fish, and a large proportion of the Fish- ermen engaged in both the Cod and Mackerel fishery, resort to Boston, for outfits and sales. CATTLE TRADE. Large sales of Live Stock are made weekly at Brighton, near Boston, brought principally from other States by Rail- way. Many Horses are also brought by the same convey- ance. Cattle are killed in the environs. Sales at Brighton for 1849. Beef Cattle, - - 46,465 Store Cattle, - - 20,085 Sheep, - - - - 148,965 Swine, - - - - 80,120 Amount of sales, $1,765,670 " " 482,040 " " 297,910 " " 430,645 Total Value, - - $2,976,265 Another large Market for Cattle and other Live Stock, is now held weekly at Cambridge. The Live Stock offered for sale at this Market for 1849 was as follows, — 56,144 Cattle, 168,224 Sheep, 7,678 Swine, and 1,245 Horses. Large quantities of Pork in bulk are in the winter convey- ed by railway to Boston from the interior of New York. In the year ending September 1, 1850, 37,778 whole hogs were thus transported. 18 EXPANSION OF BOSTON. " A peninsula less than one square mile in extent was soon found insufficient for Boston ; and the State annexed to her Dorchester Point, a peninsula containing six hundred acres. To this she is wedded by four bridges. At a latter period, ferries were established to Noddle's Island, an area of six hundred acres, and this island now forms a ward of the city. Some hundred acres have also been reclaimed from the sea ; but these narrow limits, less than two miles square, prove en- tirely inadequate, and have been long exceeded." " The population of Boston outside of her chartered limits, already equals the population within. We should do injus- tice to Boston, were we to confine her to such narrow bounds, or within such arbitrary lines. Her true limits as a commercial metropolis, are those marked out by her business men for their stores, piers, shops and dwellings — the space occupied by those who resort daily to her banks and ware- houses, or meet at her exchange. How is it with her sister cities ? Philadelphia, by the last census, embraced within her chartered limits less than half her inhabitants ; the resi- due were diffused through the extensive districts of Spring Garden, Moyamensing, and Northern Liberties. She virtu- ally extends, under different charters, from Richmond, six miles down the Delaware." "New York reaches fourteen miles from King's Bridge to the Battery." " New Orleans embraces three distinct municipalities, on the crescent of the Mississippi." " London, the queen of commerce, contains but six hundred acres, and less than one hundred and thirty thousand people in her chartered limits ; but her streets stretch eight miles on the Thames. Within her metropolitan districts are eighteen square miles of buildings and three millions of people." 19 " Boston, with less scope than New York, has, like New Or- leans, Philadelphia and London, overslept her sea girt isles. She has attached herself to the main by one wide natnral avenue, the Neck, paved and planted with trees ; by one granite structure, the Western Avenue, a mile and a half in length ; by six bridges, seven railways, and three ferries, one terminating in a railway. Seven railways branch into six- teen, and ten avenues divide into thirty within the first nine miles from her Exchange. These diverge like a fan, and on the streets thus made is found a large population under sep- arate municipalities. As land rises in value, hotels, offices, and blocks of stores usurj) the place of dwellings. The old residents, leaving the low and reclaimed land to foreign laborers, plant themselves in the suburbs. There they build tasteful houses, with flower plats and gardens ; availing of the frequent omnibuses, or of special trains, run almost hourly, and commuting for passage at $20 to $40 a year, they reach their stores and offices in the morning, and at night sleep Avith their wives and children in the suburbs. No time is lost, for they read the morning and evening journals as they go and return. Some of the wards appropriate for stores thus rise in value, but diminish in population. The suburbs extend, and the commercial community grows in a widening semicircle." Dr. Lardner well remarks in his late treatise on railways, " The population of a great capital is condensed into a small compass, by the difficulty and inconvenience of passing over long distances ; hence has arisen the densely populated state of great cities like London and Paris. If the speed, by which persons can be transported from place to place be doubled, the same population can, without inconvenience, be spread over four times the area ; if the speed be tripled, it may occupy nine times the area." "Boston, the first of our American cities to adopt improved modes of locomotion — instance her early Stages, her Middlesex Canal, and Q,uincy Railway, — is entitled to avail of these laws of science, and in computing her population and wealth, 20 should embrace the surrounding districts within nine miles, or half an hour's distance, equiralent to a two miles' walic from her exchange." TABLE OF INCREASE OF POPULATION AND WEALTH OF BOS- TON AND VICINITY. The following table exhibits the population and wealth of the metropolitan district of Boston, by the census and valuation of 1850 and 1840, Avith the growth of each. This district is sixteen miles in length, by nine and a half average width ; about one fourth of it is occupied by water, marsh, or rocky hills, too steep for building. Popula- Popula- Popula- Distance tion by tion by tion by Assessed Valu- Assessed Valu- Name of District. from Ex- State U. States State ation, 1840. ation, 1850. change. Census, 1840. Census, 1840. Census, 1850. Boston, 83,979 93,383 138,788 $ 94,581,600 $ 179.525,000 Roxbury, 2 8,310 9,087 18,316 3,257,503 13,712,800 Charlestown, 2 10,872 11,484 15,933 4.033,176 8,862,250 Cambridge, 3 8,127 8,409 14,825 4 479,501 11,434,458 Brooklinc, 3 1,123 1,365 2,353 743,963 5,382,000 Chelsea, 3 2,182 2,390 6,151 696.781 3,472,650 Dorchester, 4- 4,458 4,875 7,578 1,691,24.''. 7,199,750 Maiden, 4 3,027 3,351 5,017 586,136 1,461,436 Mcdford, 4 2,275 2,478 3.581 1.095,195 2,128,470 Brighton, 5 1,405 1,425 2,253 458,485 1,146,212 Somerville, 5 new new 3,110 new 2,778,125 West Cambridge, 5 1,338 1,363 2,120 472,423 2,330,281 North Chelsea, 5 new new 819 new 772,000 Melrose, 5 new new 1,190 new 483,419 Waterto\TO, 6 1,89G 1,810 2,592 973,835 2,614,100 Winchester, 6 new new 1,320 new 866,432 Stoneham, 6 1,007 1,017 2,043 217,960 539,000 Milton, 7 1,684 1,822 2,222 663,247 1.200,800 Woburn, 7 2,931 2,993 3,788 987,388 2,241.144 Quincy, 8 3,309 3,486 4,958 912,105 2.200,000 Saugus, 8 1,212 1,098 1,505 208,856 359,305 Dedham, 9 3,157 3.290 4,379 1,218,548 3,509,180 Newton, 9 3,027 3,351 5,017 897,255 3,793,083 Waltham, 9 2,593 2,504 4,483 1,069.171 2,973,750 Lexington, 9 1,559 1,642 1,920 561,549 1,469,551 Lynn, 9 9,075 9,367 13,613 1,319,656 4,191,648 158,546 171,992 269,874 S 120,114,574 S 266,646,844 21 CITY TAXES. The Amount Assessed for Taxes has been as follows Vt:AES. A-MOnXT OF TAX rati; ox ritOPERTY ASSESSED. ASSESSED* SI, 000. 1840 $546,742 .$5.50 $94,581,600 1841 616,412 6.00 98,006,600 1842 637,779 5.70 105,723,700 1843 712,379 6.20 110,056,000 1844 744,210 6.00 118,450,300 1845 811,338 5.70 135,948,700 1846 931,998 6.90 141,839,600 1847 1,014,674 6.00 162,360,400 1848 1,131,821 6.50 167,728,000 1849 1,174,715 6.50 174,180,200 1850 1.236.030 6.80 179,525,000 18511 1,350,000 7.00 187,000,000 *Thc amoi nit of tiix assessed inch idcs the Poll Tax. tApproximately. Number of Polls, and State Valuation of Personal and Real Estate in Massachusetts, for the years 1840 and 1850. VALUATION OF 1840. VALUATION OF 1850. CODXTIES. POLLS. PROPERTY. polls'. PROPERTY. Suffolk, 19,078 $110,000,000.00 33,705 $217,587,172.00 Essex, 24,006 31,110,204.00 30,816 56.556,466.89 Middlesex. 28,045 37,592,082.00 39,819 83,264,719.50 Worcester, 25,859 29,804,316.00 34,671 55,497,794.00 Hampshire 7,934 7,298,351.00 8,855 13,331,240.00 Hampden, 9,935 10,188,423.71 13,439 22,621,220.77 Franklin, 7,500 6,548,694.00 7,866 11,211,309.00 Berkshire, 10,911 9,546,926.76 12,264 17,197,607.00 Norfolk, 14,041 15,522,527.00 19,630 47,034,521.56 Bristol, 14,821 19,493,685.84 18,382 39.243,560.00 Plymouth, : 12,140 10,694,719.00 14,410 19,200,668.00 Barnstable, 8,002 4,896,683.00 8,104 8,897,349.74 Dukes Co., 1,104 1,107,343.00 1,162 1,698,005.00 Nantucket, 2,532 6,074,374.00 2,019 4,595,362.00 Total, 1 185,908 $299,878,329.31:245, 142:$597,936,995.46 00 MANUFACTURES OF MASSACHUSETTS. The products of the jDrincipal branches in 1845 were, — Miscellaneous, - - - - ^19,357,000 Boots, Shoes and Leather, - - 18,635,000 Cotton Goods, (817,473 spindles) - 12,193,000 Woolen and Worsted Goods, - - 10,366,0011 Manufactures of Wood including ships and carriages,. _ _ _ _ ll,596,00i) Manufactures of Metals, Tools, &c., - 8,024,000 Oil, Candles and Soap, - - - 4,931,000 Hats, Caps and Bonnets, - - - 2,384,000 Paper, 1,750,000 Cordage, ----- 906,000 Glass, - - - - - 758,000 Total, ----- $91,000,000 No valuation of the same products has been taken since 1845, but it is believed their increase since that time, is not less than 30 per cent. 23 02 'M o 00 o CO •-■ — -f ■.; 1 o -T* «- o ct) o oi i~ — CO CO o O -t O O lO CD C-. O -^ C-. O — O -f 1 - 1 - CO ..T iQ J3 • CO «r -i<-ri<(Mco CO ccin irt o o oi o coocotM •-• 3 (M cr. — O ffj O O ^ tD l>- ^ CO >ra 00 CO 1- CI to tM •^ (M in i-H .n o — -f (M 00 .-1 Til 00 o > 1-1 I- o o iC5COt^Ort o n o_ ci^ooo — C30— _ t^cO__o « H « ■^" in" oitri lo tS no^i-<.-c«3coco«:oo>— CO J-;^ z; i^cotO't Tt< incotNcooococoto'c^Goco 00 rt 't-'t-H COOi—t^ OOCOf-i •* ^ 00 o *„ o ^ ©> oo _.^„,^^_^ • „_/^_^ /~'^«-v _GJ o-*omoo5»n oo mm(Moa>t^»n(Ncotoinm-Tt(MOinC0^ O C000(7IO— -HOlMO-fOOtOO-- ^ 01 OTTOomo t^ CTl(MT^O'*(^^r-lQ00Q(M^~^c>oo Cfj C U-. i-H Tj< O t^ oo O Tt to — 1— O (» to 1^ p-c -* CTi CI o •■^ ^ 0105 C3 r^ CI CO CI (M 1^ (^^ d in t c^ 00 CO C-J (Mt^Ol ■* 5D'«-* m CO-*Clt005^0 t£> ei ocoo CO o(Mf-> o< com-H^f-io CO ^ ■*_'*_ ci oo'-'v —' ^ "^ '"„'" a>_ > >n" <^f ci ^ n i-T oo" «> '-' CI 12 «e S • ^^^^.--N ^ 6 C5C0OI o inoin o i- — ci-HCO'tTj-Hi-io -* c4 in 00 (N c) a CO 00 . 3 c? lundf rrels unds rrels unds do mbe unds zens ;mbc do do rrels unds :shel; rrels tshel do do rrels shels do do do OcIOciO POOC c:o3ci::e ciiS ^^ &.JD PL, c P,-^ a ^ p,^^-^ ^^ s^ 2 ^ a 3 o o ro "3 o u •j^ - -p *r Ts '^ H < < o o 3 •a o , salted and fresh do do do , do do do do do do zv, 1, s and Skins, s, shoulders, and try, es, led Cattle, r of Wheat, do at, ;y, i)earl and mal and Oatmeal, do and Beans, toes, er and Grass See Seed, .2 o E3 o H hMms$MM4MMBs 24 Statement of the aggregate value of Imports into the United States from Canada, as entered in the Custom House Books, at the following ports of entry, for the year ending December 31st, 1850. District and Port of Chicago, . - - District and Port of Detroit, - - - - District of Miami and Port of Toledo, - District and Port of Sandusky, _ - - District of Cuyahoga and Port of Cleveland, - District of Presque Isle and Port of Erie, District and Port of Buffalo Creek, District of Niagara and Port of Lewiston, District of Genesee and Port of Rochester, District and Port of Oswego, _ - - District and Port of Sackett's Harbor, District and Port of Cape Vincent, District of Oswegatchie and Port of Ogdens- burg, District of Champlain and Port of Plattsburg, District of Vermont and Port of Burlington, - District of Bath, in Maine, including line of Canada Railroad, _ _ _ - - Total, $ 4,345 103,556 16,771 31,4.52 237,177 2,831 446,900 61,807 100,189 2,087,622 26,137 53,079 211,925 314,555 821,094 4,866 $4,524,306 COMMERCE OF CANADA, 1850. EXPORTS. IMPORTS. Great Britain, North American Colonies, . British West Indies, .... United States of America, . Other Foreign Countries, . . $ 6,085,119.05 808,776.25 8,376.00 4,951.159.58 IOS',281.27 $ 9,631,920.80 385,619.90 4,451.85 6,594,860.48 365,215.67 Total, {^11,961,712.15 $16,982,068.70 'Ad CONCLUSIONS AND SUMMARY STATEMENTS. An inspection of the foregoing tables and statements, will show that Massachusetts has, up to this time, constructed 1,150 miles of Railroad at a cost of $52,000,000; and the other New England States have constructed over 1,700 miles more, at a cost of $55,000,000. To these might be added the Northern N. Y. (or Ogdensburg) Railroad, which is virtu- ally a New England road, making a total of about 3,000 miles of Railroad, constructed at a cost of upwards of $110,000,000. The gross earnings in 1850 of all the Railroads in Massa- chusetts, and of those that are partly in Massachusetts and partly in adjoining States, were $6,903,328. The net earn- ings during the same time were $3,480,347. The cost of these Roads was $53,264,000. The net income was there- fore more than 6 per cent, on the total cost. The number of passengers transported over these roads during the same time was 8,973,681, which gives an average of 28,761 a day for 312 days. The annual amount of duties paid on freight brought by the Cunard Steamers to Boston, shows a constant yearly in- crease from $73,809, in 1841, to $1,322,383, in 1850, except for the year 1848, when the New York freight by the Steam- ers ceased to pass through Boston, and the amount of duties declined from $1,199,972 to $649,178. Assuming Liverpool as the starting point from Europe, for the trade of the Canadas and the Great West, the " Table of Distances " shows that Boston is on the shortest route, for a very extensive territory, including the cities of Montreal, Al- bany, Buffalo, Cleveland, Kingston, Toronto, Detroit, Chica- go, St. Louis and Galena. If the exact distances across the Atlantic given by the Agent of the Cunard Line, and the im- provements they are making between Albany and Buffalo, by which it is said tlie present travelled route will be shortened 30 miles, even Cincinnati will be 50 miles nearer Liverpool through Boston, than through any other important seaport, 26 If Cincinnati be nearer, it follows that every other point be- low on the Ohio River must be. These are natural advan- tages, which an accurate knowledge of the geographical posi- tion of Boston, and of the topographical features of the terri- tory embraced in this comparison, will show, can never be taken from this City. As Steamers on the Ocean, and Railways on Land, are now the modes which must be adopted by all who would compete successfully for the commerce of Great Britain, and this Country, nothing but a failure of that enterprize which has ever characterized this City, can prevent Boston from se- curing her full share. The Foreign Commerce of Boston, including exports and imports, has increased from $19,859,817 in 1842, to $39,241,- 682 in 1850. Its Shipping increased during the same time from 193,502 tons to 313,192 tons. The expansion and growth of population and wealth of Boston, and the neighboring towns in which the families of so many of her business men reside, has been very remark- able during the last ten years. In 1840, the population of this district was by the State Census, 158,546 ; by the same Census in 1850, it was 269,874. The assessed valuation in 1840 was $120,114,574, in 1850 it was $266,646,844. This population and wealth must preserve to Boston her station among the three first cities of the Union. • The rapid growth of Boston and vicinity has not been at the expense of the rest of the State ; for the population of Massachusetts has increased from 737,700 in 1840 to 984,665 in 1850, by the U. S. Census ; and her property valuation from $299,878,329 to $597,936,995, or about double. The imports from Canada, by Inland Ports into this Coun- try, have increased in value from $5,204 in 1840 to 1,860,636, for three quarters of 1850, or to about $2,500,000 per annum. If this remarkable increase took place before our Railway system reached the Canadas, what may not be expected now that it is completed and in operation both to Montreal and to Ogdensburg ? 07 On the accompanying map will be found a plan of " Bos* ton Harbor and Railroad Termini." An inspection of it will show how all the Railroads entering the City, have been, or may be, connected by means of the Grand Junction Railroad, and the proposed Horse Track along the heads of the wharves in the City Proper. As the increasing commerce of the City will require enlarged wharf facilities, this plan will show the extent of water front, partially or wholly unoccupied, in South and East Boston, in both of which, it is proposed to extend greatly the lines of wharves and docks, so that the accommo- dations for shipping may be kept equal to the greatest proba- ble demand. The Harbor of Boston has sufficient water front susceptible of improvement, to accommodate all the shipping of the Union. RAILROAD CELEBRATION Upon the completion of the various lines of Railway, which connect the Canadas and the Great West, with the Tide Water at Boston. Names of the Special Committee of the City Council. From the Board of Mayor and Aldermen. Hon. John P. Bigelow, Messrs. Henry B. Rogers, Billings Briggs, Moses Grant, Henry M. Holbrook, Messrs. Abel B. Monroe, Moses Kimball, Calvin W. Clark, Benjamin Smith, 3ri86rv"' of Ward 1. a ii 2. a u 3. u C( 4. t( it 5. (( li 6. Cl a 7. a u 8. li li 9. 11 ii 10. a li 11. li li 12. u li 10. 28 Prom the Common Council. Francis Briiiley, Esq., President. Messrs. Charles H. Stearns _ _ _ James B. Allen, _ - - - Hiram Bos worth, - - - - Henry J. Gardner, - - - - Benjamin Beal, _ - - - John P. Putnam, - - - - James W. Sever, - - - . Daniel N. Haskell, - - - - Newell A. Thompson, - - - Ezra Lincoln, _ - - - Albert T. Minot, - - - - Josiah Dmiham, Jr., Otis Kimball, _ - - _ List of Sub- Committees. Committee on Circular. — Alderman Rogers — Messrs. Sever and Putnam. To arrange for a meeting of the Merchants.^ Alderman Hol- brook — Messrs. Sever and Gardner. Oti Invitation and Reception. The Mayor — President of the Common Council, Aldermen Holbrook and Briggs — Messrs. Lincoln, Putnam, Haskell, Minot, Thompson, Sever, Kim- ball. On Escort. Aldermen Kimball and Munroe — Messrs. Brin- ley, Dunham, Stearns, Beal, Allen, Haskell. On Dinner. The Mayor — Aldermen Smith and Munroe — Messrs. Thompson, Beal, Allen and Dunham. On Railroad Maps. Alderman Kimball — Messrs. Lincoln and Minot. Harbor Excursion. The Mayor — Alderman Grant — Messrs. Gardner, Kimball, Bosworth, Lincoln and Beal. Fire Works. Aldermen Briggs and Clark — Messrs. Haskell, Lincoln and Thompson. Visit to Institutions. The whole Committee. Ui^lVEKSlTY OF CALIFORNIA AT LOS ANGELES WIL L vr. .^Wl ^^^i P UNIVERSITY OF CALIFORNIA LIBRARY Los Angeles This book is DUE on the last date stamped below. m^ ^^^AHViiHIll^ yoi v.VMn-y^ -< -< >- OS < CQ ')^ It 1 1-M o ^LOSAKGcL^y. o %a3AINn-3WV^ ^;^tUBRARY6?/C^ ^tLIBRARY %0JI1V3-J0^ ^«i/0JllV3-J0'^ .\WEUNIVER57/) T. - -^^ f,, '\ ^ ^LOSANCEl^^ ^OFCALIFOi?^ ^OFCAIIFO%. %a3AiNnmv^ ^^AavHan# "^^Awaan-^ ^>^tLIBRARYQc. ^ILIBRARY^?/;^ '%ojnvojo'^ aWEUNIVERJ/a ^lOSANCElfXA O %0JnV3-JO^ "^J^FiaDNVSOl^^ %a3AIN[l-3WV' >^^;OF■CALIFOff^ ^OFCAlIFOft^ ^WEUNIVERS/A