V niv.of 111. Library imm 
 
 c ^ UNIVmiTV Of ILUNOtl 
 
 . 
 
 1 
 
 REPORTS 
 
 ON THE 
 
 OTTAWA AND FRENCH RIVER 
 
 NAVIGATION PROJECTS. 
 
 InMisftd bg af t|e §oart of into of lontol. 
 
 glontrcal • 
 
 PRINTED BY JOHN LOVELL, ST. NICHOLAS STREET. 
 it§| • . , 1863. 
 
11 
 
UHJV1K8ITV Of ILUNOI8 
 UltBANA 
 
 REP 0 R T S 
 
 ON THE 
 
 OTTAWA AND FRENCH RIVER 
 
 NAVIGATION PROJECTS. 
 
 prlitytb bs ®rtar Jrf % graft of ©rata tf Iffntral. 
 
 PRINTED BY JOHN LOVELL, ST. NICHOLAS STREET. 
 1863. 
 
Keport of the Sub-Committee, (consisting of Messrs. 
 H. L. Routh, Chairman, Hon. Geo. Moffatt, John 
 Esdaile, Ira Gould, W. P. McLaren, Walter Shanly, 
 J. H. Joseph, John Grant, A. Cowan, and Thos. Ryan,) 
 nominated on 19th March 1863, to the Committee of 
 the Board of Trade appointed for the reception of the 
 Delegates from Illinois and Wisconsin. 
 
 Your Sub-committee having carefully considered the important question 
 referred to them — that of an improved navigable communication between 
 Lakes Huron and Michigan and the St. Lawrence River, as the outlet to 
 the ocean, — now beg to report that they recommend as the most eligible 
 route to be adopted, that surveyed in 1856-7 by Walter Shanly, Civil 
 Engineer, and in 1858-9 by T. C. Clarke, Civil Engineer : namely, From 
 the mouths of the French River, on the Georgian Bay, by way of Lake 
 Nippisingue and the Matawan and Ottawa Rivers to Montreal. 
 
 The relative distances between the furthest west Lake-port, Chicago, 
 and our sea-port of Montreal, by the existing (Welland Canal) route, and 
 by the proposed new line of communication by the Ottawa, compare as fol 
 lows : 
 
 1st. Welland Route. 
 
 Lake Navigation. 1145 miles. 
 
 River do 132 « 
 
 Canal do 71 " 
 
 Total distance Chicago to Montreal. 1348 miles. 
 
 2nd. Ottawa Route. 
 
 Lake Navigation (including Nippisingue) 575 miles. 
 
 River do 347 " 
 
 Canal do .... 58 " * 
 
 Total distance Chicago to Montreal. 980 miles. 
 Difference in favor of Ottawa Route. . 368 miles. 
 
 * This is the length of Canal estimated by Mr. Shanly. Mr. Clarke in his report 
 reduces the canalling required to about thirty miles. 
 
2 
 
 And carrying our comparisons a step further we have, from Chicago t» 
 New York, 
 
 3rd. The Ewe Canal 'Route. 
 
 Lake navigation Chicago to Buffalo 1000 miles. 
 
 Canal do Buffalo to Troy ...... , 350 ■ ■ 
 
 River do Troy to New York 150 
 
 Total distance Chicago to New York... 1 gJ'"? B 
 « Chicago to Montreal hy the Ottawa.. Jt80 
 
 Difference of distance in favor of Montreal. 520 miles. 
 
 Trans-Atlantic distances also compare favorahly for us : 
 
 New York to Liverpool ?Z™« ? ' 
 
 Montreal to Liverpool. ... 4™" u 
 
 Quebec to Liverpool 
 
 Difference in favor of Montreal. ..... 240 nfiles. 
 
 and in favor of Quehec....... ^400 •' 
 
 Chicago to Liverpool by Lake Erie and 
 
 New York.... 4480 miles. 
 
 Chicago to Liverpool hy Ottawa & Gulf ^ 
 of St. Lawrence 61M 
 
 Difference in favor of Ottawa and 
 
 Gulf route •• 760 miles - 
 
 The leading advantages to be secured by such a line of interior mviga- 
 tionat Us prosed to open, are to-be classed under the followmg head 
 1st Time saved. — Because by this route grain could be taken from aU 
 ^n T^L Michigan and delivered to sea-going vessels in Montreal 
 To d vs stuef by the Welland route, or than by any other route 
 St clbe conducted f and in fully eight days less time than is reqmred 
 Stav down in the Harbour of New York a cargo loaded m Chicago or 
 Sukee The better condition for final transfer to Ocean vessels m 
 vl the 2 rain will come to hand after the shorter as compared with the 
 wer t Ian Voyage - a point that will be conceded by all shippers, and 
 ofe of ^uch moment that it should be prominently kept in vmw in con- 
 of the proposed new route with the e X1 stmg and more 
 circuitous ones between Lake Michigan and tade-water 
 
 7a senses saved— In the item of Freight-charges alone the 
 i&ii P-chasing grain in Chicago or Milwaukee, 
 
8 
 
 can effect an average saving of fully four cents, after allowing a liberal 
 estimate for tolls, on each bushel as compared with what it now costs him 
 to bring it round by way of the Welland Canal : while that which now 
 goes from the same points to New York, by way of Lake Erie and the 
 Hudson, at a cost, taking the average of the last eight years, of twenty- 
 seven cents per bushel, can be delivered at the ship's side in our har- 
 bour for fifteen cents, or in Quebec for eighteen cents per bushel, and, as 
 already observed, in superior shipping order, not only on account of the 
 shorter time it has been afloat, but also owing to the more favorable atmos- 
 pheric conditions to which it has been subjected, in its passage through the 
 cooling waters of the Ottawa. 
 
 As an index to what the saving in freight would amount to, even now, at 
 the above differences in rates we subjoin the following statement of grain, 
 and flour reduced to grain, forwarded last year/rom Chicago, and received, 
 by water only, at Montreal in 1862, and at New York in 1861. 
 
 Forwarded from Chicago by Lake and Railroad . . . 56,477,104 bush. 
 
 Total Receipts at Montreal by Canal only 15,227,878 " 
 
 « « at New York from Canals only. . 55,905,344 " 
 
 A statement of the rates of Freight that have prevailed on the Lakes 
 and Canals over a period of three years ending with 1862, will be found in 
 Appendix A, as also a comparative statement of Ocean Rates from Mon- 
 treal and Quebec to Liverpool, and from New York to Liverpool for the 
 last three years. 
 
 Under the head of Insurance, a letter from Theodore Hart, Esq., Agent 
 in this city for Inland Marine Insurance Companies, (Appendix B.,) 
 gives valuable information. It may safely be calculated that the opening 
 of the Ottawa route would reduce the existing rates of Insurance by fully 
 thirty per cent. ; the length of lake, or in other words, dangerous naviga- 
 tion (from Chicago to the French River) being but 550 miles, against 
 1145 miles on the Welland and 1000 miles on the New York route. 
 
 With so obvious a gain both in time and money as the new line of com- 
 munication would ensure, alike to the producer in the west and to the buyer 
 in Canada, and with the trade fast outgrowing existing means of transport, 
 the time would seem to have arrived, when the most earnest and energetic 
 measures should be adopted by all parties interested, for placing this great 
 project on a practicable basis ; and foremost in that consideration, the 
 capacity of the navigation best adapted to the trade, and its probable 
 cost, have engaged the attention of your Sub-Committee. To guide 
 them to conclusions on these important points, they have had before them 
 the Reports of Walter Shanly, Civil Engineer, and of T. C. Clarke, Civil 
 
Engineer ; both printed by order of the Legislative Assembly, the one in 
 1858, the other in 1860. . 
 
 Mr Shanly recommends a navigation of the size represented by Locks 
 *f 250 feet in length by 50 feet in width,-capable of passing vessels 
 drawing 10 feet of water. . y 
 
 Mr Clarke proposes Locks of similar length, 250 feet, but considers 45 
 feet as sufficient width, while he would provide for 12 feet draught of 
 
 ^Experience m the Grain-carrying trade here, goes to show that trans- 
 shipment at the foot of Lake navigation from large steam and sailing vessels 
 into river-craft, is not only not found to be an inconvenience, but is adopted 
 by choice as the cheapest, most facile, and safest mode of delivering the 
 grain in our harbour. Vessels loading on the Upper Lakes now rarely 
 come below Kingston, there transferring their cargoes to barges ; the 
 largest class of which now used in the trade measure 150 feet m length 
 by 30 in width, draw nine feet of water, and carry some 22,000 bushels of 
 wheat. Increasing their length to 160 feet and their beam to 33 
 feet their draught could be lightened to eight feet and their load-capacity 
 still preserved ; and by further increase in length and beam, within the 
 limits of the largest sized lock proposed, their capacity could be increased 
 to 35,000 bushels without adding to the reduced (8 feet) draught of 
 
 water. . • . ; 
 
 Mr. Shanly estimated the cost of completing his scheme of navigation 
 
 at 824,000,000. 
 
 Mr. Clarke, not however taking into account the enlarging ot the 
 Lachine canal, or the removal in Lake St. Louis of the obstructions to a 
 12 feet, or even to a 10 feet navigation, makes a very much lower estimate ; 
 resorting largely to the plan of damming up the Ottawa and Matawan 
 Rivers to avoid expensive excavations. His estimate is a little over 
 $12,000,000. 
 
 We deem it prudent, for the present, to place the question of cost in its 
 least favorable light by assuming the highest estimate, and having 
 requested Mr. Shanly to ascertain what the probable difference in cost 
 between an eight feet and a ten feet navigation would be, his answer 
 (given in full in appendix C.) may be briefly stated thus : 
 
 " Leaving the locks of the dimensions as to length, width, and depth con- 
 templated in his original estimate, but providing throughout, elsewhere, for 
 eight feet draught only, would reduce the cost of the undertaking to 
 $16,000,000. 
 
 And if the locks were to be reduced in size to, say, 160 x 33 x 8 feet 
 depth, a further reduction in cost to the extent of about $2,000,000 
 might be effected, bringing the entire outlay within the limit of $14,000,000. ' ' 
 
5 
 
 The deepening of a navigation, even where most practicable, is neces- 
 sarily an expensive undertaking. To obtain the largest desirable carrying 
 capacity, therefore, for river and canal craft, without recourse being had to 
 great draught of water, the means of giving them increased length and 
 width, with the increasing demands of trade, should be kept in view. 
 Your Sub-Committee are accordingly of opinion, that the size of lock 
 designed by Mr. Shanly, 250 feet long by 50 feet wide, is that best adapted 
 for the "French River and Ottawa navigation;" and with a view to the 
 future adaptation of the route to ten feet available depth throughout, it is 
 recommended that in the construction of the locks the full depth of ten 
 feet be also adhered to, and so obviate the necessity for the pulling down 
 and sacrificing the original cost of such expensive structures, when fur- 
 ther improvements come, as doubtless they will come, to be developed. 
 
 For the general depth between locks, throughout the canal and river 
 portions of the navigation, your Sub-Committee believe that, for the pre- 
 sent, it will be amply sufficient to provide for floating vessels of eight feet 
 loaded draught. 
 
 Thus far we have been treating of the subject under consideration exclu- 
 sively in its bearings on the immense and ever-increasing grain trade of 
 Lake Michigan ; a stand-point from which our brethren of the Western 
 States have a common interest with ourselves in devising the means of 
 opening up this new and advantageous avenue to the Atlantic Ocean ; but 
 we must not omit, at the same time, to point out to our own people the 
 amount of local good that may be expected to result from the completion 
 of the project ; — in developing the immense manufacturing resources along 
 the route ;— in creating a new market, in the largest lumber market in the 
 world (Chicago) for the sawed lumber of the Ottawa, and, by reducing 
 the distance and cost of carriage one half, largely reducing the whole cost 
 of those supplies of the neccessaries of the lumberman's life, pork and flour, 
 . for which he is almost wholly dependent on the west. The mineral depos- 
 its too, so lavishly interspersed throughout that section of the province 
 watered by the line of navigation, would soon attain a tangible value, add- 
 ing largely to the wealth and resources -of Canada ; while from the copper 
 regions of Lakes Huron and Superior, thus, as it were, brought so much 
 nearer to our doors, we might fairly look forward to large accessions to the 
 trade of Quebec and Montreal ; — and lastly, why should not the importing 
 merchants of these cities count upon the time when they shall have close 
 business relations with the Western States, in supplying, in part at all 
 events, their demand for European manufactures, and so furnishing return 
 cargoes for the vessels that bring their products to our ports. 
 
6 
 
 Statistical information in relation to the lumber trade of Chicago 
 Quebec, and the Grain and Provision trade of the west, will be four 
 Appendix D. 
 
 Having endeavoured to depict in general colours the certam advantages 
 to be gained from the opening of this new channel of trade the next point 
 engagmg the attention of your Sub-Committee has been as to how thos ad- 
 vantages are to be secured ; what means canbe devised to bnng about the 
 accomplishment of the project ? and firstly :— 
 
 We would direct your attention to the fact that a select committee of 
 the House of Assembly has recently been struck expressly to « ^tigate 
 the subject of a navigable communication between Montreal and Lake 
 Huron by way of the Rivers Ottawa and Matawan, Lake Nippismgue and 
 the French River;" and would recommend that the Board of Trade and 
 citizens of Montreal generally should take measures for urging upon their 
 representatives in parliament, and through them upon the select committee 
 of the House, the importance of the question at issue ;-a questum in which 
 are bound up not alone the interests of certain localities immediately con- 
 tiguous to the chain of navigation, but, it may be asserted, one m which 
 patriotic Canadian, from the extreme east to the extreme wes i 
 equally concerned ; embracing as it does the momentous problem of whether 
 the teeming products of the western and northwestern States, are to find 
 their safest, shortest and cheapest outlet to the ocean, through Canadian 
 waters, or are for ever to « to pass by on the other side "-through chan- 
 nels almost wholly artificial ;-owing their very existence to that spirit of 
 enterprise, patriotism and perseverance which must be grievously wantmg 
 in usf if we continue to leave unimproved and unused the superb chain of 
 inland waters with which nature has so munificiently endowed our country. 
 
 That a project of so great magnitude, and aiming at such broad results, 
 should be undertaken purely as a provincial work would seem to accord 
 with the policy recognised by ourselves in the improvement of the St. Law- 
 rence navigation, and by the state of New York in the construction of her 
 great and remunerative system of canals ; but, failing government adoptvm 
 of the scheme, your Sub-Committee would suggest that government aid, at 
 aU events, may reasonably be asked for and accorded, by the granting ot 
 such powers to a chartered company, strengthened by a donation of provin- 
 cial lands, as might induce private enterprise to take it up. Grants trom 
 the public domain have been made in the United States in furtherance of 
 works less national in their character than the one we are debating ;:— Ifte 
 » Illinois Central " and « Pacific " Railroads, are instances ; the latter ot 
 
7 
 
 which in addition to a land-grant of 6,400 acres per mile, being further 
 supported by a direct subsidy, in the shape of United States bonds, to the 
 amount of $16,000 per mile. The provincial guaranty of even a low rate 
 of interest on the cost of the " French River and Ottawa Navigation," 
 would ensure its completion. 
 
 The geographical advantages of the Ottawa route cannot fail to confer 
 as has been above pointed out, important indirect benefits, not alone 
 on our own merchants and carriers and through them on the community 
 at large, but also on our neighbours in the United States, who would not 
 be slow to take advantage of them by completing the communications 
 between themselves and us ; but in placing the project before the public, 
 enquiry will naturally be made as to the direct return that it promises on the 
 large expenditure to be incurred. Your Sub-Committee, therefore, present 
 the following figures exhibitory of the sources whence revenue is to be 
 4rawn. 
 
 In 1854 Chicago sent out in grain of all kinds 
 
 (including flour reduced to grain) 12,863,912 bushek 
 
 In 1862 her exports had increased to 56,477,104 " 
 
 Showing a steady progression of twenty per cent, per annum. 
 
 The other ports on the west coast of Lake Michigan have been increas- 
 ing their commerce, in other words the whole country lying between it and 
 the Mississippi has been growing, in equal ratio, and the total shipment of 
 cereals last year from the two largest cities of the Lake, Chicago and Mil- 
 waukee, amounted to over 75,000,000 bushels. 
 
 Adopting half the above rate of progression, 10 per cent, for the next 
 *ight years (seeing that very large quantities are not to be counted on to 
 Increase in as rapid ratio as much lesser ones) the grain trade from thest 
 ports should in 1870, amount to upwards of 160,000,000 bushels. 
 
 It is worthy of note that, notwithstanding the many Railway outlet* 
 sea-ward from Lake Michigan, the Grain and Flour is nearlyall forwarded 
 by water. Of the 56,477,104 bushels sent from Chicago last year, 
 51,765,862 bushels took the lake route. 
 
 The foregoing statement shows the quantity of Agricultural products, 
 in Grain alone, sent from the two principal Lake ports of the West last 
 season. The following gives the quantity received from the West, by way 
 of the Erie Canal, at the principal Atlantic seaport, New York, in the 
 season of 1861. Your Sub-Committee regret that they have not been abl» 
 io Obtain a return of the Tonnage on the New York Canals for 1862. 
 
8 
 
 Wheat (including Flour) 33,561,165 bushels. 
 
 Corn, 22,344,179 " 
 
 Total Wheat and Corn reaching New 
 
 York by Canal, 55,905,344 " 
 
 And the total tonnage of all Agricultural pro- 
 ducts from the Western States reaching 
 tide-water by way of Erie Canal in same 
 
 year amounted to 2,158,425' tons. 
 
 Yielding to the State a Revenue of $2,682,969. 
 
 In estimating the revenue derivable from the Ottawa and Lake Huron 
 navigation, the time within which not it alone, but also the connection with 
 the Hudson, by way of Lake Ohamplain, can be completed, should be taken 
 into account, and your Sub-Committee believe that all the anticipated 
 results can be brought about within the compass of eight years ; by which 
 time, as calculated above, the grain trade of Chicago and Milwaukee alone, 
 will have reached the annual amount of 160,000,000 of bushels, our interest 
 in which will not be confined only to what we can ship in Ocean vessels at 
 Montreal and Quebec, but our canal forwarders will also be busily occu- 
 pied in carrying for Boston and New York. To assume then, that in 
 1870, we can send out 50,000,000 bushels by the Gulf of St. Lawrence 
 and forward 30,000,000 bushels more, (about half what New York alone 
 now takes wheat and Indian corn,) southward, to Lake Champlain, would 
 not seem to be an extravagant estimate in view of the irrepressible expan- 
 sion of western commerce. - * 
 
 The toll on a bushel of wheat passing through the Erie Canal in 1861, 
 amounted to a little over 5 cents : at half which rate our revenue from 
 western grown grain only, predicated on the quantities estimated above y 
 would be 
 
 On 50,000,000 bushels, going out by the Gulf, 2i cts. . . 11,250,000 
 On 30,000,000 bushels, sent south, at 2J cts. 750,000 
 
 Total revenue from Western grain $2,000,000. 
 
 Showing that with the entire system of navigation in operation, and the 
 quantity of breadstuff's to be carried proving to be not over-estimated, we 
 could well afford to reduce the toll below the not unreasonable figure of 2J 
 cents per bushel, for to the agricultural products in grain, would have to be 
 added our share of the large and growing trade in salted provisions, and 
 the local demand for both articles, created by the springing up of manufac- 
 tories along the route, and by the gradual settlement of the country ; while 
 \ip-freights, small at first but steadily increasing year by year, would add 
 
9 
 
 their quota to a Revenue sufficient — irrespective of them, — after deducting 
 all expenses incident to collection and to the proper maintenance of the 
 navigation, — to pay at least 5 per cent per annum on an outlay of twenty 
 millions of dollars, even supposing the communication to be opened from 
 Lake Huron to Montreal only. 
 
 The State of New York has expended on the completion and enlarge- 
 ment of her system of canals since 1847 the sum of $24,712,253. The 
 whole cost of the works from first to last has been much above $30,000,000, 
 and the Net Revenue therefrom last year after paying for Repairs, Main- 
 tenance, Superintendence, &c, &c, amounted to $4,081,591. 
 
 With such a result to embolden her Canada need scarcely fear to follow 
 in the footsteps of her wealthy and prosperous neighbour. 
 
 Your Sub-Committee believe that full, fair, and open discussion, in all 
 their bearings, of all the projects mooted for the attainment of the one great 
 end — that of directing the trade of the west to the Gulf of St. Lawrence 
 as its natural outlet to the sea— cannot fail (the feasibility of the scheme 
 being admitted,) to convince the people of Canada that that route which lies 
 wholly within Canadian territory, and through Canadian waters, is not to be 
 pronounced upon from local or sectional points of view ; but should be treated 
 as — which it truly is — a great national measure, worthy of a growing and 
 progressive people ; a measure on which the whole province should cordially 
 unite and the mother county look with favor and encouragement. No- 
 other scheme presents itself by which our merchants and carriers can be 
 placed on a footing of at least equality, with those of the Atlantic and 
 lake cities of the United States, or that will ensure to Canada for all time, 
 such friendly, enduring, and profitable commercial relations, with the grow- 
 ing empire fronting on Lake Michigan. Nor would the project seem to be 
 limited to the one large result of opening the safest and most direct com- 
 munication between tide-water and the greatest food-producing country in the 
 world ; it would at the same time bring that favored country within easy navi- 
 gable reach of perhaps the most inexhaustible concentration of manufacturing 
 power in the world ; as though nature, " that doeth all things well," had 
 designedly provided our grand interior chain of waters with weirs and dams 
 of her own building, as a necessary adjunct to the grain-growing prairies 
 beyond. Millions of dollars worth of property entering the French River 
 in the form of grain, but arrested in its downward progress by mills at 
 twenty different points on the 400 miles of navigation, will reach Montreal 
 in the form of flour, — the cheapest ground, the cheapest barrelled, and 
 the cheapest carried flour in America. 
 
 Viewing the subject from the stand-point of our relations with the old 
 world, we find that from Quebec to Liverpool is 400 miles less distance 
 than from New York to Liverpool. From Chicago to Liverpool by 
 
10 
 
 way of the Ottawa and the Gulf is 740 miles less, than by way of Lake Erie 
 und the Hudson; thus bringing Great Britain so much nearer to the gra- 
 naries whence she draws her chief supplies of breadstuffs. The manufac- 
 turing opportunities already referred to would in time provide employment 
 for thousands of her operatives and mechanics, and the lands homes for 
 her surplus agricultural population. Finally,— in creating this new high- 
 way/row the west -we would also be opening the way to that vast western 
 British territory, stretching from Lake Superior to the Pacific, and the pro- 
 blem of annexing parts of which to Oanada, the Ottawa navigation project 
 would go far to solve. Fort William on British waters at the head of 
 Lake Superior, is equi-distant from Montreal, with Chicago, at the foot of 
 Lake Michigan :— each about 980 miles by way of the Ottawa.— At the 
 former point we attain the foot of another chain of waters, leading to the 
 settlement of Red River, at the foot of Lake Winnipeg, into which at 
 Its western extremity, aOO miles beyond Red River, the Great Saskatche- 
 wan, after a nearly due east course of fully 1000 miles, through boundless 
 plains and prairies, pours her fertilizing waters. A continuous navigation 
 from tide-water in the Gulf of St. Lawrence, to the foot of the Rocky 
 Mountains, is not an impossibility in the future of British America. 
 
 Nor need New York or the Eastern States view the project under dis- 
 cussion with jealousy or disfavor. Its completion would force into exis- 
 tence the long talked of connection with Lake Champlain, simultaneously 
 with the construction of which New York would enlarge her Champlain 
 Canal to proportions corresponding to it, and to the Ottawa (proportions 
 to which her Erie Canal can never attain), thereby reducing the navigably 
 water distance between the mouth of the Hudson River and Lake Michi- 
 gan, 150 miles below what it now is, or ever can be, by any other route. 
 Th« good will of Boston, too, should be secured to our enterprise by 
 the fact, that through it the breadstuffs of the west, of which she is so 
 large a buyer, can be laid down in Lake Champlain at less cost, more 
 speedily, and in better condition, than they can by any other way be brougW 
 to touch the borders of New England. 
 
 In concluding this Report, your Sub-Committee would touch briefly on 
 one other subject ; one so closely interwoven with improved navigation to 
 the west, as to be certain to elicit enquiry from the delegates; we allude 
 to the shipping facilities attainable in the St. Lawrence. On that point 
 we will at once admit, that neither here nor at Quebec are the harbours, in 
 their existing condition, fully adapted to the accommodation of the trade 
 we are hoping to attract; but we can at the same time truthfully assert. 
 
11 
 
 'I 
 
 And as we believe show, to the satisfaction of our expected visitors, that 
 both ports are capable of being made, as well in point of convenience as 
 space, all that can be required. And as regards our own city of Montreal, 
 your Sub-Committee would fain hope that the brilliant future disclosed to 
 our vision by the great project which has formed the subject of their inves- 
 tigation may be the means of uniting all sections of our citizens on some 
 troad and comprehensive scheme of harbour improvement, worthy of a 
 great commercial city. 
 
 Respectfully submitted, 
 
 H. L. ROUTH, 
 
 Chairman, 
 
 Montreal, April, 1863. 
 
12 
 
 APPENDIX A. 
 
 The advantage of the Ottawa Route to the trade of the Western States 
 maybe seen by a reference to the comparative cost of transporting a 
 bushel of Wheat from Chicago to Liverpool, via Buffalo and New York, a* 
 contrasted with cost of same via Ottawa and Montreal, as given below. 
 
 Cost of transporting a bushel of Wheat from Chicago to Liverpool, via 
 Buffalo and New York, in 1862. 
 
 cts. 
 
 Average cost of lake freight to Buffalo during season, ™* 
 
 « « from Buffalo to New York, say * 
 
 Insurance to New York from Chicago 
 
 Lighterage, Weighing, Screening, Brokerage, Stamp duty, &c, say i 
 
 Commission at New York for engaging freight, &c, &c, say ......... 
 
 Average Ocean freight from New York to Liverpool, from 1st May to 1st Dec, ^ 
 1862 j 
 
 Primage 5 per cent, on freight, say 
 
 Insurance to Liverpool from New York • * ^ 
 
 War risk, say 3 
 
 Imperial duties at Liverpool 
 
 Town and Dock dues, Weighing, &c, at Liverpool, 
 
 Commissions at Liverpool _ , _ 
 
 Total cost to Liverpool, from Chicago via Buffalo and New York W 
 
 Cost of transporting a bushel of Wheat from Chicago to Liverpool, 
 via Ottawa and Montreal. ■ 
 From Chicago to Montreal as per offer of parties now in carrying Trade in- ^ 
 
 eluding 2 cents toll ^ 
 
 Insurance to Montreal * ' * * * ., 
 
 Commission at Montreal for engaging Ocean freights, &e., &c 
 
 Ocean freight same as average from Port of Montreal during sea 9 on,1862. .... 24 j 
 
 Insurance from Montreal to Liverpool 
 
 Town and Dock dues, Weighing, &c, at Liverpool ^ 
 
 Imperial duties at Liverpool ' g 
 
 Commissions, &c, at Liverpool 
 
 Total cost to Liverpool from Chicago via Ottawa and Montreal 
 
 174 
 
 Difference in favor of Montreal and Ottawa Route 
 
13 
 
 Table shewing costs per bushel for freighting grain from Chicago to 
 Montreal by Welland Canal and Kingston Route, years 1858 to 1862, 
 with proportionate rates by Ottawa Route. 
 
 Seasons 1858, 1859, 
 
 (with about | cent tolls.) Lake. Hirer. Total. 
 
 Welland Canal Route, maximum, Hi 6 = iTi 
 
 Ottawa Route, proportionate rates, 6$ 6= 12$ 
 
 Less saving in Insurance, 1 Hi 
 
 Difference in favor of Ottawa Route, 6_ 
 
 Welland Canal Route, minimum, 6 3 = 9 
 
 Ottawa Route, proportionate rates, 3 3= 6 
 
 Less saving in Insurance,. ... . 15 
 
 Difference in favor of Ottawa Route, 4 
 
 Welland Canal Route, average, 7i H — 10i 
 
 Ottawa Route, proportionate rates, 4| 3J = 7| 
 
 Less saving in Insurance, .... 1 6f 
 
 Difference in favor of Ottawa Route, ....... 4 * 
 
 Seasons 1860 to 1862, 
 
 (nearly free of tolls.) 
 
 Welland Canal Route, maximum, » 21 7 = 28 
 
 Ottawa Route, proportionate rate, 11 7 = 18 
 
 Less saving in Insurance, .... 1 17 
 
 Difference in favor of Ottawa Route, H 
 
 Welland Canal Route, minimum, H 4 = 11 i 
 
 Ottawa Route, proportionate rate, M 4 = 8 s 
 
 Less saving in Insurance, 1 7| 
 
 Difference in favor of Ottawa Route, £i 
 
 Welland Canal Route, average, 12§ 4| = 17£ 
 
 Ottawa Route, proportionate rate, 9| 4| = llf 
 
 Less saving in Insurance, .... 1 l°i 
 
 Difference in favor of Ottawa Route, 6 3 
 
 Memo.— The lockage in proposed Ottawa Canals would not be greater— and might be 
 
 less— than on the existing St. Lawrence Canals. The greater extent of free water on 
 the Ottawa route would enable craft to make a round trip in nearly the same time now 
 occupied on the present route. 
 
 1 
 
14 
 
 Memorandum shewing the average freight-cost of transporting a bushel 
 of Wheat from Chicago to Liverpool, by way of Buffalo and New York, 
 during years 1860, 1861 and 1862. : 
 
 Years. 
 
 Chicago to Buffalo. 
 
 Buffalo to'New York. 
 
 New York to Liverpool. 
 
 Total. 
 
 1&60.... 
 1.1861.... 
 1862 . , 
 
 9i cents. 
 12 " 
 101 " 
 
 14* cents. 
 15* " 
 
 m " 
 
 20* cents. 
 19 " 
 23 " 
 
 44* cent§. 
 46* " 
 49* " 
 
 .Memorandum shewing the same, from Chicago to Liverpool, by way 
 Welland Canal, Kingston, and Montreal. 
 
 Years. 
 
 Chicago to Kingston. 
 
 Kingston to Montreal. 
 
 Montreal to Lirerpool, 
 from IstMayto 1st Dec. 
 
 Total. 
 
 t 1860 
 
 1861 
 
 1862 
 
 1|| cents. 
 13| " 
 12* " 
 
 3| cents. 
 5* " 
 Si " 
 
 24% cents. 
 23 " 
 24* " 
 
 40* cts. 
 42* « 
 42* « 
 
 H. L. Routh, Esq., 
 &c, &c. 
 
 Dear Sir, , „ fl1 A ■ , u . 
 
 With respect to the question asked by the Sub-Gommittee 
 
 as to whether a ship canal of eleven feet depth would cheapen the freight 
 cost of produce over one of say eight feet depih of water, in reply the fol- 
 lowing is submitted : . 
 
 A ship canal from Lake Huron to Montreal will not cheapen the cost of 
 freighting a bushel of grain over one with eight feet water when barges 
 are used°for river navigation instead of schooners. 
 
 With a canal of eight feet depth of water and locks of 250 feet long, barges 
 can be constructed to receive the cargo of a lake vessel of say 1000 tons, 
 or 35,000 bushels grain. . 
 
 The cost of a lake schooner to carry 20,000 bushels gram would be 
 $18,000 ; a barge to carry an equal quantity would cost say f 6,000, or 
 about one-third, while the cost of running a barge would be less than one- 
 half of that of a schooner; in either case steam-tugs would have to be 
 used. 
 
 Montreal, April, 1863. 
 
15 
 
 APPENDIX B. 
 
 Marine Insurance Agency, 
 
 Montreal, March 2, 1863. 
 Sir, — In answer to your enquiries about rates of Insurance on Grain 
 by the routes now in use, and the proposed Canal vi& French River, 
 I annex a comparative Table from opening of navigation to the first of 
 December. 
 
 
 April 
 
 May. 
 
 September. 
 
 October. 
 
 November 
 
 
 
 To 31 
 
 lto 
 
 14 to 
 
 lto 
 
 14 to 
 
 lto 
 
 14 to 
 
 
 
 Aug. 
 
 14. 
 
 30. 
 
 14. 
 
 31. 
 
 14. 
 
 30. 
 
 Milwaukee to Montreal, on grain via Canal ai\d 
 
 
 
 
 
 
 
 
 
 
 3.13 
 
 2.38 
 
 2.65 
 
 3.13 
 
 3.60 
 
 4.0? 
 
 5.03 
 
 5.98 
 
 Milwaukee to Montreal, on grain via, Colling- 
 
 
 
 
 
 
 
 
 
 
 2.65 
 
 1.94 
 
 2,18 
 
 2.65 
 
 2.89 
 
 3.36 
 
 4.07 
 
 5.03 
 
 Milwaukee to Montreal, on grain via, French 
 
 
 
 
 
 
 
 
 
 
 1.91 
 
 1.33 
 
 1.56 
 
 1.91 
 
 2.15 
 
 2.63 
 
 3.34 
 
 4.29 
 
 Milwaukee to New York, via Goderich and 
 
 
 
 
 
 
 
 
 
 
 1.91 
 
 1 .33 
 
 1.56 
 
 1.91 
 
 2.15 
 
 2.63 
 
 3.34 
 
 4.29 
 
 Milwaukee to New York, via Buffalo and Erie 
 
 
 
 
 
 
 
 
 
 
 2.15 
 
 1.44 
 
 1.63 
 
 2.15 
 
 2.39 
 
 2.86 
 
 3.57 
 
 4.53 
 
 Ocean rates of Insurance from St. Lawrence to British Ports from May 
 to October are the same as from Atlantic Ports of the United States, and 
 rise each fortnight in October about one per cent. 
 
 Yours truly, THEODORE HART, 
 H. L. Routh, Esq. Agent of Sun, Mercantile, and 
 
 Commercial Co's of N.Y. 
 
16 
 
 APPENDIX C. 
 
 Montreal, 26th March, 186S. 
 
 « Ottawa and French River Navigation Project." 
 
 Sir, 
 
 In compliance with the request of the Sub-Committee of the Board 
 of Trade, I have made an estimate of the difference in cost between the 
 scale of navigation contemplated by my Report of 22nd March, 1858 
 and one adapted to barges carrying froV 18,000 to 20,000 bushels of 
 grain : the draught of such class of vessel being assumed at 8 feet. Not 
 having immediate access to the original maps and plans showing the result 
 of the surveys of the route, my reduced estimate can only be taken as an 
 approximation to what the actual difference in cost would be : That 
 difference may, however, very safely be put down at not less than eight 
 millions of dollars, while if the locks were to be diminished to the size just 
 sufficient for the passage of one such barge at a time, say 160 feet x 33 
 feet x 8 feet depth, the reduction in cost would reach to ten millions 
 dollars. 
 
 My original estimate was for a propeller navigation locks 250 x 50 feet : 
 Depth of water 10 feet,— and, as the report shows, was based on very 
 liberal prices for all classes of work, with a view to covering every unfore- 
 seen contigency that might possibly arise in carrying out an undertaking 
 of such vast magnitude. It amounted in gross to $24,000,000. 
 
 Deducting the lowest above estimated difference 8,000,000. 
 
 We have... $16,000,000. 
 
 as the probable cost of a large barge navigation such as contemplated in 
 the question submitted to me by the Sub-Committee, but still having locks 
 of the dimensions originally designed, so that when the larger project 
 shall have become a commercial necessity it can be attained without the 
 sacrifice of any costly works. 
 
 Adopting the lesser size of lock would reduce the whole outlay to 
 
 $14,000,000. ' n _ . , 
 
 Respectfully submitted, 
 
 (Signed,) W. SHANLY. % 
 
 XL L. Routh, Esq. 
 
17 
 
 APPENDIX D. 
 
 Importation and Manufacture of Lumber at Chicago and Milwaukee 
 during the year 1862 : — 
 
 CHICAGO. 
 
 Lumber, imported, 305,674,045 feet. 
 
 Shingles, imported (No.) 131,255,000 
 
 Do. made, " 50,000,000 
 
 Laths, imported, " , 23,880,000 
 
 Do. made, " 10,000,000 
 
 MILWAUKEE. 
 
 Lumber, imported, 38,858,000 feet. 
 
 Shingles, " (No.) 13,385,000 
 
 Laths, " 3,950,000 feet. 
 
 Average prices of Lumber in Chicago and Milwaukee during year 1862 : 
 
 CHICAGO. MILWADKIE, 
 
 First or Clear Boards per M, $25.00 $26.00 
 
 Flooring, ' " 13.50 14.00 
 
 Shingles, " 2.50 2.50 
 
 Lath, " 2.00 2.00 
 
 Average prices of Transportation of dry Lumber to Chicago by boats : — 
 
 From Gatineau or Bay of Quinte via Welland Canal, per M, say. . . .$4.00 
 From points on proposed Ottawa Canal, 2.50 
 
 Quebec Lumber Statistics : — 
 
 Average Receipts for 5 years of all kinds of Lumber into Port of Quebec, 401,968,786 
 Average price of Clear Boards in Quebec during 1862, 
 
 say £14 per standard = $20.36 per M. 
 Cost of Transportation of Deals from Gatineau or Bay of Quinte 
 
 " to Quebec, floated, per 100 stds. $4.50 to $6.00. 
 Do. do. from points on proposed Ottawa Canal 
 
 to Quebec, floated, per 100 stds. $4.50 to $6.00. 
 
 Statement of Receipts and Shipments of Produce at Chicago and 
 Milwaukee in 1862 : — 
 
 CHICAGO. Receipts. Shipments. 
 
 Flour, reduced to bushels, 9,636,855 9,140,820 
 
 Wheat, bushels, 13,978,116 13,808,898 
 
 Corn, " 29,574,328 29,452,610 
 
 Oats, " 4,688,722 3,112,366 
 
 Rye,- " 1,038,825 871,796 
 
 Barley, " 872,053 532,195 
 
 Totals, 59,788,899 56,918,685 
 
18 
 
 MILWAUKEE. Receipts. Shipments. 
 
 Flour, reduced to bushels, 2,648,000 3,557,025 
 
 Wheat, bushels, 15,613,995 14,915,680 
 
 Corn, « 258 > 954 9 > 489 
 
 0atg u 282,765 79,094 
 
 R ' « 154,576 126,301 
 
 Barley, " •••• ' ^149^997 44,900 
 
 Totals, 19,108,287 18,732,489 
 
 Shipments of Beef, Pork, &c., from Chicago and Milwaukee during year 
 
 1862. 
 
 CHICAGO. MILWAUKEE. 
 
 Pork, bbls., . 193,920 56,434 
 
 Beef « 151,631 36,391 
 
 Lard, pounds,'.'. 54,505,123 5,177,593 
 
 Cut meats, pounds, . 71,944,010 5,382,625 
 
 Tallow, « 8,095,531 1,106,750 
 
 Statistics of Salt Trade at Chicago and Milwaukee during year 1862 
 
 CHICAGO. MILWAUKEE. 
 
 f 612,003 bbls. 137,167 bbls. 
 
 Receipts, 1 278,789 sacks. 5,019 sacks. 
 
 ( 13,047 tons. 240 tons. 
 
 Coarse, $2.30 $2.20 
 
 C Coars 
 
 Average prices, \ ^ x 92§ 2 .10 
 
 Receipts of Coal at Chicago and Milwaukee during year 1862 :- 
 
 Chicago,. > 218,423 tons. 
 
 Milwaukee, 24,860 " 
 
 Average price, by cargo, of Bituminous Coal, $5.70 
 
 u « hard English » • *™0 
 
 Shipments of various articles from Chicago and Milwaukee during year 
 
 1862. 
 
 Hides 15,315,359 lbs. 2,403,150 lbs. 
 
 Lead, .7.7.7.7 6,516,796 « 
 
 Wool, • 2,101,544 « 1,314,210 
 
 Seeds, 6,190,215 » 66.900 
 
 Hogs, 491,135 
 
 Cattle, • 112,74* 
 
11) 
 
 APPENDIX B. 
 
 To His Excellency, the Governor General of Canada, 
 
 The Legislature of the State of Illinois, on the 14th day of February, 
 1863, passed a joint resolution, which was on the same day duly approved by 
 the Governor, creating a Commission to be composed of five citizens of 
 Illinois, to be appointed by the Governor, with full power and authority on 
 behalf of the State, to petition or to proceed personally to the Provincial 
 Government and Parliament of Canada, and if deemed by the Commission- 
 ers advisable, to the Government of Great Britain, for the purpose of 
 presenting to those Governments, in any proper manner, statistics of the 
 trade and production of the North-western States of the American Union, 
 which are seeking enlarged and cheaper outlets to the tide-water, by way 
 of the Lakes and Rivers and new or enlarged Canals of Canada, and to 
 solicit from those Governments, their earnest consideration of and early 
 action upon a subject of such great and rapidly growing importance to 
 them as well as to the North-western States. 
 
 In compliance with the requirements of the joint resolution referred to, 
 and under the appointment of the Governor of Illinois, we have come 
 respectfully and briefly to present to you, and through you to the Provin- 
 cial Parliament and the British Government, the importance both to Great 
 Britain and the United States of so opening and perfecting the navigation 
 of the St. Lawrence, as to afford to the commerce of both countries a 
 cheap communication between the shipping ports on the North-western 
 Lakes and Great Britain. The growing and already vital necessity for 
 enlarged and cheaper avenues between the North-western States and the 
 Atlantic has been comparatively neglected, because those great food-pro- 
 ducing States were sparsely populated, with only a few scattered hamlets 
 and forts, at the date of the last treaty between the two Countries. But 
 within the last half century the agricultural resources of these States have 
 been developed with a rapidity unparalleled in the history of the world. The 
 surplus of products furnished by these States, with their present popula- 
 tion of nine millions, is already immense, and with the increased facilities 
 for reaching a market, that surplus will be increased with a rapidity even 
 
20 
 
 beyond that of the past twenty-five years. With one-tenth of the arable 
 surface under cultivation, the product of wheat of the North-western 
 States in 1862 is estimated at one hundred and fifty million bushels, and 
 of Indian corn at five hundred million bushels ; and from our own State of 
 Illinois alone there has been shipped annually, for the last two years a 
 surplus of food sufficient to feed ten millions of people. 
 
 For several years past, a lamentable waste of crops actually harvested 
 has occurred in consequence of the inability of the railways and canals 
 leading to the seaboard to take off the excess. The North-west seems 
 already to have arrived at a point of production beyond any possible capa- 
 city for transportation which can be provided, except by the great natural 
 outlets. It has for two successive years crowded the canals and railways 
 with more than one hundred million of bushels of grain, besides immense 
 quantities of other provisions, and vast numbers of cattle and hogs. This 
 increasing volume of business cannot be maintained without recourse to the 
 natural outlet of the Lakes. 
 
 The future prosperity of these States' bordering on the great Lakes, 
 depends, in a great measure, upon cheap transportation to foreign 
 markets : hence, they are vitally interested in the question of opening the 
 St. Lawrence, the great natural thoroughfare from the Lakes to the Ocean, 
 through and by which the people of England may enlarge their supplies of 
 breadstuffs and provisions, greatly exceeding' the quantity heretofore 
 received from the United States, at one-fourth less cost than it has hereto- 
 fore been obtained. From actual experience derived from shipments of 
 Indian corn from Chicago to Liverpool, it is shown that the freight charges 
 often cover seven-eighths of the value of a bushel of corn at Liverpool. 
 More than one-half of the cost of wheat is also often consumed by the 
 present very inadequate means of transportation. 
 
 The annually increasing receipts of foreign grain into the United King- 
 dom, are chiefly made up of increased receipts from the United States. 
 The freight charges upon our American breadstuffs amount, in the aggre- 
 gate, to more than double the average charges on all the grain imported 
 there from the Continental markets, yet increased supplies are annually 
 being drawn from America. The European customer for our breadstuffs 
 determines their price in all of our markets. The surplus of grain derived 
 from the North-west is 50 or 60,000,000 of bushels beyond the demand of 
 the Eastern States ; and when that surplus is carried to their markets, the 
 foreign quotations establish the value of the entire harvest. 
 
 Our prairie soils are tilled with the same facility as the alluvial soils of 
 the valley of the Nile. In their natural state they have an abundant 
 growth of the most nutritous grasses, which furnish the farmer with food 
 for his cattle and horses at a nominal cost. The cultivation of these lands 
 so largely by improved mechanical means, reduces the first cost of our 
 
21 
 
 grain below that of any of the European countries ; hence our products 
 have entered largely into competition with the products of other countries, 
 upon which the freight charges form a small part of the cost to the English 
 importer. These North-western States furnished one-third of 16,094,914 
 quarters of grain imported into England in the year 1861, a season of 
 extremely high freights on the Lakes and Canals as well as upon the 
 Ocean. The official returns of 1862 are not yet published. It is believed, 
 however, that the proportion of American grain was still larger than in 
 1861. In this view we may safely conclude that the question of devising 
 cheaper and more expeditious routes for the transportation of this grain to 
 England, has become of equal importance to Great Britain and the United 
 States. 
 
 It is the opinion of your memorialists that the cost of transportation may 
 be reduced ten shillings per quarter, or thirty cents per bushel. One-half 
 of this sum added to the income of our farmers would give a remarkable 
 stimulus to the production of grain, and would lead in a few years, within 
 five years at the farthest, to the production of a surplus exceeding the 
 total of the present importation of grain into England from all countries. 
 And it is equally true that the present heavy freight charges, consequent 
 upon the inadequacy of the means of transportation, will diminish the pro- 
 duction of grain and divert agricultural labor and enterprise into some 
 other and more remunerative channel. We think we are warranted in 
 expressing the opinion that a moderate expenditure devoted to connecting 
 the Canadian Kivers with the great Lakes in Canada, so as to permit 
 steam navigation to Montreal, and if practicable, a direct trade with Liver- 
 pool, will open to England a supply of breadstuffs as large as she now 
 imports from every other country, at lower rates of first cost, and thus 
 give the control of the grain markets of the world to the largest purchaser. 
 
 The interior of North America is drained by the St. Lawrence, which 
 furnishes for the country bordering upon the Lakes a natural highway to 
 the Sea. Through its deep channel must pass the agricultural produc- 
 tions of the vast Lake region. The commercial spirit of the age forbids 
 that international jealousy should interfere with great natural thorough- 
 fares, and the Governments of Great Britain and the United States will 
 appreciate this spirit and cheerfully yield to its influence. The great 
 avenue to the Atlantic through the St. Lawrence being once opened to its 
 largest capability, the laws of trade, which it has never been the policy of 
 the Federal Government to obstruct, will carry the commerce of the North- 
 west through it. 
 
 In concluding, we will say that we come as the Agents of the Govern- 
 ment of the State of Illinois, not intending to transcend the limits of our 
 power, and carefully avoiding the assumption of any of the functions of 
 the Federal Government in its international relations, but to present to 
 
22 
 
 the Provincial Government of Canada, and through it, to the British Gov- 
 ernment, such facts concerning the vast resources of the North-western 
 States, their capacity for production of the cereals, and the difficulty m 
 reaching tide-water with their products, as will tend to the opening ol 
 direct trade between those States and Liverpool. 
 
 Respectfully submitted, 
 
 W. B. OGDEN. 
 JAS. W. SINGLETON. 
 J. YOUNG SCAMMON. 
 W. H. OSBORN. 
 W. H. GREEN. 
 
 Chicago, Illinois, March 10, 1862. 
 
22 
 
 the Provincial Government of Canada, and through it, to the British Gov- 
 ernment, such facts concerning the vast resources of the North-western 
 States, their capacity for production of the cereals, and the difficulty m 
 reaching tide-water with their products, as will tend to the opening of 
 direct trade between those States and Liverpool. 
 
 Respectfully submitted, 
 
 r W. B. OGDEN. 
 
 JAS. W. SINGLETON. 
 J. YOUNG SCAMMON. 
 W. H. OSBORN. 
 W. H. GREEN. 
 
 Chicago, Illinois, March 10, 1862. 
 
APPENDIX F. 
 
 Shipments of Flour and Grain from Ports on Lake Michigan, during the year 1862. 
 
 PORTS. 
 
 Flour, 
 barrels. 
 
 Wheat, 
 bushels. 
 
 bushels. 
 
 Other grain, Total, 
 bushels. 1 bushels. 
 
 
 1,057,803 
 711,405 
 
 48,593 
 
 14',915',680 
 304 242 
 903,764 
 
 29,248,677 
 9,489 
 
 3,661,845 1 51,665,862 
 251,295 ! 18,733,489 
 
 Racine, Kenosha, Sheboygan, and Port Wash- ) 
 
 67,082 
 
 60,029 1,273,840 
 
 
 1,913,133 
 686,340 
 
 29,590,011 
 790,146 
 
 29,325,248 
 212,124 
 
 3,973,169 i| 72,454,093* 
 860,357 5,294,327 
 
 
 2,599,473 
 
 30,380,157 
 
 29,537,372 
 
 4,833,526 II 77,748,420 
 
 • Of this amount 1,317,026 bushels left the Lake at Grand Haven for the Detroit and Milwaukie Railroad. 
 
 Exports of Flour and Grain from the undermentioned ports during the year 1862. 
 
 Exports from New York 
 
 " " Philadelphia 
 
 " " Baltimore 
 
 " " Boston 
 
 " " Montreal, by St. Lawrence 
 Portland. 
 
 " 11 Quebec 
 
 Total from the above Ports 
 
 Flour, 
 barrels. 
 
 597,477 
 62,955 
 
 Wheat, 
 bushels. 
 
 25,564,755 
 1,967,673 
 515,281 
 45,544 
 6,500,796 
 
 97,956 
 
 Other grain, 
 bushels. 
 
 1,513,083 
 778,525 
 27,138 
 
 739,837 
 10,207 
 
 Total bush, 
 of grain. 
 
 54,569,306 
 6,196,918 
 3,374,890 
 2,759,074' 
 12,002,564 
 614,164 
 431,462 
 
 79,948,378 
 
 Of this 205,046 bushels w 
 
 ;xports from Montreal via Boston. 
 
 Table, shoiving the quantity of Flour and Grain sent Eastward from the Lake Regions, from 1856 to 1862 inclusive. 
 
 RECEIVED AT 
 
 1. Western Terminus Baltimore and Ohio Railroad 
 
 2. Western Terminus Pennsylvania Central 
 
 3. Dunkirk 
 
 4. Buffalo 
 
 5. Suspension Bridge 
 
 6. Oswego 
 
 7. Ogdensburg 
 
 8. Cape Vincent 
 
 9. Rochester 
 
 10. Montreal 
 
 Total 
 
 Bringing flour to bushels of wheat, we have a total 
 of Bushels of Grain 
 
 Flour, Wheat, Corn, Other graim Flour, 
 
 barrels. bushels. bushels. bushels. barrels. 
 
 449,797 
 215,000 
 350,000 
 1,211,189 
 304,524 
 202,930 
 354,964 
 65,000 
 
 712,038 
 
 8,382,398 
 610,937 
 500,000 
 
 3,589,211 
 377,975 
 45,000 
 
 2.025,519 
 900,000 
 619,280 
 37,432 
 50,000 
 
 67,366 
 
 Total movement 57,707,769 bushels. 
 
 Received at Montreal. ... 5,811,877 or 10 per ci 
 
 Flour, Wheat, 
 Barrels. | bushels. 
 
 352,413 
 426,660 
 542,765 
 1,122,335 
 650,000 
 121,185 
 248,200 
 28,940 
 5,250 
 
 1.900,952 
 867,014 
 73,300 
 
 Other grai 
 
 126,393 
 864,160 
 8,843 
 1,632,920 
 1,875,000 
 2,043,535 
 35,161 
 186,597 
 10,725 
 915,648 
 
 Total movement 78,639,436 bushels. 
 
 Received at Montreal.. 6,782,135 or 8J per c 
 
 Flour, 
 barrels, 
 
 Wheat, Corn, I Other grain, 
 
 bushels, bushels, bushels. 
 
 1,045,0 
 736,5 
 2,159,5 
 
 677,386 
 276,610 
 520,618 
 7,738,084 
 
 5,508,799 
 1,119,594 
 124,411 
 
 ,091,884 46,731,973 i 29,573,338 10,977,120 
 
 104,591 
 10,990 
 1,795,509 
 
 Total movement 120,741,851 bushels. 
 
 Received at Montreal. . 16,575,765 or 13J per c 
 
 426,801 
 351,011 
 235,331 
 925,411 
 180,194 
 101,363 
 361,578 
 60,472 
 
 637,052 
 
 Wheat, 
 bushels. 
 
 8,383,815 
 148,138 
 
 5,353,023 
 598,523 
 477,375 
 
 1,708,965 
 
 Corn, lother grain, 
 bushels. bushels. 
 
 2,003,992 
 517,076 
 40,537 
 
 Flour, 
 barrels. 
 
 Total movement 44,111,299 bushels. 
 
 Received at Montreal 5,315,552 or 12 per o 
 
 Flour, 
 
 Wheat, 
 bushels. 
 
 690,000 
 890,696 
 1,095,365 | 
 2,846,022 i 
 875,000 
 235,382 
 580,464 | 
 48,576 
 1,000 
 1,174,602 
 
 10,982,132 
 693,684 
 316,403 
 150,000 
 8,534,172 
 
 51,224,283 
 
 4,528,962 
 1,175,176 
 249,369 
 
 2,661,611 
 
 3,053,3 
 
 Other grain 
 bushels. 
 
 Wheat, Corn, Other grain, 
 
 bushels. bushels. bushels. 
 
 682,314 
 
 
 450,000 
 
 
 331,007 
 
 186,449 
 
 1,614,520 
 
 10,735,909 
 
 200,410 
 
 102,694 
 
 95,720 
 
 6,572,432 
 
 381,624 
 
 790,178 
 
 72,633 
 
 410,191 
 
 7,110 
 
 276,515 
 
 664,275 
 
 1,769,482 
 
 2,913,618 
 720,236 
 40.000 
 
 330,871 
 250,000 
 24,965 
 
 156,631 
 9,865 
 136,537 
 
 Flour, Wheat, Corn, Other grain, 
 
 barrels. bushels. bushels. bushels. 
 
 20,100 
 71,430 
 
 1,993,1. 
 
 73,3. 
 1,342,0: 
 
 Imports of Flour and Grain into Great Britain in 1862. 
 
 Prussia v 
 
 Denmark 
 
 Mecklenburg 
 
 Hanse Towns 
 
 France 
 
 Turkey, Moldavia, and Wallachia 
 
 Egypt 
 
 United States 
 
 British North America 
 
 Other countries 
 
 Total 
 
 Flour, 
 Cwts. 
 
 4,499,534 
 1,108,591 
 551,975 
 
 Wheat, 
 
 10,617,264 
 11,603,872 
 1,162,704 
 745,2SS 
 1,253,608 
 1,798,680 
 3,120,544 
 6,072,288 
 29,798,160 
 6,891,616 
 2,090,150 
 
 75,754,160 
 
 bushels. 
 
 Other Grain, 
 
 Total bushels 
 
 Countries 
 whence, 
 imported 
 
 ailable the availabU 
 
 X 
 
r 
 
 f i