AT UNIVERSITY OF ILLINOIS LIBRARY URBANA-CHAMPAIGN tUilMIS H&maiSM. MKT CONTENTS Springfield: public &-private improvements in 1857. 1857, Annual review of the trade& commerce of the city of Chicago, 1856,60 1853- Chicago—Statistics, Committee on. Necessity of a ship canal between the East & the West, 1863, N.Y.(state)-—Committee on en¬ largement of the canals for national purposes. Report of Samuel B. Buggies, 1863. Wilber, C:D. Natural re¬ sources of Illinois. 186-? Waterhouse, Sylvester, The re¬ sources of Missouri, 1867, I SPRINGFIELD IPublic and Private Improvements in 1857 In January 1857 we £ -sented to our readers a sketch of the improve* ents made in Spring- field during the precef ng ye-ar, with the re¬ mark that although it was the first attempt, within our knowledge, to show forth the present condition and future prospects of our city, it should not be the last. It is our purpose an- nually to continue these statements, and like¬ wise to add to them, from time to time, a sta¬ tistical review of the amount and different kinds of business transacted here, together with suitable reference to our resources and advan¬ tages as a place of residence. We think that Springfield offers great inducements 'not only to the man of business, but also to such as have secured a competence for the purposes of life, and are seeking a pleasant abode, which com¬ bines the privileges and enjoyments belonging to a refined and polished society, together with freedom from the annoyances which are the too frequent accompaniment of like privileges in our great cities. Few persons, without making the calcula¬ tion, have an accurate idea of the extent of our city. According to the bouudaries designated by the act of the last session of the Legislature, Springfield now embraces a total area of nearly four square miles, regularly laid out into blocks and intersected by broad and spacious streets, not, as is the case with most western towns, which appear best upon paper , while they ex¬ hibit in reality only a continuity of waste and uninhabited ground, but it is regularly and evenly built up with elegant dwellings or pleasant cottages, in most cases even out to the limits and presenting on all sides beautiful lawns, cultivated gardens, and highly ornamen¬ tal pleasure grounds. The profusion of shrubs bery and shade trees lining the streets or ad¬ orning the front yards, is a subject of remark to visitors, while our system of sidewalks, which ramify in all directions and exceeds tivenly-jive miles in extent, places it far ahead of every other inland town in the West. We know that in former years Springfield as a by word of reproach for its bad and insuflient pavements; but now it can safely chalnge any western city of its size to excel it ithis respect. Further to improve the conditn of the streets, the City Government have lau- gurated a system of sewerage, which, hen fully completed, will, effectually drain it osur- face water and all impurities. During tllast season this system has been built thiugh Washington street from Second to Eightland will, as the finances of the city admit, befun ther continued hereafter. Another greaiand important advantage which Springfield pos&ses is its Gas Works. Its public spirited memere among the earliest in the West to perceivjthe economy and benefits arising from the ie of gas lights and we believe Springfield, ne., to Chicago, was the first town in the Sta to adopt it. AVe do not know the numb of streets lighted by gas, but they are so nny, and its consumption is so general in prate families, that it has got to be almost one olthe necessities of the place. No better ideacan be formed of its importance to the public&nd individual conveniences of our citizens thi to imagine it shut off even one night. These and other considerations whiff we might name by further extending this aisle, make Springfield, as we have already premed, one of the most eligible inland towns irthe West. As a place of residence it prents superior attractions. It has churches of alost every denomination; it has a fine syste of public free schools; it has timber and co in abundance within easy access; and the Alter AVorks Company are now engaged in the e,er- prise of boring in order to secure a conant supply of pure water. YVe congratulate our citizens on the process that our city has made during the past ;ar. Our list of improvements, although as peiect [ 2 ] as i is in our power to make it, is still incom- ple% from the fact that, in many instances, we wei unable to obtain the data necessary to rener it more accurate. Enough is shown, hoever, to afford convincing evidence that SpjQ&field is a “ live city,” and is gradually adincing towards a future of no small preten¬ sion. As appears by our statement, the value of le improvements made within our borders, thpast year, is, in round numbers, $500,000. Nerly an equal sum was expended in like mgner in 1856. The most of the improve- mtts made the past two years have been of a penanent and substantial character, such as weld do credit to any city in the land. A ve: f 3W years of growth like the two last will gr the “Flower City” a proud preeminence anng the half dozen or more rivals now eon- teiirg for the mastery in our State. The spit of progress is now thoroughly aroused, werust, never again to sleep ; and we indulge tb hope that it may be our pleasant duty, thugh many years to come, to chronicle her rad progress and the prosperity of her inhab- itits ht first enumeration of inhabitants of which wha re any account, was in 1840, at the time of s acorporation as a city, when the number w: 579. In 1848, it was 3,912 ; in 1850, 5,K3 in 1854, 6,218; in 1855, 7,250; since wich period no census has been taken. Taking in view the rapid increase of population Uviiin the past two years, we have no hesita- rtic in stating our belief that the present popu- laon of Springfield is about 12,000 souls. Tire were 1,300 votes polled at the city elec- tic last April, and this gives us, with the ustl ratio of one voter to nine persons, 11,700 sos. he following table exhibits the valuation of re and personal property for eleven years past. T1 apparent decrease in 1856 is accounted for bjhe fact that bank stocks to the amount of 'abit p300,000 were then removed: 184.$989,875 1853. r 2,303,937 184. 993,389 1854 2,911,580 184 . 1.059,297 1855. 3,233,432 185 .. 1,169,727 1856. 3,198,486 185. 1,280,163 1857. 4,451,907 [ 185.. 1,302,090 he rate of taxation is 50 cents for general Ipiooses, and 35 cents for schools. he revenue of the city for 1857 amounted to labit $45,000. Of this sum there has been lexmded for grading and improving streets |$1000, for sewerage and planking streets pht $13,000. The city has no public debt;— mthe rate of taxation is moderate in compari- bowith other places. We have a well organ- |z< fire department, with two superior engines, prbb were recently purchased at a cost of $1,- toCes.ch, and also a hook and ladder company, ri cost of maintaining the public schools is about $6,000 per annum, and the number of scholars in attendance about 1,000. In entering upon our statement, it may per¬ haps be well enough to give, for the benefit of our distant readers, a brief sketch of the early history of our city and county. For this pur¬ pose we cannot do better than to present a few pages from the forthcoming edition of the revi¬ sed ordinances of the city, now being published - under the direction of W. J. Black, Esq., whose industry and research has developed the facts contained therein. We quote : Notes in relation to the Early Settlement ot the City and County. The county of Sangamon was formed out of Bond and Madison counties, and established by an act of the Legislature, January 30th, 1821. The first settlements in the county were made during the years 1818 and 1819. At the time of its formation it contained about 75 families or 450 inhabitants; but such was the rapidity with which its population increased, that before the public lands were subject to entry, in November 1823, it contained over 5,000 inhab¬ itants,-and this number was increased to 12,690 in 1830, and to 17,573 in 1835. The first County Commissioners’ Court for Sangamon county was held on Tuesday, April 3d, 1821, at the house of John Kelley, on Spring Creek. Zachariah Peter, Wm. Drennon and Rivers Cormac were the first County Com¬ missioners. Chas. R. Matheny was appointed County Clerk. A special term of the County Commission¬ ers’ Court was held April 10th, 1821, at Kelley’s house, and the temporary location of the coun¬ ty seat was made by the County Commissioners, who returned into Court a certificate of such lo¬ cation, which, after reciting in the preamble, the requirements of the act of the Legislature, proceeds: “Therefore, we, the undersigned, County Commissioners, do certify, that we, after full examination of the situation of the present population of said county, hnve fixed and designated a certain point on the prairie, near John Kelley’s field, on the waters of Spring Creek, at a stake set, marked “Z. D.,” as the temporary seat of justice for said county, and do further agree, that the said county seat bo called and known by the name of “SPRING- FIELD.”” The point chosen as above, is said to have been located at the S. E. corner of Lot 8, in Block 6, O. T. P., N. W. corner of Second and Jefferson streets, and here the first Court House and County Jail were built, in the latter part of 1821—the jail by contract, for the sum of $84. It was shortly afterwards, at the March term, 1822, of the County Commissioners’ Court, “ordered that 14 rods, east and west, in¬ cluding the street, and 12 rods, north and [3 ] south, including the street, in the town of Springfield, on which the Court House now stands, be set apart for public purposes and the accommodation of the Court House and the public buildings. The boundaries of the county at that period extended from the north line of Range- X' 12, along the third principal meridian, to the Illi¬ nois river, thence down the river to the mouth of Balance or Negro (now known as Indian) Creek, thence to the head of said Creek, thence to the N. AY. corner of Town. 12 ; N., Range 7, West, and thence to the beginning, and em¬ braced the present counties of Logan, Mason, Menard, Tazewell and Cass, and portions of Morgan, Christian, McLean, Marshall, Wood¬ ford and Putnam. Afterwards, in 1825, the bounderies of the county were somewhat reduced , so as to embrace the present county of Menard, and a great portion of the couuties'of Christian’ Logan and Mason. The first term of the Circuit Court after the organization of the county (which was attached to the first Judicial District) was held at the house of John Kelley, by Judge John Reynolds on Tuesday, Maj 1st, 1821. Charles R. Ma- theny was appointed clerk, John Taylor Sheriff and Henry Starr Prosecuting Attorney. This term lasted but one day. With the exception of the April term 1823, which was held by Hon. Thomas Reynolds, (afterwards Governor of Missouri,) Governor Reynolds- continued to preside at our Circiut Courts until the May term 1825, at which time he was superseded by Hon. John York Sawyer. The public lands ia Sangamon county were first surveyed in 1821, and the first public open¬ ing of the United States Land Office at Spring- field, and the first sales of the public lands were on the 7th of November 1823, at which date the lands on which the town of Calhoun, afterwards Springfield was located, were entered as fol¬ lows: S. W. i, Sec. 27, T. 16, N. R.,5 W. 3d P. M., by Elijah lies; S. E. Sec. 28, T. 16, N. R. 5 AY. 3d P. M., by Thomas Cox; N. E. J, Sec. 33, T. 16, N. R. 5 AY. 3d P. M., by John Taylor; N. AY. i; Section 34, T. 16, N. R. 5 AY. 3d P. M., by Pascal P. Enos. The town of Calhoun, by which name the first plat of Springfield is recorded, appears to have been laid out prior to or immediately subse¬ quent to the first land sales. The plat is rec orded December 5th 1823. It was originally- named after John C. Calhoun, but appears not to have been generally known by the name of Calhoun, but to have retained the name by which it was first christened by the county Commissioners. And it is supposed that after Mr. Calhoun's vote in 1826, when Vice President of the United States, against grant* ing a donation of lands to the State for Canal purposes—which was the favorite measte in tho Northern section at that day, theiame of Calhoun was gradually dropped, andthtown iu a very short time ceased to be known I that name, except in the references of deeds civey- ing lots therein. At this period, 1823, Sjing- field^contained not exceeding a dozen log (bins, which were scattered about in the viciity of where the court house then stood, an" the Sangamon river was the boundary line f the settlements in the Northern part of the State, and but few of the pioneers had estafshed themselves north of its banks. The town of Calhoun was surveyed anolat- ted by James C. Stephenson, Esq , anc»e is said to have received block 24 for his seices. Town lots, however, could not have beefcon* sidered very valuable in those days-^forWe is a kind of tradition among the old settle that lie proposed to give Dr. Merryman oneAirth of tho block for a pointer dog belonging ’ the doctor to which he took a fancy,"and *hich offer it is said was rejected by the doctor. 1 The county seat of Sangamon count was permanently located at Springfield Marqi8th 1825, by James Mason, Rowland P., Ten, Charles Green and John B. Sloo, who w ap¬ pointed special commissioners for that \ cks and lots with the streets and alleys corresmd- ing with the original town (of CalhotS) as attached to and made part of the plat of Sjing- field. \Ym. S. Hamilton was appoint* to make the survey and plat of the donati) of the county, but lie having failed to makeuch survey and plat; at the special term othe court held April 25 1825, Thomas AY. ?ale, was appointed to make the survey. An'the plat of “that part of the town of Sprinield given by the proprietors to the county" asur vevcd by Neale is recorded in book, B pagl03 of Records. The survey was probably ade prior to the 2d of May 1825, for on thatmd the two succeeding days the fast public sa!) of the lots in the donation were made. The first State law in relation to the wn was approved February 9, 1827. By tha'ict, the County Commissioners’ Court was req^ed to appoint a street commissioner for the ivn, [ 4 ] whie duties are prescribed in the act. The Conty Court was also empowered to levy a tax upc “the citizens of said town/’ not exceed¬ ing per cent., for improving the streets of the t°w. T the provisions of the act, justices of the peffl in the town were required, upon the peti- tioiof a majority of the legal voters, to enter an ;der upon their dockets in relation to the subct matter petitioned for ; and such order of ie justice constituted a sort of ordinance, ampenalties were prescribed in the law, for viewing such orders, and they were to be re* peed by a petition of the legal voters of the tov, in like manner as they were passed. he town was incorporated April 2, 1832, umr the general town incorporation law of thdtate, of 1831, and the persons named in thennexed table were elected trustees. 833. This plat Wi recorded Nov. 9, 1836. Book K, pages 1 I au2 of Records. 1 y acts of the Legislature, approved 25th Yi and 3d March, 1837, the seat of govern- jmt of the State was to be removed from .Yidalia to Springfield, after the expiration of Jth20 years for which it was located at Yan- s dra, and the first session of the General As- ] sebly, after the removal of the seat of gov- cement, convened at Springfield on the 1st jlMiday of December, 1839. N he location was made at Springfield, upon 3 edition that the County Court would donate tlpublic square, and the inhabitants of the |lton would subscribe $50,000 towards the biding of the State capitol. We believe that | £ $;,000 of this sum was borrowed by indivi- |edds from the State Bank, some time in the jlaer part of 1837, and expended upon the pSte House ; and in 1841 an act of the Legis- blare was passed, authorizing the remainder stebe discharged in Internal Improvement Lscp. The town afterwards assumed the debt Luts corporate capacity, and issued its bonds, Ijp-able in five years after the 1st November, 11,7, with 8 per cent, interest, payable semi- aiually. This debt, owing to the great de-. pression of property following the financial revulsions of 1839, and perhaps in some mea¬ sure to mismanagement of the financial affairs of the town and city, was for many years after¬ wards a burden to the tax payers of the city, and was not finally extinguished until, in 1854. By an act of the Legislature, approved July 20, 1837, the corporate powers of the town were enlarged, in order, perhaps, to meet the exigen¬ cies occasioned by the removal of the seat of government; and among other powers, the trustees were empowered to extend the bound¬ aries of the town to two miles square, and to “ levy taxes upon the real estate in said town, as extended/’ not exceeding four per cent, per annum. But by a subsequent act, approved Eeb. 15, 1839, the extension of the town was repealed, and its boundaries reduced to its for¬ mer limits of one mile square. The town of Springfield, as above stated, was incorporated April 2,1832. TRUSTEES. 1832— Charles R. Matheny, President; Cyrus Andersoh, John Taylor, Elisha Tabor, Mordecai Mobley, William Car¬ penter, (vice M. Mobley, resignen,) Simeon Francis, Clerk. 1833— Charles It. Matheny, President; Cyrus Anderson, John M. Cabanis, Wm. Carpenter, Samuel Morris. Stephen T. Logan, (vice S. Morris, resigned,) S. Francis, Clerk. 1834 — James R. Gray. President; Wm. Carpenter, Edmund Roberts, Nicholas A. Garland, John Owens; S.Francis,Clerk. 1835— C. R. Matheny, President; James L. Lamb, James W. Keyes, Wm. Alvey/Wm Carpenter, Philip C. Latham, (vice Wm. Alvey, resigned,) Peleg C. Canedy, (vice Wm. Car¬ penter, resigned;) S. Francis, Clerk. 1836— C. K. xMatheny, President; P.C.Canedy,P. C. Latham, James W. Keyes, JohnF. Rague, George Passfield, (vice J.F. Rague, removed from town;) S. Francis, Clerk. 1837— C. R. Matheny, President; P. C. Canedy, P. C. Latham, William Butler, George Passfield, Joseph Klein, (vice George Passfield, resigned;) S Francis, Clerk. 1838— C. It. Matheny, President; P. C. Canedy, P. C La¬ tham, Joseph Klein, Wm. Butler, Samuel II. Treat, (vice Wm. Butler, resigned;) S. Francis, Clerk. 1839— C. R Matheny, President; P. C. Canedy, P. C. La¬ tham, Joseph Klein, S. II. Treat, Abram Lincoln, (vice S. H. Treat, resigned,) Jonas Whitney, (vice C. R. Matheny, died Oct 14,1839;) S. Francis, Clerk, 1840, April 6—P. C. Canedy, President; Joseph Klein, Jonas Whitney, P. C.Latham, A. Lincoln; S. Francis, Clerk. The town was incorporated as a city, April 6, 1840. The first election for city officers, was held April 20,1840. CITY OFFICERS. 1840— Mayor, Benjamin S. Clements; Aldermen, James R. Gray lit Ward; Joseph Klein, 2nd Ward; Washington lies, 3d Ward; William Prentiss, 4th Ward; Schuyler Strong, Clerk. 1841— Mayor, William L. May; Aldermen, J. R. Gray, 1st Ward; Joseph Klein, 2nd Ward; Harrison A. Ilougli 3d Ward; Stacy B. Opdycke, 4th Ward; S. c trong, Clerk, resigned, and John C. Doremus appointed. 1842— Mayor,David B.Campbell; Aldermen, John Williams, 1st Ward; Wm. Carpenter, 2nd Ward; H. A. Hough, 3d Ward; S. B. Opdycke,4th Ward; J. C. Doremus, Clerk. 1843 ,—Mayor, Daniel B. Ilill, resigned, and Andrew McCor¬ mack elected; Aldermen, John Williams, 1st Ward; Wm. Carpenter, 2nd Ward. Enos M. Henkle, 3d Ward; Presley A. Saunders, 4th Ward; J. C. Doremus, Clerk—resigned, and James C. Colliding appointed. 1844— Mayor, Andrew McCormick; Aldermen, Jacob Di- vilbiss, 1st Ward; Wm. Carpenter, 2nd Ward; E. M. Henkle, 3d Ward; P. A. Saunders, 4th Ward; J. C. Conkling, Clerk. 1845— Mayor, James C. Conkling; Aldermen, Jacob Divil- biss, 1st Ward; W. Carpenter, 2nd Ward; Sullivan Conant 3d Ward; Thomas Laushbaugh, 4tli Ward; W. Ferguson, Clerk. 1846— Mayor, Eli Cook; Aldermen, John A. Keedy, 1st Ward; Wm. Carpenter, 2nd Ward; S. Conant, 3d Ward; Thomas Laushbaugh, 4tli Ward; W. I. Ferguson, Clerk. 1847— Mayor, Eli Cook; Aldermen, J. A. Keedy, 1st Ward; [5 ] Wm. Carpenter 2nd Ward; John Fenner, 3d Ward; John W. Priest, 4th Ward; W. I. Ferguson, Clerk. 1848— mayor, Eli Cook; Aldermen, John 'S. Rodgers, 1st Ward; Pascal P. Enos, 2nd Ward; John Fmner, 3d Ward; Jno. W. Priest, 4th Ward; W.I. Ferguson Clerk. 1849— Mayor, John Calhoun; Aldermen, S. S. Rodgers, 1st Ward; Oliver W. Browning, 2nd Ward; David Sherman, 3d Ward; Jno W. Priest,4th Ward; W. I. Ferguson, Clerk. 1850— Mayor, John Calhoun; Aldermen, J. S. Rodgers, 1st Ward; 0. W. Browning, 2nd Ward; D. Sherman, 3d Ward; John W. Priest, 4th ward; Wm. II. Ilerndon, Clerk. 1851— Mayor, Jobn Calhoun; Aldermen, J. S. Rodgers, Jno Williams (vice J. S. Rodgers, deceased,) 1st ward; 0. W. Brown¬ ing, 2nd Ward; Enos M. Henkle, 3d Ward; John W. Priest, 4th Ward; W.II. Herndon, Clerk. 1852— Mayor, Wm.Lavely; Aldermen, Franklin Priest, 1st Ward; Edward Joyce, 2nd Ward; E. M. Henkle, 3d Ward; John W. Priest, 4th Ward; Wm. J. Black, Clerk. 1853— Mayor, Josiah Francis; Aldermen, F. Priest, 1st Ward; Edward Joyce, 2nd Ward; Samuel Grubb, 3d Ward; John W. Priest, 4th Ward, W. J. Black, Clerk. 1854— Mayor, Wm. H. Herndon; Aldermen,Thomas Lewis, Morris Lindsay, Allen Francis, 1st Ward; William Butler, Charles II. Lanphier, Charles R. Hurst, Benjamin McIntyre, (vice Wm, Butler, resigned,) 2nd Ward; Samuel Grubb, Thomas Ragsdale, Henry VauhofT, Edmund G. Johns, (vice II. Yanlioff, deceased,)3d Ward^John W. Priest, Reuben F. Ruth, Orson N. Stafford, 4th Ward; Elliott B. Ilerndon, Clerk. 1855— Mayor, John Cook; Aldermen, Allen Francis, Morris Lindsay, Thomas Lewis, 1st Ward, John Connell},C. H. Lan¬ phier, Benj. McIntyre, 2nd Ward; Henry B. Grubb, Thomas Ragsdale, E. G. Johns, 3d Ward; Henry P. Cone, Julius JII. Currier, Orson N. Stafford, 4th Ward; Wm. E. Keefer, Clerk 1856— Mayor, John W. Priest; Aldermen, Allen Francis, Morris Lindsay, M. M. Yan Deusen, Consul Sampson, (vice M. M. Van Deusen, resigned,) 1st Ward; C. H. Lanphier, C. R. Hurst, John Connelly, Jr., 2nd Ward; Geo. L. Huntington, E. G. Johns, Henry B. Grubb, Thomas J. Dennis, (vice H. B. Grubb, resigned,) 3d Ward; H. P. Cone, J. II. Currier, Wm. narrower, 4th Ward; W. E. Keefer, Clerk. 1857— Mayor, John W. Priest; Aldermen, Allen Francis, Ralpn J. Coats, Consul Sampson, 1st Ward; C. H. Lanphier, C. R. Hurst, John Connelly, Jr., 2nd Ward; Seth M. Tinsley, Thomas J. Dennis, George L. Huntington, 3d Ward; William Harrower, A. J. Allen, J. H. Currier, 4th Ward; W. E. Keefer, Clerk. The city contains four Wards. Each Ward is entitled to three Aldermen, one of whom goes out of office annually, I/Ist of Buildings Erected. RESIDENCES. J. A.Matteson’s residence, situated on the corner of Fourth and Jackson streets. This is a handsome and commodious structure, and is constructed with especial reference to the comfort and convenience of its occupants. Being of irregular shape, its measurement cannot be given with accuiacy; its extreme length, exclusive of the portico, in the rear, is 83 feet, and its breadth 68 feet, with a basement, 8% feet in the clear, under the entire building. The foundation is of heavy stone, and the superstructure of pressed brick, of beautiful appear¬ ance. Six comfortable rooms will be finished off in the basement. The furnace for heating the building, will also be located here, from wheuce the hot air is to be conducted by means of flues, built in the walls, to the rooms and chambers above. A flight of stone steps leads to the first floor, and into the vestibule lOfeet square, from whence we pass into alarge hall, 69 feet in length, by 10 feet wide, running through to a piazza in the rear, 34 feet long. This floor is divided as fol¬ lows: parlor 17% by 20 feet, with 14 feet in the clear to the ceiling; drawing room 19 by 22 feet; library 18 by 17; dining room 23 by 19: family chamber 17 % by 16; kitchen 18 by 18; together with bath room, pantry, and a number of closets — On the north side are found a piazza and bay window; and around the southeast corner is a commodious portico, show¬ ing 27 feet on the east, and 29 feet on the south side of the house. The second story contains seven large and airy bed chambers, with bath-room, closets, ward-robes, &c. The hight of this story is 12 feet. The attic is designed for six com¬ fortable rooms, with dormer-windows. A large tank will be placed here for the purpose of supplying the building with water. The tank will be filled from the roof, or, should this source fail, a force pump in the basement will furnish an ad¬ equate supply. From the attic the ascent is made to the tow¬ er, which rises immediately over the eastern front entrance, to a hight of 86 feet, and from which a bird’s eye view of the entire city is obtained. Everything about this house tok¬ ens tho substantial manner in which it has been built.The partition walls are of brick, and reflect much credit o the masons. The wood work is not yet finished, but isaow rapidly progressing. It is likewise of a superior order.(The architect, J. M. Vanosdel, of Chicago, adopted the old Neman style, with pointed slate roof, laid in diamond shapes, at its angular shape and handsome proportions, render it an (ject of interest to all. The gardener’s cottage, stable and pod- house are built of brick, and present a neat and attract? ap¬ pearance. The garden is already in a very flourishing Edi¬ tion, and is furnished on a scale unsurpassed by any thaiave fallen under our observation. The w'hole to be inclosepy a substantial iron fence upon stone foundation; Hannon &ugs- dale, builders; wood work done under the guperintendaje of D. G. Council; Millington & Childs, bricklayers; Willfl & Zimmerman painters; Arnold & Griffith slaters; Babck & Cooper plumbers; brick furnished by E. N. Tainter &>ro.; will cost, when completed, besides the outbuildings, (000 dollars. Cottage and outbuildings for J. A. Matteson, at fariflear Fair Grounds. Comprises 40 acres, and is designed for [ow¬ ing ornamental shrubbery, flowers, &c., as well as g«eral gardening and farming purposes. It will be a delijjtful summer retreat. This house is two stories, with baseent, and is built of brick, in the ornamented cottage sty) It contains 8 rooms besides the cellar. Also on the prenps,a barn, ice house, smoke-house, &c. Hannon & Ragsdaleiild- ers; Millington & Childs brick-layers; Willard & Zimmaian painters; T. M. Church, plasterer. Cost 13,500 dollars.; Residence and outbuildings of John T. Stuart, remooled, south Fourth street. Hannon & Ragsdale, builders; Ward & Zimmerman, painters; F. M. Church, plasterer. Cosj,500 dollars. Dwelling house owned by Major Elijah lies. This hde is situated on the east side of Sixth street, (south.) It w in¬ closed last year, but not reported. It is large and subjnti- ally built, being sixty feet wide by sixty-eight fe nng exclusive of the portico at the main entrance, w ith alllar under the entire building, the outside walls of which e of stone; the portion above the ground line of dimensiomone well finished; the division walls are of brick; the cellgmr • tains a Kitchen and a large cistern, in addition to itsany other apartments. The house is two stories and an ab in height; the principal story, which is 13 feet in the clr, is divided as follows:—a hall nine feet wide, commencing) the main entrance or portico, and xmnning back 27 feet, tofiere it widens to 13 feet by 20 feet long; this space contaiithe principal stair-case. In the rear the hall is contracted 6 feet in width, forming a passage to the rear porch; the right of this hall is a very neat Library and Reception om, Sitting Room, Family Room, a very large Kitchen id a Sink Room, Closets, Sic.; on the left is a large Parlor, a ling Room, Family Room, Dressing Room, Closets, &c. The lond story contains five large and well ventilated Sleeping art- ments, and a store room, a Parlor Chamber’, a Bathingbom with modern appliances, and large Wardrobes to u the rooms. The Attic is thrown into one large room, in icli, directly over the Bath Room, is situated a fine largiank which is supplied with water from thereof, and in itiurn supplies the Bath Room. From thence the ascent is fie to a small observatory, where Springfield can be seen to tfyest, advantage. The walls of this house are of brick, coverejvith mastic; the roof is covered with tin, the sills and caj&c., are of cast iron. The stable and other out-houses areuilt of brick, rough cast, and well finished. The ground pi of this house and out houses was designed by E. lies and 1 . J. Dennis; the drawings and details by T. J. Dennis; thehole was built under contract by Dennis & Beam; the roubjMa- sonry, and the cut stono on the main walls is of Sandbne, from Beam’s qua-ry; the work was executed by Patrickood, the steps, buttresses, and platform to the portico |is of diet Stone, and the work was executed by A. Johnston; th«rick work by Ilosford A Young; plastering, mastic, rouglcast, and stucco work by Leggott & Britt; Painting and glazg by Willard A Zimmerman; the roofing by Dorwin & Dickjand C. & C. Edwards; the plumbing by Babcock & Cooper; (ting by J. C. Lamb & Co. The to'al cost of the house, out-llses, fences, &c., is $16,000. C. Richardson’s residence. Situated on the west le of Sixth street, (south,) nearly opposite to the residence!' E. j lies. The cellar and foundation of this house are of goodone work; the house is a frame, containing six rooms, close>&c.; ] built by Dennis & Beam; cost $1,200. Mrs. Labarthe’s Store and Dwelling house. Locatedi the north side of Adams street, (east side of the square ) 'Is is j a fine, plain, three story building, with a good cellal the - [G] W£S of which aro of stone; a fine basement kitchen in the ceir. The walls of the building are of bi-ick, the front cov¬ er* with mastic; the outside trimmings are of cast iron; the ro is covered with tin. This building is twenty-one feet wb, Tunning back thirty-two feet; it is reduced here to six- te< feet in width, runningback forty feet, making the entire letth seventy-two feet. It contains a finely finished store roa, : a work room, dining room, sitting room, parlor, and six sloing apartments, with entry, passages Ac. This house wi built by Dennis & Beam; designed by T.J. Dennis; the st*e work was executed by Christian Haug; brick work by Fd i Kidd; plastering and mastic by Leggott& Britt; paint- inax d glazing by E. G. Johns; tin work by C. & C. Edwards, caing by Wm. Helmle; cost $5,500. >bn Hutchinson’s residence, located on the west side of Fid street, (south.) This is a fine large house, two stories hit, built of wood. It also contains a fine cellar, the walls of wch are of brick, and laid in hydraulic cement. This house is ell and substantially built, with plain but neat finish.— Dign by T. J. Dennis; built by Dennis A Beam; plastering byeggott A Britt; painting and glazing by E. G. Johns; cost $500. Idition to residence of Samuel Clark. Situated on west sii of Fifth street, (south.) It consists of a two story front; orstory on top of the rear part of the house, containing an erance hall, stair case, parlor, parlor chamber, and two sloing apartments,wardrobes Ac.; also a front porch. The abe is built of wood, in a plain and neat style. Designed by. J. Dennis; built by Dennis A Beam. Cost $1,800. le double house, containing two tenements, and one sin- gliouse, located on the south side of Adams street, east of tlflailroad, and belonging to Joseph Ledlie. These houses ant vood; built by Dennis A Beam. Cost $1,800. I itcliinson’s old house removed to Fourth street (south,) reoi tied and refitted; belonging to Dennis, Beam & Co.; reo *d by J. Weiss; refitted by Dennis A Beam. Cost $800. brick house, containing three rooms and a good cellar, siated on Monroe street, (west,) belonging to,andbuilt by Djnis & Beam. Cost $900. fo small stores, built of brick, located on Fifth street, (sth,) belonging to and built by Dennis & Beam. Cost $*. 'S.aall store connected with the last mentioned, built of bk; owned by E. Wright; built by Dennis & Beain. Cost ddition to a house on Washington street, (east of the Ri'oad,) built of wood.containing three rooms, porch, Ac.; bulging to J. S. France; built by Dennis A Beam. Cost $‘). icbtion to the residence of J. A. Hough, located on Mon- r< 5 tx 'et, (east;) built of wood; contains four rooms, with p.aj s, wardrobes, closet-', porch, outside cellar, srnoke- hse Ac ; built by Dennis A Beam. Cost $1,300 neat little cottage with out-houses, of wood, situated on Mroe street, (west,) belonging to Mr. Britt, (of the firm of Lgott A Britt;) built by Dennis A Beam. Cost $1,000. dwelling house in east part of the city, owned by John Dney, and built by James Armstrong. Cost $600. dwelling on Washington street, east, owned by John Suliz; James Armstrong builder. Cost $300. dwelling east of G. W. R. R. for Moses Gunnel; built by Jies Armstrong. Cost $300. .veiling on Adams street, east, owned by J. Armstrong; bt by same. Cost $1,400. dwelling in the east part of city, owned by Michael Mc- Niae; James Armstrong builder. Cost $600. .veiling in east part of the city, for James Crawley; built bylines Armstrong. Cost $600. veiling in northwest part of the city, for John Donley; bt by James Armstrong. Cost $700. veiling in southwest part of city, for Patrick Fitzpatrick; btby James Armstrong. Cost $600. ^veiling in south part of city, for Michael Shoarey; built by Jxes Armstrong. Cost $600. veiling in east part of city, for Gilbert Johnson; built by Jxes Armstrong. Cost $300. ve.ling in southeast part of city, for R. Welch; built by Jies Armstrong. Cost $600. veiling in east part of city, for Daniel O’Brien; built by Jies Armstrong. Cost $500. Verandah for James Brown, attached to his dwelling on Vjgar Hill; Warwick A Ball builders. Cost $130. dwelling in southeast part of city, for Jacob Homnor. B t by Camp A Bell. Cost $600. dwelling in south part of city, for McCrellis; built by BbACamp, Cost $1,000. Also a barn for same. Cost $500. Tel $1,500. A dwelling in west part of city,'for F. Clinton; built by M. Pilcher. Cost $400. A dwelling in the northwest part of city, for W. Camp; built by Moses Pilcher. Cost $700. A dwelling on Eighth street, north, for W. E. Keefer; built by Moses Pilcher. Cost $650. A barn on south Fourth street, for J. Losswell; built by M. Pilcher. Cost $100. A barn for P P. Enos; built by Moses Pilcher. Cost $165. Dwelling in northwest part of city, for J. W. Bennet; built by Moses Pilcher. Cost $600. A dwelling in east part of city, for John D. Derry; built by M. Pilcher. Cost $135. A brick dwelling on Monroe street, for W. Ilarower; built by Dallmac A Graham;two stories. Cost $3,000, A frame dwelling on Eighth street, south, for Alexander Gray; two stories; built by Dallman A Graham. Cost $300. A dwelling in northwest part of city; for L.H. Ide; built by Dallman A Graham. Cost $2,000. A frame dwelling on Seventh street, south, for John Cun¬ ningham; built by Dallman A Graham. Cost $1,700 A frame dwelling on Third street, south, for H. Fossett, by Dallman A Gi'aham. Cost $1,000. Repairs on Mr. Officer’s house; by Dallman A Co. Cost $ 200 . A stable for (W. Hickman; built by Dalman A Graham. Cost $200. A brick store house on Adams street; three stories; for John Bushel-; built by Dolman A Graham. Cost $4,000. Job work for G. W.R. R. $307. Fitting up Drug store $250. Total $457. A dwelling on Seventh street, north, for G. Ayres; by S. Cunningham. Cost $1,000 A frame dwelling on Seventh street, south, for R. McDon nel; by Samuel Cunningham. Cost $1,600. A frame dwelling in southwest part of city, for Thomas Matbers; by Samuel Cunningham. Cost $1,000. Dwelling on Fifth street, north, for John Lutz; by S. Cun¬ ningham. Cost $750. A frame dwelling on Thirteenth street, north; by S. Cun¬ ningham. Cost $450. A dwelling for a Portuguese, name not known; by S. Cun¬ ningham. Cost $350. A stable for I. A. Hawley. Cost $300. Also one on same block for J. F. Amos; by S. Cunningham. Cost $300. A dwelling on Tenth street, south, for Roberts A Canfield; by S. Cunningham. Cost $1,000. A dwelling on Adams street, east, for Samuel McCormack; by Myre A Blakely. Cost $850. Repairs on Mrs. Wells’ dwelling; by Myre A Blakely. Cost $280. Repairs for V. Ilickox. Cost $150. A dwelling in east part of city, for James Scanlin, by Myre A Blakely. Cost $140 A dwelling in northeast part of city; by B. Mauzy, for self. Cost $480. Also one in same part of the city; bv same Cost $180. Dwelling for W. Donegan, on Jefferson street, east; by B. S. Mauzy. Cost $450. Dwelling in south part of city, for Sebastian Hepler; by B. S. Mauzy. Cost $1,000. A brick dwelling on north Fifth street; owned and built by W. C. Foley; brick work by A.C. Millington; painting by Willard and Zimmerman; plastei'ing by Leggott and Britt. Cost $2,000. A frame dwelling in south part of city, owned by Frank Furnanze; built by Sylvester A Figueira. Cost $450. A frame dwelling on Ninth street, north, for Frank Fur- nauze; Sylvester A Figueira, builders. Cost $550. A dwelling in south part of city, for John Silver; built by Sylvester A Figueira. Cost $600. A dwelling for Antonio Keird; by Sylvester A Figueira. Cost $500. A dwelling in southeast part of city, for William D. Logan; built by himself. Cost $800. Addition to J. M. Allen’s boarding house; built by Hall A Logan. A dwelling on Adams street, between Ninth and Tenth, owned by II. Shuck, Hall A Logan builders., Cost $500. A dwelling on Edward street, eaBt; owned and built by Levi Hall. Cost $1,200. Repairs on James Logan’s house; by Hall & Logan. Cost $ 110 . Dwelling on Edward street, east, for Jehn Saunders; built by L. Hall. Cost $300. A dwelling in northwest part of city, for N. Laderboch; built by R. James. Cost $500. / [ 7 ] A dwelling on corner of Adams and Eleventh streets, for James McLane; built by Michael McLane. Cost $350. I A frame dwelling in northeast part of town, for Martin Gabble, by Michael McLane. Cost $350. Stable for Daniel Mahoney; built by M. McLane. Cost $135. A dwelling on Market street, west, for n. B. Grubb; built by Grubb & Ilawker. Cost $500. A dwelling on Market street, west, for James Smith; built by Grubb & Co. Cost $650. A commodious frame dwelling in west part of city, two sto¬ ries, for John S. Bradford; built by R.R. Grubb. Cost $6,000. Re-modeling A. Wilkinson’s dwelling, by R. R. Grubb. Cost $500. Repairs for John Willson, by R. R. Grubb. Cost $350. A block cf dwellings on south Fifth street; contains four tenements; two stories in front, and three in rear; well fin¬ ished throughout; owned by John Armstrong; built by Arm¬ strong & Connelly; plastering by J. Mar; painting by E. G. Johns; roofed with Billings’patent roofing. Cost $8,000. Sexton’s house at Oak Ridge Cemetery, for city; built by Armstrong & Conly. Cost $1,500. A dwelling on Eleventh street, south; owned by E. Fuller; built by M. Philips. Cost $2,000. A dwelling owned by Asa Eastman, builder not known.— Cost $1,500. Remodeling dwelling house on south Fifth street, owned and occupied by R. P. Abel; Armstrong & Connelly builders. Cost $1,600. A frame dwelling on corner of Jackson and Ninth streets; built and owned by J. Wood. Cost 500 dollars. A brick block on Cook street, between Ninth and Tenth; known as the Watson Block; two stories, and cellar under the whole; walled with stone; owned by W. W. Watson & Son. It is divided into five tenements, of six rooms each. Designed by B. A. Watson; Carpenter work by M. Philips. Cost 6,000 dollars. A brick building on the corner of Washington and Seventh street; built and owned by J. M. Burkhardt. Cost about 600 dollars. A stable on Eighth street, for II. Wilton; built by A. Mor¬ ris; and other improvements, about 600 dollars. There are fifteen small dwellings in Barrett’s addition to the city, not reported by carpenters keeping regular shops, averaging500 dollars apiece, making 7,500 dollars. Also in southwest part of city, four similarly situated. 500 dollars each. 2.000 dollars. A stable on Fourth street, between Washington and Adams; owned by Wm. Butler; built by C. Sampson. Cost 3,800 dollars. A dwelling owned by A. Wood; built by C. Sampson. Cost 400 dollars. Dwelling repaired for R. C. Spain; by C. Spain. Cost 300 dollars. Dwelling house for Ben Richards, corner of Monroe and Thirteenth streets; E. Jameson, builder. Cost 2,500 dollars. House for King, Berriman & Rippon; on Washington street, above Ninth; E. Jameson builder. Cost350 dollars. Dwelling for T, H. Bergen; size 44 by 40 feet, with an ell 17 by 22 feet; two stories; brick; containing eight rooms and hall; E. Jameson builder. Cost 6,000 dollars. House for Washington lies, on south Sixth street; size 16 by 30 feet, E. Jameson builder. Cost 425 dollars. A frame dwelling for E. Kennett, northeast of city: size 16 by 28 feet; H. G Fitzhugh & Co., builders. Cost 600 doll irs. A frame dwelling near above, for Henry Miller. H. G. Fitzhugh & Co., builders. Co8s700 dollars. Frame dwelling for John Lutz; built by H. G. Fitzhugh & Co. Cost 850 dollars. A frame dwelling for A. J. Sell; H. G. Fitzhugh; & Co. build¬ ers. Willard & Zimmerman painters; Leggott &' Britt, plas¬ terers. Cost 2,350 dollars. A frame dwelling for Mrs. newitt; H. G. Fitzhugh & Co., builders; Willard & Zimmerman painters, Leggott & Britt plasterers. Cost 2,700 dollars. Brick house for W. Farnsworth; If. G. Fitzhugh & Co., builders; C. P. Kidd, mason; Kain, painter; Young, plasterer; Cost 2,000 dollars. Addition to residence of Jacob Divelbiss, north part of the city, by H. G. Fitzhugh & Co. Cost 175 dollars. Addition to residence of Mrs . Yan Meter, by H.G. Fitzhugh & Co. Cost 260 dollars. A brick stable for J. C. Conkling, by II. G. Fitzhugh & Co. Cost 1,200 dollars. Dwelling for Allen Francis, on corner of Seventh and Ge¬ mini streets; size 29 by 33 feet, with an ell 16 feet square; two stories; brick, H. G. Fitzhugh & Co., builders; brick work by W. Bennett; plastering by E. G. Staples; pairing by W. Wood. Cost 3,000 dollars. Dwelling house for K. II. Richardson; size 26 by 32 eet; two storios; P Eaton builder. Cost 2,350 dollars. Dwelling house for J. Malten, east of G. W. R. R.; PiSat* on builder. Cost 1,000 dollars. A dwelling on south Fifth street, built and owned 1 P. Eaton; size20 by 40 feet; two stories. Cost 2,000 dolks. Dwelling house west of city, size 22 by 30 feet; one siry; P. Eaton builder. Cost 900 dollars. Generaljob work for season, by P. Eaton, 4,200 dollar A frame dwelling on Eighth street, south, 1% shies; owned by John Zellers; built by Morris & Newman, ost I, 500 dollars. Frame dwelling on corner of Edwards and Ninth struts; one story; owned by N. A. Nye; built by Morris & Newian. Cost 1,500 dollars. Dwelling on Ninth street, between Jackson & Edwffis; one story and basement kitchen; owned by O. N. Stafird; built by Morris and Newman. Cost 1,000 dollars. A frame warehouse and dwelling together, on G. W. RR.; owned by Lull & C.; Morris & Newman builders. Cost 1)00 dollars. An addition to Mrs. West’s dwelling on Edwards sfeet, east; built by Morris & Newman. Cost 350 dollars. An addition to Mrs. Dickey’s dwelling on Seventh sfiet, south, by Morris & Newman. Cost 260 dollars. An office for W. P. Grimsley, at his mill, by Morris & $w- man. Cost 102 dollars. A frame dwelling on Seventh street, between JaCksor nd Market; two stories, owned by H. P. Cone, and builc by mpany in Springfield; Rogers, of Cincinnati, architect; Hannon & Ragsdale, con¬ tractors and builders; waits now up and ready for roof. Prob¬ able cost of improvement to date, 20,000 dollars. Banking house for J. A. Matteson, at Cairo, J. M. Yanos- del & Roman, architects; Hannon & Ragsdale, Builders. The house is inclosed and floors laid. Probable cost, when fin¬ ished. 28,000 dollars. A church at Dawson, on the G. W. R-R. Built by Dollman & Graham. Cost 1,500 dollars. [ 9 ] RESIDENCES, dec.—Continued. A frame dwelling for J. D. Salter; on Seventh street, uoi th ; size 33 by 40 feet, two stories, with slate roof. J, W. Babb, builder; Wood & Hillman, painters; Aker, mason; Sands, plasterer. Cost. $3,500. G. S. Manning; alteration of factory, on corner of louiui and Monroe streets, into boarding house. Cost $1,000. Chair factory on South Fifth street for S. Lonant. Cost * Dwelling house for Mrs. Connelly, on South Fifth street. C/ast $750. Statistics The county of Sangamon embraces an area of about 870 square miles. Its population in 1850 numbered 19,228, and in 1855, 25,604. Within its limits are found a soil of unequaled fertility, and a thrifty and industrious population. For large, and well cultivated farms, and for the number, variety and excellence of stock horses, cattle, hogs and sheep, this county stands pre¬ eminent. We subjoin the ASSESSMENT FOR 1857. Articles. No. VA bYfo I i°nK Horses,. 9,708 $548,105 Cattle,!.. 21,795 282,522 Mules,. . 1,206 90,850 Sheep,. j. 27,715 Wagons and Carriages,. 3,027 Watrhes and Clocks,. 2.765 27,9S0 Piano Fortes,. • 73 73,600 Goods and Merchandise, . *07,87 J Moneys and Credits,. 070,280 Bonds and Stocks,. *02,360 Materials, Manufactured Articles, &c... 38,847 Unenumerated Property,.. 1,439,/SO Total, Personal,. $3,807,780 Lands,. 6,264,038 Lots,. 1,993,176 Total,. $12,064,994 Total State and County tax,. 117,030 44 this State were forwarded from this cityuui vicinity. A careful estimate by persons cjali- tied to speak, places the amount paid o\ in Springfield in the prosecution of this trac at $2,500,000- per annum. The process of getting this food to markffisa commercial one, and occupies several cyses of persons. First among these is the rain- 0 f young cattle—-and this is the common fapier — who sells usually at one, two, or three jars of age, to the feeders. These are large farjers, who, producing a great deal of grass and !)rn, the former being the chief food, buy cattl for the purpose of using their crops to better a i fin non Forwarded. 540,000 725 5,500 Dssed hogs, head. f.e do do.*_ 11,200 Ctle. do . Pk, lard & bacon 25,937 pks or lbs. Weat, bushels. Hu, do .... 15,300 5,170,000 9.800 1.800 2,255 6,650,000 Fir. bbls.... Aorted merchandise, lbs. Si, bbls... 5,780,000 2,225 7 34.fi i sacks... f!i. tons. 600 V. Received. 8,730,000 420,400 1 nan RECAPITULATIOl Articles T,aber. feet. Forwarded. 2,138,361 A AT Lie, bushels...... Hi. tons. OA 1 $ae. car loads. 243 Kir. bbls. 10,357 31,166 11,430 7,556 Wat, bushels. 32,675 Oil. do .. Oibr grains, bushels. Hs. live.., 3,416 T3 IfiO Tfs. dressed. IojOcU 1,260 TAG cfiorage, (pork and flour bbls.)... gfcp . 10,100 C|le. HSflS ... . i DU 7,828 pk, lard & bacon, pks 28,367 or lbs. St bbls. and sacks.. 9,570 Ah’ted merchandise, lbs.19,265,200 l 00 6,182,108 14,693,944 t will be remembered that the above exhibit aes only such articles as have passed over the rlroads, and that there is a large proportion o:his trade carried on through other channels, tl statistics of which we have no means of Wiving at with anything like precision. The \de in lumber and lime gives evidence of the ” pgress our city is making in the way of im- pyement. A careful estimate of the value of hidings erected here last year gave $500,000 athe sum total for 1857 ; and we venture the pdiction that, notwithstanding the hard times, tl present season’s operations will foot up firly, if not quite, as large an amount. he grain business cuts a small figure in this ksljeinent, owing to the .almost total failure of f' >j principal grain crops ast year—the receipts oivheat being insufficient to supply the daily Conniption of our mills. In seasons when the w i at crop is fair, as in 1856, our exports of tl] cereal alone exceed 1,000,000 bushels. IV fact will go far towards accounting for tliscarcity of money at present existing in this ,urter of the State. We are glad to state that th prospect is very promising for the coming icon. Chicago, Alton & St. Imuis Railroad. A, Matteson, Springfield, Ill., President. |. H. Moore, Bloomington, Ill., Superintend j K, Alexander, Bloomington, Ill., Secretary, q E. Goodell, Joliet, Id., Treasurer. Li C. Smith, Bloomington, Ill., Auditor. Rhe name qf this road indicates its location rdns through one of the finest portions of the State, and its business is steadily and rapidly increasing. The following tabie exhibits its earnings for the past year. Receipts. Passengers. Freight. Mail and Mis. Total. ' January. $22,691 25 $30,903 58 $2,984 86 $56,479 79 Februrary... 22,189 73 32,834 89 2,591 23 57,515 85 March. 29,786 00 41.587 35 2,782 36 74,155 71 April. 35,523 96 45,534 77 2,579 16 83,637 87 May. 40,576 62 38,677 32 2 833 33 83,087 2" June. 45,365 85 38,843 44 2,850 01 87,059 30 July. 38,845 42 44,575 00 2,433 33 85,853 75 August. 35,818 05 57,164 23 2,641 66 95,623 94 September... 48,011 15 58,084 15 2,512 79 109,678 09 October. 47,751 83 59,976 75 3,416 66 110,145 24 November.... 47,618 55 40,619 53 2,956 70 91,194 70 December. 28,355 76 38,105 44 2,416 07 63,877 89 Total,.$442,434 18 $523,806 43 $32,068 86 $998,309 27 We are sorry the passenger traffic is not furnishod us with more definiteness. We have only the following results ; Movement of Passengers. Through South. Through North. Way. Total. 14,001. 14,312 217,194 245,507 This road forms the most direct route between the two great cities of the west, Chicago and St. Louis, and of course commands a large and con¬ stantly growing trade. Great Western Railroad, Illinois. George Watson, Superintendent, Springfield. This road runs east and west through the cen¬ tral tier of counties, in Illinois, and connects at the Indiana State line with the Toledo and Wabash road, forming a direct connection through to the eastern cities. Its present west¬ ern terminus is Naples, on the Illinois river; but it will soon be connected, by means of the Pike county road, with the railway system of Missouri, forming the most direct line Kansas, by way of the Hannibal and St. Joseph road, with which it will connect at Hannibal. We are indebted to George Watson, Esq., Superintendent, for the following statement of its earnings for 1857 : Receipts. Freight. Passengers. January.$14,448 93 $17,359 91 February .. . 9,394 82 12.975 84 March. 20,522 44 17,048 58 April. 19,175 98 16,150 70 May. 19.741 91 16,579 54 June. °2,670 62 18,401 88 July. 19,163 27 17,374 86 August. 22,729 24 17,364 36 September... 22.073 78 23.794 30 October. 16,855 23 21,987 56 November.... 13,138 28 17,766 20 December .... 17,516 18 16, ,:, 47 20 Mail and Mis. Total. $1.225 68 $33.031 52 963 20 23,333 S6 1,318 83 38,889 85 1.449 52 36.777 20 1,266 41 37^587 86 1,265 16 42,337 66 1,145 43 37,683 56 1,048 24 41,141 84 1,058 96 46,927 10 1,480 05 40.322 94 1,462 45 32,366 88 1,778 75* 35.643 13 Total.$217,431 63 $213,152 09 $15,462 68 $446,047 4. . The principal offices and machine shops of the company are located in this city, and furnish employment to a large number of persons. Illinois Railway System. In a late lengthy review of the traffic of I Hi nois Railroads for 1857, published in the Chi- [ 11 ] cago It ess, that journal states that there are now 2,775 miles of railway completed and in operation in this State. In 1855 Illinois had only 95 miles of railway completed. Such a result in so short a period is a just cause of honest pride to every citizen of our noble State. Ihe number of trains arriving and departing y Chicago is set down at one hundred and twenty; and the earnings of the Kail ways centering in that city, for the year 1857 are presented in the following table : TOTAL EARNINGS, Passengers. Freight. Mails, etc. C. & Mil Rac. & Mis... C.S.P.&F... $239,30S.19 Cki.& Mil.% G. & C U... 726,909.5S ¥ 11 Val. Min Pt. 8,465.29 Dn & Pa. 28,720.07 C I & N. 1.552T.21 $178,452.66 1,321,737.67 14,465.87 22,676.09 11,630 39 CD&Q . 592,565.81 1,280,522.76 B & Mo. 30,618.45 Q & C. 145,422.12 C & R 1. 742,949.84 Miss & Mo... 147,91135 C A & St L. 442,434.18 ID Cent. 1,064,978.46 PFW&C... 991.175.14 M S & N I 1,316,478.21 Mick Cen... 1,447,526.78 NAAS. 17,836.38 173.011.04 882,384.16 148,244.30 523,806.43 1,037,987.55 653,916.61 833,053.80 1,130,819 25 Total. $522,731.92 271,608.44 $11,544.54 429,305 39 441,408.94 69.258.72 2,117,904.97 30,000.00 650.35 23,581.51 273.89 51,660.05 448.05 19;830 65 16,497.92 1,889,586.49 587.75 49,044 58 18.890.73 337,323.89 55,967.57 1,681,101.57 296,155.74 32,068.86 998,309.47 190,998.56 2,293,964 57 53,787.48 1.652,727.95 31,592.96 2^186,124.97 1 8,125.33 2,656,471.36 631,868.00 Total We Press: copy the following from .... $18,590,520.26 the Chicago ILLINOIS CENTRAL RAILROAD. W. H. Osborn, New York, President. t ‘ -McClellan. ^ ce Preset ail d Chief Eng. w V G *i Glarke ’ Master of-Transportation. ” ‘ K-Ackerman, New Turk, Secretary. I- N. Perkins. Nt w York, Treasurer. John Wilson. Land Commissioner. Ibis is the longest road owned by one com¬ pany in America. As we have on former occa¬ sions described its location minutely, and all new maps have it marked out in full, we omit a specific statement of that kind in this article. Ihe following table shows its Receipts. Freight. Mail and Mis. Movement of Passengers —Continued. Passengers. •Ian. $60,986,36 Feb. 58,973,31 Mar. 84,676,43 April... 106.367,86 May..... 100,443,56 June.... 107,508,57 •Tu>3 .... 93,995,17 •Vig. 87,489,60 ^ept. 110,651.12 Get. 112.377,51 Nov. 81,682,52 Dec. 59,83l'45 $78,555,99 57,372.46 77.819.90 86,443,65 86,075,40 82,393.85 77.160.90 118,108,08 109.505,81 111,397,03 85,567,10 67,578,31 $10,498,49 10,402,00 11,858,74 13,539,90 15,705.66 18,19i;47 17,935,05 16.296,14 18,768,94 20,349,11 19,808,57 17,645,49 Total. "$150,040,84 126,752,77 174,355,07 206.341,41 202,324,62 208.093,89 189,099,18 221,893,82 238,925,88 244,123,65 187,058,17 145,055,25 April.. Total South. May.. June.. 37 506 2 July... ... QQ QQO August. September ..... ... October. 38 968 November... oz Q/t*o December. Total. Total No. 29,455 : 31,847’ 35,336'i 37,013 31,0283 33,795 36,798 i 23,179 22,395 344,194 i otal, $1,064,978,46 $1,037,987,55 $190,998,56 $2,293,964,57 The following shows the total Movement of Passengers. Total Soutk. January. 18,39434 February. 20 004 J March. - ■ 4*1 31,38934 Total North. 16,29414 17,834 29,220 Wl Our readers are aware that this road receiv a magnificent grant of lands from Congress aid in its construction. The following is a list of officers of the Lai . Department: lion. John Wilson, Commissioner. Peter Daggy, Secretary. Joseph B. Austin, Registrar. Silas Bent, Cashier. Frederick L. Fake, Assistant Cashier. The following table will be examined much interest. It shows how directly ar effectually this road is promoting the develo ment of the resources of our noble State, has already sold more than a million of acre most of which is already opened into splendi farms. Probably an equal amount of Goverr ment lauds along its line has been brougl' under cultivation. Strangers, if they will coi sider these facts, need not be at a loss to ac¬ count for the fact Illinois is so rapidly assun ing the proud position of the “Empire State of the Mississippi Va'ley. Illinois Central Railroad Lands—Sales in 1857. 48,140,00 9,650,35 free land for... interest fund land for. Add s lies of town lots. The . 182,493,1 .!: $j '• v ; 4 4 !■ I 2,595,000,00 acret 1,200,933,78 “ Leaving on hand, January 1st, 1858. 1,394,066,22 ‘ From this table it appears that lands to th< value of $15,311,440 40 have already been sold and the Company, on the 1st of January, 1858 still retained more than half the original grant. There can scarcely be a doubt that thelands will ultimately pay for the entire cost of the toad. Even with these advantages, some have affected to doubt whether this road, being north and south line, would pay, if at all, any considerable dividends to its stockholders. If such will censider how vast is the amount of groceries, fruits and other Southern products, consumed in the Northwest, and the richness of the country through which it passes, it would seem difficult for the most skeptical to doubt the productiveness of this road. a FIFTH ANNUAL REVIEW OF THE AND THE PUBLIC AND PRIVATE IMPROVEMENTS OF CHICAGO, For tire Year 1856: WITH A FULL STATEMENT OF HER SYSTEM OF RAILROADS, AND A GENERAL SYNOPSIS OF THE BUSINESS OF THE CITY. COMPILED FROM SEVERAL ARTICLES PUBLISHED IN THE DAILY DEMOCRATIC PRESS. CHICAGO, ILLINOIS: DEMOCRATIC PRESS MAMMOTH STEAM PRINTING ESTABLISHMENT, 45 CLARK STREET. 1857. r * * ■ i , . \ vk * * s :av v . ■ / C . v.,** . m ■ * . V.. . ' •: : AN AND Eff DRES, COMMERCE OF CHICAGO, FOR 1B5B. City ImproTemcnts During 1856. Very few things constitute a more infallible exponent of the character and prosperity of a city than the number and style of its new build, ings. This is not always true under a despotic government, which sometimes impoverishes a province to adorn a capital; but under a gov¬ ernment like our own, where trade is left to flow in its natural channel, and private enterprise alone tills the soil and rears the mart, the pro¬ gress of building is the unerring index which moves over the broad lace of a city, to advertise the vigorous and steady movement of the inte¬ rior wheels of commerce and the arts. An extensive conflagration, which mars and cripples a decaying town, invariably improves a prosperous one. The rapidity therefore with which a city rebuilds the ruins of a fire, has be¬ come a familiar criterion of its prosperity, and the inference is equally legitimate where the space filled is one left by Nature instead of the elements. The relation between these facts is obvious. The structures of a city are so much fixed capital withdrawn from the business which sustains it. The capital thus subtracted must ever bear a small ratio to that employed in ac¬ tive enterprise. Each new edifice, too, is a new centre of activity from which issue, and to which return, those plans and efforts which contribute to make up the sterling aggregate of a city's en¬ terprise. Her new buildiugs are the plain and permanent landmarks of her advancing popula¬ tion—they are the definite and explicit response to the demands of her growing trade. It was the proud boast of Augustus that he found Rome of brick and left it of marble. Chicago has within the last five years undergone a similar, and scarcely less splendid, transfigura¬ tion. This change she owes to her free labor and her adventurous commerce—more imperial in their dignity and more opulent io their re¬ sources than crowned head or royal exchequer. The enlargement of her proportions, more wonderful even than the grace of her finish, un¬ shrinkingly challenges ancient or modern civi¬ lization for a parallel. That Providence which, in anticipation of Grecian genius and greatness, buried in her mountains a quality of marble so pure and so indestructible that the storms of twenty centuries have not dimmed its complexion or effaced its lines, here also, where He drew in such deep and unmistakable lines the site of a powerful me¬ tropolis, laid down hard by an inexhaustible supply of peerless marble, and her rapid progress has summoned to the aid of this future mistress of the West a corps of architects and mechanics which Athens would not have scorned. We proceed to trace the broad, s veiling wave of architecture which during the past year has rolled over the city, enriching its center and sweeping its boundaries far out upon the open prairie. Illinois Central Railroad. Passenger Depot.— This splendid building belonging to the Illinois Central and Michigan Central Railronds, which was noticed in our last Annual Review as being in progress, is now completed. It is situated on South Water st., on the harbor. It is built of rubied stone with a front looking north, three and a half stories high. Its dimensions are 166^ by 504 feet. The roof is an arch supporting itself with arise of 36 feet. The building is admirably lighted with gas, 2,668 feet of pipe being used for the purpose. The Ticket Office occupies a conspicu¬ ous place near the main entrance in close prox¬ imity both to the Ladies’ and Gentlemens’ Wait¬ ing Rooms. Directly over it is the Telegraph Office belonging to the connecting companies, and by which they govern the running of their trains. Eight tracks are laid in the building. 4 All out trains leave from the west side which faces the street. All in trains arrive by the ttvo eastern tracks. The platforms are large and commodious, on one of which is built a tasteful baggage room, 125 feet loug, jfih offices and rooms over it for conductors, baggage-men, brake-men, &c. Nothing has been neglected which could add to the comfor^and convenience of the passengers, the accommodation of trains, and the disposal of freight, rendering this irn- mense Station House one of the rrmSSi complete in the Union and probably in the world. The entire structure has been erected in the short space of thirteen months, at a cost of $180,>000. Otto H. Matz, architect; Stone, Boomer & Bouton, builders of the roof; Sam Porter, ma¬ son ; Sloat, stone-cutter; Hughes & Wilson, plumbers; Menard, Robinson & Harper, car¬ penters ; J. C. Stokes & Bros., plasterers; Brown & Wilder, gas fitters. Store Room.— This building was commenced on the 1st of September, and completed on the 20th. It is 120 by SO feet, and 14 feet at the eaves. It cost about $10,000. Car Shop. —This building was commenced on the 25th of September, and will be completed about the 1st of February. It is 200 by 75 feet, and 18 feet at the eaves. It is constructed to accommodate all the wood machinery, and it is furnished with ten tracks which will accommodate twenty freight cars and two passenger cars. Situated near Twelfth street, and will cost about $20,000. ■ — 4 -- Chicago and Milwaukee Railroad. This company have erected a neat and commo¬ dious frame Freight House, 156 by 60 feet, situ¬ ated on the West Side, near Kinzie street bridge, with the offices of the company above it. Cost $7,000. - 4 —-- Chicago, St. Paul and Fond du Lac Railroad. This company have erected a frame Freight House, situated on the West Side, near Kinzie street bridge, at a cost of $10,000, and a passen¬ ger depot costing $6,000. Rock Island Railroad This company have during the year completed a capacious and durable Grain Warehouse of spiked plank sufficient to store one million bushels. Cost $130,000. The machinery and the entire appointments are of the most complete and substantial charac¬ ter. They have also built a new frame Freight Depot, costing some $15,000. Michigan Southern Railroad. This company has erected during the year a Convenient and substantial brick Fi eight House, situated on Clark near Twelfth street. Cost $15,000. Michigan Central Railroad. This Company have erected during the year in this city the following buildings : Building for Offices. —This is an elegant stone building, situated near the Union or Illi¬ nois Central Passenger Depot, three stories high and 120 by 50 feet in size. Cost $50,000. Addition to -Round House. —This is a brick buildidg situated near Twelfth street. Cost ifO.OOO*.-''' . , J£.»W Freight House. —This is a brick budd¬ ing situated at the foot of South Water street. It is designed for the transfer of freight, and enlarges still further the ample freighting ac¬ commodations of this company. Cost $50,000. Chicago, Burlington and Quincy Railroad. This Company have erected an Engine House near Illinois Central machine shops of a sub¬ stantial character. They are also erecting build¬ ings at South Branch Depot, with a convenient slip for lumber business. Cost about $15,000. Chicago Water Works. The water works of a city may properly be classed among its moral reforms. Cleanliness and godliness shade with each other, while filth is incipient vice. No metre can guage the refuse and unhealthy matter which is daily washed from the vigorous frame of our young city by the grand bath into which she is daily plunged. No figures can express the value of that splendid artificial sea, “ whose fountains are dispersed abroad”—causing waters to break forth in the wilderness, and springs of fresh water to well up into every home. In the va¬ riety and extent of its uses, public and private, it seems a material Providence watching over the general good, and yet attending upon the minutest want of the humblest citizen. Through the courtesy of the Superintendent of the Board of Water Commissioners we are enabled to present the following synopsis of its operations during the past year. About one mile of 24 inch main has been laid on Chicago avenue, from the Engine House west to Union street. About one-half mile of 16 inch main has been laid on Union street, from Chicago avenue to Kinzie street. About ten miles of distribution, 4, 6, 8 and 10 inch, has also been laid. Under the direction of the Board there has been nearly completed one of the largest Pump¬ ing Beam Ecgines in the United States. It is about five hundred horse power with double acting pumps, and capable of raising twenty million gallons in twenty-four hours. Its cost will be about $60,000. Lots for two additional Reservoirs have been purchased ; one in the North Division, and the other in the West Divi> sion. These reservoirs are to be built next season. 5 The receipts for water rents for 1856 will be about $80,000. The operating expenses with in¬ terest, about $75,000. The improvements and extension will probably reach $250,000. Chicago Gas Light and Coke Company. This Company during the past year has large¬ ly extended its operations. Six miles of addi¬ tional pipe have been ordered and the expendi¬ ture has been $57,000. Sewerage. In very few respects has Chicago had greater injustice done her than in the charge which envy and ignorance have conspired to circulate that it was unhealthy. There is on either side of this city a grand old ventilator of lake or prairie, which in the absence of any drainage, would go far to keep her atmosphere pure, and it only needs that the system of paving and sew¬ ering her streets, which has been so vigorously commenced, should be carried out, to render this one of the healthiest, as it will inevitably be one of the largest cities of the continent. The following condensed statement of the op¬ erations of the Commissioners ol Sewerage has been furnished us through the courtesy of the Secretary and Chief Engineer : Length of sewers laid in the city of Chicago under the Board of Sewerage Commisioners, up to December 1st, 1855. 1,596 feet of Sewers 6 feet in diameter, 6.034 ** “ 5 “ 1.024 '* “ 4 280 1,452 12.062 8,804 3 ‘ 2K 2 ‘ 1 * or six mnes. Total 31,662 “ The total expenses incurred on account of the work, including preliminary expenses for sur¬ veys, maps, profiles, &e., as also materials and construction, is $133,800. Materials on hand consisting of brick, pipes, cement, &c., to be used during next season’s operations, included in the foregoing amount, $11,000. Wm. B. Ogden, | J. D. Webster, >- Commissioners. S. Lind. ) Wm. Gamble, Secretary. E. S. Chesbrough, Chief Engineer. W. H. Clarke, Assistant Engineer. John Reid, “ “ A. F. Bradley, “ “ Public Improvements. As a corporation is but the product of its mul¬ tiplied citizens, the municipal will generally re¬ flect the individual character of a city. Inas¬ much, however, as the expenditures made by a city in its corporate capacity have in view a more general good, and are frequently of a strictly eleemosynary character; they evidence a more robuBt enterprise and a larger liberality than those made by individuals in response to the r own immediate wants. Whoever examines the following statement, kindly furnished us by E. Granger, Esq., the City Superintendent, will find ample proof that Chicago appreciates her high ca’ling as a great centre of wealth and moral influence, and is responding to the de¬ mands of her educational interests, her charities and her augmenting commerce with no niggard¬ ly hand: Olai-k street bridge, repairs.$ 727 06 Wells “ “ wrecking of eld structure and removing.$ 37183 Wells'street bridge,new structure per contract... 15,000 00 Wells street bridge, new structure, bill extras on contract. 771 97 Weils street bridge, fill’g approaches 1,227 84 “ •’ l ' dredging and pulling old piles. 1,285 60 Webs street bridge, repairs to new structure. 525 65 -19,182 89 Kir zie street bridge. repairs. 392 52 Chicago avenue bridge, rebuilt. 4,013 75 Lake street bridge, repairs. 1,276 37 Randolph street bridge, repairs of old struc¬ ture. 2140 Randolph street bridge, wrecking and removing old structure. 235?80 Randolph streetbridge, dredging and pulling old piles. 1,834 50 Randolph street bridge, filling ap¬ proaches . 4,984 92 Randolph street bridge, new struc¬ ture for contract. 13,084 62 Randolph street bridge, repairs to new structure. 1,650 39-20,811 63 Madison street bridge, repairs.-.. 575 31 VanBuren“ ** . 396 57 Polk “ “ “ . 37191 Twelfth. . 682 23 Lake Rouse Ferry, “ .. 303 52 Wells street Ferry, repairs (established tem¬ porary). . 133 33 Randolph street ferry, repairs (established temporary). 68 39 Chicago avenue ferry, repairs, (established temporary)... 3313 Rush street iron oridee. contracted, to be com¬ pleted 1st April, 1857. 48.000 00 Amount paid on contract.. 15,825 00 Filling, curbing and paving South W$ter st. from Clark to Franklin. 13,29912 Grading and planking West Water at., from Lake to Fulton st. 465 43 Grading and planking North Water st. from Cass to Sand st. 328 53 Filling West Randolph st. from Market House to Halsted st. 650 80 Work Shop and lumber yard, N. D., removing and repairs....... . 12216 Changing location of sewer through a. Wells st. dock. 92 00 Sewering east side Desplaines st. from Kinzie to Hubbard. 88 88 Sewering through Washington st. dock.. 16 25 Filling and grading Washington square, N. D. 1,91716 Pound, N. !>,, repairs. 15 27 Docking and dredging at foot of East Wash¬ ington st. 1,020 51 Planking Chicago av. from River to Clark st. 874 76 PaviDg*. Water st. from Wabash av. to rail¬ road. 2,563 00 Paving Lake st. from State to Market st. 29,501 00 Dearborn Park, fence and sidewalk. 299 19 Work shops, bridge house and water closets at Webs sfc bridge. 1,352 29 Work shops, bridge house and water closets at Randolph st. < ridge. 959 25 Breaking ice in river.. 26 00 Raising canal boat (sunken). 9 38 Engineer’s taking soundings... 55 31 Raising hulk of steamer Oregon. 1,283 52 Repairing old City Hospital. 139,40 Filling High School lot, W. D. 649 53 Sewering “ . 127 76 Furniture “ “ . 34 25 81154 Filling through block 16, Wolcott’s addition... 63 50 Planking Clark street from Polk to Monroe (lumber). 808 70 Oil and fuel for bridges. 115 88 Filling and relaying plank in Randolph ttreet, W. D., from Clinton to Desplaines. 1,27510 Filling Lasalle st. from Lake to South Water street. 468J10 Docking and dredging at foot of Lasal e street, S. D. 1,108 03 Macadamizing Wells street from Van Buren to Taylor street..... 1,302 73 Filling and curbing Wells street from Lake to South Water street. 1,413 43 Planking Milwaukee avenue from Elston road to city limits. 820 57 Repairs to South Market. 18,44 Fencing east side or Cemetery ground. 41719 6 lilling and relaying plank in East Madison street from fiiver to Market street.... Filling, sewering and planking alley through blocks 123 and 124, School Section addition. Filling, sewering and planking alley through block 126. School Section addition.. Filling and planking In orth Clark street from River to Ontario street. Grading Mohawk street. Grading Michigan avenue.. Add lumber used in the above... 1,075 93 773 84 156 19 3,158 60 133 00 102 75 9,377 00 $143,434 09 In addition to the foregoing, there is in pro¬ gress and under order, &c.: New float bridge at Indiana street... •• *• Erie street. “ “ Polk street. New draw iron bridge at Madison street... Improvement of harbor at Ft Dear¬ born Point... Improvement of harbor around Dl’ks No. 6, 7,14 and 14 fin O. T. $5 000 00 5 000 00 6,000 00 30,000 00 40,000 00 43,000 00 -$128 000 00 The Wells street Bridge, enumerated in the foregoing improvements, was built by D. Har¬ per, Engineer and Bridge Builder. It is 190 feet long and 35 feet wide, being the longest draw¬ bridge in the West. It has 3 trusses 18 feet high and 6 feet at the ends, 2 road-ways 9 feet wide in the clear, 2 sidewalks 7 feet wide each. It is 18 feet above the water, allowing the passage of tugs without opening. In addition to the above the following build¬ ings have been erected by the city: City Armory. —This is a three story brick bu ilding, with two stone fronts. Size, 100 feet by 100 feet; height 70 feet; cost $40,000. Yan Osdel & Bauman architects, Weadly & Co., ma¬ sons and stone cutters, A. Grannis, carpenter. Engine House No. 7.—This is a two story brick building on State street. Size 25 by 50 feet; height 40 feet; cost $9,400. Yan Osdel & Baunan, architects; J. Ward, mason ; Green- baum, plumber; Boggs & Son,carpenters; Bar¬ ry & Cushing, painters; Skelly, stone cutter. High School. —This building has four stone fronts; it is three stories high, with a basement, and 52 by 88 feet in size; cost $38,000. Yan Osdel & Bauman, architects; Lawrence & Hineh- laff, masons; Greenbaum, plumber; Boggs & Son, carpenters; McFarlane, gas-fitter; Fanning & Co., stone cutters. School House on Chesnut Street. —This is a three story brick building, 58 by 78 feet; cost $24,000. Yan Osdel & Bauman, architects; Bishop & Hammet, masons; Harriot & McDon- nel, carpenters; Barry & Cushing, painters. The City Hospital— built of brick, three storis high, 66 by 115 feet, corner ot New and Lasalle street—is in process of erection, to be com¬ pleted by the first of J uly next, at a cost of $45,000. Carter & Bauer, architects; Benjamin & Leightier, masons; Edward Lesley, carpen¬ ter; Barry & Cushing, painter. -» ■ — Churches, Academies, &c. First Presbyterian Church. —This splendid edifice, now in process of erection, is located on Wabash avenue, between Yan Buren and Con¬ gress streets. The style of architecture is Nor¬ man. A peculiar feature in this style is the liberal use of the stilted semi-circular arches for all windows and door-openings, and all orna¬ mental work in the finish in its exterior and in¬ terior. This noble structure, 80 by 166 feet in size, is to be built of Athens marble, the front being highly ornamented with fine and richly carved work in stone. At the left of the main entrance rises a bold and lofty tower to the height of about one hundred and sixty feet. At the right a smaller one which vies with its elder brother for elegance and beauty of proportion. The main or principal entrance is through a spacious and elaborately carved Norman door¬ way, and a beautiful groined vestibule conduct¬ ing to the audience room. This room is some 63 by 97 feet, and 50 feet to the highest point of the semi-circular vaulted ceiling, and is lighted from sky-lights through highly ornamented openings in the ceiling. In the rear is located a deep recess across which extends a gallery for the organ and choir. The side galleries are self- supporting. On each side of the vestibule are rooms designed for church and social meetings. Directly over this room is one fitted up for Sab* bath Schools and evening meetings. Over the front door-way is a mullioned window, filled with ornamental tracery and stained glass.— This edifice will be alike creditable to the Society which furnished the means, to the architects who have cast these means into so graceful and noble a mould, and to the city of which it is a conspicuous ornament. Cost $75,000; Boying- ton & Wheelock, architects; B. & C. D. Weeks, masons and plasterers; Boyington & McWil¬ liams, carpenters. St. Paul’s Church. —Now recently, built for the First Universalist Society, is located on the corner of Wabash Avenue and Yan Bu¬ ren street. It is 78 by 96 feet, and when com¬ pleted will be one of the most chaste specimens of perpendicular gothic architecture in the West. This style of architecture is regarded by many as the most appropriate for church edifices of any ever adopted in this country. The struc¬ ture we are describing is built of Athens Mar¬ ble in the most thorough and substantial man¬ ner, the massive butresses along the side and front, giving it an appearance of great strength and durability. The high pointed window and door dressings have deep and bold cut mouldings, with richly carved crockets and finials in stone. In the centre of the front, rises a lofty spire over 200 feet above the side-walk. The main roof and the octagonal point of the spire is carved with slate. At the corners of the main building are two turrets, through which the church'and galleries are entered. In the base¬ ment is a large and commodious room fitted up for Sabbath Schools and lectures. The audi- 7 ence room will be artistically furnished, the ceil¬ ing being high, vaulted and interlaced with ribs peculiar to this style of architecture, at the junc¬ ture of which hang richly carved pendants. In the rear is a deep recess of a semi-octagonal form, desigued for the speaker’s desk, its ceiling intersecting with the main arch ribs. The organ gallery is directly over the front entrance, and connects with the side-galleries, which are self- supporting. Cost $60,000. W. W. Boyington, architect; Walker & Boyington, carpenters; Brown & Wilder, gas-fitters; Ill. Stone Co., cut-stone. A stone church in progress on the corner of Cass and Huron streets. It is 72 by 150 feet, and is estimated to cost $90,000, of which $31,- 00o, have been expended. E. Burling, architect St. Patrick’s Church. —This Church is loca¬ ted on Desplaines and Adams streets. West Side. It is built of brick, 120 by 64 feet. Cost $35,000. Carter & Bauer, architects; Heald & Waterhouse, masons; W. E. Dunn, carpenter. Colored Baptist Church. —This Church is situated on Clark street above Polk. It is a frame building, 49 feet in height, and 38 by 60 feet in size. Cost $3,500. P. A. Nicholson, ar¬ chitect. Reform School. —This is a frame building situated near the old Alms House. It has a dormitory 20 by 42 feet, and a school room 36 by 42 feet. Cost $4,000. Matz & Gray, archi¬ tects ; T. D. Swan, carpenter. Westminster Presbyterian Church. —This edifice, situated on the corner of Dearborn and Ontario streets, is built of stone, 68 by 115 feet. Cost $40,000. Boyington & Wheelock, archi¬ tects; Hamilton & Goodman, masons; M. Ran¬ dolph, carpenter. v Third Baptist Church. —This is a frame building, situated on the corner of Harrison street and Edina place. Size 48 by 80 feet. Cost $4,200. Boyington & Wheelock, architects. --*- Hotels, Boarding Houses, &c. Massasoit House. —This Hotel is a brick building covered with mastic, four stories high, 130 by 40 feet, situated on South Water street. Gage Brother & Drake, owners; cost $30,000; Boyington & Wheelock, architects ; M. H. Bald¬ win, mason and plasterer ; Hand & Thompson, carpenters ; Heath & Hurd, painters ; B. E. Ro- finot, cut stone mason. Richmond House.— Hotel on South Water street, of Michigan avenue. This is a stone uilding 72 by 132 feet and six stories high, Richmond & Co., Proprietors. Cost $120,000. W. B. Olmsted, architect; Pe¬ terson & Cochran, masons; Jas. Brown, plumber and gas fitter; J. Foot, carpenter; C. Libbey, painter. Audubon House, on West Lake street. This is a brick building with a stone front, six stories high,with a basement, and 43 by 116 feet. Cost $60,000. J. W. Cochran, owner. Vanosdel & Bauman, architects; Walbaum & Deakling, masons; McFarlane, plumber and gas fitter; Boggs & Son, carpenters; Douglass, painter; King & Co., stone cutter. The Cleveland House, situated on West Lake street, built by Cochran & Baker, cost $40,000. Railroad Restaurant, store and offices on South Water street. This building is of pressed brick, 20 by 130 feet and five stories high. Chas. M. Dupuy owner; cost $15,000; Boyington & Wheelock, architects ; Wilson & Hughes, plumb¬ ers. An additition to the Briggs House, built of brick, covered with mastic, five stories high, and 60 by 80 feet. Cost $28,000. F. Letz & W. Briggs, proprietors. Yan Osdel & Bauman, ar¬ chitects ; Walbaum & Deakling, masons; Ba¬ ker & McEwen, carpenters; Wolf & Co., stone cutters. A Hotel on the corner of Clark and Yan Bu- ren streets, built of Milwaukee brick, five stories high, 105 by 25 feet. Marks, owner. Cost $13,- 000. F. E. Khale architect. McFall, contractor for the whole. A frame boarding house on the corner of Twelfth and Buffalo streets, three stories high, 20 by 50 feet; Barth,owner; cost $2,000; F. E. Khale, architect. A boarding house on Archer Road. It is a frame building with a stone cellar, two stories high, and 24 by 60 feet, with an addition. Hen¬ ry Milward, owner?; cost $3,000; Maiz & Gray, architects; C. & A. Price, masons; Menard & Robinson, carpenters. -*-. South Division. BUSINESS BLOCKS AND BUILDINGS. Freight House of the American Transpor¬ tation Company. —This is a substantial frame dwelling 400 by 100 feet with a central front containing the offices 80 by 100 feet and a conve¬ nient and durable dock in the rear. The Com¬ pany occupy the whole block between Washing¬ ton and Madison streets and between Market street and the river, making this conspicuous even among the mammoth Freight Houses of this city. Cost over $20,000. A brick store, with iron front, on Lake street Size 23 by 160 feet; height75 feet; cost $19,000. Savage, Case & Co., owners; Yan Osdel & Bau¬ man, architects ; C. & W. Price, masons; Wilcox & Ballard, carpenters; Comley, gas-fitter; Thomson & Alston, painters; P. Wolf & Co., stone cutters; D. D. Badger & Co., iron front. A brick store, with iron front on Lake street. Size 23 by 160 feet; height 75 feet; cost $19,- 000. J. W. Waughop, owner; Yan Osdel & Bau¬ man, architects; C. & W. Price, masons; Wilson & Hughes, plumbers; Boggs & Smith, carpen¬ ters; Comley, gas-fitter; Thomson & Alston, painters; P. Wolf & Co., Btone cutters; D. D. Badger & Co., iron front. 8 Two brick stores, with iron fronts, on Lake street. 456 by 160 feet; height 75 feet; cost §37,000. C. & W. Price, owners; Van Osdel & Bauman, architects; C. & W. Price, masons; Wilson &* Hughes, plumbers; Boggs & Smith, carpenters; Comley, gas fitter; Thompson & Alston, painters; P. Wolf & Co., stone cutters; D. D. Badger & Co., iron fronts. A brick store, with iron front, on Randolph street, near Dearborn. Size 20 by 90 feet; height 723^ feet; cost $13,000. Horton & Kidder own¬ ers ; Van Osdel & Bauman, architects; Mortimer & Loberg, masons; Wilson & Hughes, plumbers; Thomas Soper, carpenter; Brown & Wilder, gas fitters; Morrison & Son, painters; Deakman, stone cutter; Stone, Boomer & Bouton, iron front. This building was blown down by the storm of Dec. 21st. A brick bank building, with iron front, corner of Randolph and Dearborn, (foundation only laid.) Size 20 by 90 feet; cost $25,000. D. Mc- Ilroyowner; Van Osdel & Bauman, architects; Mortimer & Loberg, masons; Wilson & Hughes, plumbers; Thomas Soper, carpenter; Brown & Wilder, ga 3 fitters; Morris & Son, painters; Deakman, stone cutter; Stone, Boomer & Bou¬ ton, iron front. A lour story brick store, with stone front, on Lake street, near Clark, 20 by 90 feet; cost $7,000. George Smith & Co. owners; Van Os¬ del & Bauman, architects; Ed. Price, mason; Dunn, carpenter; Brown & Wilder, ga3 fitters; Thompson & Alston, painters; Illinois Stone Co., cut stone. This store is rented at $6,000 per annum. A four story brick store with stone front, 20 by 90 feet. Cost $7,000. A. H. & C. Burley owners; Van Osdel & Bauman, architects ; Ed* Price, mason; Dunn, carpenter; Brown & Wil¬ der, gas fitters; Thomson & Alston, painters; Ill. Stone Co., cut stone. A five story brick store, with stone front on Lake street near State, 20 by 40 feet. Cost $16,- 000. N. Tuttle, owner; Van Osdel & Bauman, architects; C. & W. Price, masons ; Wilson & Hughes, plumbers; James Walter, carpenter; Comley, gas fitter; Heath & Hurd, painters; Deakman, stone cutter. A brick store with iron front on Lake street, between State and Wabash avenue. Size 68 by 140 feet; height 72 feet. Cost $17,000. S. P. Skinner, owner; Van Osdel & Bauman, archi¬ tects ; C. & W. Price, masons; RafFen, plumber; J. W. Watson, carpenter,; Comley, gas fitter Heath & Hurd, painters ; P. Wolf, stone cutter; D. D. Badger & Co., iron front. A brick store with iron front, on Lake street, between State street and W abash avenue. Size 22 by 135; height 72 feet; cost $17,000. J. Mc¬ Cord, owner; Van Osdel & Bauman, architects; Thos. Milner, mason; Wilson & Hughes, Plumb¬ ers ; J. Campbell, carpenter; Comley, gas fitter; Heath & Hurd, painters; P. Wolf, stone cutter; D. D. Badger & Co., iron front. A brick store, with iron front, on Lake street Size 22 by 135 feet; height 72 feet; cost $17,000. Late Geo. Collins, owner; Van Osdel & Bau¬ man, architects; Thos. Milner, mason; Wilson & Hughes, plumbers; J. Campbell, carpenter; Comley, gas fitter ; Heath & Hurd, painters; P. Wolf, stone cutter; D. D. Badger & Co., iron front. A brick store with iron front on Lake street. Size 22 by 135 feet; height 72 feet; cost $17,000. T. King, owner; Van Osdel & Bauman, archi¬ tects ; Thos. Milner, mason; Wilson & Hughes, plumbers; J. Campbell, Carpenter; Comley, gas fitter; Heath & Hurd, painters; P. Wolf, stone cutter; D. D. Badger & Co., iron front. A brick store with iron front on Lake street. Size 22 by 135 feet; height 72 feet; cost $22,000. C. N. Henderson, owner; Van Osdel & Bauman, architects ; Heald & Waterhouse, masons; Wil* son & Hughes, plumbers ; Wilcox & Ballard, carpenters; Fanning & Co., stone cutters; D. D. Badger & Co., iron front. Two brick stores with iron fronts on Lake street, adjoining City Hotel. Size 45 feet 6 inches by 160 feet; height 75 feet; cost $37,000. Thos. Church, owner; Van Osdel & Bauman, architects; C. & W. Price, masons ; Wilson & Hughes, plumbers; Wilcox & Bahard, carpen¬ ters ; Comley, gas fitters ; Thomson & Alston, painters; D. D. Badger & Co., iron fronts. A Brewery on Indiana avenue, consisting of several brick buildings two stories high with a cellar. Cost $8,000. M. Best, owner; Van Os¬ del & Bauman, architects. Four three story frame stores on State street. Cost $7,000. C. R. Starkweather, owner; Van Osdel & Bauman, architects. Gallery to Metropolitan Hall for John M. Gur¬ ley. Cost $2,500. Van Osdel & Bauman, archi¬ tects; Boyington & McWilliams, carpenters. A block of four brick stores with iron fronts on the corner of Weils and South Water streets. Size 80 by 150 feet; height 74 feet. Cost $95,000. Allen Robbins, owner; Vau Osdel & Bauman, architects; P. Button, mason; Hughes & Wil¬ son, plumbers; John Hollister,carpenter; Com¬ ley, gas-fitter; Barry & Cushing painters; Rofi- not,stone-cutter. Both fronts 350 feet of iron ; 75 feet high. f ro m D. D. Badger & Co’s Iron Works New York. This is said to be one of the largest and finest iron front buildings in thd country, and is an ornament to the city. Three brick stores with iron fronts on the corner of Lake and State streets ; size 68 by 140 feet; height 72 feet; cost $60,000. F. Tuttle, owner; Van Osdel & Bauman, architects; C. & W. Price, masons; Raffen^ plumber; J. M. Watson, carpenter; Comley, Tgas-fitter; Heath and Hurd, painters; Rofiuot, stone cutter. Iron fronts furnished and put up by D. D. Badger & Co., New York. 9 A five story brick store 20 by 160 feet on Ran¬ dolph street; Greenbaum & Son owers; cost $16,000. Carter and Bauer, architects; Deitz & Price masons; Greenbaum, plumber; Boggs & Son carpenters; Brown & Wilder, gas-fitters; Heath & Hurd, painters. A five story brick store 20 by 160 feet on Ran¬ dolph street; A. D. Taylor, 'owner; cost $14,- 000. Carter & Bauer, architects; Deitz & Price, masons; Greenbaum, plumbers; A D. Taylor, carpenter; brown & Wilder, gas-fitters; Heath & Hurd, painters. A five story brick store 25 by 61 feet, on Franklin street; owned by Kcefier; cost $8,000. Carter & Bauer, architects; Pull & Barton, ma¬ sons; Greenbaum, plumber; J. Allen, carpen¬ ter ; Lamparter, gas-fitter; Drake, painter. A three story brick store 40 by 120 feet, an extension, on Randolph street; W. Blair, own¬ er; cost $8,500. Carter & Bauer, architects; Hardcastle & Cobb, masons; Wilson & Hughes, plumbers; S. Johnson, carpenter; Thomson & Alston, painters. A three story brick store, extension, 40 by 101 feet on Randolph street, J. Burr, owner; cost $8,000. Carter & Bauer, architects; Hard¬ castle & Cobb,masons; Wilson & Hughes, plum¬ bers; S. Johnson, carpenter; Thomson & Al¬ ston, painters. A five story marble store, 24 by 145 feet on Lake street. W. H. Magie, owner; cost $27,000. Carter & Bauer,[architects; Moss & Bro., ma¬ sons ; Greenbaum, plumber ; Boggs & Son, car¬ penters ; Moss & Bro., plasterers; Brown & Wilder, gas-fitters ; Hummer, painter. A five story marble store, 28 by 145 feet on Lake street. C. Wright, owner; cost $25,600. Carter & Bauer, architects; Moss & Bro., ma¬ sons; Greenbaum, plumber; Bullard & Wilcox carpenters ; Moss & Bro., plasterers; Brown & Wilder, gas-fitters; Hummer, painter. A five story marble store, 28 by 145 feet on Lake street. E. Wright, owner. Cost $25,600. Carter & Bauer, architects; Moss & Bro. masons; Greenbaum, plumber; Ballard & Wilcox, car¬ penters; Moss & Bro. plasterers; Brown & Wil¬ der, gas fitters. Hummer, painter. A five story brick store, 40 by 80 feet, on Lake street. E. H. Haddock, owner. Cost $13,000^; Carter & Bauer, architects; Manning, mason ; Rice, carpenter; Brown & Wilder, gas fitters; Barry & Cushing, painters. A five story brick store 20 by 80 feet on State street. S. Sawyer, owner. Cost $7,500. Carter & Bauer, architects; Manning, mason; Rice, carpenter; Brown & Wilder, gas fitters; Barry & Cushing, painters. Two five story brick stores, 28 by 95 1 feet, cor¬ ner of Water and State streets. J. H. Dunham, owner. Cost $28,000. Carter & Bauer, archi¬ tects ; Moss & Chambers, masons; Wilson & Hughes, plumbers; E. Ewing, carpenter; J. Brown, gas fitter; Donaby, painter. A five story brick store 28 by 95 feet, corner of Water and State streets. E. D. Taylor, own¬ er. Cost $9, . Carter & Bauer, architects; Moss & Chambers, masons; Wilson & Hughes, plumbers; E. Ewing, carpenter; Barry & Cush¬ ing. painters. Five two story frame stores 20 by 40 feet on Clark street. E. S. Williams, owner. Cost $7,000. Carter & Bauer, architects; Hern & Mason, carpenters. Three two story frame stores 18 by 60 feet on Clark street. Capt. A. Bigelow, owner. Cost $3,400. Carter & Bauer, architects; W. Goldie, carpenter. Six two story frame stores 20 by 60 feet on Clark street. J. G. Hansbrough, owner; cost $7,200; Carter & Bauer, architects : W. Goldie carpenter. A Type Foundry on Washington street, under roof and to be completed during the winter. It is built ot brick, four stories high, and 20 by 50 feet. C. T. White, owners; cost $3,600; Carter & Bauer, architects; Moss & Brother, masons; Ballard & Wilcox, carpenters. A four story brick store, 40 by 60 feet, on Clark street. H. B. Clancy, owner; cost $7,000. A five story store, marble front, 60 by 120 feet, on Wabash avenue. Cooley & Farwell, owners; cost $30,000; Carter & Bauer, archi¬ tects ; Baldwin & Thomas, masons; Bingly, car¬ penter ; E. D. Comly & Co., gas-fitters; Barry & Cushing, painters; Walworth & Co., steam. Two four story brick and frame stores, 80 by 73 feet on State street. G. W. Snow, owner; cost $8,000; Carter & Bauer, architects ; Marcus mason; Marcus, carpenter; Brown & Wilder, gas-fitters; Barry & Cushing, painters. Carter & Bauer have made plans for about $10,000 of buildings in this division of which they have had no oversight. A frame block on Clark street, for stores and residences, 40 feet in height; size 44 by 80. W. & G. Wright owners. Cost $5,000; Olmsted & Nicholson, architects; J. Brown, plumber and gas-fitter; Marshall, carpenter. A brick factory (addition) situated on Sedg¬ wick street, 25 feet in height; size 72 by 90 feet; J. Garland, owner; cost $3,000; P. A. Nicholson, architect; Loberg & Mortimer, masons. Six two-story frame scores and dwellings each 19 by 35 feet, Waller, owner; cost $10,000; W. H. Bayless, architect; J. E. Prince, con¬ tractor. Four brick stores, three stories, with a cellar, 81 by 62 feet, on Madison street. James and Strong Wadsworth, owners; cost $12,000; Matz & Gray, architects. Pork and Slaughter House on the South Branch, Henry Milward, proprietor. It is built of brick, two stories high, with a cellar. Size 10 ISO by 134 feet; cost $25,000. It has a station ary engine house of brick, 22 by 50 feet, and a brick saH house, 22 by 50. The chimney is of iron. It is one of the most complete buildings of the kind in the country, having ample accom¬ modations for killing fifteen hundred hogs per day. It fronts northward on the river and southward on the Archer Road. Matz & Gray, architects; C. & A. Price, masons; Menard & Robinson, carpenters; Pfeiffer, stone cutter. A block of marble stores, nearly completed, on the corner of Lake street and Wabash avenue. Among the many splendid stores erected in the city during the past season, there are none per¬ haps that surpass these. The style of architec¬ ture, quality of material, workmanship, and es¬ pecially its substantial foundation, so desirable in this city, render this block of particular inter¬ est and value. The design is claimed as origi¬ nal, and as well adapted to wholesale stores. It comprises three stores, two of which are built by John R. Mills. They are 48 by 140 feet, five stories high with basement; cost $40,000. W. W. Boyington, architect; B. & C. D. Weeks, masons; Wilson & Hughes, plumbers ; James Campbell, carpenter; Reese & Healy, painters. The remaining one is built by Charles Follans- be. It is 24 by 140 feet, five stories, with a basement; cost $16,000; Boyington & Wbeel- ock, architects; D. D. Huddleston, carpenter; J. E. Reese, painter. A four-story store on ^Clark street, of pressed brick, 25 by 81 feet. Cyrus Bentley, owner. Cost, $8,000. W. W. Boyington, architect; W. H. Baldwin, mason ; Wilson & Hughes, plumb¬ ers; John Sollitt, carpenter; Brown & Wilder, gas-fitters; Rollins & Gaylord, painters. Eleven stores on the corner of Randolph and State streets, built of pressed brick, four stories high, 62 by 75 feet. F. Parmelee & Co., owners. Cost, $55,000. W. W. Boyington, architect; Hambleton & Goodman, masons; Boggs & Sou, carpenters; Heath & Hurd, painters. Three stores, of pressed brick, five stories, with basement, 96 by 102 feet, on River street. Norton, Walter & Rogers, owners. Cost, $40,- 000. W. W. Boyington, architect; B. & C. D. Weeks, masons; W. C. Deakman, cut-stone mason. Two marble stores and dwellings, on South Water street, six stories high, with basement, 48 by 100 feet. Chas. B. Phillips, owner. Cost, $35,000. Boyington & Wheelock, architects; Moss & Bro., masons. ♦ Two stores of pressed brick, on South Water street, 25 by 130 feet, five stories high. Carter & Fisher, owners. Cost, $12,000. Boyington & Wheelock, architects. A frame sale-stable, on State street, two stories high, 40 by 180 feet. Cost, $3,000. Wren & Perrin, owners. Boyington & Wheelock, archi¬ tects; D. W. Clark, carpenter. A frame store and dwelling, on State street, 25 by 50 feet, two stories high. Samuel Kay, owner. Cost, $2,000. Boyington & Wheelock, architects. A three-story brick store and dwelling, 25 by 80 feet, on State street, for Harlys & Pitt. Cost, $4,000. Boyington & Wheelock, architects. A building, situated on the corner of South Water and Franklin streets, for stores, mercan¬ tile offices, five stories high, with a cellar, built of Milwaukee pressed brick, with stone lintels and window caps, 120 by 58 feet; Col. E. D. Taylor, owner; cost $40,000. F. E. Khale, architect; Moss & Bro., masons; Greenbaum, plumber; Thos. S. Forrest, carpenter; McGraw, plasterer; Reese & Healy,painters; Letz,wrought iron ; Brown & Wilder, gas-fitters. The foun¬ dation of this building was a difficult one, one corner being twenty feet below the river level. A building fronting on the corner of South Water and Lasalle streets, built of Milwaukee brick, five stories high, 50 by 50 feet; Geo. Steel* owner; cost $26,000. - F. E. Khale, architect; Mortimer & Loberg, masons and plasterers ; Greenbaum, plumber; Losser, carpenter; Gran¬ ger, cast iron; Reese & Healy, painters; Clark & Son., wrought iron; Gerould & Bro., gas-fit¬ ters. A brick store and dwelling two stories high with a cellar; 25 by 50 feet on Milwaukee plank road; Deaden, proprietor; cost $2,300; F. E. Khale, architect; A. East^rbruck, contractor. A two-story brick store 20 by 50 feet on Ran¬ dolph street; Gerber, owner; cost $2,300; F. E. Khale, architect; Bishop & Hummurich, masons. A frame block, comprising eight stores and seventeen dwellings, two and three stories high; 150 by 231 feet Lake and Jefferson streets; L. L. Baker, ‘owner; cost $20,000; F. E. Khale, architect; Cleveland & Russell, contrac¬ tors and carpenters. Two six-story marble stores 48 by 100 feet on Water street; C. B. Phillips, owner; cost „$35,- 000; W.jj B. Olmsted, architect; Cleveland & Russell, carpenters. Two two-story frame stores, 25 by 61 feet on Clark street; W. & T. Wright, owners; cost $6,000; W. B. Olmsted, architect; W. Marshall, carpenter; J. Brown, gas-fitter. RESIDENCES. A Marble Terrace is in process of construc¬ tion on Michigan avenue, which, when complet ed, will comprise fourteen superb dwellings. The walls for ten of these dwellings are finished and roofed in, and the foundations for the elev¬ enth are laid ready for its early erection the coming season. The following is the description of those now in progress: One for F. C. Sherman, 28 by 60 feet, five sto¬ ries high. Cost $30,000. One for F. S. Sherman, 26 by GO feet, four sto¬ ries high. Cost $18,000. 11 One for Chas. Walker, 26 by 68 feet, four sto¬ ries high. Cost $18,000. One for Wid. Bross, 26 by 50 feet, four stories high. Cost $18,000. One for John Sears, jr., 26 by 50 feet, four stories high. Cost $18,000. Oue for S. C. Griggs, 26 by 67 feet, four sto¬ ries high. Cost $1S,000. One for Tuthill King, 26 by 73 feet, five stories high. Cost $23,000. One for Hugh T. Dickey, 26 by 65 feet, five stories high. Cost $23,000. One for Henry McAuley, 26 by 76 feet; four stories high. Cost $20,000. One for J. L. Clark, 26 by 53 feet, four stories high. Cost $15,000. The walls of this resi¬ dence were put up last year. It is now finished and occupied by the owner. One for J. Y. Scammon, 28 by 113 feet, five stories high. Cost $30,000. Each of these residences has also a basement and cellar. W. W. Boyington is the architect of the entire structure. Carter & Miller are the masons and plasterers of the first nine and of the eleventh, and J. W. Hambleton of the remain¬ ing one. T. S. Sanford is the carpenter of the first and second enumerated, Hern & Mason of the third, fourth, seventh, eighth and tenth, and Boggs & Smith of the sixth. E. L. Comley & Co. are the gas fitters of the sixth, seventh and eighth. Heath & Hurd are the painters of the first, and Gee. Drake of the ninth. Levi W. Park cut-stone mason cf the nine first, and the Illinois Stone Co. of the tenth. The site for this magnificent block was selected several years since, with a prospect that a block of pressed brick dwellings would then be erected upon it; but as all the different interests could not be concentrated the project remained quiet from year to year. Meanwhile, the owners becoming more wealthy, and the location more desirable, it was conceded by all the parties interested that nothing less than palatial marble fronts would comport with the value of the site and the style of building prevalent in the city. The design is so far realized that we can point our friends and strangers to it as one of the most beautiful blocks of private dwellings which any city in the Union can boast. Its graceful proportions and harmonious style of architec¬ ture indicate the good taste and superior ability of the architect, as the elegant workmanship does the unsurpassed skill of Chicago mechanics. A three story residence of pressed brick, 25 by 50 feet, on Wabash avenue, for H. H. Hu- sted; cost $10,000; Boyington & Wheelock, ar¬ chitects; Heald & Waterhouse, masons ; Wilson & Hughes, plumbers; C. Yreeland, carpenter; B. F. Chase, painter. A three story residence of pressed brick, 25 by 50 feet, on Wabash avenue, for T. F. Cook; cost $10,000; Boyington & Wheelock, architects; Heald & Waterhouse, masons; C. Vreeland, car¬ penter. A marble residence three stories high, with a basement 27 by 50 feet, on Wabash avenue, for C. T. Wheeler; cost $ll,000 ; W. W. Boyington, architect; Samuel D. Walter, mason; James Brown, plumber; Dett & Lombard, carpenters ; Gerould Bros., gas-fitters; Illinois Stone Co.> cut-stone. A marble residence three stories high, with a basement 27 by 50 feet, on Wabash avenue, for R. T. Gill; cost $11,000; W. W. Boyington, ar¬ chitect; S. L. Walter, mason; James Brown, plumber; Dett & Lombard, carpenters; Gerould Bros., gas-fittters ; Illinois Stone Co., cut-stone. A three story marble building with a base¬ ment, 27 by 50 feet, on Wabash avenue, for Daniel Thompson ; cost $11,000; W. W. Boy¬ ington, architect; S. L. Walter, mason; James Brown, plumber; Dett & Lombard, carpenters; Gerould Bros., gas-fitters; Illinois Stone Co., cut-stone. A two story residence of Milwaukee brick, 25 by 75 feet, on Wabash avenue, for Joel C. Wal¬ ter; cost$18,000; W* W. Boyington, architect; S. L. Walter, mason: Jas. Brown, plumber; Dett & Lombard, carpenters; Gerould Bros., gas-fitters; Illinois Stone Co., cut-stone. A two story frame residence 35 by 75 feet on Wabash avenue, for A. Luddington. Cost $7000. Boyington & Wheelock, architects; Wilson & Hughes, plumbers; J. Clark, carpenter. A two story frame residence 35 by 75 feet on Wabash avenue, for M. A. Neef. Cost $7,000. W. W. Boyington, architect. A two story frame residence 24 by 50 feet on Wabash avenue for Wm. H. Adams. Cost $4,000. W. W. Boyington, architect. A three story marble residence 26 by 60 feet on Washington street, for Dr. N. S. Davi3. Cost $12,000. Boyington & Wheelock, architects; B. & C. D. Weeks, masons; Saunders & Heeney, carpenters. A two story frame residence, 33 by 70 feet on North street, for James K. Burtis. Cost $6,000. W. W. Boyington, architect; W. Goldie, car penter. Two residences of pressed brick, three stories and basement, 56 by 44 feet on Wabash avenue, for Peter'Page. Cost $25,000. W.W. Boying¬ ton, architect; James Biown, plumber; Heath & Hurd, painters. Two marble residences three stories and base¬ ment, 75 by 50 feet on Wabash avenue, for J, W. Waughop. Cost $25,000. Boyington & Wheelock, architects; B. & C. D. Weeks, ma¬ sons. A two story frame dwelling 25 by 50 feet on Buffalo street, for Wm. Piser. Cost $2,500. W. W. Boyington, architect. A block of three buildings with barns, on Wa- 12 bash aveuue South of North street, each three stories high and 18 by GO feet in size; cost $1000. Jacob Harris, owner; E. Burling, architect; Greenbaum, plumber; Brown & Wilder, gas- fitters; Morrison & Sons, painters; Price & Deity, masons; Jacob Harris, builder. A two story frame dwelling in progress on Michigan avenue, 26 by 82 feet; estimated cost, $7,000; expended $2,000; E. Burling, archi¬ tect. A three story brick residence in progress on Wabash avenue, 30 by 60 feet; estimate cost, $16,000; expended $13,000; E. Burling, archi¬ tect. A two story frame residence in progress on Wabash avenue; estimated cost, $6,000; ex¬ pended $2,COO; E. Burling architect. A brick residence with stone front, on Wa¬ bash avenue; size 24by 42 feet, with addition; height, three stories and basement; cost $11,- 000. A. G. Burley, proprieter ; Yan Osdel & Bauman, architects; Heald and Waterhouse, mason; Wilder & Hughes, plumbers; S. John¬ son carpenter; Brown & Wilder, gas-fitters; Thomson & Alston, painters; Illinois Stone Company, cut stone. A two story frame residence with a basement, 26 by 44 feet on Michigan avenue, for E. L. Sher¬ man ; cost $15,000. Yan Osdel & Bauman, ar- chitectects; Weadly & Co., masons; Wilson & Hughes, plumbers; A Booth, carpenter; Brown & Wilder, gas-fitters; Heath & Hurd, painters; Skelly, stone cutter. A two story brick residence with a basement, on Wabash avenue, 50 by 38 feet, for P. War¬ ner; cost $10,000. Yan Osdel & Bauman, arch¬ itects; P. Warner, mason; Wilcox & Ballard, carpenters; Wolf & Co., stone cutters. Two two-story frame cottages 22 by 58 feet each on Wabash avenue, for G. P. Adams; cost $9,000; Carter & Bauer, architect; W. Barker, mason; Jas. Brown, plumber; J. J. Lape, car¬ penter; Barker, plasterer; James Brown, gas- fitter. A two-story brick residence, 30 by 65 feet, on Wabash avenue, for E. H. Haddock; cost $18,000; Carter & Bauer, architects; Manning, mason; Rice, carpenter; Manning, plasterer; Walworth & Co., gas fitters; Barry & Cushing, painters; Walworth & Co., steam. A four story marble residence, 24 by 40 feet on Wabash avenue, for T. Y. ChamberlaiD; cost $9,000; Carter & Bauer, architects; Waulbaum & Deakling, masons; Wilson & Hughes, plumbers; Boggs & Smith, carpenters; White & Thomas* plasterers; Jas. Brown, gas-fitter; Barry & Cush¬ ing, painters. Two four-story marble residences, 20 by 62 feet each, on Wabash avenue, for J. H. Kedzie; cost $24,000 each; Carter & Bauer, architects; Henry Cobb, mason; Greenbaum & Bro., plumb¬ ers; Parker & Moody, carpenters; White & Thomas, plasterers; C. L. Coraly Co., gas fitters; C. Hummer, painter. Three two-story frame cottages, 22 by 58 feet each, on Wabash avenue, for R. S. King; cost $11,000; Carter Bauer, architect; Baldwin, Mason; Raffin, plumber; Baker & McEwen, car¬ penters; Baldwin, plasterer; D. Brobson, pain¬ ter. A residence of brick and cut stone, 40 feet in height, 64 by 68 feet on Washington and Union Park, for S. S. Hayes. Cost, $20,000. Olmsted & Nicholson, architects; J. Cotter, mason; Greenbaum, plumber; P. Healy, carpenter; Donahue & Fitzmo.rris, plasterers; R. McFar- lane, gas-fitter. A frame residence, thirty-one feet in height, 4o by 48 feet, in South Division, for H. Knights. Cost, $2,900. P. A. Nicholson, architect. Two frame dwellings, 29 feet in height, 41 by 48 feet, on Adams street, forE. M. Connel. Cost, $3,700. P. A. Nicholson, architect. A frame residence, 28 feet in height, 20 by 5S feet, on Wabash avenue, for F. H. Hannah. Cost, $2,000. P. A. Nicholson, architect. A two story frame residence, 24 by 57 feet, on Wabash avenue, for J. Denister. Cost, $4,000. W. B. Olmsted, architect; A. Grannis, contrac¬ tor. A two story brick residence, 4 4 by 72, for G. W. Gilson. Cost, $22,000. W. B. Olmsted, architect; J. Foot, contractor. A two story frame residence, 40 by 60 feet, on Wabash avenue. R. M. Mitchell & Co., owners; cost $4,000; Matz & Gray, architects; Hughes & Wilson, plumbers; James Allen, carpenter; McGraw, plasterer; Comly, gas fitter. A two story frame residence, 24 by 26 feet, with addition 21 by 18 feet, on Wabash avenue, for Rev. Mr. Shippen; cost 2,700; Matz & Gray, architects ; Yreeland, carpenter. Four brick residences, three stories high, with a basement, 100 by 50 feet, with an addition, on Wabash aveDue, for J. M. Turner, J. T. Ed¬ wards, Leroy Church and Keene; cost $33,000; Matz and Gray, architects; Charles Busbie, ma¬ son; James Allen and Yreeland, carpenters; Pe¬ ter Wolf & Co., stone cutting. A two story frame residence, 24 by 34, with addition 18 by 18 feet, for T. D. Owen ; cost 2,100; Matz and Gray, architects ; Houghton, carpenter. A two story brick residence, 24 by 40 feet, on Wabash avenue, for juiving3ton; cost $3,500; Carter & Bauer, architects. A two story brick residence 28 by 60 feet, on Indiana avenue, for S. B. Pomeroy; cost $15,000; Carter & Bauer, architects; Deitz & Price, ma¬ sons ; Wilson & Hughes, plumbers ; Hammett & Brother, plasterers; Brown & Wilder, gas-fit¬ ters ; Walworth & Co., steam. A two story brick residence, 28 by 60 feet, on Michigan avenue, for C. B. Brown; cost $16,000; Carter & Bauer, architects ; C. & B. D. Weeks, masons; Greenbaum, plumber; Boggs & Smith, carpenters ; White & Thomas, plasterers; Brown & Wilder, gas fitters; Heath & Hurd, painters; Walworth & Co., steam. A four story marble residence, 29 by 104 feet, on Michigan Avenue, for W. H. Brown; cost $26,000. Carter & Bauer, architects ; Lawrence & Hiuchlitf, masons ; Wilson & Hughes, plumb¬ ers; T. Johnson, carpenter; White & Thomas, plasterers; Brown & Wilder, gas-fitters; Barry & Cushing, painters; Walworth & Co.,steam. A two story frame cottage, 24 by 60 feet, on Michigan Avenue, for R. D. Holt; cost $8,000. Carter & Bauer, architects; M. D. Baldwin, ma¬ son; Baffin & Son, plumbers; James & Plum- sted, carpenters ; Baldwin, plasterer; Brown & Wilder, gas-fitters; Barry & Cushing, painters; Walworth & Co., steam. A two story frame cottage, 37 by 100 feet, on Michigan A y enue, for S. B. Cobb; cost $7,500 Carter & Bauer, architect; M. D. Baldwin, ma¬ son ; James Brown, plumber; J. Sollit, carpen¬ ter; White & Thomas, plasterers; Brown & Wilder, gas-fitters; Barry & Cushing, painters. Two two-story frame residences, 40 by 36 feet, with addition, on Adams street, for George P. Goodwin. Cost, $3,000. Matz & Gray, archi¬ tects ; Woolacott, mason ; T. A. Rubel, plumber; Woolacott & Adams, carpenters; T. Comly gas-fitter. A two-story frame residence, on Edina place. 25 by 50 feet, for Max M. Gerstley. Cost, $2,- 900. Matz & Gray, architects; McGraw, mason; Allen Clark, carpenters; Livingston, gas-fitter. Two brick residences, three stories and abase¬ ment, 50 by 40 feet, on Edina place, for Mr* Walker. Cost, $14,000. Matz & Gray, archi¬ tects; Chas. Busbie, mason; Peter Wolf & Co., stone cutting. A two-story frame residence, with stone base¬ ment, 32 by 25 feet, on Edina place, for W. B. H. Gray. Cost, $2,500. Matz & Gray, archi¬ tects ; B. Bailey, carpenter. Seven two-story frame dwellings, 18 by 32 feet each, on Edina place, for Walker. Cost, $10,000. W. H. Bayless, architect; J. C. Prince, contrac¬ tor. A reliable correspondent assures us that on the west side of the river at least 2,000 residence buildings have been erected during this year, at a cost of over $250,000. -«-■— North Division. BUSINESS BLOCKS AND BUILDINGS. Three four story brick stores, 20 by 162 feet each on North Water street. G. W. & J. Q. Ad¬ ams, owners. Cost, $23,000. Carter & Bauer, architects; Malcom & Grant, masons; James Brown, plumber ; Cleveland & Russell, carpen¬ ters; Jas. Brown, gas-fitter; Dan Brobsom painter. Seven three story brick stores, 20 by 100 feet, on Michigan and Dearborn streets. Lake & Brown, owners. Cost, $28,000. Carter & Bauer, architects; Mortimer & Loberg, masons; Pow¬ ers & Boyce, carpenters ; Brown & Wilder, gas- fitters ; Dan Brobson, painter. A three story frame store, 20 by’80 feet, on Michigan and Dearborn streets. Lake & Brown, owners. Cost, $4,000. Carter & Bauer, archi¬ tects; Page & Warner, masons; Baker & Mc- Ewen, carpenters. Frame stores and dwelling, two stories, 100 by 60 feet, on North Clark street; S. H. Kerfoot & Co., owners; cost $7000; Boyington & Wheelock, architects. A brick warehouse on Kinzle street; cost $15,- 000; W. W. Boyington, architect; W. Marshall, carpenter. A stone blacksmith shop with a slate roof, 63 by 72 feet, on North avenue, for John S. Wright; cost $8000; Matz & Gray, architects; Grant & Malcolm, masons; Menard & Robinson, carpen¬ ters; Rofinot, stone cutting. RESIDENCES. A three story brick residence, 21 by 40 feet, on North Lasalle, for T. Moss; cost $3000; F. E. Kbale, architect; Ewing, carpenter. Five two-story frame buildings, 100 by 40 feet, on Market and Ontario street, for Loberg; cost $4000; F. E. Khale, architect. A two-story frame residence, 36 by 48 feet, at Lake View, for E. D. Huntley; cost $3,000; W. H. Bayless, architect; E. Isbell, contractor for the whole. A two story frame residence, 40 by 66 feet, on Huron street, for Wm. T. Barrow, cost $5,- 000. Boyington & Wheelock, architects; Don- aboe & Fitzmorris, masons ; Rubel Bros, plumb¬ ers; Jas. Smith, carpenter; Brown & Wilder, gas-fitters; J. Orton, painter. Two frame dwellings on Kinzie street, Kennedy & Brady, owners; cost $5,000. W.W. Boying ton, architect. A two and a half story Gothic dwelling, 30 by 70 feet, on Superior street, for J. B. Sheridan. Gost $4,000. O. H. Matz, architect; Harriot & McDonald, contractors; Brown & Wilder, gas- fitters ; W. B. Hamilton & Co., plumbers; Bar¬ ry & Cushing, painters. A two and a half story frame gothic cottage, 26 by 42 feet, on Hinsdale street, for S. S. Gree¬ ley; cost $2,100. Matz & Gray, architects; Wm. Porter, carpenter. A two story frame residence, 40 by 65 feet, on Indiana street, for Dr. Wm. B. Herrick; cost $5,000. Matz & Gray, architects; McGraw, ma¬ son ; McFarlane, plumber and gas-fitter; James Allen, carpenter; Heath & Hurd, painters. A two and a half story frame gothic cottage, 30 by 60 feet, on Superior street, for Wm. Sher- ridou ; cost $3,400. Matz & Gray, architects ; Harriott & McDonald, carpenters. A two story frame residence, 21 by 40 feet, on Hinsdale street, for F. Murphy; cost $2,400. Matz & Gray, architects ; Rubel Brothers, plum¬ bers ; A. Swander, carpenter. A two and a half story frame residence, 27 by 45 feet, on Hinsdale street, for Wm. H. Clarke; cost $2,200. Matz & Gray, architects; Brown¬ field & Bierman, carpenters. A two story frame residence, 21 by 40 feet, ou Wells street, for F. Murphy; cost $2,200. Matz 14 & Gray, architects; Rubel Bros, plumbers; A. Swander, carpenter. A two story frame residence, 25 by 61 feet, for T. Nyman ; cost $4,500. W. B. Olmsted, archi¬ tect; J. Smith, carpenter; J. Brown, gas-fitter. A double two story frame Cottage, 44 by 50 feet, on Indiana street, for F. A. Grand. Cost $5,000. Carter & Bauer, architects; J. Apel, mason. Two three story brick residences, 20 by 40 feet on Indiana street, for F. Hoffman. Cost $5,500. Carter & Bauer, architects ; albaum & Deakling, masons ; Greenbaum, plumber ; J. Watson, carpenter; Lamparter, gas fitter. A two story frame residence, 28 by 50 feet, corner of Pine and Superior streets, for Mrs. J. H. Collins. Cost $7,000. Carter & Bauer, ar¬ chitects ; W. Barker, mason ; Hubbel, plumber; Hern & Mason, carpenters; Comley & Co., gas fitters. Two three story brick residences, 20 by 40 feet, on Indiana street, for F. A. Grand, to be finished this winter. Cost: $5,000. Carter & Bauer, architects; Mortimer & Loberg, masons; Greenbaum, plumbers; James Plumsted, car¬ penter. A three story brick residence, 24 by 36 feet on Ohio street, for Mr. Schaub, to be finished this winter. Cost $3,500. Carter & Bauer, ar¬ chitects; Malcom & Grant, masons. A two story frame residence, 24 by 50 feet, on Ohio street, for P. Groll. Cost $3,000. A three story frame residence at Lake View, 24 by 60 feet. Cost $6,000. E. Burling, archi¬ tect. A one story frame dwelling at Lake View, 34 by 36 feet. Cost $1,500. E. Burling, architect. A iwo story frame dwelling on North Dear¬ born street, 24 by 50 feet. Cost $3,200. E. Bur¬ ling, architect. A two story frame dwelling on Erie street, 2 by 60 feet. Cost $3,300. E. Burling, archi¬ tect. A three story brick residence, corner of Rush and Huron streets, 52 by 60 feet. Cost $24,000. E. Burling, architect. A two story brick residence, 50 by 74 feet, in progress, on the corner of Cass and Ohio streets. Estimated cost $20,000. Expended $12,000. E. Burling, architect. Two three story brick residences corner o Pine and Ohio streets, 25 by 50 feet. Cost $13- 000. E. Burling, architect. A two story frame residence on Rush street, 26 by 70 feet. Costf$3,500. E. Burling, archi¬ tect. A two story frame residence on Indiana street, 24 by 60 feet. Cost $4,400. E. Burling, archi¬ tect. Two three story brick residences in progress on Wolcott street, 22 by 40 feet. Estimated cost $9,000. Expended $4,000. E. Burling, archi¬ tect. A two story brick residence on Wolcott street, 23 by 55 feet. Cost $6,000. E. Burling, archi¬ tect. A three story brick residence, on Lasalle st., 20 by 38 feet, for John Portman. Cost, $4,000. Yan Osdel & Bauman, architects; Donnel, car¬ penter. A two story brick residence, with abasement, on Lake View Plank road, 48 by 50 feet, for Chas. Y. Doyle. Cost, $18,000. Yan Osdel & Bauman, architects; Grant & Malcom, masons; Wilson & Hughes, plumbers; Campbell, car¬ penter; Comly, gas-fitter; P. Rofinot, stone cutter. - . » West Division. BUSINESS BLOCKS AND BUILDINGS. Two four story stores and dwellings, on West Lake street, of pressed brick, 50 by 50 feet. Rev. S. P. Skinner, owner. Cost, $15,000. Boy- ington & Wheelock, architects; Peter Button, mason; Rubel Bros., plumbers; Ewing & Eas¬ ton, carpenters ; Gerould Bros., gas fitters. A steam flour mill, on Canal street. Wood- worth, James & Co., owners. It is built of stone, three stories high, with a cellar, 36 by 60 feet. It has a brick engine house and a chimney 100 feet high. Cost, $12,000. Matz & Gray, archi¬ tects; T. Hanley, mason; H. Bliss, mill wright; Rofinot, stone cutter. Three two story frame stores, 20 by 40 feet, on Lake street, R. S. King, owner. Cost, $3,400. Carter & Bauer, architects; Abbe & Holden, carpenters. RESIDENCES. A two-story brick residence, 58 by 73 feet, for S. S. Hayes. Cost, $30,000. W. B. Olmsted, architect; Carter, mason ; Greenbaum, plumb¬ er; Sealy, carpenter; Don ah oe, plasterer; Mc- Farlane, gas-fitter; Heath & Hurd, painters. A two-story frame residence, 25 by 59 feet, on Washington street, for W. T. Miller. Cost, $5,- 000. W. B. Olmstead, architect; Cleveland & Russell, contractors. A two-story brick carriage-house, 30 by 36 feet, for S. S. Hayes. Cost, $6,000. W. B. Olm¬ stead, architect; Morse & Bros., masons; Green¬ baum, plumber; Cleveland & Russell, carpen¬ ters; McFarlane, gas-fitter; Heath & Hurd, painters. A two-story brick library to S. S. Hayes’ resi¬ dence. Cost, $7,000. W. B. Olmsted, archi¬ tect; Morse & Bros., masons; Greenbaum, plumber; Cleveland & Russell, carpenters; Mc¬ Farlane, gas-fitter; Heath & Hurd, painters. A two-story frame dwelling, for Russell. Cost, $4,000. W. B. Olmsted, architect; Russell, carpenter. Two brick residences on Green street, for ,R. Stewart, 35 feet in height, 50 by 3S feet; cost 15 $5,000. P. A, Nicholson, architect; Wood & Chown, masons’; W."T. Sollitt, carpenter. Two frame dwellings, 26 feet in height, each 20 by 35 feet, in West Division, for J. Allen; cost $1,900. P. A. Nicholson, architect; J Al¬ len carpenter. A frame dwelling, near Bull’s Head, 36 feet in height, 44 by 62 feet for C. H. Harrison ; cost $5,000. P. A. Nicholson, architectect; J. Allen, carpenter. A frame residence, near Bull’s Head, 36 feet in height, 44 by 62 feet, for Benj. Bradley; cost $5,500. P. A. Nicholson, architect. A two story frame dwelling, 44 by 70 feet, on Cottage Grove avenue, for N. S. Bouton ; cost $5,000. Boyington & Wheelock, architects. Five three story brick residences 100 by 40 feet, corner of Yan Buren and Aberdeen, for Reynolds & Ely ; cost $16,000. W. W. Boying¬ ton, architect; Page & Warner, masons; M. & J. Greenbaum, plumbers; S. Johnson, carpen¬ ter; Comley & Co., gas-fitters. Two two story frame dwellings, 82 by 63 feet, on Randolph and Morgan streets, for Lind & Fowler; cost $5,000; Boyington & Wheelock, architects. A two story residence of pressed brick, 61 by 88 feet, corner of Sangamon and Jackson streets, for F. B. Gardner; cost $30,000. Boyington & Wheelock, architects. Two two story frame cottages, 20 by 30 feet each, on Cottage Grove avenue, for Howes ; cost $1,400; F. E. Khale, architect; Yanhorn con¬ tractor and carpenter. A three story brick residence, 20 by 40 feet, on Rolker street, for Mortimer; cost $2,500; F. E. Khale, architect; Mortimer, mason ; Sollit & Brother, carpenters. A two story frame residence, 25 by 40 feet, on Warren street, for E. T. Banker; cost $4,000; W. H. Bay less, architect; Hern & Mason, con¬ tractors. A two story frame residence, with cellar, 40 by 45 feet, near Union Park, for W. Hull; cost $6,000; Matz & Gray, arcbitects; J. Clark, car¬ penter. A two story frame residence, 39 by 43 feet, on Ashland Addition, for Honore, Bradley & Hall; cost $4,500; Matz & Gray, architects; J. Clark, carpenter. A two story frame residence, 25 by 36 feet, with addition, on the corner of Paulina and Washington streets, for T. Lamb; cost $2,500; Matz & Gray, architects. A two-story frame cottage, 26 by 50 feet, on Carpenter street, for W. Osborne; cost $6,000; Carter & Bauer, architects; J. Ward, mason; Greenbaum & Bro., plumbers; Daniels, carpen¬ ter; Ward, plasterer. A double two-story frame residence, 44 by 56 feet, on May street, for J. A. & J. H. Bross; cost $5,500. A two-story frame cottage, 22 by 40 feet, on Lake street, for Singer; cost $3,200. A two-story frame house and store, 20 by 40 feet, on Blue Island avenue, for Iglehart; cost $3,000; Carter & Bauer, architects. A two-story residence built of Milwaukee brick, 27 by 60 feet on Washington street, for D. S. Lake; cost $14,000; Carter & Bauer, archi¬ tects; Walbaum & Deakling, masons; Green¬ baum & Bro., plumbers; J. Sollit, carpenter; Wallworth & Co., steam. », In this Division Carter & Bauer have made plans for about $6000 worth of buildings of which they have not had the oversight. A two story brick residence, with basement, on Reuben street, 46 by 44 feet, with a wing, for H. Honore; cost $16,000; Yan Osdel & Bauman, architects; Clark, mason; Stephens, carpenter; Heath & Hurd, painters; Fanning & Co., stone cutters. Two three story frame dwellings on stone foundation, on Lake street, 40 by 46 feet, for Jas. Wilson; cost $4,500. A two story brick residence with a basement, on Sangamon street, 26 by 44 feet, for A. G. Throop; cost $12,000; Yan Osdel & Bauman, architects; Heald & Waterhouse masons; John Sollit, carpenter; Deakman, stone cutter. A two story frame residence, 26 by 40 feet, for G. Marsh; cost $9,000; Yan Osdel & Bauman, arc ects; S. Johnson, carpenter. Recapitulation. ;South Division— Business Biocks. Residences. Total. $1,635,500 $733,300 $2,359,800 Nosth Division— Business Blocks. Residences. Total. $103,000 *2*1,390 $341,390 West Division— Business Blocks. Residences. Total. $53,400 $189,500 $242,900 Hotels, &c.. in different parts of the city....... $3is,000 Churches, Seminaries. Academies, etc. 311,700 Improvements by Water and Gas Works. 207,000 1500 buildings in various parts of the c ; ty, not reported, averaging $1,000 each (estimated). 1,500,000 Improvements reported by the City Superin¬ tendent. 271,434 Other city improvements. 156,400 Total cost of improvements for 1856.$5 708,624 Cost of improvements in 1855. 3,735,254 Increase of improvements over 1855.$1,973,370 — ♦ ■ Outside Improvements. We mention the following buildings for which plans have been furnished by resident archi¬ tects, which of course are not included with the improvements of this city : By P. A. Nicholson— Knox Female College, at Galesburg, 60 feet in height, 164 by 70 feet. $30,000. Brick and Stone Residence at Ottawa, for Wm. Reddick. Height 50 feet, 64 by |55 feet. $25,000. A Brick and Stone Residence at Madison, Wis., for Julius White. Height 36 feet, 36 by 49 feet. $10,500. A Brick Residence at Burlington, Io., for Dr. J. Tallant. Height 31 feet, 40 by 36 feet. $3,700. 16 Botington & Wheelock.— Newhall House at Milwaukee. $135,000. Brewster House at Freeport. $28,000. Dwelling for O. Taylor, Freeport. $5,000. Lombard University, Galesburg. $25,000. Residence for B. Loutard, Galesburg. $12,* 000 . Universalist Church, Joliet. $20,000. Episcopalian Church, Joliet. $5,000. Residence for H. Fish, Joliet. $4,000. Residence for S. P. Skinner, Winetka. $2,000. Residence for R. B. Mason, Winetka. $1,500. Baptist Church at Quincy. $25,000. ♦ — — "improvements Contracted For. BY W. B. OLMSTED. A large first class hotel on State street, corner of Madison. To be built ot stone, 180 bv 180 feet, six stories high. Cost, $300,000. B. S. Morris, proprietor. The contracts for this build¬ ing will be let within a few days, and it will re¬ quire two years in which to complete it. A two and a half story brick residence, 42 by 52jeet, at Cottage Grove, for J. Cowles. Cost, $ 10 , 000 . Market Hall, South Division—a two story stone building, 60 by 180 feet. Cost, $45,000. Insane Asylum—te be looated thirty-four miles south of the city—a three story brick building, 40 by 212 feet. Cost, $50,000. Carrol County Court House. Cost, $22,000. Presbyterian Church at Belvidere. Cost, $10,- 000 . . _ A residence for G. Williams, at Davenport. Cost, $8,000. , , Custom House.— This edifice will be located on Dearborn street. It will be built of stone, three stories high, and 80 by 120 feet. Cost, $175,000. W. B. Olmsted, architect; Jones, contractor. S. L. Baker and Dr. Graham have contracted to be built on the corner of West Lake and Jef¬ ferson streets, 14 stores, to cost $40,000, CONCLUSION. We have thus traced the improvements of Chicago through the year now closing. It will be seen that, unparalleled as was the progress of the previous year, and fabulous as it doubtless appeared to distant spectators, it lags half its length behind that of eighteen hundred and fifty-six. The length of this article, and the wealth of the materials have compelled us to the most chast¬ ened style of description. Of a large majority of the most elegant business blocks and resi¬ dences, we give only the sharp and angular out¬ lines of dimensions, material and cost.. No one can appreciate either their beauty or their ampli¬ tude without a personal and detailed examina- tion. _ , A resident of our city who should now return after a year’s absence, would share in the bewil¬ derment of the renowned sleeper of the Hud¬ son. Standing at the head of one of our princi¬ pal business streets, and looking down the busy thoroughfare, he would see on either side noble marble and iron fronts, alternating in stately succession, blending in their architecture feudal strength with modern grace, in grand and lofty keeping with the deep and world-wide traffic which surges unceasingly between them. Passing into the resident portions, princely dwellings, with costly and tasteful grounds, would surprise him at every step, while the confused masses of building material which strew and encumber those thoroughfares would add their sober and intelligible prophecy of a future growth, before whose splendor even that of the past will pale. With such accelerated speed, and with so firm and assured a tread, does Chicago move up to the rank of the sec¬ ond city of the continent_ [From Daily Democratic Press, Dec. 9.] Loss of Property on the Lakes in 1856. The loss of property is immense—altogether beyond what had been anticipated. We have no means of ascertaining accurately the loss ; but from a statement made in the Buffalo papers, it appears that Capt. Dobbin, Secretary of the Lake Association of Underwriters, estimates the loss at over four millions of fiollars. In 1848 the losses were $404,830 ; in 1849, $341,250 ; in 1850, $544,440; in 1851, $730,515 ; in 1852, $991,015 ; in 1853, $854,350 ; in 1854, $2,187,825 ; in 1855, $2,797,839. Here is a tax upon the commercial interests of thoWest with a ven¬ geance ; and one, too, we fear, if it continues, that wilFmaterially damage them. In nine years we have paid the penalty of imperfect harbors to the tune of about thirteen million dollars —and increasing every year, not to speak of the loss of some thousands of human lives. A glance at the record we have made will show that nine-tenths of the disasters of the present year have occurred from the want of harbors on the Lakes.or from imperfect harbors, obstruc¬ ted rivers, and sand bars. In vain has the com¬ mercial public appealed to the Federal Govern¬ ment for aid to improve our rivers and harbors. It has been too keenly following the scent of Southern popularity to attend to the legitimate interests of the young and vigorous West. Our richly freighted vessels have been cashed to pieces, and our seaman hurried into watery graves, before the very eyes of statesmen who have been criminally indifferent to the fate of both, and in close league with those who have taken every opportunity to record their votes and raise their voices against on a dollar being appropriated to protect that commerce and those lives. Take our own harbor as an example. Not a storm occurs but thousands of dollars are sunk at our bars, or dashed to pieces against our purs and breakwaters. The loss tnis year alone ex¬ ceeds sixfold what was wrung from Congress at the last session over the Presideni’s veto. The sum received from Congress is altogether insufficient to secure a harbor for our commerce worthy of the name. If Congress refuses to add to that sum, the city and the mercantile public will be required to do so. Harbors we must have,, or proclaim to the world that our commerce has reached its highest point. Lives Lost on the Lakes in 1856. Date. June 7, May 1, May 8, June 11, July 23, Aug. 1, ii 26, Sept. 13, 23, 24, Oct. i,’ 14, 27, Nov. 12, • • 14, 19, 25, 27, 29, Dec. 8, Vessel. Lives lost. How lest. Brig Oxford.5 Wrecked. Bark Morgan.1 Overhoard. Schr J. Burch.1 _ „ . . Schr Augusta.1 Fell from mast. istmr Northern Indiana... .40 Burned. Brig Cuyahoga.5 Caps;zed. SchrOsoray,.1 Fell into ho»d. Schr William.1 Overboard. Schr Cincinnati.1 u Schr Storm Spirit.1 „ Schr Fashion.1 „ 8chr Caledonia.8 Schr Ohio.1 Foundered. Stmr Niagara , .50 Burned. Schr Caledonia.1 Overboard. Schr Happy-Go-Lucky.1 . . Prop Toledo.50 Foundered. Schr Ellen Gillmore.5 Wrecked. Prop J. W. Brooks.27 Foundered, Schr S. V. Ayer.15 Prop Wisconsin. 1 Burst stm pipe. Stmr Superior...35 Wrecked. Prop B. L. Webb. 1 Frozen. Schr Col. Cook.1 Overboard. Schr Cherokee.14 Foundered. Yacht..3 Capsized. fctmr Golden Gate..j_l Wrecked. Lives lost.274 ANNUAL REVIEW COMMERCE OF OF THE CHICAGO FOR 1856. The history of the world for the last twelve months, commercially considered, has been in most respects one of reaction. The great dis¬ turbing causes which for the two or three years past have combined to unduly influence, through arbitrary and ruinous interruptions in some cases, and temporary over-st’mulus in others, the natural and healthy conditions of trade, and its relations to manufacturing aod producing industry have been in a great measure removed. The results, destructive to inordinate profits in the one case, are in the other, and by far to the larger extent, a guarantee of returning protec¬ tion and encouragement most welcome to the general welfare and to the greatest possible good. In the late belligerent attitude of the great nations of Europe, the United States found a source of increased profit in the improved de¬ mand for her breadstuff's and provisions, and while producers were thus especially benefited, numerous other branches of business were in¬ directly more or less unfavorably affected. With the return of peace came that inevitable change in the relations of the world which has con¬ spired, in this country at least, to mark the year that has just expired as one of comparative re- trogradation and decline. At the centre and head of a territory pre-emi¬ nently agricultural, and whose resources are as yet mainly dependent upon the productions of the eoil, Chicago has been regarded as especial¬ ly liable to be seriously affected by the changed condition of the times. Many serious forebod¬ ings have been entertained at her expense, and numerous prophecies of her unhappy embar¬ rassment recorded. It is not of course to be de¬ nied that the income of the country, and to a certain extent of the city which sits its queen, has been vastly reduced from what it might have been had the extreme prices of the previ¬ ous season been realized for her millions of bushels of grain. It is nevertheless equally true, that the conditions of her permanent pros¬ perity do not depend upon the existence of a continually inflated market, inordinate and ex¬ 2 treme prices of produce, or upon any element of vitality which can only be nourished at the ex¬ pense of other communities, foreign or domes¬ tic. Her position is happily such that it induces and secures a reciprocity of benefits, and con¬ tains within itself, to an unlimited extent, the essential requisites to progress and prosperity. We are happy in being able to present to our readers, in the facts and figures which follow, ample evidence that the claims of our city to commercial supremacy are built upon no idle pretensions or baseless foundations, but that they are at this moment more confident and in¬ controvertible than ever before. Our last Yearly Review found us at the close of a most prosperous season. The crops of the country had been liberal both in quality and quantity, and prices bad be?n the most renumer- ative ever experienced. Health and prosperity reigned throughout the land, the pecuni ry em¬ barrassments of previous seasons had been al¬ most entirely recovered from, and the general condition of the whole country was most flourish¬ ing. The happy consequences of such a condi¬ tion of things is not soon lost or dissipated, and while in some respects the season just closed has afforded a contrast to the one preceding, yet the reverse has been less felt and easily sus¬ tained. In prices, last year closed at an ex¬ treme range far above what can be safely or reasonably anticipated in the average market. The movement of the season just closed has been gradually and steadily downward. Of course a heavy loss has been sustained, and that portion of it which has accrued in transitu be¬ tween producer and consumer falls heavily upon the business community. Operators and dealers have been forced into close margins, and those most frequently upon the losing side. The selling policy has generally proved most successful, though of course the gain to one party has been but an equal loss to the other. High views or faith in old prices, whether en¬ tertained by farmers or merchants, have inevita¬ bly resulted in loss, and the more obstinately 18 persisted in the more expensive has proved the indulgence. While our city has thus been compelled to share in the general loss, it is believed that it is to a moderate extent only, and certainly not to a degree that disastrously, or if we credit the evidences about us, even sensibly affects her prosperity. Among our business men but few failures have occurred, and as a general thing engagements have been promptly met or pro¬ vided for. While we are proud in the posses¬ sion of a community of young, ambitious and honorable merchants, whose equal cannot be challenged from any city in the Union, the man¬ ner in which they have met and passed the or¬ deal of the last season cannot but be regarded as conclusive evidence of their talent and stand¬ ing as merchants and as men. Meanwhile, there are not wanting abundant and satisfactory proofs that our city has not only escaped £ ny real or even temporary embarrass¬ ment, but that on the other hand she has made a positive and most wonderful progression in wealth, power and prosperity, and it is to a few of the vouchers for these facts that we wish presently to call attention. In these respects the most sanguine expectations of her friends have been more than realized. It is not pro¬ posed to enter into a detailed argument to prove that the prosperity of Chicago is not of that mushroom and inflated character which is liable to collapse at a moment’s warning, and involve its friends and enemies in a common ruin, nor to combat the honestly entertained opinions of those who see in the rush and hurry of business, the enormous rents, the extensive outlay in buildings and improvements, and the apparent headlong pace at which everything moves, only the sure precursor to final and speedy annihila¬ tion. We have before advanced the position hat the c ountry tributary to Chicago is in all the elements of permanent and progressive prosperity comparatively far ahead of the city itself, and the figures which we pre¬ sent to-day may be regarded as so many evidences of the truth of the statement. And if this indeed be true, as we doubt not it is the conviction of every well-informed man familiar with the relative position of city and country, then there is at least no present danger to be apprehended, and the wonderful growth of which we are daily witnessing may be safely re¬ garded as healthy and permanent as it is rapid and unprecedented. But it is not our intention to waste words upon theories or speculations. Within our borders no actual eye witness can fail to observe the numerous signs of prosperity which arrest the attention on every corner, and as to the character of the basis which serves as a foundation for all this life and animation, argu¬ ment is quite unnecessary; facts and figures will speak for themselves. It will hardly be deemed necessary to review the superior position of Chicago as a commercial centre, or to dilate upon the already intimate and r pidly augmenting relations which she bears to the surrounding country, nor to descant upon the magnificent extent and capacity of all that region of which she is undoubtedly destined to be the chief emporium. The obscurity which shrouded her earlier years has long since van¬ ished, and she now stands the acknowledged rival of the proudest cities on the globe. Every year adds to her material wealth and impor¬ tance, to the extent and perfection of her com¬ munications, and to the facilities for the trans¬ action of business, and the accommodation of trade. Her population is annually increased by many thousands, her manufactories, stores and palaces are reared at the investment of yearly millions of dollars, and her receipts of produce are annually swelled by millions of bushels. During the year but just closed not a little progress has been made in the inception of new enterprises or in the advancement and completion of those previously undertaken, whose influence upon the present and prospective business of our city is most flattering. To the North our iron arms have been still further elongated to¬ ward the mineral deposites of Lake Superior and the country tributary thereto. The com¬ panies here established for the manufacture of iron, alluded to in our last review, have been steadily progressing with their preparations for active business, and have a large share of their machinery in readiness for erection and em¬ ployment early in the coming spring. To the south new coal-beds of superior quality and within easy reach have been opened, and prom¬ ise to afford a plentiful and cheap supply of the all-needful fuel. Eurther on our railroad con¬ nections have been more nearly completed which are soon to place us in short and rapid commu¬ nication with New Orleans and the Gulf of Mex¬ ico. To the West the iron horse has left behind the Mississippi, and is urging his way further onward toward the Rocky Mountains and the Pacific Ocean. To the East an entirely new iron highway of a thousand miles in length has con¬ tributed another and most important link in the chain of our connections with the old Atlantic and over the broad bosom itself of that Atlantic, our restless city, spurning further restraint, has sent the first white sail of an interior com¬ merce which knows no rival, laden from her own pert with the earnest of that golden produce which is yet to prove a reality more tempting than the wildest dream of the wildest Argonaut. It would doubtless be a severe tax upon the credulity of a great portion of the world who know not Chicago, to ask them to believe one- half of what her intimate acquaintances are rea¬ dy to claim in her behalf. We are far from wishing to trespass upon the patience of this 19 class of persons, yet it is due to those who for themselves or for their children would know something of this land of promise, that a few hints should be given them, hints which though possibly subjecting the giver, as in case of the bearer of unappreciated intelligence in the olden time, to the imputation of being “be¬ side’” himself, are nevertheless the “words of truth and soberness.” In this age of steam it is difficult to set a reasonable bound to what may not be the future of Chicago. A country so rich in mineral and cereal produc¬ tion as the Valley of the Mississippi, will, and must have, at whatever cost, an easy and unin¬ terrupted communication with the rest of man¬ kind. Less cannot be dispensed with ; more is not required. The completion of the Pacific Railroad can be regarded but as a matter of time. One of its principal branches, if not the trunk itself, will terminate at this city. Numer¬ ous routes to all points North and South are even now nearly completed. Direct navigable communication with the Atlantic, and with all the seaports of the world, will be the next and only remaining necessity, a necessity which must sooner or later, at whatever cost, be sat¬ isfied. The shadow of coming events points more and more plainly to a grand Northern route of egress as indispensable to the existence of this great, growing, grain-producing North- West. The Grand Trunk Canadian Railway is a creation of this necessity. It is a movement in the required direction, a pioneer in the great crowning work, which will at no very distant day be undertaken and carried to successful completion by the combined energies of the Nations. When toe Pacific shall have been opened to our doors on the West, and the At¬ lantic on the East, when the trade of the In¬ dies on the one hand and of Europe on the other, shall be enabled to meet and flow in successful competition through this the most fertile region on the globe, then we leave to each for himself the solution of the problem of the commercial l future of Chicago. We have not the data in our possession from which to attempt an exposition of the general business of the city. To do this would require more time and labor than we have at present command, and although the details might be of some considerable value and interest, they could afford no proof of our commercial vitality and progress stronger or more conclusive than is set forth by the figures representing our trade in Breadstuffs and Provisions. In Dry Goods, Groceries, and in all the principal branches the utmost activity has prevailed, and the aggregate business of the year may be set down at an ad¬ vance of from thirty to fifty per cent, over that of any previous season. In a country like this, where every interest traces its life and depend¬ ence to that single great source, the production of the soil, the figures which represent the one, are the surest index to the condition of the oth¬ ers. The increase which is shown to have taken place in the Grain trade of Chicago is, in its le¬ gitimate proportion, true of every other branch of business. It is proper to remark that the tabular state- j ments given in this review are necessarily more or less incomplete. In the hurry of compila¬ tion for an early publication, it has been impos¬ sible to arrive at that exac’ness which might otherwise have been desirable. The total re¬ turns of the freight moved over some of the routes are not as yet fully made out, and cannot of course be exactly stated. The aggregate of the year’s business is probably more or less in excess of our statement. To the officers and em¬ ployees in the Custom House, Canal Office, and Freight Departments of the various Railroads, to all of whom we are largely indebted for valuable assistance, we return both for ourselves and on behalf of the public most sincere thanks. Trust¬ ing that any errors, which it is believed will gen¬ erally be found on the safe side, will be kindly overlooked, we present the following as the near¬ est approach to a correct and reliable statement which we are able to furnish : ■-♦-- FLOUR. The Flour trade of Chicago, although yearly increasing, does not as yet keep pace with the growth of the traffic in the unmanufactured berry. The number of country Flouring Mills is comparatively limited, and, with the rapid in. crease in population, the majority of those in operation find a ready demand for nearly all they can do at their own doors. The extreme drouth of the last summer was instrumental in largely reducing the manufacture, as very many of the mills driven by water were under the ne¬ cessity ©f suspending operations for the want of power. In fome portions of the country the mills were quite unable to supply their home customers, and shipments a considerable amount were made from the city to supply the deficiency. It cannot be doubted that the quan¬ tity and quality of Flour seeking a market in Chicago must continue to largely increase for years to come. The enormous quantity of Wheat produced, and the superior facilities af¬ forded to millers for making choice selections, and being thereby enabled to manufacture a su¬ perior article of Flour and one which will com¬ mand a premium in market, will have a contin¬ ual tendency to encourage the investment of more and more capital in the business. In 1852 the total receipts of Flour exclusive of that manufactured in the city was 53,337 bbls. in 1853 48,247 bbls., in 1854 158,375 bbls., and in 1855 240,662 bbls. For 1856 we have a fur¬ ther increase of84,257, or a total of 324,921 bbls., 20 being a little larger than the ratio of increase for the year of 1855. MONTHLY RECEIPTS AND SHIPMENTS OF FLOTJB FOR TWO Y 1855. January.bbls. 16,229 February. March.17-520 April.|o’ 7 Q{ October.fffl? November. December. io,/ou 240,GG2 Manufactured by City Mills. 79,6 d0 On hand and consumed in the city. Jtec'ts. Ship'ts. 1N861 6,802 18 092 17,223 16,377 10,92 S 8,835 8,425 24,426 15,160 19,245 17,048 1856. ifec'ts. Ship'ts. 163,419 156,893 14,112 12,811 10,930 22>3 21,110 16, 20 12,029 32,785 67,399 64822 27,200 12,700 324,921 86,068 320,312 410,989 4,257 2,763 2,494 1,461 21,095 14,346 310,378 11,465 36,733 55,896 20,261 6,250 216,389 194,609 410,989 Total.320,312 The sources of the supply for the last year are shown in the table below. By Lake, Canal and Galena Railroad, there is a slight falling off. Ly Michigan Southern and Michigan Central Rail¬ roads a considerable increase for those sources from which the supply is always moderate, con- Here are the exports of Flour from this port by Lake for the last thirteen years: SHIPMENTS OF FLOUR BY LAKE FOR THIRTEEN YEARS. Year. Bbls. isj4 .6.320 Year. 1851... T«45. .13.752 1852... 1846 .28,04o 1847 .32,538 1848 .45,200 1853.. . 1854.. . 1855.. . 1849 ..-.51.309 1850 .100,871 .856.. BUS. 77,082 During the whole season of 1855 the Flour market ruled extremely high. In May and June of that year prices reached a level never be* fore known in this city. In September and Oc¬ tober, immediately after harvest, prices fell off somewhat, but again improved in November and December, and the year closed firm at high figures. The year 1856 has witnessed a gradual and steady decline throughout. This downward movement has been submitted to with a poor grace by manufacturers and dealers, who, find¬ ing it difficult to obtain concessions on the part of farmers,still clinging to fimine prices for their wheat, have found it difficult to pass a working stock through their hands without loss. The market has therefore been continually dull, and sisting principally of favorite Michigan brands floured from wheat obtained in this market and returned here for city consumption. By Rock Island Railroad we have an increase of 31,937 bbls., an exhibit anticipated in our last review, the natural supply for this road having been in 1855 considerably reduced by the unusual South¬ ern demand, which drew off a larger than ordinary shipment down the Mississippi Rivei. Tbe Illinois Central Railroad, which brought its first barrel of flour in 1855, only ye«.r before last, now gives us 13,212 bbls., and promises a large increase. By the Chicago, St. Paul and Fond du Lac, and by the Chicago, Alton and bt. Louis Railroads our figures are but a matter of esti¬ mate and are in all probability more or leas within the real receipts of those roads. We give the comparative receipts and sources for five years: RECEIPTS OF FLOUR FOR 1853. 2,265 7,223 30,702 7,411 F VB 1854, 5,158 17,623 62,915 963 2,036 68,751 1852. By Lake....bbls. 2,875 “ Canal. 1.846 “ Galena It. It. 44,31b Mieh S. *' l 4 300 “ Mich C. “ $ ' u Itock Xs. .... “ Ill. Cent. “ .... •••• •••• ££&&$&&£ m S_ Total .124 316 131,130 234,575 320,312 410,989 The principal export routes for Flour are by Lake and Michigan Southern and Central Rail¬ roads. That taken away by other roads is com¬ paratively limited in quantity, and is in most cases included in the figures representing city consumption. .years. . 1855. 4,885 13,239 129 843 1,031 1,657 78.343 11,318 356 79,650 1856 4,781 10,597 122,976 4,716 4,110 110,280 13 212 54,249 86,068 SHIPMENTS OF FLOUR 1853. By Lake, bbl?. 70,984 Canal. 1J07 Galena Railroad... 44a Mich. S. •*. • • •••! Mieh. C. R. R....> Rock Is.. 111. Cent. K. K.. Ill. & Wis. » R.««. .... C. A. k S'. L. B. K . .... City consumption A balance v n Ivd. 56 940 FOR THREE YEARS. 661 988 1854. 58,573 520 3,394 27,365 15,476 457 1,736 96 10 1855. 77,082 372 2,825 31,335 51.041 604 'ioo 1856. 169,516 344 36*04 9,608 881 116,948 156.893 194,600 Total. 131,130 224. 320,312 410,989 every movement clogged by an unrelenting drag. The decline for the year is fully two dol¬ lars per barrel. Just at tbe close there is a lit¬ tle firmness, but merely for the city supply trade, buyers for export being extremely back¬ ward and indisposed to venture at present into market. We give the highest prices for No. 1 Superfine, and for the best brands of Spring Wheat Extras ruling on the first of each month for the last year, and as compared with the three years previous. PRICES OF FLOUR FOR FOUR YEARS. 1853. 1854. 1855. 1856. January. ..$3.50@4.00 February.. 4.00@o.00_ March. 3.50@4.7 d April. 3.25@4.50 May.3.50@4.7 o June. 3.50@4./5 Ju y. 3.50@4.75 August.... 3.75@4.7o September. 3:50@o.00 October.... 5.25@6,2o November. 4.75@5.7o December. 4.50@5.50 $5.00@5.50 6.25@6,75 6.75@7.25 6.75@7.25 6.75@7.25 7.25@7.75 7.75@8.25 7.25@7.75 7.75®8.25 7.75@8.25 7.25@7.75 7.25I&7.75 $6.50@7.50 6.50@7.50 6.50@7.50 7.00@7.75 8.5(J@9.75 8.25@9.25 7.75@8.75 7.25@8.25 6.25@7 25 6 (J0@7.25 7.75@9.05 7.25I&8.00 $6,50@7.50 L 6,50® 7,50 5,75ta7,00 5,75@7,00 5,75@7,00 4,25®4,40 4,25® 5,50 4,25® 6,25 4,00® 6,00 4,50@6,25 3,75@5,25 3.75®5,50 WHEAT. No better evidence need be required of the growth and prosperity of the country tributary to Chicago, than the rapidly increasing quantity of Wheat which it pours into this market. In 1852 the total receipts were less than 1,000,000 bushels. In 1858 they are nearly 9,000,000 bush¬ els. When it is remembered that this is the contribution not of an old and thoroughly tilled province, but of a comparatively new, and yet thinly settled country, it may certainly be quite excusable to anticipate the most bountiful re¬ turns for the future. The receipts of last year average over 28,000 bushels for each week day, and the shipments over 26,000 bushels per day, or an aggregate movement of 54,000 bushels per day. At an average price of say $1.25 per bushel, 21 this movement involves the use of $67,500 per day, for the year an aggregate of $21,127,500. MONTHLY RECEIPTS AND SHIHMENTS OP WHEAT FOR TWO YEARS. 1855, 1856. r --\ r ->, Rec'pU. Ship'ts. Rec'pts. Ship'ts. January, bush. 201,473 88,362 ) 91,546 4,689 February. 113,121 19,687 154 57 » 8.544 March. 190,237 43,666 115,oil 3,4 7 April. 159,995 200,980 270,145 38,532 May. 155,441 393,434 367,541 41^,080 June. 208,429 180,343 441.332 457,0 3 July. 125,603 178,109 462,631 249 0 9 AuRust. 1,035,183 412,260 1,370.58 1.303,911 September. 1,681,004 1,028,006 2,15^,711 2.123,382 October. 2,363,536 1,854.514 2,468,159 2,622,265 November. 1,010,882 1,248,794 495,028 1,0 6/48 December. 90,193 50,000 '2,500 20,000 Total.7.335,097 6,298,155 8,567,760 8,337,420 By Teams say. 200,000 200,000 Floured in City. 398,250 430,340 On hand, consum’d, shipp’d and unac¬ counted for. 838,692 Total.7,535,097 7,535,097 8,767,760 8,767,7t0 The Galena Railroad with its branches still leads all other routes in the quantity of Wheat brought to this market. In 1852 it brought half a million of bushels. In 1855 it brought four and a h .If million bushels, and nearly the same quantity in 1856. The comparative receipts by other routes will be shown by the table given below. The total receipts for the year show an increase of 1,232,663 bushels. RECEIPTS OF WHEAT FOR FOUR YEARS. 1853. By Lake, bush. 62,031 Canal.352,103 “ Galena R. R.901,366 “ Mich. S. R.R.. J “ Mich. O. R. R..J 15,081 Rock Is. R. R.... 44,115 “ Ill. Cent. R. R.... 14,789 “ o. & a . P. R. R. “ C. & St L. R. R. “ Teams.297,980 1854. 12,279 1,066.194 1.391,163 3,835 4,300 t 293,270 30,352 36.123 1,379 200,000 1855. 4,946 923,021 4,513 202 2,270 4,939 990,689 771,651 124,379 1855, 837 830,326 4,379.302 29,175 30,264 1,100,598 626,979 {1,570,279 200,000 200,000 Total.1,687,465 3,038,955 7,535,097 8,767,760 the year reach The shipments of Wheat for 8,387,420 bashels, an increase over the last of 2,039,265 bushels. The principal share is ex¬ ported by water, the shipments by Lake increas¬ ing over those of the previous season by 2,395,- 185 bushels. SHIPMENTS OF WHEAT FOR FOUR YEARS. By Lake, bush.1, i Canal. “ Galena H. R.... “ Mich. S, R. R,..? “ Mich. C. R. R.J “ Rocklsland R.R. “ Ill. Cent. R. R... “ c. & 8 . I .R. R. Floured by C. Mills Used by distillers... Shipi ed, consumed, on hand and un¬ accounted for. 1853. ,206,163 1,618 1854. 1855. 1856. 1,650,489 5,719,168 8,114,35; 863 59,880 4,861 102,267 372,748 3,000 3,358 125,127 325,976 248 44 620 330,000 .176,533 342,288 286 Total.1,685,796 3,038,955 7,535,097 8,767,76 The following figures represent the export o Wheat from this port by Lake for the last fifteer years,.an aggregate of 2S,872,563 bushels. Th( export of the first seven years is now equallec in one. The exports of the next fifteen yean will reach 200,000,000 bushels. In ten years from this time Chicago will export more Floui and Grain in one year than New York City has ever exported in five. SHIPMENTS BY LAKE OF WHEAT FOR FIFTEEN YEARS. Years. Bush- 1842. 1843. 1844. 1845. 1846. 1847. 1848.. .2,160,800 1849. Years. Bush. 1850. 1851. 1852. 1853. 1854. 1••••••••«•••< .5,719,168 1856. The market for Wheat has not of course ex hibited that nervous activity which prevailed durmg the season of 1855. The return from high prices to lower ones, no matter how liberal even the flatter may be, is always a distasteful process. The unprecedented high rates of the last two seasons, and more especially of 1855, entirely unsettled the market, and so contributed to the establishment of extreme views that, when the inevitable decline succeeded the whole coun¬ try at once rebelled, and declared iheir intention of starving the world into a perpetual mainte¬ nance of the recent order of things with which they had so deeply fallen in love. For a time it seemed as if this horrible threat was really to be carried into execution, for during the winter months of the present year the poor local consumers were obliged to advance their bids in order to secure enough for daily use, and until the first of March even high¬ er prices were paid than during the Fall before. But the foundation of all this firmness continued nevertheless, gradually, to settle, and the heap¬ ing granaries of the country began to be more or less undermined as prospects grew more dis¬ couraging, and currency more in demand. Coun¬ try dealers who had bought at high prices, be¬ came satisfied to sell out even, or at a small loss rather than not at all, and farmers who, finding a lack of nerve in the country dealer, had brave¬ ly shipped on their own account, or held in store “subject to advances and charges,” began to own that discretion was the better part of valor, and so by slow and painful degrees the market came down to a legitimate level, and when, after a new and plentiful harvest, spring wheat was once more current at $1.00 per bushel, it really seemed as though business was once more in a fair way to proceed in a safe and sufficiently libe¬ ral channel. On the first of January last spring, wheat ranged from $1.30 to $1.35, and red and white winter from $1 65 a $1.75 per bushel. On the first of December spring was 77 a 78c, and red and white 90 a 100c. “ What a fall was there, my countrymen !” Since the harvest there has been a steady brisk demand at good fair prices, and with what results the figures already given sufficiently show. The quality of the Wheat shipped from this market has already gained a favorable repu¬ tation abroad, and with proper care in harvest¬ ing and marketing it should continue to corn- maud premium prices the world over. Samples of Illinois Wheat, exhibited on the London Corn Exchange, have received the most unqualified 22 recommendation of the best judges. From Iowa, Wisconsin, and all the country from which our supply is derived, we have good reason to ex¬ pect Wheat of a decidedly superior quality. Dur¬ ing the last season we have sent a sample cargo of our Wheat in ore of our own vessels, owned, manned and uavigated by our own citizens, and which crossed the Atlantic and landed her freight at the Queen’s dock in less time from Chi¬ cago to Liverpool than ever cargo of Wheat was transported before. The voyage of the Dean Richmond is an era in our history. Her example will not fail to inaugurate the direct export of Wheat, and other grain which shall eventually be told in millions. Again we congratulate our farmers and producers upon the flattering pros¬ pects which promise them a market so liberal and convenient. The following prices are those ruling on the first day of each month : PRICKS OF WHEAT FOR THREE TEARS. 1854. 1855. 18*6. Spring , Winter. Spring , Winter. Spring , Winte Jan.. 92@ 95 Feb..ll7@120 Mar..l04@106 April. 100@100 May .125@130 June.l28@l30 July. 95@100 Auv.. 95@110 Sept..l00@120 Oct. ..1 h 0@105 Nov. .120@125 Dec..l00@110 1«5@115 180@140 12o@180 112 ® 120 140® 150 14u@150 115® 120 140@150 130@140 130@140 1300145 1120125 1080120 1130118 1130122 1350145 145@160 1650170 1500155 100 ® 110 1070110 1290130 1450146 125® 135 112® 140 1200150 1200155 1450160 190@2 0 175@200 1600185 1350150 1150145 13601*35 1550175 1500165 1300135 1280130 IOOioi 05 i 150120 1120114 1050106 100 108OH0 98 1020103 77@ 78 77@ 78 115® 175 145@165 120® 140 140® 160 1400160 120® 135 10603 35 123® 133 llo@126 1140128 90@100 92@100 CORN. Large as is the production of Wheat in the Western States, it is greatly exceeded by that of Corn. The crop of Illinois alone for 1855 was estimated at 180,000,000 bushels. It was a larger crop than ever before raised in the State, and was generally well ripened and harvested in good condition. From that crop has been re¬ ceived the supply of the last twelve mouths. Our last review anticipated a large increase of receipts at this point for the year 1856. That increase now proves to have reached 3,356,021 bushels, or a total of 11,888,398 bushels. This gives us an average receipt for e.ch business day of the year of within a fraction of 38,000 bushels. The daily shipments average over 35,500 bushels, making an aggregate movement of 73,500 bushels, requiring, at 40 cents per bushel, a daily investment of $29,400, and for the year of $9,202,200. The crop of 1856 was very much retarded by the dry weather which prevailed during the earlier part of the season. As a consequence it came forward slowly and ripened late. A large proportion of it was over¬ taken by the first frosts, and the general crop is not therefore in so good a condition a3 was that of 1855. What will be the effect upon the re¬ ceipt of the current year remains to be seen. Here are the figures for the last two seasons: MONTHLY RECEIPTS AND SHIPMENTS YEARS. 1855. GF COHN FOR SWO 1855. Recp'ts JaD. bush. 31,600 February. 95.572 March. 283,003 April. 560,385 May. 988,3o2 June.1,890,109 Julv.1,795,615 AuxU't.1,158,048 September.L 062,373 October. 333,104 November... 109,636 December. 29,010 8,332,377 200,000 Jiecp ts. Shvp'ts 123,077 1 ,197 146,570 10,695 189,-93- 8,631 723,130 60,241 1,705 813 2,288,«11 V21,201 1,552,835 2,134,669 1,880,267 2,355.330 2,180,599 1,737,668 1,736,101 745,728 688,474 284,763 704,307 21 000 5.000 Shipt s. 4,343 6,440 18,541 162,627 1,278,580 1,601,047 1,546,434 1,346,090 1,135,813 340,484 70,590 6,636 7,517,625 11,688.398 11,129,668 200,000 27,000 200,000 30,370 200,00 784 382 531,730 By teams, say.. Gr’nd by c. mills Used by distdrs Consumer, fa ha.nd, and un¬ accounted for 8,532^377 8,532,377 11,888,398 11,888,398 Until the season of 1855 the Illinois and Michi¬ gan Canal had always been the principal Corn importer of Chicago. That year, owing to the short supply South, caused by the drouth of the previous season, the resources of the Canal were materially lessened, and the Galena Railroad became for the time a successful rival. The large crop of 1855 again reinstated the Canal iu all its former glory, and now in 1856 it has re¬ covered its old position, bringing to market 5,377,825 bushels of Corn, and leading the Ga¬ lena railroad by an excess of 1,790,457 bushels. By the Rock Island and Illinois Central Rail¬ roads we have also a large increase. receipts of corn for.four years. 1854. 1,808 4,396,995 2,038.743 '328 564,757 229,566 56,574 1,982 200,000 1853 By Lake, bush... “ Canal.2,481,334 “ Galena R. R.. -228,50a “ Mich.S.K.R.J .... “ Mich.C.R.tU 1.823 “ Rock Is. It. R. 17.862 -‘ Ill. Cent. R. R 3,o9o “ i . & St, f. R.R “ C. & >c.L, R.R. “ Teams. 136,220 __ Total.2^869,339 7,490,753 8,532,377 11,888,398 The principal export of Com continues, as it always must, to be by Lake. Herewith are git the shipments by all routes for the lust lour years: SHIPMENTS OF CORN FOR FOUR YEARS. ioko 18^1 18nr> 1855. 3,701,441 3,761,619 8*9i8 350.123 472,654 37,622 200*666 1856. 5,377*825 3,587,368 650 218 1,114,397 1,087,684 520,256 200,000 1853. By Lake, bush.2,739,552 Canal. •••• Galena Railroad. Mich. S. R. R...1 Mich. C. R.R... A Gr’d at City Mills. Used by Distillers On h'd, consumed & unacc’ted for 40,676 Total... 81,000 8.111 2.869,339 1854. 1855. 1856. 6,626.054 7,430,259 11,070,490 1,725 .... 2,500 13,305 .... •••• 12,812 4,189 2,o40 184,003 74,177 45,138 18,500 30,370 27,000 100,000 200,000 200,000 534,354 784.382 531,730 7,490,753 8,532,377 11,8^8,398 Here also are the shipments of Corn by Lake for a series of years: SHIPMENTS OF CORN BY LAKE FOR TEN YEARS. Years. Years 1847 .67,31a 18a2... 1848 . 556,460 1853... jaiq. .644,84-8 1854... 1850 . 262,013 1855... 1851 . 3,221,317 18i.6... The market for corn was in that for everything else fated to June of 1856 prices were just they were in the same month of 1855. On tne first of January, 1856, the market stood at 50c, Bush. .2,757,0U .2,729,552 .6,626,0o4 .7.439,258 .11,079,490 common with a decline. In one-half what 23 with some little fluctuation, but seldom getting above 40c; it stood on the first of December at 35@3Gc. The following table will show the prices current on the first of each month for the last five years: PRICES OF CORN FAR FIVE YEARS. Per 1852. bushel q/60 lbs. 1853. 1854. 1855, 1856. Jan’y. 49@55 33@40 43@44 —@50 February.. .31@34 38@41 45ta46 — @51 40® 42 March. . 33@34 40@45 49® 50 50@ol —@40 April. .33 @34 36 @40 41® 44 54055 40@41 May. 40@46 43@45 67@69 36@37 June..._ 36@37 45@50 45@46 75076 32® 33 Juiy. 47@50 50@ 1 — (a.73 40® 41 August. .50® 52 58® 65 54@55 71072 — ® 45 September. 56@60 60® 61 68 @69 37038 Ooccoer.... .50® 53 54® 55 54@55 63064 38039 November. ,48@50 48® 50 50@52 70@72 30031 December., , .56<3»58 47@48 46047 -@50 35® 36 OATS. Receipts of Oats have fallen off for the two past years. The deficit in 1855 was 1,247,197 bushels, and was in part occasioned by the ex¬ tremely light crop of the previous season. In 1856 the receipt is 727,291 bushels less than for 1855. The Oat crop of 1856, in Ohio and other Eastern States, was unusually good, and from this cause there has been less demand in this market for export, while in this State generally the crop was cut short by drouth. There seems to be also a growing indisposition among pro¬ ducers to give much attention to the cultivation of Oats, and many are contented with raising barely enough for their own use. To these causes must be mamlv attributed the decrease in the receipts of this grain : MONTHLY RECEIPTS AND SHIPMENTS OF OATS FOR FOUR YEARS. 1855. 1856. January, bush.... February. March. April. May. June. July. August. September. October. November. December. By Teams,say... City consumption, on hand and ua- cccounted for.. 88,904 2.713 332,205 37,397 555,*37 4W,468 470,323 566,478 138,819 288,7-5 205,230 128,800 131,974 120,020 327.025 111,830 169,734 12*,787 52,697 11,300 2,547,183 1,889,533 400,000 1,057,650 Ship'ts. 1,041 8,408 381 15,752 191,385 153,4 9 115,819 110, *91 218,005 117,04 ■> 89,400 2,000 1,819,897 1,014,547 410,000 1,205,350 Beep' is. Ship'ts. Keep ts. 24,1°6 1,670 47,703 47,734 3,290- 54,464 36,057 94,736 267,429 178,728 189,161 377,375 327, 41 62,700 135,098 19,000 Total.2,947,188 2,947,183 2,219,897 2,219,897 The following are the sources of the supply for the last four years. By all the routes there is more or less falling off from the receipts of previous seasons: RECEIPTS OF OATS 1853. By Lake- bush. Canal. 971,350 Galena R. R. 472,829 Mich. S. “. ) or , 5 Mich C. “ .J 2/3 Rock Is. “. 11,810 Ill. Cent. “. 16,779 O.aSi. P “. C & t»t L, “. Teams. 402,729 FOR »QUR 1854. 66 1,566,330 1,772,659 259,371 118,012 77,792 400,000 YEARS, 1855, 1,020.360 1,107,268 211 3,064 146,323 223,386 46,576 400*666 1856 671,040 777,322 689 114,683 { 167,631 1 86,516 400,000 Total.1,875,770 4, 94,385 2,947,188 2,219,987 EniPMEAT* OF OATS FOR FOUR YEARS. 1853. By Lake.bush .1,633,842 “ Canal. 483 Mich. S. R. R. ? 114 1RO “Mich.*) “ 5 444,469 “ R. I land “. “ 11). Cent. “. Consumed, & . 127,276 Total.1,375,770 1854. 1855. 1856. 2.959,715 1,8.1,436 949,413 1,003 1 110 31,946 39,733 1,566 6,265 229,469 65,288 26,923 .... 139 67 964,398 1,058,650 1,205,350 4 194 385 2 947 188 2.219 897 SHIPMENTS OF OATS BY LAKE FOR TEN YEARS. Years. Bush. Years. Bush. 1847 . 1852. 1848 . . 65,280 18 3. 1849 . . 26,849 1854. 1850 . 1855. .1,821,435 1851. 1856. . 949,413 The market for O its has ruled tolerably steady with a fair demand for city trade and a moderate inquiry for export at 25 a 30c per bushel. Here¬ with are the prices for five years: PR'CES OF OATS FOR FIVE YEARS. 1852, 1853. 1844. 1855. 1856. Jan’y.. ...16@17 33035 26 @26% £6027 26@30 Feb’y.. .,19020 34@35 SO @31 @30 29@30 March . 19Ot-20 33034 27 @28 *>4 29030 26027 Anri.. . .18019 80@34 26% @27 @34 24@25 May... ..18@20 34@40 30 @31 44@46 25@26 June.. .. 22@24 37@40 30 @31% @48 27@28 Julv... ,..24@25 30@32 31 @33 45@46 25@26 AUg IS 1 ..27@28 34@37 29 @30 44 @45 30@31 Sept... . .27028 29@33 32 @33 25@26 30@31 October.30@32 26027 33 v 34 25@26 26@27 Nov... 26@28 32 @33 28@30 25@26 Dec.... ..27@30 27028 28 @28 28@30 32@33 RYE. Receipts of Rye, never very heavy, have been gradually decreasing for several years. There is not the same attention paid to raising this grain as to the other kinds, and the moderate quantity produced is to a great extent marketed near home for distilling and other purposes. RECEIPTS OF RYE FOR FOUR TEARS. 1853. 1854. 1855. 1856. Bv Lake.bush. 22 “ Can A . .. 3,948 5,i29 5,139 5,68i ‘ Galena Railroad . ..76,676 69,683 39,827 14.789 “ Rock 1?. “ . 5,7M 12,960 9,923 “Ill Cent. “ . .. 635 432 4,603 8,200 “ C St P & P “ . 686 1/57 4,114 g“ Oeams. .. 4,364 4,000 4,000 4,000 Total. ..86,162 85,691 68,086 45,707 Shipments of Rye have fallen off to almost nothing — the greater part taken up by city distillers. received here being SHIP-ABUTS OF RYE FOR FIVE YE ARP. 1852. 1853, 1854, 1855. 1856. By Lake, bush.17,015 81,594 39,175 18,521 379 By Canal . • • • • 1,380 797 212 By Micb, Cert, RK . 568 568 576 By Rock Island do .... .... 22 • • • Distillers.. .... 4,000 44,538 48,760 45,117 Total.17,015 86,162 85,691 68,086 45,707 The market has been tolerably good, owing to the ready demand for distilling, and has been more firmly sustained than would probably have been the case with a more liberal supply. Prices have declined from 95 a 100 at the commence¬ ment of the year to 60 a 65c on the 1st December. For much of the time the market has been en¬ tirely bare, and the prices given below for 1856 are in part only nominal. At this moment small parcels are picked up in the street at 75 a 80c. B3I3E8 07 RYE FOR FOCR YEARS, 1853. 1854. 1855. 1856. January. 55@G0 70@ 75 P5@1.00 February. 70(a75 70® 75 95® 1.00 March.. 75m 78 75 @ 85 @ 90 April. 65® 70 8 @ 90 85@ 90 May. 70@75 95&.1.00 95® 90 June. 70@75 1 10@1.20 75@ 80 July. 80@85 @1.00 ® 60 August__ 55&60 70@ 80 © September... ...62@63 65@70 70«) 75 80@ 85 October . 80@85 83® 85 60 @ 65 November... 80@8l 90® 93 5o@ 60 December..., 65@70 65@1.00 60@ 65 24: BARLEY. In Barley we have also to notice a limited sup¬ ply and a very firm market. The growing popu¬ larity of “ Lager Bier” has undoubtedly consid¬ erable to do with the facts in this case. Ship¬ ments are constantly growing less, the home de¬ mand consuming nearly all the supply. Imports from the East are substituted in the place of ex¬ ports to that quarter, and higher prices are free¬ ly offered and obtained for home consumption. The new and fashionable style of lager beer mug is decidedly less capacious than formerly, and there are numerous signs of the accumulating expensiveness of this inexpensive luxury. St. Louis, Milwaukee and Chicago are the great rival candidates for the honor of drinking ihe most “ bier.” RECEIPTS OF BARLEY FOR F/YE YEAPS. 1852. 1853. 1854. 1855. &y Lake, bush.1,687 1.576 26,103 55,587 By Cana!.8,785 25,610 641 204 By Galena RR ....95,243 135,429 143,340 93,976 By Mich, Sou do. .... 293 224 ±»y M.ch.Cen.do. .... 219 5,250 By Ro<”k I, do. 972 958 5,931 By 111, Cent, do. «... 94 250 By l, St, P, & F. .... 296 10,473 Teams.21,313 28,800 30,000 30,000 1856. 25,592 634 87,489 1,598 10,660 602 1,025 20,946 80,000 Total.127,028 192,887 261,764 201,895 128,457 SHIPMENTS OF BASLE Y FOP. FIVE YEARS. 1852. 1853. 1854 1855 1836 By Lake, bush.... 79,818 79,689 33,683 1,315 1,315 kjJ V.' lii-i ti-1 • •••• 51 53,7 1 50,413 1,056 By Micb Sou.. RR 1 My Mich Cent, do) "" 40,527 9,913 39,586 9,671 14,415 10,677 3,506 By Rock I. do .... .... 1,472 16,208 3,582 Ri C. St. P. & F. . . . . 10,046 . . . , .... Uused by Brewers. 56,210 72,120 53,353 109813 109,406 Total.127,.02 J 192,387 201.764 201,895 128,457 PRICES OF BARLEY FOR FOUR YEARS. 1853. 1854. 1855. 1856. January.5 @51 43® 47 90@1.00 1.10@1.20 February.42@52 45@ 50 1.10@1.20 1.25@1.30 M»rch.40@50 56@ 58 1.00@1.12 1.2U@1.25 April.47@50 50® 56 1.15@1.20 1.00@1.30 May.48@50 65® 70 1.15@1.25 1.35@1.50 June.44.K-50 50@ 60 75@1.00 1.35@1.50 July.38@40 50® 55 @1.00 @ 90 August.35@40 45@ 50 80@ 85 @ September.... 50@52 50@ 60 80® 90 95@1.00 October.45@48 85@ 90 1.0o@1.10 1.25@1.30 November....43@46 90@1.00 1.15@1.30 1,20@1.30 December ....44@47 75@ 85 1.30@1.35 1.00@1.20 CHICAGO THE GREATEST PRIMARY GRAIN PORT IN THE WORLD. Chicago is the Greatest Primary Grain Port in '.he entire World. This fact was abundantly established and announced by the Democratic Press two years ago, and first published in its Annual Review for 1854. For ample proof^ we again refer to the following statement of TOTAL RECEIPT'S OF FLOUR AND GRAIN FOR THREE YEARS. G854. 1855. 1856. Wheat, bus. . 3,038,955 7,535,097 8 767,760 i./Otl.. . 7,490,753 8,532,377 11,888,398 . 4,193,385 2,947,187 2,219,897 P.ye. 68,086 45,707 Barley. 301,805 128,457 Total. .15,011,540 17,284,648 23,050,219 Flour into wheat. 1,203,310 1,624,605 Total. .15,804,423 20,487,953 24,674,824 In the same manner may be presented the shipments for three seasons, viz: 1854. 1855. Wh^at, bush.. ... 2,206,725 6,208,155 Corn. ... 6.837,899 7,517,625 ... 3,229,987 1,889,538 Rye. ... 41,153 19,318 Barley. ... 148,421 92,082 Total. ...12,364,185 15,816,718 Flour into Wneat.... ... 538,135 817, C9j Total. ...12,902,320 16,633,813 18'6. 8,337,420 11,129,668 1,014,547 590 19,051 20,501.276 1,081,945 21,583,221 For the sake of reference, and as showing the comparison, we repubhsh the following table o average exports from the principal grain ports of the world for a series of years, together with those of Chicago for the last three years respec¬ tively: EXPORTS OF THE PRINCPAL GRAIN PORTS OF THE WORLD COMPARED WITH CHICAGO. Wheat ind Corn, bush. bush. Odessa.5,600,000 . Galafz & Ibrelii. ,2,400,000 5,G0J,000 Dan'zlc.3,080,000 . 8L Petersburg.... allidnds Archangel. Riga. “ CmoAGo (1854i ....2,644,060 6,837,”99 CaiOAGo tl856) ....6,115,250 7,517,625 Chicago 1856) ....8.337,420 11.129.668 Oats Eye Total. & Barley, bush. 1,440.000 7,040,000 820,000 8,320,000 1,328,000 4,408,000 7,200,000 9,528,000 4,000,000 3,419,551 12,902,310 2,000.938 16,633,813 1.034.188 21.583,221 GRASS SEEDS. The quantity of Grass Seeds yearly brought to this market does not vary much from 3,000,- 000 lbs. It is generally of good quality, remark¬ able for its purity, and is always in good de¬ mand for shipment to the Eastern States. A considerable quantity of Flax Seed is yearly consumed in the manufacture of oil in this city. The majority of the whole received is Timothy Seed, which generally commands from $2@2.50 per bushel. Clover Seed sells readily at $6@7 per bushel. MONTHLY RECEIPTS OF GRASS BEADS FOR^THSEE YEARS. 1854. 1855. 1856. January. . 21,144 62,116 212,579 February. .. 148,692 198,799 308,748 Marcu.... . 269,951 207,525 319,027 April. . 67,931 137,794 151,5)3 May. . 58,285 73,865 77,100 June. . 8, 10 8,519 67,485 J jly.. . 25,060 18,200 60,560 August. 247,430 ’ 143,385 September. . 755,544 1,0 i,262 1,054,253 Oct ber. . 947,699 530,469 358,908 November _ . 575,'’55 267,989 01,544 December.. . Iu8,079 272, 00 2 ,0u0 Total.. . 3,047,945 3,024,238 2,813,202 RECEIPTS OF GRASS SEEDS FOR four years. 1853. 1854. 1855. 1 £ 56. By Lake, lbs... ,.. 54.600 232,290 7,5 4 12 @14 12@14 4 September .. .. ll^@l> 12H@'5 14@16 15@17 October. ... @18 17 @25 14@ 5 15@17 November.. @17 12 @15 15@ 6 18@20 December.. @ 6 13 @20 18@20 k0@25 LARD. Lard is generally included in Bills of Lading, under the head of Pork and Provisions, and it is consequently impossible to give any separate account of its receipt and shipment. The follow¬ ing table shows the prices ruling on the 1st of each month for lour years. PRICES OF LARD FOR FOUR TEARS. 1853. 1864. 1865. 1856. January.11 @1D4 8M@ 9 8K@ 9 10K@ll February.,10H@ll 8M@ 9 8 @ 8H 9 @10 March.9 @10 9 @10 8 @ 8H 9 Aoril.9 w 10 8/4(£ August.9K@ 0V< 8H@ 9 10 @KK H © ( 2 September.9M@ 10% PM@ 10 10}£@il 12 @13 Oc ober.9>$@-<& 10 @10 11 @12 12 @13 November.12 @12 9%@H ll/4@12t£ li to 12 December.10 @10^ 9 @10 11 @12 9&@10 HOGS AND PORK. It is impossible to give at present any approx¬ imation to the result of the present pork pack¬ ing season, of which we are now just in the midst. The busiuess has thus far been tolerably active, wiih a rather high and firm market, and just at the present with a scarce supply and up¬ ward tendency in prices. The number packed thus far is understood to be considerably in ex¬ cess of the business of last season up to the same date, but the product on hand is not propoi tion- ably large, as unusually heavy shipments were made during the fall^ and before the close of navigation. The last pork packing season, viz: 1855-6, closed about the first of April. The total num¬ ber of Hogs packed in this city reached 80,380, an increase oi 6,696 over the number packed the previous season of 1854-5. The season opened somewhat dull and backward, notwithstanding the high prices offered, and the supply came forward at first very slowly, packers complain¬ ing of a want of stock, and prospects favoring a very inadquate supply of but middling quality and at exorbitant rates. Speculation ran high, and Eastern shippers bought largely and at high prices, without much regard to quality, and dealers everywhere took up all that could be ob¬ tained froaa first hands, in expectation of realiz¬ ing a handsome advance ere the close of the sea- son. For the first month there was very little done, and it was not until January that the bulk of the supply was received. Packers, who were driven out of the market by high prices early in the season, came in for their share at a later pe¬ riod, and thus the packing houses were kept busy until nearly or quite through the month of March. Prior to the commencement of the packing season, a large deficit in the Hog crop was indus¬ triously rumored, and many honest fears were no doubt entertained, that notwithstanding the extremely liberal supply of corn, the want of a feeding basi3 was about to more than offset this advantage, and thus a real scarcity of pork was to be experienced. The falsity of these premises is, however, fully proved by the result given below, and which establishes that other great fact, viz: that the question of supply in this country is becoming, as a general thing, one of dollars and cents, not one of resources—the supply is to depend upon the price. The total number of Hogs received in this market during 26 the packing season of 1855-6, reaches 308,589, vastly larger than ever before, and an increase over last season of 169,974. The following ta¬ ble will show the comparative receipts for each of the five packing months: RECEIPTS OF HOGS FOB THE FIVE PACKING Live t No. Dressed No. W’t Dressed lbs. November. December.. January. February . March. ..60,908 ..36,047 9,613 26,583 64,672 34,977 10,654 2,200,920 6,190,364 15,111,721 8,169,486 2,489,483 162,040 Total live and dressed. Total last season. 146.499 ..308,539 .138,565 34 161 974 Increase for 1855-6.. 169 974 The shipments of the season show a corre¬ sponding increase being a gain over those of the season before by 116,725. COMPARATIVE SHIPMENT OF HOGS FOR TWO SEASONS. 1854-5. 1856-6. November. LAve No. Dress'd No. 36 JAve No. 14,638 Dress'd No. 8,516 December.. . 1,943 2,578 2 ,964 14,322 January . 9,141 21,557 47,083 February. 21,579 2,113 21,908 March. 7,000 10,409 5,211 Total live and Pressed Increase for 1855-6.... 13,822 40,334 , .54,156 73,771 97,110 170,-81 116 725 Herewith are the resources from which the supply has been derived for the last four sea¬ sons : RECEIPTS OF DRESSED HOGS FOR FOUR PACKING SEASONS, By Lake. 1852-3 No. 1853-4 No, 1854-5 No. 1855-6 No. “ Canal. “ Galena Railroad... 45,779 86,499 112,721 “ Rock Island R. R. 14,225 9,115 15,867 “ Ill. Central R. R.. 1,242 1 415 15,032 “ By C., St. f. & 1. L. ,R.ti .... 387 1,372 2,879 Live, all sources. 58,158 61,633 12,347 98,4nl 40,164 146,499 162,040 Total. 73,980 148,565 308,539 The packing for the season was done by the following Houses: Messrs. It. M. & 0. S. Hough & Co., Cragin & Co., G. S. Hubbard & Co., Tobey & Booth, Rey¬ nolds & Hayward, B. &. G. B. Carpenter, George Steel, Andrew Brown and P. Curtis. Subjoined are the total disposals for four sea¬ sons, including live and dressed : SBIPMENTS OF HCG3 FOB FOUR PACING SE»SOHg, Bv Lake. 1852-3 No. 1853A No. 1854-5 No. 135 1855-6 No. 1,016 “ Mich. “©mb. R. R.. 846 17,464 57,885 “ Mich. Cent. R. R_ ,...,10,000 9,782 35,282 125,862 “ Chi. & Mil. JR. R.... •. .... .... 3,000 Packed in Chicago.... Ci.y Trade. 10,000 10,628 52,849 52,881 73,684 187,763 80,380 10,503 12,000 40,396 Total. 73,980 138^565 308,539 The increase in the number packed as above given, .s, owing to the falling ofl' in weight, but a trifling actual gain, and the total product is very little if anything over that of the previous sea¬ son. The following is a comparative statement of the business ol the last live seasons : Uogs Gut. :Av. Weig't. Total Weig't. 1851- 2 .22,036 238 >4 5,247,278 1852- 3. .. .48,156 211& 10.192,972 1853- 4.52,849 249 >4 13,188,815 1854 5.73.694 2461 10 18,133,682 1855-6.80,380 233& 18,782,126 The market for Pork opened high—nearly double the opening rate3 of the season previous —but before the lapse of a month it became evi¬ dent that the commencement had been made at quite unwarrantable figures, and frohi that time to the close, notwithstanding every effort to the contrary, the market gradually and steadily de¬ clined, th i final rates settling at $1.50@2.00 per 100 lbs. lower than at the opening, and at figures but very little above those of the two seasons previous at the same dates. Of course the sea¬ son proved a disastrous one to those largely in¬ terested at the opening high rates, and was more or less unprofitable to nearly all concerned. Not a few pork settlements left the parties there¬ to in an extremely unfortunate position. The following table shows the prices of Dressed Hogs in this market for the last three years: PRICES OF DRESSED HOGS FOR THREE SEASONS. 1838-4. 1854-5. 1855-6. Nov 1st .$—@5 00 $—@3 50 -— “ 15th..... 5 00@5 50 3 50@ .00 $6 00@7.00 Dec. 1st.4,’‘8@5 2' 3 00@3.50 5.50@6 00 “ 15ih.3.50@4 00 3 24‘«3 75 5.50@5.75 Jan. 1st.... .3. 6@i.00 3.00@3-73 5.00@5 50 “ 15 h . 4.0D@t. 5 3 2r®3 75 4, 5@5.25 Feb. 1st...... 4.-5@4 50 3 50@3.8’i 4,oU@5.00 “ 5tb. 4.44 5 00 4300@4.25 5.0 @5 25 March Isi.'4.5u@4.75 4.25@4.50 4.50@5.00 The receipts of Dressed Hogs for the calender year 1856 do not vary much from those of the year before. The following table will give the numbers and weights for the past two years : RECEIPTS OF DiESSBD HOGS FOR TWO TEARS. 1855. 1856. By Galena R R Michigan 8. “ Michigan O. “ Roc • island “ Ill On ra.1 “ C. St. Paul & V Mississippi “ No. .109,957 I’.*.!! *iis _10, 14 . 980 . 2,6 8 Weight. No. Weight. 24,71a,309 37,623 20,41 ,300 .... l bi5 23,7'0 7 1,757 2,404,294 14,505 3,379,743 124,916 12.473 2,906,387 523.783 j 4 496 ! 047,576 Total.123,687 27,955,007 119,110 27,753.081 The number of Live Hogs received in addi¬ tion to the above is 174,515, making a total live and dressed of 298,625, against 302,187 for the year before. This does not include the number arriving on foot, and which would probably swell the total by some few thousands. SHIPMENTS OF DRESSED HOGS FOR TWO YEARS. 1855. 1856. No. Weight. No. Weight. By Lake. 1,016 203,200 .... Michigan S. R. R_17,453 4,150,251 40,844 °, r 16,711 Michigan C. “ .42,335 9,997,515 46,74'J I0,89e,505 Ill. Central “ . .... Rock Island “ . •••• oi 7,900 Total..60,804 14,350,966 87,618 20,415,116 PRICES OF MESS PORK FOR THREE YEARS. 1854. 1855. 1853. January.12,50@13.00 $10.00@11.00 $16.00 IVbruary.12.50@12.50 10.00@11.00 $l'.00@K5O March.13.00@ 10.50@11,50 13.75 « 14.00 April .13.00® 12.50@13.00 14.00@lL50 lv av .12.00@12.50 15.75@16.00 15.50@16.00 June.12.00@12.50 16.00@16,25 16.00® 7.00 July .12,00@ 17.50@18.00 18.00 August.12.00@ 18.00@19.00 20.G0@21. 0 September.13.00®13.50 20.00@21.00 19.00®20.00 October.13.00@ 21.00@22.00 20.00®. 1.00 November.ll.50©13.00 19.00@20.00 10.00©2 .00 December.11.00®12.00 17.50@18.00 14.00^15.00 27 BEEF. The quantity of Beef packed this last fall, is less than for any previous seuson since 1850. In 1855 the number of cattle slaughtered reached 28,972, a larger number than ever before. They were purchased at high prices, and owing to the decline in the market which subsequently en¬ sued, the result of the season’s business proved very unsatisfactory to packers. At the com¬ mencement of the packing season of 1856 the views of cattle-raisers and stock-dealers being still held at the high rates of the previous sea¬ son, packers found it both impolitic and impos¬ sible to meet their demands. Buyers and sel¬ lers thus failing to come to an agreement, the lat¬ ter resorted to shipment in hopes of being more successful in other markets, and at the time when usually in all previous seasons a large number of bargains had arrived at maturity, not a single beeve was under contract. The num¬ ber of cattle slaughtered reaches only 14,977, compared with 28,972 for the year before. The number of bbls. packed is 33,058 against 62,687. The season’s business has been conducted by the following houses: Cragin & Co., John Hayward, Moore, Seav- erns & Co., G. S. Hubbard & Co., Andrew Brown, B. & G. B. Carpenter, Hough & Co. Herewith is the comparative business of the last six packing seasons: No Cattle. Av.xc'glit. To'lwght , fi>3. Bbls p'ked 1851... .21 806 • • • • • • • • .... 1852... .24,663 542 lg, 367,346 46,395 1853... .25,431 563 14, 19,905 57,500 1854... .23,691 5 5 13,402,223 54,108 18 5... .28,972 57214 16,932,137 62,687 1856... .14,977 543 8,130,496 33,058 NBf PRICES OF BEEF ROR FOUR YEARS. 1853. 1854. 1855. 1856. Sent... $6.00@6.50 $6.50®7 £0 $5.50@6.50 October. 5 i 0@6 00 5.50 6.25 5.50@6.25 5.50@6.7 > Nov.. . 5.50@6.i0 6.0uc«i6.50 5.50@6.50 Dec ... . 5.00@5.75 4.50(a!6‘00 6.50@7.00 5 00@6.75 The value of the Beef packed in 1856 may be nearly represented by the figures below, and which are based upon the market prices at the close : VALUE OF BEEF PACKED IN 1856. Beef 33,053 b'ols at $13.$429,754.00 Tallow 711,407 lbs at 11 o. 78,254.77 Hides 1,198,160 “ “ 7c. 83,871.20 Offal 14,977 i.ead at 75c. 11,232.75 Total.4603,112.72 Total in 1855.1,152,420,96 Decrease in 1856 $549,308.24 VALUE C F BEEF PACKED FOR FiVE SEASON?. 1852 .$650,621.00 1853 . 865,949.85 1854 . 865,773.11 1855 .1,152,420.96 2856. 603,112.72 LUMBER. As a Lumber market Chicago stands pre-emi nent. Her trade in this respect takes the lead of any other city in the United States. Every year adds to the extent of her resources and to the magnitude of the demand to be supplied. Receipts for the last year have increased by over 150,000,000 feet. In 1847 the total receipts were but 32,000,000 feet. In 1856 they are near¬ ly 500,000,000 feet. MONTHLY RECEIPTS OF LUMBER, LAT3 AND SHINGLES. January. .... Lumber. 883,163 Lath. Shingles. 50,000 February. .. 1,150,072 224.275 393,000 March. .. 2,191,822 345,895 210,000 April. .. 16,123,967 2,719,950 30,390,000 .. 78,830,441 11,957,000 34,756,000 ., 87,965,337 13,214.000 19,861,000 July.. .. 73,619,250 12,966,000 11,200,000 August. .. 59,831.870 11,437,000 7,947,000 S pt-mber... ,. 47,274,451 10,496,000 7,913,000 October. .. 44,048,856 9,101.000 12.666,000 November.. 6,774,000 10,290,000 December. .. 90 ,000 • • • • 200,000 .,456,673,169 79,235,120 135,876,000 Total in 1855... . .306,553,467 46,487,550 158,770,860 Increase in 1856... , .150,119.702 32,747,570 22 894,860 Decrease in 1856... .... The sources of the supply for the last three years is shown in the following table: RECBIPTS OF LUMBFR'FOR THREE YEARS. 1854. 1855. 1856,1 By Lake, feet.217,124,120 297,567,669 441,961,900 By Canal...... 5,700 28.132 11,938 By Galena Railroad... 369,406 9,590 •••••••••• By Mich. Sou. dc. 4,004,483 2,707,7o8 5,538,446 By do Cer>. do,. .. 6,752,988 6,197,3b9 9,0ol,0/7 B * Rock Island do. 48,000 .• •••• 18,000 By 111. Central do. 32,086 41,940 91,808 Total feet.228,336,783 306j)53,467 456,673,169 It has been usually estimated that some 20,- 000,000 feet are annually received which escape entr 3 r at the Custom House, and if this be added to the quantity given a3 above it increases the to¬ tal receipt of the ye*r to 476,673,160 feet. SHIPMENTS CF LUMBER FOR THREE YEARS. 1.1854. 1855. By Lake, feet. 4.000 5,500 By Cana).. 65,398,740 81,040,328 By Galena Railroad... 47,573,460 111,081,351 By Mich. Sou. do. 149,2^6 21b,33o By do Cen. do,.... 453,110 287,983 By Roi k Island do. 10,373,346 18,207,723 By Ill. Cent. do. 7,281,258 .. . By C. & St. P. do. 1-720,142 4,746,184 5 19 492,368 ByO.A„&St.L. do.... 178,530 City sup. ana on Land. 9o,204,911 1856. 17,800 73.633,990 135,709,150 152,014 149,705 24,232,705 90,968,113 306,553,467 203,285,437 456,673,169 Total feet.228,336,783 RECEIPTS OF I.UMBER, LATH AND SHINGLES FOR TEN YEARS. Lath. 5,655,700 10,025,109 19,281,733 19,809,700 27,583,475 19,759,670 39,133,116 32.431.550 46.487.550 135.876,000 Lumber. Shingles. ... 32,118.225 12,148,500 . . 60,009,250 20,000,000 1849. ... 73,259,553 39,057,750 1850.. . .100,364,779 55,423,750 ...125,056,437 60,338,250 1852. 147,816,232 77,080.500 1853. ...202,101,098 93,483,784 1854. .. 228,336,783 28,061,250 ...306,553,467 158,770,860 1 Sot) ••••«••••« ...*•• ...456,673,169 79,235,120 WOOL. The active demand and high prices paid for Wool during the season of 1855, called ont near¬ ly or quite the whole stock in the country, and Increased the receipts of the year by over 600,- 300 lbs. For the last season the market has been more quiet, and as naturally to be expected, re¬ ceipts show a moderate decrease, amounting to something over 300,000 lbs. RECEIPTS OF WOOL FOR T^REE YEARS. 1854. By Lake, lbs.■ .jj,400 By Canal. 249,023 Bv Galena Railroad.317,918 By Mifh. Southern R. R.... By Mich. Oe tral K. R.- By Ro<-k Island R. R.114,045 By III. Central R. ». 22,884 By Chi., 8t. P. & F. du L. R. R. 1,110 By Chi., Alt/m & St. L. R. R.... 43,458 Bv Oiher sources. Balance from last season.. 1854. 1855. 1856. 13,000 8,400 ,249,023 16(1,748 42,372 ,317,918 847,123 679,550 42,590 1,468 4,493 1,189 ,114,045 109.126 43,815 . 22,884 140,009 1,015,132 1,110 51,691 62,000 . 43,458 .... .... 574,376 • • • • .... 215,047 • • • • 751,838 2,158,462 1,853,920 28 SHIPMENTS OF WOOL FOR THREE TEARS. 1854. 1855 1856 By Labe, lbs.301 600 834 800 4,500 By Canal. 1125 . By Mich. Southern R R. 84 094 93.940 93,188 By Mich. Central R R.149 972 1,229,722 478,120 Balance unaccounted for.215,047 . 1,278,012 Total.751,838 2,158,42 1 853,920 Shipments, of course, show a corresponding decrease. SHIPMENTS OF WOOL FOR FIPTEEN TEARS. Year , f lbs. Year. Lbs. 1842... .1 500 1850. .913,682 1843... 1851. 1844... 1852. .920.113 1845... 1853. .953.100 1846... 1854... .536.791 1847... 1855. .2,158 462 1848... 1856. 1849... PRICES OF WOOL FOR F VE YEARS. 1852. 1853. 1854. 1855. 1856 June.. ..18@29 40@45 20@30 20@34 20@37 July.. 38@50 23@31 25036 20@37 August.. 2o@37% 35@45 20 @30 25@38 20037 - «- LEAD. In 1855, our receipts of Lead more than doubled. This was owing to the completion of new railroads to the mining districts and im¬ proved facilities for reaching market. For the year just closed the receipt of this article, its manufacture here, and other disposition is not materially different from that of 1855. RECEIPTS OF LEAH FOR FOUR YEAR?, 1853. 1854. 1855 1856. By Lake, as.... Io8,150 140,000 . By Canal.1,206,604 • 35,463 1,250 1,250 By Galena KK. 1,859,009 4,051,346 6,071,653 3,436,880 By R -ck I. dr. 14,455 . By 1 1, Ccii do. 3,893,047 3,189,376 By othr tcurc’s. 5,864- 3,000,000 Total.3,253 763 4,247,128 9,965,950 9,527,506 SHIPMENTS OF LEAD FOR FOUR YEARS. 1853. 1854. 1855. 1856. By Labe, as.... . 3,100,990 2,591,033 1,117,840 3,980,720 By Mich. w o. R. R) 127,015 22,120 287,236 ByMih.C. “ J 151,650 .... .... _ By Rock Is. “ .. .... 1,810 .... 6,510 By 111. Cent. “. 85 .... .... Consumed and on hand. 1,123 1,027,195 6,825,990 5,253,040 Total.3,253,763 4.247,128 9.965,950 9,527,506 TOTAL RECEIPTS OF L’ AD FOR FIVE YEARS. 1752. 1853. 1854. 1855. ' 1856. 1,357,327 3,253,762 4,247.128 9,96j,950 9,527,506 FUEL. A plentiful and cheap supply of Fuel is one of the most important requisites to the prosperi¬ ty of a large city. In this respect we are yet laboring under some disadvantages, which, it is highly probable, will soon be removed. The most extensive beds of Coal exist within a short distance connected with the city by both rail¬ road and canal, and discoveries have been made within the past year which lead to the confident belief that they include an inexhaustible supply of fuel of the best quality and description. Ex¬ tensive preparations are making for the pioper opening of these new mines, and will, no doubt, be attended with the most flattering success. We give the receipts and consumption of Wood and Coal for two years: RE3EIPTS OF FUEL FOR TWO YEARS. 1855. 1856. Wood.cds. Coal.tns. Wood.cds. Coal.tns. By Lake.41,673 100,007 61,631 83,721 By Canal.30,739 4,655 22.707 3,899 By Galena R. R. • • • • • • • • 41 By Mich S. “ 640 1 3,486 By Mich C. “ 1,758 52 250 12 By Roi-blg. “ .... 5,348 5.030 Bv III. Cent. “ .... 11 492 317 By O. & Si. P.“ .... • • • • • • • • ByC.&;bt. L.“ .... • • • • • • • • • • • • Total.74,810 110,075 88,566 93,020 Shipments. 12,154 88,566 93,020 On hand A con sumedi in city..74,810 97,921 88,566 17,161 75,859 Total.74,810 110,075 88,566 93,020 LAKE COMMERCE. Chicago is of course largely interested in the navigation of the Northwestern Lakes. Al¬ though subjected to eveiy possible discourage¬ ment from the apathy and criminal neglect of the General Government to provide suitable harbors for the accommodation of commerce, and for the protection of property and of life, necessity, ambition and enterprise equally com bine to yearly strengthen this important arm of her prosperity and to sustain its struggles agaist numerous and what would in most cases prove ruinous embarrassments. The day can¬ not be far distant when the voice of the West will be heard in reference to this matter of Lake navigation improvement in tones which will command respect and attention. HUMBER AND TONNAGE OF VESSELS ARRIVING AT THE PORT OF CBICAGO FC B T3K SEASON OF 1856. Stm'rs. Props. Sail. Total. Ton age No. Men Apr!.25 16 276 317 60,392 2,201 M*y.48 48 793 889 207,600 8,390 Juue.... 48 76 912 1,036 243,818 9, 87 July.51 69 *40 960 243,397 8,640 Aug.50 79 812 941 331,284 8,565 Sept.46 77 588 711 102,344 7,617 Occ.38 62 6-i5 755 98,243 6,522 Nov...... 18 47 454 519 76,501 7,210 Total..324 474 5,330 6,128 J, 252,579 58,332 Arrivals unreporced. . 1,200 292,800 7,200 7,328 1545,379 65,532 Total in 1855 1,608,845 Total in 1854, 1,092,644 There are now laid up in winter quarters in the harbor of Chicago 3 Steamers, 11 Propellers, 12 Steam Tugs, 24 Barques, 26 Brigs, and 169 Schooners—total 245. Herewith is a statement of the duties en im¬ ported and bonded goods collected at the Cus- tv m House in Chicago for the last three years. The decrease in this revenue is due to the ope¬ ration of the Canadian reciprocity treaty, and to the lesser import of railroad iron, the duty on which in 1854 ' mounted to a considerable sum : DUTIES ON IMPORTS AND BONDED GOODS RECEIVED AT THE CUSTOM HOUSE DURING THE YEARS 1854. 1855 and 1856, 1854. 1855. 1856. January. $9,021.95 $26,460.19 $ 5,648.94 February.. 6.949.20 9.099.90 472.90 March. 20.372.38 4.972.27 806.10 April. 24,273.00 40,212.17 3.762.65 May. 32 155.26 33,036.15 12,064.15 June. 40,248.12 17,358.10 16,762.75 July. 52.091.30 51.051.80 24,720.00 August. 112,299.31 21,301,60 41,908.65 September. 43,138.50 25,830.40 19,731.36 October. 78,928.95 22,017.40 1^,964.45 November. 53,485.01 27.400.15 17,326 00 December. 102,839.87 18 084.62 2,280.44 Total. $575,802.85 296,824.75 162,994.31 Total received in 1853.., , 260,671.17 Increase for 1854. .$375,131.68 Decrease for 1855... ,$278,978.10 Decrease for 1856... , 133.830.14 29 Below is the amount of Hospital money col¬ lected for two years: AMOUNT OF HOSPITAL MONEY COLLECTED AT THE CUSTOM HOUSE FOB TWO YEARS. January. 1855. .$ 21.20 1856. $27.72 77.16 April. May. .Tune. . 385.12 . 353.88 . 294.61 630.50 223.14 203.93 July. . 144.10 182.57 A u gust«••••••••••••••••••• •••••••• September. October,. .190.27 . 189.40 . 68.45 195.59 235.75 34.14 November. December. . 49.30 . 12.00 58.67 82.17 Total. ....$1,742.60 1,951.35 Increase for 1856. . 208.75 We append a table showing the steam and sail tonnage of the District of Chicago, which in¬ cludes the ports of Michigan City and Wauke¬ gan. The great majority is owned in this city. Canal tonnage is not included : LAKE TONNAGE OK DISTRICT OF CHICAGO. Tonnage of Chicago. Steam. Sail. Total District. Jan. 1,1855.3,021 56 41,579-68 45,601-29 " JaD. 1,1856 - .4,421-04 52,249-16 56,670-20 “ Sept. 30, 1856.5,223-33 55,828-84 61.052-22 Less papers surrendered.... 5,000-00 Total balance Sept. 30.1856. 56.052-22 Estimated total JaD. 1, 1857.. 56,385-09 TOTAL RECEIPTS AND SHIPMENTS. In the following statement we present, as far as it is possible to do so, the total receipts and shipments of the season. We can only repeat that the exhibit is at the best but a very imper¬ fect one. This is owing to that prevailing want of system which still exists in reference to the proper classification and returns of freight moved upon our lakes, rivers and railroads. In some cases the utmost care and correctness is exercised, while in others confusion reigns su¬ preme. From the Canal and most of the rail¬ roads perfect and reliable statistics are obtain¬ able. But through the Custom House, except in the case of a few of the principal articles, it is quite impossible to arrive at anything like exactness. While the Custom House entries are thus open to complaint, we do not wish to be understood that the Custom House at Chicago is specially censurable. On the other hand, we believe that more than usual pains are here taken to secure the correct entry aud clearance of produce, goods and merchandise. It is the system which can alone be complained of, and that upon the whole chain of lakes, from Buf¬ falo to Chicago, is seriously defective. STATEMENT Showing the comparative Total Receipts and Ship mentsby Lake , Canal and Railroads for 1856. RECEIPTS. Description. Lake. Canal. Railroads. Total Ag. Imp’ts, fts... 1,600,000 5,650 Ag’l Products... . .... 2,968,596 2,968,596 Ale & Beer, bbl3. 21,235 532 21,767 Apples. 3,315 I (• • •• • 73,860 77,175 Bark, cds. 2,918 2,917 Barley, bu. 25,502 634 72,321 98,457 Barrels. No. 24,759 342 25,101 Beans, bush. • • • • 76 3,243 3,319 Beef, bbls. .... .... 220 225 Bran, tbs. 361,968 6.071,277 6,433,240 Brick, No. 22,798,068 929,999 3,105,153 26,833 230 Broom Corn, lbs. .... 202,965 .... 202,965 Buggies & Wag’s 558,400 20,660 .... 579,060 Butter, fts. 96,900 34,554 2,537,484 2,668,938 Candles. 24,200 16,375 .... 30,575 Cheese. 107,800 4,496 1,521,509 1,633,805 Coal, tons. 83,721 3,899 5,400 93,020 Coffee, lbs. 60,640 35,978 .... 96,618 Corn, bu. 5,377,825 6,310,573 11,688,398 Dried Fruit. 462,880 150 3,895,161 4,358,111 Fish, bbls. 15,688 27 ..., 15,715 Flour. 4,781 10,597 309,543 324.921 Furniture, lbs... .... 43,247 13.923,201 13,666,448 Furs. 5,000 288 19,601 24,889 Grass Seeds. 96,000 520,023 2,227,179 2,843,202 Grindstones, tns 3,633 _ .... 3,633 Hams & Ba’n, lbs 21,900 1,754,803 30,433 1,807,136 Hay, tons. 5 226 .... 231 Hemp, fts. . 50,503 .... 50,503 Hides. 17.280 143,996 3,366.716 3,527,992 H. Wines, bbls.. 735 1,659 27,612 30,006 Iron, bars & bdls 38,839 .... .... 38,839 Iron & Nails, tns 11,258 4 3,946 15,208 Lard, lbs. 797.827 24.000 821,827 Lath, No. 78.501,000 .... 934,120 79,435,120 Lead, pig. .... 1,250 6,626,256 6,627,506 Lead, pipe. 398,000 300 .... 398,300 Leather, fts. 721,000 4,723 861.128 1,586,851 Lime, bbls. 866 46 1.264 2,176 Lumber, ft.441,961,900 11,938 14,699.331 456,673,169 Machinery. ... 35,800 337,301 873,101 Meal. .... 11,760 19,095 80,855 Mdze, pkgs. 302,968 ... .. 302.968 Mdze, tons. 76,263 60 72,196 148.519 Milk, gals. .... 208,636 208,636 M olasses, fts. 73,200 1,142,625 753.600 1,969,425 Oats, bu. 671.040 1.148.857 1,819,897 Ml, bbls .. 479 441 .... 920 Pickets, No .... 214,871 . 214.871 Pig Iron, tons.. 9,236 327 727 10,290 Piaster, bbls.... Id,616 '.... 318 10,934 Pork, bbls. 1,583 5,435 6,280 13,298 Pork in hog. No. .... .... 119,110 119,110 Pork in do., fts.. ... 27,753,081 27,753,081 Posts. No. 590,251 .... . 590,251 Potatoes, bu.... 22.373 1.710 193.487 217,570 Provisions, fts.. 167,938 8.348.389 8,516,327 Rags. 19,800 8,552 28,352 R. R. Iron, tons. 51,149 . . 51,149 “ Furnis’ng. 296 . .. 296 Rye, bu. 5,681 36,026 41,707 Salt, bbls. 175,646 .. . 41 175.687 “ sacks, fts... 2,421,323 22,800 2,444,123 S»nd. 4,089,100 .... 4.089,100 Shingles, no.134,225,000 1,651,000 135,876,000 S. bo tg, cds. 5,270 .. ...... 5,270 J-hot, fts. 13,200 13,200 Soap. 127,140 138,954 266.094 Staves. 6,855,800 4,385,549 11,241,349 Slone, tons. 2,934 207,572 16 210,522 Stoves & h. ware. 5,272 279 5,551 Sugar, fts. 376.700 1,174,885 2,921,900 4,473,485 Tallow. 33,757 33,757 Tar, &c., bbls.... 226 28 254 Te .no. 25,304 ... . 25,304 Timber, ft. 2,088,791 51,054 2,139,845 Tobacco, fts. 101,877 101,877 ^ ater Lime, bbls 11,589 6,477 1,655 19,721 ^ 7 heat. bu. 837 830,326 7.737,197 8,568,360 w hite Lead, fts.. 501,200 167,538 . 66*,738 W oO, cds. 61,631 22,707 4,228 88,566 Wool, fts. 8,400 42,372 1.803,148 1,853,920 Other arti cl’s, p’s. 401,013 207 401,220 “ “ tons. 17,009 171 10,703 27,883 Cattle, no. 21,950 21,950 Horses. 636 14,204 14,840 Hogs. 174,515 174,515 Sheep. 19,521 19,521 SHIPMENTS. Descriptions. Lake. Canal. Railroads. Total. Ag. Imp’ts, fts... 467,000 688,435 1,155,435 Ag. Products. 2,748,654 2,748,654 Ale andBeer.bbls 77 13 217 297 Apples. 1,454 .... 5,154 6,608 Ashes, fts. .... .... 66,717 66,717 Bark. 1,146,088 .... 1,146,088 Barley, bu. 230 1,056 17,765 19,051 Barrels, no. 590 3,956 .... 4,546 B ef, bbls. 23,464 89 241 23,794 Beans, bu. . .... 296 296 Bran, fts. 230.300 4,500 7,045 241.845 Brick, no. 69,500 952,467 657,649 1,679,616 Broom Corn, bal's 388,400 .... .... 388,400 Bug’s,« vvag’s,fts 35,000 93,886 .... 128.886 Bu. ter. 249 850 .... 48.398 298.248 Cheese. 49,880 500 167,497 217,877 Coal, tons. 367 201 16,693 16,161 Coffee, fts. 23,520 950 .... 24,470 Corn bu.11,079,490 2,500 47,678 11,129,668 Cranberries, fts.. .... .... 29,083 29,083 Doors & Sash, fts. .... 56,055 .... 56,055 Dried Fruit. t . 19,420 64,411 83,831 Eggs, doz. 4,560 .... .... 4,560 Fish, bbls. 206 132 .... 337 30 Flour. 169,516 344 46,o29 Furniture, fts.... — 106,574 763,818 Furs... 312,000 .... 3o8,448 Grass Seeds. 469,500 .... 2,354,259 Grind Stones, t ns 22 61 8 Hams& Bacon,fts 12,227,400 ..... l,o97,492 Hay, tons. 562 Hemp, fti. 101,200 Hides, fts. 8,197,800 Highwines. bbls.. 2,200 Iron & Mails, tons 566 Liard, fts. 3,908,700 Lath, no......... 4,500 11,847,210 17,487,637 Lead Pig. fts. 3,980,720 Lead P.pe. 2,396,500 61 *i26 a a • • 100 131 251 1,192.4H 3,935 10,983 293,746 Leather. 87,500 • • • • Lime, bbls. 200 3,990 Lumber, ft. 17,800 73,633.990! Machinery, fts... • • • • 78,633 IMc&ly lbs••♦•••••• • 5,768,200 • * • • Mdse, pcks. 17,957 • • • • Mdse, tons. 13,353 851 Molases, fts. 910,800 «... Oats, bu. 949,413 31,946 O', hbl . 533 13 Pig Iron, tons.... 1,681 98 Plaster, bbls. 54 • • • • Pork. 46,782 11 Pork in hog, no... .... • • • • “ ft*... .... • • • • Posts, no. r 28,802 Potatoes, bu. 2,657 1,733 Provisions, fts... 10,500 • • • • Rags, fts. 5,696,000 • • • • R. R. Iron, tons.. 836 519 Rye, bu. 378 212 Salt, bbls. 1,962 14,3 0 Salt in sacks, fts.. 293,300 186,002 Shingles, No. 62,000 23.196,7o0 8 Boits, cords... . » . . 34b Staves, No. 50,000 1,233,313 Stone, tons. 2,681 .... Stvs. & II. Ware.. .... 260 Sugar, fts. 1,705,500 8,176 Tallow, fts. 5,077,500 • • • • Timber, ft........ ,,,, 39,891 Water Lime,bbls. .... 759 Wheat, bu. 8,114,353 4,866 White Lead, fts... 318,800 3,126 Wool, fts. 4,500 .... Other articles s>as 5.035 130 “ “ tons 7,215 154 Cattle, No. „ 579 . . . . Horses. 323 .... Hogs. 43 a a a a Sheep. • • • • • • • a 47,917 7,068 169.735,742 2,101.310 1,445 174,796 33488 *787 241 5,311 87,567 20,405.116 452,200 ",279 153 64*690 11,983 • • • • 36 4,723 218,199 .571,308 *224 21,923 1,669 193,930 1,504 216,389 870.392 670.448 2,823,759 91 13,624,892 688 101,200 9,390.211 6,266 11.800 3.908.700 29,339.347 4.274,466 2,396, 50 135,417 11,258 243,387.732 2,179.948 5,769,645 17.957 189,000 910,800 1,014,5.7 546 2,575 295 52 104 87,567 20,404,116 48 .',002 8,769 10,500 5,696,< 00 1,508 590 81,003 479,302 115,163,250 346 1,284,301 2,681 596 1,713,677 5,077,500 39,891 5,482 8,337,420 321,926 575,808 5,166 7,593 22,-02 1,992 193,973 1,504 Population of Chicago. We present the following table showing the population of Chicago at different periods : 1840. 1843. 1845. Ic4t) ............ 1847. 1848 1849 4,470 1850. . £8,269 7,580 1852 .... . 38,733 12,088 1853. 14,169 1854.... . 65,872 16,859 1855.... . 83,509 20,035 1856.... .110,000 23,047 From the Democratic Press, Jan, 1. Business Statistics. In accordance with our invariable custom, we present the readers of the Democratic Press, this morning, with a general review of the Com¬ merce of Chicago for the year just closed. The aggregate in the enumerated branches will be found to be of the most gratifying character, and to indicate a rapid and healthy increase in the business of our city. It is in view of the indis¬ putable facts which these annual statements bring to light that we realize how far the reality transcends all past predictions respecting the future of Chicago. Year by year, since our con¬ nection with the press of this city—an event which dates back to 1848—have we essayed to foretell what might reasonably be expected both as to the growth in population and the increase in business, and year by year have we seen our estimates dwarfed into insignificance by the actual facts. Four years ago we entered into an elabo¬ rate argument, showing by the areas that would be reached by our lines of railroad, by the capa¬ cities of the soil, and by the known energy and industry of our western population, that within five years from that time the annual receipt of grain at this place would reach twenty millions of bushels. Our less hopeful friends were as¬ tounded beyond measure at the temerity mani¬ fested in risking our reputation on so “ extrava¬ gant and absurd” an estimate. “ Why,” said they, “the quantity could not be stored in the city, the laborers could not be secured to handle it, the money to purchase it, nor the vessels to transport it to an ultimate market.” The five years have not yet elapsed, and our figures this morning show the amount received in the fourth year after the prediction to be only a fraction under twenty-jive millions of bushels—or twenty- five per cent, over the estimate. The warehouses have been found ready for the increased supply” the laborers were here (and it required but comparatively few, since steam did most of the work) to handle it, the money to buy it, and the vessels to convey it away. So, also, in regard to the growth of the lumber business. When in 1849 we pub¬ lished the receipts for the year at 73,000,000 feet, some of our friends engaged in that business insisted that the amount wa3 larger than the facts warranted, and some of them en¬ tered into elaborate figures to prove to us that the wants of the country could never call for so large a quantity of lumber in a single year. Seven years have passed away, and each year has witnessed a large increase in this article over the business of 1849, and now, at the close of 1856, we find the amount brought to this market during the year exceeding that brought here in 1849 by about 400,000,000 feet! The fact is, the country which is commercially tributary to Chicago, and which by a decree of nature must remain so for all time to come, is of such extent, of such illimitable resources, and is withal being so rapidly developed under the stimulus of free government, railroads and im¬ proved labor-saving machinery, that the history of the world furnishes no parallel to it, and hence all estimates,based upon past experience, respect¬ ing the results that are here to be worked out. must necessarily fall far short of the actual fact. This is the.reason why the wonderful growth of Chicago has so far outstripped all the predictions of the most sanguine of its citizens. This is the reason why the annual commerce of these north¬ western lakes has within a quarter of a century risen from a mere nominal value to far exceed that of the total foreign commerce of the whole Union. It will be seen that many of the different branches of commerce pursued in our city, are only represented in the imperfect aggregates of the table of Imports and Exports. It is there- 31 fore proper for us to say that every department of trade has shared in the common impulse, and that large accessions—larger than those of any previous year—have been made during the year just closed to the business capital of the city. In dry goods, in groceries, in boots and shoes, in hardware, &c., &c., many new and extensive wholesale houses have been opened since the date of our last annual review, and without ex¬ ception, so far as we are advised, with results entirely satisfactory to their respective proprie¬ tors. Many of our wholesale dealers are im¬ porters, and some of them manufacturers, and hence their ability to supply country nerchants on better terms than can be had in the cities of the seaboard; and when, as will undoubtedly ere long be the case, these importations shall be made direct, via the St. Lawrence and the Lakes, Chicago will present still greater inducements for the trade of western merchants, and her posi¬ tion in this regard will be beyond the reach of competition. As regards the future, we will no longer ven¬ ture upon specific predictions and estimates. In all such undertakings heretofore we have fallen so far behind the reality that we do not care to try our hand again. Every indication, however, warrants us in saying that the future progress of Chicago will in no respect fall short of its past history. In population she is now advancing more rapidly that at any previous period. The eyes of the young, the active, the enterprising, turn toward her from all parts of the world, and not a breeze that blows, a ship that sails, or a railroad train that moves, that’s not instrumen¬ tal in making accessions to her numbers. Nor is it only on account of her material pro¬ gress that we have reason to congratulate our¬ selves as citizens of Chicago. In all that pertains to intellectual culture and to the moral and reli¬ gious training of the people, she is coming rap¬ idly into the possession of agencies which pro¬ mise to be commensurate to her wants in this regard. Our system of free common and high schools, our private academies and seminaries, our endowed Universities springing up all around the city, our Theological schools repre¬ senting almost every phase of Protestantism, our numerous church edifices—all these are so many evidences that the temporal and material are not permitted to overshadow the eternal and the spiritual, and that however costly and magnifi¬ cent may be the courts of Mammon in our midst, the learning, the refinements, the graces and the virtues of a Christian civilization are destined to become, more than ever, leading characteristics of our people. In conclusion, we tender hearty congratula¬ tions to our fellow-citizens of Chisago in view of the wonderful prosperity and progress which have marked the past year, and of the brilliant f uture which is in store for her. ILLINOIS AND MICHIGAN CANAL. The amount of some of the leading articles of property^ transported ou the Illinois and Michi¬ gan Canal each year since its completion : H35E t " 1 o -d3 10 jq cr “ a> •s ) > » ‘•Z j g a> > Oj C-r *; o . *< o ° o a £. P-co * * - rr ° /-nO o Q j * /j (T+ "I o o < p ci • 00 a gw 0 . 8 ° tat 2.X r— a o »-* a P ; £0 tll P ui ci*v Cl 0-0 jr&s ^ P x - •—CD £* v o r-r* OO. *00 o OO -q - OP 0 (A & 5" 9> 00 48- ?£> L^*- t00,0 °. C'.r-l^cr.Qo — 0 I ^-X)OoSiO t:, 0^33oD• J= 2 , _tOO 48-^05 KJ05 48- ,-u 02 LO 48- *X> —q —q 4 -4. Pt £ 4 . LG Ol 48- 00. 05 CP 4- CO CP o -3 * PiaoW. cS§ 05 ap to ^ --- -a 05 O 05 OO xp I » 4"* - -oooso-SESSS'sosjygjjg to o >—‘“1CJ, “SiT ^ -3 ° °0 P Ot 00 -1 . *- <33 7 * p O-. t<5 O p> o ^ eo S° -3 “ *. 05 £3 t ^ 4i. -O J- <1 cn 44 to 00 ox . co 4 - ^ o go 3p lo o^ S Si o cp 88 ^ r? oo ^ ^ m ^ _ ^ - H-*4^0t 4-4 ^ 9? uR ?? 00 05 OCOOL 05 PC *4| Ot O ^ 05 LO LO CO 4-4 St L CO to pt-ZO CO t5gtOOO S 4p Q? 1 .-9 05 00 h-4 4 ^ ^ 4 U»^ 1__1 CO to ° O X t O COW 0 cp o LO ‘ 4-4 LO tO tO 4-4 o “too SiSS2&S$&S3co2gg to 4 -go to 4 - Ou^O 05 ^3j0«4-O toS&2S tO CP2 S 9* «©■ 4-4 OO o cn 4-4 50 05 00 Ol OO CP LO 00 CP ^14- CP 48- CO PI to o ox to CP to CP Pi COI- 05 CP >0 b-j LO LO *4| tO 1 — 1 qq ^ ^ MK5 j, 00 05p0CPW^^O^L0C5P,GC.H-4^ L -^^^g (;? , KA gg c .^^ QOOOI-‘OoOOt-‘«iOiOO<^Lio2o3^gigggSggg;g v> 4-4 CO 44 '(05 4-4 O' CP 05 05 00 ^tO pt 5 05!£> ■ -4 to pi Ox o O CP pi ^050 4 - 44 ^CP CO 4 ^ LOO SS^SfSSSffigggfesggggggggggg [Inserted by Request. ] Extent and Resources of tlte Nortla West—Trade witls. Canada, Arc. Remarks of Wm. Bross, Esq., at the Great Railway Cel¬ ebration at Montreal, Wednesday, Nov. 12th, 1856, in response to the toast “ The City of Chicago” as re¬ ported in the Montreal Gazette, Nov. 18. Wm. Bross, Esq., Editor of the Chicago Democratic Press, responded. He thanked the last speaker for the flattering mention that had been made of Chicago, and said: This is eminently, Sir, a practical age. And while this is true, it is not wanting in those elements which appeal to and arouse the nobler and more gener¬ ous emotions of the sonl. The facts and the figures, which represent the onward progress of our Christian 32 civilization, so far from being dry and uninteresting, are themselves eloquent and absorbing, and even the most exalted genius has not disdained to embody them in our literature, and to celebrate their benign influence upon the happiness of mankind in the magic numbers of poetry. Next to Christianity itself, commerce has the most direct and powerful influence to bind together, in a community of interest and feeling, all the families of our race, and to cultivate those kindlier sympathies which teach man to recognize a brother in his fellow- man in whatever land or clime he may be found. This celebration is intended to honor the opening of another great thoroughfare from the teeming prairies of the West to the Atlantic seaboard. While others have enjoyed the pleasing task of dwelling on the social themes suggested by this event, and believing as I do in the eloquence of facts and figures, will you permit me, Sir, to notice its great commercial importance.— Canadian enterprise was never more wisely employed than when it devoted its energies to complete another highway from the Mississippi to Montreal and Quebec, and to Portland in Maine, the most eastern, as she cer¬ tainly is one of the fairest stars in our glorious galaxy of States. Permit me, in this connection, to notice briefly the extent and rapidity of settlement, and the resources of the magnificent country of which Chicago is the commercial centre, and which you have bound to your city by iron bands by the completion of the Grand Trunk Railway. Let any one study carefully the map of the Northwest, and he will find within the bounds of the United States, lying between Lake Mich¬ igan and the Rocky Mountains, and within the reach of the trade of the lakes south, say the latitude of Alton, 700,000 square miles of territory—enough to form four¬ teen states as large as Ohio. It is very easy to repeat these figures, but let us make some comparisons in order that we may form some just and definite conception of their magnitude. All the States east of the Mississippi, except Wisconsin, Illinois and I lorida, contain only about 700,000 square miles. Again, England, Ireland, Wales and Scotland, constituting the British Empire, leading as her position is in civilization, wealth and power of the world, contain only 115,000 square miles, and yet they have a population of 26,000.000. Turkey, Austria and France contain in the aggregate 361,000 square miles, and sustain a population of 84,000,000. The climate of the region under consideration is ex¬ actly fitted to produce a hardy and enterprising people. Its mineral deposits of iron, lead, copper and coal are unsurpassed in extent and richness, and unbroken by mountains, its agricultural resources are exhaustless and truly amazing. It is said by competent authority that every acre will maintain its man; but giving ten to each, within the next half dozen centuries, if peace and prosperity crown the land, it is destined to contain 450,000,000 of people. Such is the vast and magnificent country with which you have become socially and com¬ mercially connected at all times and in all seasons by the Grand Trunk, the Great Western, and the Michigan Central Railways. The rapidity with which the borders of this immense region—for at least five-sevenths of it is still the home of°the panther, the buffalo and the savage—is one of the most astonishing wonders of the age. Within half the lifetime of many who hear me, there were not ten thousand white inhabitants in all this territory; their number now will range from one and a half to two mil¬ lions. Twenty years ago Chicago was a small town at the southern end of Lake Michigan, and at night the howl of the prairie wolf might be heard from all its dwellings; now it is a city of more than a hundred thousand inhabitants. Twenty years ago Chicago im¬ ported nearly all her pork, beef and flour ; this year she will export 20,000,000 bushels of grain, and her beef, both in quantity and quality, leads the markets of the world. Five years ago the State of Illinois had completed 95 miles of railways; now she has more than 2,400. At that time there was but one railway, forty miles long, entering Chicago ; there are now ten trunk and a great number of branch lines, and counting in most cases but a single State beyond our own, there are now more than three thousand miles of railway centering in the city, and on these more than a hundred trains of cars arrive and depart daily. The earnings of these roads last year reached the enormous sum of $13,300,000, and this year they will amount to from 17 to 20,000,000 of dollars. What is a matter of special pride is that some of these lines are among the best paying roads in the Union. But the country is in¬ creasing, if possible, much faster than Chicago, its commercial metropolis. Only some seven or eight years ago, Minnesota was organized into a territory, and her white inhabitants were told by a few hundreds; now she has at least 130,000, and will knock at the door of Congress at the next session for admission as a sovereign state. But, sir, it may be interesting to you to know what the extent of the trade between the ports of Canada and Chicago is. And here let me acknowledge my in¬ debtedness for these figures to J. Edward Wilkins, Esq., the very able and excellent Consul of Her Britannic Majesty at Chicago : 1854. 1856,'jo’Nov. 1, 1854 . 1855 . 1856, to Nov. 1, IMPORTS. Vessels. Tons. ...5 1,193 £5,178 2 6 ...77 16,617 28,856 6 8 ....95 22,664 40,892 8 4 EXPORTS. Vessels. Tons. ....6 1,482 £16,429 7 6 ....61 13,010 173,922 1 8 ....97 23,377 174,838 5 9 $ 24,855 138,520 194,843 $ 79,101 834,826 829,223 These figures, it should be borne in mind, represent the trade in British vessels alone. The exports from Chicago to Canadian ports are much larger than the figures here given, as produce is shipped largely by the Collingwood and the Michigan Central lines, by Ogdens- burgh and by independent American vessels. The total amount of sales this year at Chicago to Canadian mer- chants is estimated by Mr. Wilkins at about $2,500,000. This large trade has sprung up mainly within the last two years, and owes its success to the enlightened statesman¬ ship of those who framed and secured the passage of the reciprocity treaty. But,sir, we, of Chicago,hope that this trade is but in its infancy. The Creator when he form¬ ed the great Lakes and the St. Lawrence, intended that the commerce of the mighty and teeming West should be borne on their broad bosom to the ocean, and I think, Sir, it requires no great amount of geographical and philosophical sagacity to discover that while Chicago is to be the great central commercial city of the North American continent, Montreal is to be one of the great commercial emporiums of the seaboard. That is vir¬ tually your position. It needs but the enlarging of the Welland Canal and the construction of another great work, the Georgian Bay and Ontario Ship Canal, to secure for Montreal this proud position beyond a per- adventure. We have an earnest of what can be done. Only a few weeks ago the Dean Richmond was loaded at Chicago and Milwaukee, passed out through your magnificent river and canals, and landed hgr caigo of wheat on the docks of Liverpool. This, sir, I regard as one of the greatest triumphs of commercial enter¬ prise. But let not the merchants of Montreal fear that, if the Georgian Bay Canal be built, and the Welland enlarged, the rich trade of the West will go by her. So far from that, it will make one of its chief depots heie. Lines of propellers will bring the produce of the West here, and from them it will be transhipped in Ocean¬ going steamers. May we notihope, Sir, that Montreal merchants will give us such a line next year on the open- i n g of navigation ? Let it be understood that Chicago merchants can import speedily and surely goods from Europe by this line, and our word for it, it will not be three years before Montreal will secure the lion s share of the* trade of the West. I am well.aware, Sir, that these remarks may be condemned, and perchance excite the ridicule of my friends on the other side of the line. The far-seeing sagacity of DeWitt Clinton planned, and New York enterprise built the Erie Canal, thus securing for a time for the great American metropolis the vast trade of the mighty West. But, Sir, there is enough for them and for you. Commerce knows no national lines. Protect her, and she blesses alike the loyal Sub¬ jects of the British Queen and those who recline proudly beneath the Stars and Stripes of our own glorious Union. Aye, Sir, she has bound us, and may she con¬ tinue to bind us together in a community of interest and feeling, and accursed be the hand that would sever these bonds, so productive of everything that promotes the onward progress of Christian civilization. I give you, Sir, in conclusion— “Montreal and Chicago—England, Canada, and the American Union ; in all efforts to promote the arts of peace, and to secure the advancement of our race in intelligence and Christian civilization, may they b® ‘ NOW AND FOREVER, ONE AND INSEPERABLE.’ ” ANNUAL REVIEW OP THE MANUFACTURES OF CHICAGO, For tlie "Year 18 o 6 . Review of the Manufactures of Chicago for ; 1856. We herewith present to the readers of the Democratic Press our fifth Annual Review of | the Manufactures of Chicago, and are happy to say, that the result of our labors shows this de¬ partment of our city’s business to be in a satis¬ factory and vigorous condition, having achieved a growth during the past year entirely commen¬ surate with that of the city and the country com¬ mercially connected with it. The aggregate foot¬ ings show that capital thus invested in our city at the end of 1856 reaches the very respectable amount of $7,759,400, being an increase over the preceding year of $1,464,400. The value of the manufactures for the past year will be found to be $15,515,063, which is an increase of $4,483,572 over those of 1855. The number of hands em¬ ployed in manufacturing in 1856 is 10,573, being an increase of 1,833 over the number thus en¬ gaged in 1855. The following table gives the manufacturing statistics of our city for the past three years: 1854. 1855. 1856. Capital invested.$4,220,000 $6,295,000 $7,759,400 Hand 3 employed, No. 5.000 8,740 10,563 Val.ol manufactures.$7,870,000 $11,031,491 $15,515,063 These figures indicate a very gratifying pro¬ gress, and we point to them as furnishing an un¬ impeachable testimonial to the energy, enter¬ prise and sagaci:y of our citizens who have been instrumental in creating the facts for which they stand. The statistics which follow have been collected by our corps of Reporters with much care, and with not a little labor and expense. They embrace the principal manufacturing estab¬ lishments of the city. These establishments which are not embraced have been repeatedly visited, and their proprietors have been invited both verbally and through our columns to for¬ ward a statement of their operations, but either through unwillingness or a lack of interest on their part, our repeated solicitations have not been complied with. Iron Work-Steam Engines, Saw and Grist Mills, Castings, Railroad Cars, Bridges, etc., etc. In no department of industry has Chicago shown herself to greater advantage than in her 3 iron manufactures; her steam engines, saw-mills, railroad cars, bridges, etc. During the past year not only have many of our iron works doubled their business, but a large number of new shops and foundries have been established, and are now carrying on an extensive business. The great demand for machinery of all kinds throughout the West and Northwest, as well as the high estimation in which Chicago iron manu¬ factures are held, has so crowded our foundries and machine-shops with orders, that they have had to employ all the available force that could be obtained, and to extend their limits as fast as it was possible to erect the necessary buildings. By the recapitulation to found at the end of this chapter, it will be seen that the capital invested in iron works has increased during the past year, $661,900; manufactures have increased $976,584; workmen employed, increased 921. 407 steam engines have been built; 250 saw¬ mills, 576 boilers, 700 railroad cars, besides shin¬ gle mills, grist mills, and wood-working ma¬ chinery of all kinds. During the year there have been consumed by the manufactories which are rcorded below, 8,025 tons wrought iron, 14,569 tons cast iron,—12,768 tons coal, and 2000 cords of wood. Of course the above figures do do not include the large number of blacksmith shops that are scattered over our city, and in which there are probably employed over 1000 men. The figures of these shops it was not pos¬ sible to obtain. Stone, Boomer & Bouton, Railroad Oar and Bridge Builders. —This establishment was located at the American Works at Carville, about four miles south of the Post Office. It was established in this city by Stone & Boomer in February, 1852, who devoted their attention to the construction of wooden bridges on the Howe principle. In November, 1852, they built the old Union Car Works, on South Clark street, which were destroyed by fire in Septem¬ ber, 1855. Immediately afterwards they pur¬ chased the American Car Works, which cover upwards of twelve acres of ground, which they occupied along with the foundry on Clark street 34 up to the end of last month, when they sold the Car Works to the Illinois Central Railroad Company. During the past year they have finished the Mississippi River Bridge at Rock Island, and and several other bridges—among others one across the Chicago River at Randolph street. They are now engaged in erecting a bridge across the Mississippi River at St. Paul. Ihey have also built several turn-tables for railroads doling the past year. The value of the bridges built in 1856 is $500,000. They have also a a branch firm at Davenport, Iowa, under the name ot Stone, Boomer & Boyington, and one also, we believe at St. Louis. The following are their figures for the year 1856: Capital invested........ Cost of building and machinery Value of inantPac.ures. Wages paid.. . Hands employed. Coal used, tons.. Iron wrought, tons. Iren cast. ‘ .. Lumber, feet. .$450,000 . 150 000 .1,275,000 . 315,000 050 . 2,850 3,000 7,000 11 , 000,000 Harper & Tweedale, Iron and Wood Bridge Builders, office, Young Men’s Association Build¬ ing, Washington street. This firm has built during the past year the pivot wood bridge at Wells street, across the Chicago River, and the railroad bridge at Peo¬ ria, across the Illinois River. They are now building an iron bridge across the Chicago Riv¬ er at Rush street, and two wood bridges at Ra¬ cine, Wis. Their work for the past year is val¬ ued at $34,000. Their work now under contract amounts to $74,000. Eagle Works.— Cates,Warner, Chalmers & Fraser, General Iron Manufacturing, Steam Engine and Car Builders, &c., &e., corner of Washington, Canal, West Water, Clinton, and Jefferson streets. This establishment, during the past year, has erected several large additions to its works, and it is now spread over several blocks. The build¬ ing alone now occupy two acres of ground, and there is every reason to believe that that in an¬ other year more exteusiou will be necessary. Value of manfac’s. .$625,000 Wage paid. 200.000 Cost of buildings... 30,000 The following are their figures for 1856 : Hand3 employed.. 400 S. E. cars built.133 Steam engines nulls.... 235 RAW MATERIAL CONSUMSD, Coal, bituminous, tns. 1,000 Iron, pig. tns. 1,500 Coal, Lehigh. 200 Iron, wrought.1,023 The above works were established in 1848, during which year the work did not exceed $ 10 , 000 . Excelsior Iron Works.—Mason, McArthur & Co., Steam Engine and Boiler Builders and Manufacturers, coruer of Canal and Carroll streets. These works are quite extensive, the buildings and machinery covering a lot 150 by 74 % feet, three stories high, with outhouses, &c. They were established in 1852 in a small wood¬ en shed on West Randolph street, since which they have progressed with our city. At present they are extensively engaged in the manufac¬ ture of all kinds of sheet iron work, repairing steam engines and machinery in steam boats, propellers, mills, &c. The following are their figures for 1856 : Val. of Manufactr’s.$84,568 Cost of raw material.41,650 Wages paid.24,618 Cost of buildings.8,000 Hands employed, No. Steam engines built... Boners made. raw material consumed. Iron, boiler, .bar, and I Iron, cast, toes sheet, tons.215 1 uoal, tons. 79 5 62 57 400 This shows an increase of about 35 per cent, over the manufactures of 1855. Chas. Reissig, Steam Engine ard Boiler Builder, West Jackson street, near the River. This factory was established in 1851, and con¬ sists of a brick shop, 80 by 80 feet, two stories, with blacksmith shop, 29 by 70 feet, and boiler shop, 20 by 50 feet. The proprietor commenced business in a small wooden building at the cor¬ ner of Canal and Jackson strets with but three hands. The business of the year 1856, figures as follows: Capital in vested.... $48,000 Cost of buildings... 8.600 Val. of manuPtures$100,843 Wages paid. 29,000 Steam engines built, No. Boilers made, No... No. of hands empi’yd 43 195 86 Coal, tons. RAW material consumer .500 Iron wrought,. “ cast,.... 306 Granger Iron Works.—Granger Brothers, Manufacturers of Castings, Machinery, and Iron Works of ail kinds, corner of Franklin and In¬ diana streets. This establishment consists of a foundry, 40 by 162 feet, and a machine shop 60 by 80 feet, 2 stories. The following are their figures for 1856: Capital invested. Cost of building. 18>000 Value of manufactures. "05,000 w,wea Dfcid. Ot>,yyU Cost of raw material.133,000 No. of hands employed. 130 Steam engines built, No. 30 RAW MATERIAL CONSUMED. Coal,hard.ton3..430 Iron.2,500 “ Bituminus.. tons.. 400 During the past year the above works have been largely engaged in the manufacture of Wa¬ ter and Gas pipes. Architectural Iron Work, &c., &c. Vulcan Foundry— H. Warrington, West Water street.—This establishment during the past year has manufactured as follows: Value of manufactures.$50,000 Wages paid, about. 1°*000 Hands emoloyed.... 30 Steam Engines built. RAW MATERIAL CONSUMED. i*igIron. tons.3001 Goal, ; Lehigh, tons..75 Bar Iron.501 Coal, .Erie.150 These works have been largely engaged in the erection of saw mills, &c. Chicago Steam Engine Works— H. P. Moses, west end of Polk street Bridge, West Division. This is one of the oldest and most extensive es¬ tablishments in the city. New and commodious buildings have just been finished, 210 by 100 feet, with several other buildings. The follow¬ ing are the figures of the establishment for 1856: Capital in vested... $100,000 Oostof building*... 15,000 Value of manufac¬ tures. 150,000 Wages paid. 52,000 Sherman, Bay & Co., Cost of raw mater’l 69,500 Hands employed... 75 Coal used, tons. 300 Iron, tons. 800 Wood,cds. 50 Manufacturers of En¬ gines and Steam Dredges, 61 and 63 Canal st. Capital invested....$ 10,000 "ost of building.... 2,500 Value of manufac’s. 40,000 Hands employed.... 20 Wages paid.$7,000 Cost of raw material. 5,000 Coal used, (tons. 150 Size of factory 40x70. Established Dec., 1855. They have manufactured two Dredges and eight Engines. They are working two dredges on the Chicago River. Their earnings would amount to about $15,000 for the season of eight months. Jos. Johnston —Johnston's Buildings, near State street, manufacturer of Smut-Machines and Bran-dusters. Capital invested_$ 10,000 No. of hands. 8 Cost of building.... 8,000 Wages paid.$4,300 Galena and Chicago U. R. R. Machine Works.— These works are devoted to the repair¬ ing of engines, cars, and other machinery. They are situated on Kinzie street, and occupy a whole block between Union and Halsted streets. Their work for 1856 figures as follows: Capital invested...$ 80,000 Costofrawmateri’l.$55,000 Value of work. 175,000 Hands employed.... 140 Wages paid. 58,000 RAW MATERIAL CONSUMED. Coal, soft, tons. 2,000 Iron, cast, tons.125 Coal, hard. 166 Wood, cd 3 .400 Iron, wrought, tons... 220 Chicago and Rock Island Railroad Machine Works. —These works are situated on Buffalo street, between Twelfth and Liberty streets. They consist of car, machine, and blacksmith shops, constructed of brick, and covering three acres of ground. It is devoted to the repairing of cars, locomotives, etc. The following figures show their work for 1856: Cap’Hnv’d, about..$110,000 Hand 3 employed....200 Val of work about. 175,000 Coal used, tons.300 Wages paid. 110,000 Iron, wr’t. consumed...125 Cost of raw mater’i 96,000 Illinois Central Railroad Machine Works. —These works are situated on the Lake Shore, near Twelfth street, and consist of several large and substantial stone erections, consisting of a machine shop, 150 by 175 feet, two stories; blacksmith shop, 150 by 75 feet, car shop, 300 by 75 feet, engine house, 150 feet diameter, etc. The master mechanic, S. F. Hayes, furnishes the following as the operations during 1856 : Capital invested...$175,000 Cost of raw mater’l.$70,000 Oost of builniDgs.. 85,000 Hands employed..., 300 Val. of manufact’s. 190,000 Coal used, tons. 1,200 Wages paid . 120,000 Iron, wr’t, tons. 200 The above is only expended in repairing. We understand the Company have purchased the American Car Works, at Carville, and will soon commence to manufacture and build their own cars, engines, etc. Chicago, Burlington and Quincy Rail¬ road Machine Works. —These works are in the West Division of the city.—No returns. Chicago, St, Paul and Fond du Lac Rail¬ road Machine Shops.—No returns. r)0 Chicago and Milwaukee Railroad Machine Shops. —No returns. John Clark & Son, Machinists, Blacksmiths, &c., west side of North Market. This shop is 21 by 50 feet, three stories high, and is devoted to the manufacture of all kinds of machinery. The following figures denote the work turned out in 1856 : Capital invested.$5,000 No. hinds employed....14 Cost of building. 950 Coal used.tons 43 Val. ofmanafactv’res.11,675 Iron. “ 3 ’ Wages paid. 2 557 Clark & Smith, Steam Engine and Boiler Works, North Water street. The following are the figures of this establishment for 1856 : Capital invested-$4,000 No. of boilers made. 6 Val.ofmanufactures.15,000 Coal consumed ....tons 45 Wages paid. 6,000 Iron, wrought. “ 20 No, of engines built.. 5 Iron, cast. “ 4 Evarts & Butler, manufactures of Shingle Machines, Steam Engines, &c., North Water street. This shop is 40 by 80 feet, three stories. It is principally devoted to the manufacture of Evarts & Butler's Shingle Machines. The fol¬ lowing are their figures for 1856 : Capital invested....$ 10,000 Steam engines built. g Val. of manuf’tures 25.000 Coal consumed....tons 300 Wages paid. 7,500 Iron, cast. ** 50 Hands employed.... 12 Iron, wrought. “ 25 fehinglemachines made. 100 Russel & Angel, Iron Founders and Car Wheel Factory, corner of Halsted and Kinzie. This foundry is 100 by 43 feet. Its figures for 1856 are as follows: • Capital invested. $6 000 Cost of building. l’ocO Value of manufactures.iso’ooo Wages paid. 6.600 Hands employed, no. 15 Castings manufactured, tons. 1,000 Coal consumed, tons. 200 IroD, pig and scrap, tons.” 1 000 Wood, cords. 50 James Campbell & Co., Boiler Manufac turers, Jefferson street, near Kinzie street. This shop commenced bnsiness six months ago. Its manufactures since then figure as follows: Capital invested...,.$ 400 Coal consumed, tons. 4 Val. of manufactures 3,000 Iron, wrought, tons.25 Wages paid. 700 Boilers made, no. 6 Hand 3 employed, no 2 John Cornelius & Co., Railroad Frog and Switch Manufacturer, Michigan street, between Wells and Franklin streets. Their figures for 1856 are: Capital invested.$ 2,000 Hands employed, no....16 Val.ofmanufactures. 12,000 Coal consumed, tons....80 Vages paid. 6,240 Iron wrought, tons.33 Jenkins & Lee, Machine Makers, corner of West Randolph and Jefferson streets. Estab¬ lished about two months, since which they have manufactured as follows: Capital invested.$7,000 Wage 3 paid.$1,000 Val. of manufactures 3,000 Handsemployed.no. 15 W. M. Horton & Co., Iron Founders, corner of Canal and Adams streets. This Foundry has only been in operation four months. The fol¬ lowing are the figures since commencement: Capital invested.$ 8,000 Wages paid.f 2,000 Value manufactures .$4,000 No. hands employed. 14 T. W. Baxter & Co., Manufacturers of Brown's Portable Grinding Mills, West Water 36 street, between Randolph aud Madison streets, The following are their figures for 1S56 : Capital invested....$20.0^0 Wages paid.... .....$4,800 Cost of buildings .... 25,0>0 No. millsi manufac’d. 100 Value manufactures. 35,( 00 No. hands employed. Geo. W. Chapman & Co., Manufacturers of Fox’s Patent Self-setting Circular Saw ^Mills, 955 Canal street: Capital.$35,000 Cost of building. 800 No. mills manu'ac’d 10) Value manufactures $60,000 No.hands.... Wages paid.., Raw material Tons coal. 20 $ 10,000 35,000 . HO Chicago Ip.on Works—F. Letz, Manufactur¬ er of Ornamental Railings and Castings, Bank Vaults and Doors, Gratings, Shutters, &c. &c. Capital invested.$36,000 Wages paid.. $29,000 Cost of buildings.... 18,000 No. hands employed to Value manufactures. 95.000 BAW MATERIAL CONSUMED. 216 tons wro’ht iron.$17,280 525 tons coal. 380 “ cast “ . 15,200 40 cords wood. 200 Lead, Ac. 830 N. Schneider, Boiler Maker, Blacksmith, &c., Canal street, between Adams and Jackson streets: Capital invested....$15,000 No. Boilers made........72 Value manufactures. 43 200 No. Hands employed ....32 Wages paid. 13,000 Perkins & Krause, Manufacturers of Steam Engines, Flour and SawJMills, corner of Canal and Washington streets: Capital invested.... $7,000 Wages paid.....$10,000 Cost of building. 1.200 Tons coal used. Io0 Value manufactures.$35,000 Tons iron used. 5t> No. hands. 20 Size of factory.80 x 80 This Manufactory was established iu April, 1855, with a small engine, one lathe and wood¬ en machinery. It now has seven lathes—iron planes—a blacksmith shop, &c., and is capable of doing a ten-fold larger business than last year. Garden City Machine Works—Warren Al¬ drich, Manufacturer of Wood-working Machine¬ ry, &c. No returns. R. S. Potter & Co., Founders and Machinists, corner of Canal and Adams streets. Capital invested.$4,500 Wages paid.$4,500 Value of manufac's..25,000 Hands employed. 10 Cost of raw material. 12,030 W. Baragwanath, Boiler Maker, Blacksmith, &e., Market st., near Van Buren street bridge. Returns refused. A. Baird & Co., Blacksmith, 157 Canal street. Hands employed. 16 Tons coal used. 300 Wage* paid.$5,000 Tons iron used,. 150 J. W. Cobb, Manufacturer of Steam Engines, Mill Gearing, &c., Jefferson street. Figures refused. Thos. Hezmahalch, Iron Founders, corner of Carroll and Halsted streets. No returns. RECAPITULATION. CAPITAL. Capital invested in 1856.. Unreported (estimated).. ,...$1,5 ; &.900 Total capital in 1856. Capital invested in 1855. Increase in 1856. VALUE OF MANUFACTURES, Value of manufactures in 1856.. Unreported (estimated). Value of Manufactures in 1855. .... 2.910,500 Increase in 1956. .... $976,584 COST OF BUILDING3. Cost of buildings used in manufactures.$573,000 Unreported (estimated). 100,000 Total,.$673 000 ENUMERATION OF MANUFACTURES. Boilers manufactured...576 Railroad cars.700 Steam engines.407 Steam dredges. 2 Saw mills.250 Shingle machines.100 Portable flouring mills..100 WORKMEN EMPLOYRD, WAGES, &C. Workmen employed in 1856.2,366 Unreported (estimated. 500 Total. Workmen employed in 1855 2,866 .1,945 Increase in 1856. Wages paid in 1856 (estimated). RAW MATERIAL CONSUMED. Wrought iron, tons.. 8,025 Coal, tons .. Cast “ ...14,569 Wood, cords .... 921 $L 393 765 12.768 2 000 Stoves. Vincent, Himrod & Co., Stove Manufacturers, South Branch, near Adams street. Sales Rooms, Lake street. Capital in vested... $150,000 Cost of bu lding, (with lot). 50,000 Value manufactu’s. 145 000 Wages paid. 24,000 No. stoves manul’d 10 500 Hands employed... 40 Goal used, tons. 800 Iron cast, “ . 600 Wood used, cords... 500 Besides the above, Vincent, Himrod & Co. manufacture largely at Erie, Pa., and dispose of their products here. Their factory here is 80 by 120 feet, three stories high. Johnston, Farnsworth & Co., Stove Manu¬ facturers, corner of Van Buren and Jefferson streets. Capital invested....$35,000 Value raw material.$42,000 Cost of buildings.... 10 000 Cast iron used, tons. 600 Value manufactures. 93,000 Coal “ *’ . 1,200 Wages paid. 15,000 Wood, cords. 50 RECAPITULATION. Capital invested...$185,000 Hands employed... ^70 Cost of buildings.... 63,000 Coal used, tons. I,o00 Value manufactu’s. 238.000 Iron “ “ .... 1,200 Wages paid. 39,000 Wood, cords... 550 -*- Agricultural Implements. The manufacture of Agricultural Implements in our city is a branch of industry that keeps pace with the development of the resources of the great Northwest. The demand for improved agricultural imple¬ ments by the farmers of the West, and especi¬ ally of Illinois, is only equalled by the amount of land that is being brought under subjection by the immigrants that pour in on us from the East. It is but a few years since the sight of a reaper was a sufficient wonder to call together old and young for twenty miles. Now, no one j pretends to farm on our prairies without one. ! So is it with threshing machines, corn shellers, 1 Ac. This is the age of machinery, and no one employs it to greater ^advantage and profit than the farmers of the Northwest. It is needless to state that the agricultural im¬ plements of Chicago manufacture have a world¬ wide reputation. The exhibitions in London, Paris, and New York—wherever they have been tried—have tested and proven their superiority, and it is not to be wondered that the demand for them should be beyond the capacity of the manufacturers. 9 37 By the recapitulation at the end of this branch of manufactures, it will be seen that the business ! of the four agricultural implement factories in our city has increased over that of 1855, $484,- 510; the capital invested has been increased $143,- 000 , and the number of workmen employed has increased from 484 to 575. In 1854 there were manufactured in Chicago 1800 reapers and mow¬ ers ; in 1855, 3268 ; and it will be found that in 1856 the number has increased to 5,860. M’Cormick’s Reaper and Mower Factory.— j This establishment covers about four acres of ground on the main branch of the river, near its entrance, on which are several substantial build¬ ings. The main building is 40 by 240 feet, four stories, besides a foundry, blacksmith shop, and other buildings of similar capacity. It was established in 1847, and has grown with the increasing demand for M’Cormick’s renown¬ ed reapers, to its present size and capacity. In 1854, the number of reapers manufactured was 1,550—valued at $232,500; the number of hands employed, 140 ; and the value of raw ma¬ terial consumed, $78,000. In 1855, there were 2,568 reapers manufactured—valued at $398,040; number of hands employed, 250 ; cost of raw material consumed, $103,786. The following are the figures for the manufactures, &c., of 1856: Capital invested ...$357,000 Reapers manfiict’rd 4,060 Cost of buildings... 20,000 Hands employed... 250 Val. of manufact’r?. 629,300 Coal consum’d, tns. 850 Wagespaid. 69,000 Iron,pig, tons. 1,000 Cost r aw mater’is .. 157,000 Iron, bar. 694 H. A. Pitts, Manufacturer of Threshing Ma¬ chines and HorsePowers, corner of West Ran¬ dolph and Jefferson streets. This factory was burned down in September, 1855, since which time it has been rebuilt and greatly extended. The main building is 35 by 150 feet, 3^ stories high, with a wing 20 by 75 feet, 3 stories, and a blacksmith shop, 75“by 30 feet. Operations commenced in the new build¬ ings in March, 1856, siuce which, up to the first of November—eight months—their manufac¬ tures figure as follows: Capital invested ....$35 000 Separa ers a d borse- Cost of bui.dings.... 15 000 powers manufact’rd 200 Val. of manufact’rs.. 75 000 Hand3 employed. 65 Wages paid. 18 720 Coal consumed, tons . 200 Iron. 218 i’hree hundred machines are now in course of manufacture far next season’s demand. John S. Wright & (Jo., Manufacturers of At¬ kins’ Self-raking Reaper and Mower,corner Mich¬ igan and Peyton streets. Capital.$175 000 No. hands. 200 Cost of buildings... 40,000 Wagespaid. $75,000 No. machines man- Val. raw mater’ls.. 125,000 ufactured.. 1,800 Coal, tons. 350 Vat of manufac’rs.$360 000 Iron. 815 Wemple Kline & Co., Manufacturers of Threshing Machines and Com Shellers, corner Washington and Canal. Capital.$30,000 Wages paid.$43,800 No. machines manu- Timber, ft .110 000 factured..... 341 Coa’.tons. 150 Val. or manufact’rs.$70,000 Iron. 200 No. hands. 60 RECAPITULATION. jOAPITAL. Capital invested in 1856} ; in_Agricultural Imple¬ ment Factories."....$597,000 Capital invested in 1855. 454,000 Increasa.ef capital in.1856'.$143,000 ‘manufacture . Total value ofOmanufactures in 1856.$1,134 300 “ “ 1855. 649 790 Increase in 1856 ENUMERATION OF MANUFAOTU E 3 . 1854. 1855. No. reapers and mowers.. 3,268 No.Jjthreshing machines.. . 175 240 WORKMEN EMPLOYED. 1854 185-5. No. of men employed. 480 'RAW MATERIAL CONSUMES K 1854. 1855. Pig iron,tons. 1,430 Wrougi t iron. ...400 654 Coal, tons. 1,370 $484,510 ’856 5,860 541 1856 575 1856 1 833 1,094 1,550 Brass Founders, Tin and Copper Smiths, Plumb ers. OB < & =* ° s cJO “ © p P w £» a Cu U2 o B B- *«r a. 3 P M n> UB « p A. Raffen k Son. .$3,000 $ 7,000 8 $3,500 X. Gavey... . 1,000 • • • • 2 # , H. W. Hamilton & Co . . 2,000 • • • • 6 • • • Sflhendel & Hauaworth. . 200 3,000 . . . . . , M. Nelson. . . . . o • • • • C. P. Sehultz. .... 300 ,. • • • • H. H. Parish. . 3,OOJ 10,0 0 4 1,5 0 Leonard, Bros. . 5,' 60 10,000 6 2,290 Gibson & White........ . 6,000 £ 5,000 8 4,000 Haken A Barker. . 3,000 4,000 4 1,000 Poison k Arentz. • • • • • • • • • 10 5,475 RECAPITULATION. CAPITAL. Capital invested in 1856.$132,000 Dnreported—(est.). 125,000 Total. 257,000 Capital invested in 1855. 142,000 Increase in 1856.$115,000 VALUSJ OF MANUFACTURES. Value of manufactures in 1856.$327,000 Unreported—(est.). 250 000 Total.$477,0 0 Value of manufactures in 1855.$377,290 Increase in 1856.$ 99,710 MEN EMPLOYED. Hands employed in 1856. 221 tinreported, (est.).150 Total.371 Hands employed in 1855.188 Increase In 1856.163 WAGES PAID. Amount of wages paid hands in 1856. $94,025 Unreporte , (est.). 67,500 Total..$161,525 Carriages, Buggies, Omnibuses, Wagons, &c. The manufactures of carriages and wagons in this city progresses in about the same ratio as other branches of industry. The rage for “East ern work” is fast wearing away; and “Chicago carriages” in the West and Northwest have a reputation about equal to those of Hartford. Especially is this true of wagons. A “ Chicago wagon” will at any place in the West, bring a much higher price than those of Ohio or Mich¬ igan. J. F. Mendsen’s (form rly Welch & Mendsen) Carriage and Omnibus Factory. This is the largest and most extensive carriage factory in the West, and is situated on the corner of West Randolph and Ann streets. It consists of a large three story brick building, 40 by 90 feet, and a v/ing of two stories, 30 by 100 feet. It was established in 1846, and has acquired an en¬ viable reputation for its carriages, omnibuses, Ac. The following are the figures of this estab¬ lishment tor 1856: Capital invested. Cost of buildings. Value of manufactures. Wages paid hands. j . Cost of raw material. Hands employed. No. of Carriage , Buggies and Omnibuses manu¬ factured . $45,' 00 10 5.:0 63,000 23,174 23,448 70 229 RAW MATERIAL CONSUMED. Iron and steel, tons.45 Wood, cords.4® Coal, “ .96 A. C. Ellithorpe, Carriage Manufacturer, corner of Randolph and Morgan streets. This establishment turns out all kinds of carriages, buggies, sleighs, Ac., of a very superior shape and workmanship. The following are their fig¬ ures for 1856 : Capital invested.... $50,000 Cost of raw material Value manufac’res. 1 0.0U0 used.$50,000 No. hands. 60 No. Carriages and Wages paid.$20,000 Buggies manura’d. 300 Furst & Bradlet, Manufacturers of Wagons, Buggies, Carriages, Ac., Ac., 73 and 75 West Randolph street. The following are the figures of this establishment during 1856 : Capital-invested....$12,000 Wages paid hands...$15,000 Cost of buildings.... 3,000 Cost ra 1 ® material... 15,000 Value manufactures. 40,0 0 No. hands employed 45 RAW MATERIAL CONSUMED. Iron, tons......60 Coal, tons.100 Steel, “ .20 Wood, cds.25 This factory consists of one building, 25 by 90 feet, one 18 by 38 feet, and one 22 by 35 feet—all two stories high. The machinery is driven by one six horse power steam engine. W. Steinhaus, Carriage and Wagon Manufac¬ turer. This factory is situated at the village of Holstein, about three miles out on Milwaukee avenue. The Repository and Sales Rooms are on Canal street, between Lake and Randolph streets. This factory was built about three years since, and is 430 feet long by 40 wide, two sto¬ ries high. The following figures show the manu¬ factures, Ac., of 1856 : Capital invested. ...$35,0 0 Wagons and carriages Cost of build'ngs.... 2',000 made.1,000 Value manufactures. 75,000 Rand'* employed. 75 Wages paid hands.. 25,000 RAW MATERIAL COESEMED. Wrought iron and steel. Coal, tons.250 tons.100 Wood, cds.80 John H. Kline, Carriage Manufacturer, Jef¬ ferson street, between Lake and Randolph streets. This factory was established in Sep¬ tember last. The manufactures since then are as follows: Capital invested.$3,000 Cost of raw material....700 Cost of building. 1,000 Carriages made.15 Value manufactures.. 2,300 Hands employed. 9 Wages paid. 1050 It is intended in the spring to erect other buildings, so as to accommodate thirty hands. Bohannon, M’Pherson A Co., Carriage Man¬ ufacturers, Halsted street, near Lake. This es¬ tablishment only commenced business in August last. Its figures are as follows: Capital invested.$2,000 Value manufactures..$3,000 Cost of building. 800 Hands employed. 8 RAW MATERIAL CONSUMED. Coal, tons.6 Iron and steel, tons.4 Peter Schuttler, Wagon Maker„78 Franklin street; 39 « Capital invested....$50,000 Hands employed.100 Cost of bu Iding. 20 000 Tons coal used.150 Wagons manufac’d. 1.800 Tons iron used.300 Value manufactures.120,000 H. Witbeck & Co., manufacturers of Wagons, Buggies and Plows, corner Jefferson and Ran¬ dolph streets.—This is one of the largest facto¬ ries in the city. It consists of one building 40 by 107, four stories ; one 60 by 28, two stories ; and one 40 by 60 feet, one story. Its figures for 1856 are: Capital invested.. $ 30,000 Wagons manufac’d 1,000 Cos^ of tuiliings.. 15,00) Plows do.... .1,000 Value of manufa’s. 100,000 Buggies do.... 50 Wages pa'd. 12,000 Sleighs do.... 50 Cost raw material.. 50,000 Lumber yard carts 100 Hands employed... 80 HAW MATERIAL CONSUMED. Ooa’, tons.200 Wood, cords.100 Iror, wrought, tons.... 50 J. C. Outhet, Wagon manufacturer, 167-169 West Randolph street.—This factory was estab¬ lished in 1837, Its manufactures, &c., for 1856, are as follows: Capital invested....$ 6,000 Wages paid.1,552 Cost ef building. 1,600 Wagons manufaot’d. 200 Value of manufact’s. 16,560 RAW MATERIAL CONSUMED. Coal, tons.20 Iron, wrought, tons.40 Pentecost & Daymont, Wagon aud Carriage manufacturers, 111-113 West Randolph street.— The following are the figures of this establish¬ ment for 1856: Capital invested....$ 7,500 Buggies do. 55 Value of manufac’s. 23 400 Coal used, ton3. 25 Wage* paid. 7,5 0 Iron, wrought, tons 30 Wagons manufact’d 200 Wright & Willets, Carriage Manulacturers, 73 and 75 State street.—This establishment commenced manufacturing in 1853. Its factory consists of a building 160 by 30 feet. The fol¬ lowing are their figures for 1856 : Capital Invested....$ 6,000 Carriages manuf'd. 75 Cost of building. 3.500 Sleighs do.... 80 Value of manufact’s 22 000 Coal consumed. 50 Wag-^s paid. 9,000 Iron.aud s f eel (est.) 25 Handsemployed.... 20 P. Hicks, Wagon and Carnage Maker, 132, 134, and 138 West Lake : a a « >5 H3 *2. rt- ®L a o 93 • D 0 O w. 2 H o 2-p 0 CP £ o § ° 2.S* § CO o o c CO G o mameiof Firm. i—j 0 o • 93 . 0 0 Si p < • Pi o a> -I fa • GO Bg Q.3Q o GO oo* a* * CD 0 GO CL S'a . a : ? : cr CL H. Weber. ..$5,000 $12*500 200 16 s 4,000 21 4 4 6 J. H. Anderson. 28,000 400 34 75 70 F. Michel. 4,000 4,000 15 4 5 10 C. Wehmhtffer. 14 4 6 9 John E. Smith. .. 2 500 3 000 35 3 7 8 N. 1'haen. .. 1,000 5 000 6 5 6 7 E. D. Hanlon. .. 1.000 6.000 15 8 8 24 M. Hitz. .. 400 350 4 4 2 3 Q-. P. Rominger. .. 400 200 2 , # A. Scow. .. 400 1,00) 10 3 2 3 A. Schrader. .. 600 6 000 12 3 7 6 H. Taylor. .. 400 800 2 6 2 3 H. T). Preston. .. 1,000 1,010 2 3 C Koerper. .. 2,000 £0,000 100 14 10 20 A. Weide. 11.000 16J 12 20 30 RECAPITULATION. CAPITAL. CapitaLinvested.$306,400 Unreported, (est.). 50,000 Total.$356,400 VALUE OP MANUFACTURES. Value of manufactures in 1856.$798 160 Unreported, (est.). 150,000 Total.$948,160 WORKMEN EMPLOYED AND WAGES PAID. No. of hands employed.731 Unreported, (est.).150 Total.881 Wages paH.$159,566 Un reported, (est.). 60,000 Total.$219,566 ENUMERATION OP MANUFACTURES. Wagons manufactured, no.6,400 Carriages •* “.1,099 RAW [MATERIAL CONSUMED. Coal, tons. 1,346 Iron and Steel, tons.1,069 Wood, cords. 285 COST OF BUILDINGS. Cost of Buildings. $207,000 High Wines, Ale, Beer, &c. Chas. H. Curtiss, Distiller, Lake Shore, south of Twelfth street: Capita! invested....$50/00 Hands employed... 25 Cost ' f building.... 20,000 Wages paid.$ 1&00Q Fbls highwines. 10,050 Raw material.130,000 Val. manufactures. 150,000 Coal used, tons. 1,600 A. & W. H. Crosby & Co., Distillers, North Branch : Capital in vested....$10,000 Wages paid.$14,400 Cost of building.... 5,000 Feet lumber used... 30,000 Wagons and carri- Tons coal. 25 ages manufast’d.. 400 Tons iron. SO Value of manufaA*.$30,000 Cards wood. 15 Hands employed.... 35 J. Bowman, Wagon Maker, 81 and 89 Frank¬ lin street: Capital invested....$10,000 Value.of manufac’s. 3,500 Cost building. 12,000 Hands employed.... 30 Wagons manufact’d 500 Reese & Co., Carriage Manufacturers, 79 Franklin street: Oapi'al.$ 8,000 Hands employed.... 38 Cost cf building. 3,000 Wages paid. 20,440 Carriages manufa’d. 400 Tons coal used. 60 Value of manufact’.$30,000 Iron, (value).$ 8,900 Burgess & Wilson, Carriage Manufacturers, 87 Franklio street: C-pital.$ 3,000 Hands employed.... 12 Carriages manufc’d. 30 Wages paid.$ 6,500 Value of man ufac's. $10,000 The following is a list of Wagon Makers, whose figures we place in tabular form : Capita! invested_$75,f00 Vul manufactures.$310,000 Cost cf building.... 50,000 Hands employed... 50 Highwines manu- Bu*h. grain used... 300,000 factursd, gal3...1,050,000 Tons coal. 3,000 Chicago Brewery. — Lill & Diverset, Brew¬ ers of Ale, Porter and Bavarian Lager Be ? corner Pine street and Chicago avenue. This is the most extensive brewery in the West. It covers a whole block—its principal brewing house being a large brick structure 430 by 100 feet. It was established in 1835, and has grown gradually up to its present dimensions, as the demand for its manufactures increased. There are fed at the brewery 130 head of milk cows, and 24 horses are used for teaming, &c. The following figures show their manufactures duriDg 1856 : Capital invested in business..$220,000 Cost of buildings and futures. J2<»,000 Value of manufacture’.312,160 Wage 1 pad. 21,888 Ale manufactured, bb'.s. 39,780 Vinegar “ “ . 2,170 Milk sold, quarts. 160,70' Barley used and on hand, bu.lo'2,760 Hops, lbs . 69,576 No. of hands employed. 57 Early in the spring a large addition will be made to the brewery, for the sole purpose of manufacturing Bavarian Lager Beer, of which article they intend to brew 30,000 barrels during 1857. The new addition will be 100 by 70 feet, and will cost over $40,000. The lower part of the addition will be made in vaults to hold 15,000 barrels of beer for summer. The machinery is at present driven by a steam engine of twenty horse power. In the brewery there is an ice house capable of holding 10,000 barrels of English stock ale, which they fill every winter for the following summer’s use. Columbian Brewery. —J. J. Sands, Manufac¬ turer of “ Cream Ale,” corner of Pine and Pier son streets. This brewery was built in 1855, and consists of a building, 54 by 45 feet, two stories, with cellar. The following figures show the manu¬ factures, &c., of the brewery for 1856. Capital invested.$5 000 Coal consumed, tns.. 125 Cost of building. 2 500 Barley, bu, about.... 9,000 Val. of manufactur/s.48 000 Woed. cords. 20 Wages paid. 2,500 Hops, lbs. Cost of raw matsr’ls. .28,000 Ale manfactured.bbls 6,000 Beer Brewers. Names of Firm. o P < 03 za r-*- CD P- 5S o p w o r* r? ’—' * gS O « B CO* at - aiP W —»cr p *— a 03 per CD : B : 2 : c w c c S s® to pr Qt ft s® Conrad Seipp.18,000 Geo. Metz.15,000 Brabam & Co. 8 000 V. Busch.6.000 J. F. Rodermeyer... 8,000 Bucher A Co.5.000 BlattnerA Co.1,000 ft. Irwin.3,000 — Spriggs.3,000 8,960 19.200 8,000 25,600 40,000 11.200 2,000 8,000 7,200 1,120 2 400 1,000 3,200 5,000 1,400 250 1,000 900 2,240 4.800 3,000 6,400 8,750 2.800 700 2,000 1,800 o° o P D P on a, C GO B S.K : ® : « . at 2,000 4,000 2,400 600 8,000 832 700 2.000 900 Total.67,000 130,160 33 16,270 32,490 21,432 Besides the above there are a large number of Rectifiers, and some Brewers and Yinegar Man¬ ufacturers, whose figures we have not received. Their manufactures would probably exceed $250,000. RECAPICULATION. CAPITAl. Capital invested.$297,000 Unreported, (est).200,000 Total..$497,000 Capital invested in 1855. 397,500 Increase in 1856.$99,800 VALUE OF MANUFACTURES. Value of manufactures. $950,320 Unreported, (est). 200,000 Total.$1,150,320 Value of manulactures in 1856. 826,615 Increase in 1856.$323/ 75 ENUMERATION OF MANUFACTURES. High wines, gals.. 1,567,241 Ale, bbls. 45,780 Beer, bbls. 16,2,0 Vinegar, bbls. 2.170 RAW MATERIAL CONSUMED, Grain, bush.755,250 Coal, tons. 6,000 Hops, lbs. 97,008 Wood, cords. 400 HANDS EMPLOYED. Hands employed...165 Soap, Candles, Lard Oil, etc. The manufacture of Soap, Candles, and Lard Oil has increased much during the past year. Great difficulty, however, has been experienced in collecting the figures of small and widely scattered factories. We append those obtained : Charles Cleaver, Soap, Candle, and Lard Oil manufacturer, Cleaverville, Lake Shore.— This factory covers about twelve acres of ground, and is on the Lake shore, having a pier for ves¬ sels. The track of the Illinois Central and Mi¬ chigan Central Railroads also are right in lront of it. The following are their figures for 1856 : Capi'al invested...$100,000 Hands imploded. 30 Val. oi m&nufact’s. 175,000 Oil manufac’d gals..40,000 Wages paid. 15,000 Scap and Candles,tns 600 Hugh Ritchie, Soap and Candle works, cor¬ ner Wolcott and Grand Haven Slip. The fol¬ lowing are the figures of this factory for 1856 : Capital invested.... $9,400 Family & Palm Soap Cost of building.... 3,600 manufact’d, bxs.5,712 Value of manufsct’s. 21,511 Soft Soap, bbls.3,500 Wage3 paid. 2,160 Coal consunn-d, tons.. 55 Cost of raw mater’. 17,604 Wood, cds. 42 Raw mat’l sold. 2,460 City trade for pure soaps increasing very fast. Thomas Dougall, Soap and Candle manufac¬ turer, Cedar street, on Lake Shore. The follow¬ ing are the figures of this establishment for 1856: Capital invested....$10,000 Candles manu’d, lbs.141,000 Cost of building. 1,500 Soap manufac’d, tts.280,000 Value of manufact’s 31,500 Wood consumed, cds 70 Hands employed... 5 Crosby & Wendt, manufacturers of Soap Candles and Lard Oil. This factory is situated on the North Branch of the River, West side. The following are its figures for 1856: Capital invested....$15,000 Hands employed.10 Oostof buildings.... 4,000 Uoal consumed, tons... 100 Value of manufact’s 50,000 Wood, cds.50 Wages paid. 7,100 Ball & Sears, manufacturers of Lard Oil and Stearine Candles, State street, near Twelfth: Capital invested....$30,000 No. hands. 5 Cost of building. 3,000 Wages paid...$2,000 Value of manufact’s 45,000 Wood used, cds. 30 Value raw material. 40,000 Scammon & Haven, manufacturers of Linseed Oil, South Branch of River, West Side. The following figures denote the manufactures of 1856: Capital invested....$30,000 Linseed Oilman., gls.40,000 Value of manufact’s 54,000 Putty, IDs.200,000 H. Gardner & Co., manufacturers of Soap, corner Sherman and Taylor streets : Capital invested. $600 No. hands. 4 No. B>s. manufaciu’d. 5,000 Wages pa\d.$290 Value of manufact’s.$1,000 Coal, tons. 25 Besides these, there are in the business Jo¬ seph Johnston, Eiskndrath & Hugg, H. D. Wil¬ lard, and a few others, whose figures were not received. ’RECAPITULATION. CAPITAL, Oaoital invested.$196,000 Unreported (est.). 100,000 Total.$296,000 VALUE OF MANUFACTURES. Value of manufaciures.$378,011 Uureported (estimated). 150,000 Total 41 ENUMERATION OF MANUFACTURES. Soap manufa’e, fts.1,170,000 Cost of buildings... Candle “ lbs. 891,000 Wages paid. Lard Oil “ fgls. 68,000; Hands employed.... Linseed Oil, gls. 40,000 ' Coal used, tons. Putty, »s. 200,000it Wood, cds. $75,000 28,000 100 800 275 the manufacture of counting house desks, bank¬ ers’ counters, &c., Ac., of which we seen several excellent specimens. The manufactures of 1856, figure as follows: Furniture, Desks, Chairs, Bedsteads, &c. There are a vast legion of furniture manufac¬ turers in our city. The following are the figures of the principal factories. U. Morgan, Furniture Manufacturer, 199 Lake street. Capital invested ....$60 000 'Vsg^s paid.$11 000 dost of bunding. 12 000 Cost of raw mater’ls. 6,000 Val. of manufactures 55,000 Coal ustd, tens. 20 Hands employed.... 25 Willard, Peek & Co., Furniture Factory, Lumber street, near Twelfth street, Warehouse 155 Randolph street. This factory consists of two buildings 130 by 36, three stories, and ano¬ ther 100 by 24. The machinery is driven by steam-power. The following figures denote the manufactures of 1856 : Capital invested.$40,000 Cost of raw materls.$26,000 Cost of building .... 3.000 Coal consumed, tns. 50 Val. of manufactures. 70 000 Wood, cords. 1.500 Wages paid. 32,000 Chapman & Atwood, ’Bedstead Manufacturers State street, corner of Taylor. This factory was built in June 1856, but did not commence opera¬ tions till August, since whiih their manu¬ factures, &c., figure as follows: Capital invested ....$25 000 Wages paid.$7,000 Cost of building. 5.000 Hands employed.... 52 Val. of manufactrs. 20,000 Hanson & Porter, Furniture Manufacturers, corner of Lake and Union streets. Capital invested ....$10,000 Wages paid.$17,000 Cost of building..... 3,2i’0 Raw material.15,000 Val. of manufact’rs . 40 000 Coal used, tons. 100 Hands employed.... 35 Engine and macb’ry. $4,000 Size of factory 23 by 110, three stories. Es¬ tablished in 1855. Adams R Co B £ G> P a C f .! O' ta Name of Firm. S' O *-% w 3 3 >—• O Coe, Stoughton A Co. $9,000 p. 5 m. Cope. .$20,000 50,000 50 W. Speight. . 4,000 30,000 14 W. M.Ravage. . 2,500 10.000 9 J. F. Mahler. . 1,000 6,000 4 J. Divoraeck. 500 2,000 2 G. Welch. 400 1,000 2 J. A. Boerner. 300 2,000 4 A. Ortmayer. . 4,000 10,000 10 $32,900 $121,000 100 Unreported (est).. . 50,000 150,000 120 Total. .$82,900 $271,000 220 Engravers, Lithographers, &c. <4 Name of Firm. Q P 2. 21 < 02 O 2" M 2 o CO w* M £•3 p p ct 2 CTj £ H p a c. oa CO 3 2 . o" << * SB TO CD >3 P $2, o 06 6,500 3,250 1,400 600 300 1,000 4,000 $42,050 50,000 $92,050 3 p to n> tn ►d p E.'JMendel. 8..D. Childs, Jr. B. F. Bacon.... W. J. White.... $14,500 15,000 • • • • • • • • £ 12 12 6 $8,840 S 6,000 2,000 • • • • Total. $29,500 30 $16,840 Cigar Manufacturers. Name of Firm. o p 3 3 (6 John Houf.. S. F. Litten & Co.. W. H. Bush. F. C. Seeman. John Meench. A. M'sche. Brewer & Baust.. Q. .$2[000 .. 1,000 . 2,000 , 250 800 1,000 1,000 SO r? sS S O <6 ~S 3 p scB $2,400 2,300 2,100 800 3,200 2,000 4,000 55 B-° &« 2-9 5* a q 150,000 1250,000 i80,000 b' 70,000 ; 200,000 100,000 200,000 H p 3 0 . in CO B 3 o" * pi 2 4 5 4 2 5 4 3 » TO CQ 3 P P. $936 800 700 600 700 800 1,500 To*al.$8,050 $16 800 1 050.000 26 $6,036 46 l ■ s. Types, Printing Materials, &c. Chicago Type Foundry, 43 Franklin street. D. S. Dodge, Agent. This is a branch of the old established New York Type Foundry of John T. White & Co. It was established one year ago. Owing to the rapid increase of their business, they have erect¬ ed on lot No. 90, Washington street, a four-story brick building, with special reference to the wants of the business, and expect to occupy it immediately. They design introducing at once a large number of machines, together with the manufacture of brass rule, electrotyping, &c. This i 3 the only type foundry in fhe North¬ western States west of Cincinnati, and the pro¬ prietors intend prosecuting their enterprise with vigor. They employ at present from 15 to 20 hands. Chemicals. J. Y. Z. Blaney’s Chemical Works, North Branch, south of Chicago Avenue. This factory is eugaged in the manufacture of all kinds of Chemicals, and is the only one of the kind in the Wester Northwest. The following are the figures for the past year’s operations: Capital invested....$15,000 Wages paid.$ 4,000 Cost of building_ 4 000 Raw material (val). 22,000 Yal. manufactures. 32,000 Tons of coal used.... 200 Hands employed... 15 Tons of iron used..., 8 Sheet and Bar Lead Pipe. Ccllins & Blatchford, Lead Pipe and Sheet Lead Manufacturers, corner Fulton and Clinton streets. The following are all the figures we have re¬ ceived fro n this establishment: Cost ofbuilding—$ 2,500 Tons of coal used.200 Pigs of lead used.... 25,000 Boots and Shoes, Tailoring, Ac. Shoemakers and tailors are scattered all over our city. Blanks were left at the large estab¬ lishments, but no attention has been paid to them by the proprietors. The capital invested in these businesses will probably exceed $500,- 000 , and the manufactures figure about $750,000 Miscellaneous Manufactures. Wm. Holmes. Jordan A Olcott. Weeks A Bro. Hunteon 4 Towner. John C. Garland.... W. A G Wright. I. Speer . W. A, Hendrie. D. A. Frost. A. S. Beckwith.. W. & E. Oook. Held A Bro . Q P < ' w P ■d p P c-t- S (t> 04 Manufactures. D 2 o CD TO CD B < o> : S d ct* cd CU • P • P . Lime.$80 000 $87,350 88 .Looi’gl4las,&c. 25,00) 150 000 10 .Ship builders... 80,000 75 000 60 » • • • 10,003 20,000 50 .Coffee, Spi’s.Ac. 8,000 100,000 50 .Trunks, Ac. 50 000 100,000 50 , t 15,000 50,000 20 .Jewelry. 30, 1 00 5 000 4 • • 20 000 4 .Silver Plater... 3,000 15,000 8 .Gold Pena...... 2,000 • • • • 2 .Glass Stainers.. 2,000 *»•» 5 . Scales, etc. 1 000 2,000 4 ..Cisterns........ 200 4,000 2 o SO •a < K p ( 'A* T •*' r- „r- -v , * > « • • • ' t 1 > • . ■.’>■■■■'■' . sj ' ,r- >'s r«£ i", •• :■ y . :ih -.nil' 1 ■ ■ i - u: ;tf ‘ ; 4 ) v- T!'«ft • ?*? t kt*>; v./-x v*-. \ •. i- 1 . ,«tt .-f * ov- ./ >.«■ .c - - rot. Hot,. < I, ‘ (, V 1$ • of 1 # ' • • * . •; rt i I ' ■ l ■ ■ • *: ■« - u if I ■ U i' 1 ! I'M . r ■ • -n •• t: r ■ >vf "o: . r>oHr !?' r 5 » •• - r .i *ar:< c o ■ > jrto o- »» 1 .T K3CMT JK A" t, % jt tr • Id ■ nv.iv*v • ,1 > Si « M 1 •** '■! , # * S r> 1 . ;»•? •<,; • >*.».! l u . ' • .* t ‘ . Jl I r ’ ’ r - '!:■■•. f 'f - , Ja ■ 'K : I'aitiH 1 J>y US tfl ' . f . • yi . - r ■ - •# i/! ► r ' * •• •• • '• ' ■ fifth: ANNUAL REVIEW OS’ THE PROSPECTS. CONDITION, TRAFFIC, ET 1 J.s OF THE RAILROADS CENTREING IN CHICAGO. W ITH A GENERAL SUMMARY OF THE BUSINESS OF THE CITY For the Year 1856. In countries and cities long since “finished” the necessity for yearly statements of their busi¬ ness does not exist. A map of some portions of Europe, and indeed of some of the Eastern States, a hundred years old will answer nearly as well for all practical purposes as one published dur¬ ing the last month. The day when this will be true of the Northwest will not dawn within the lifetime of the present generation ; perhaps not within the next half-dozen centuries. The ex¬ tent of the country sull to be occupied is so immense; its mineral, agricultural and commer¬ cial resources so vast and exhaustless; its climate so inviting; its swelling prairies and beautiful groves are so rich in all that can make home pleasant and exertion abundantly successful; and withal these facts are becoming so generally known throughout the civilized world, that the progress of the last few years affords but a mea¬ gre index to what the next score will accomplish. It was our fortune to commence noting down the facts in relation to that progress years ago, and while life lasts it ig our determination, if possible, to keep up with its onward march. With each returning year we have presented elaborate statements of the business of our city, and it is a source of gratification to our intelligent citizens, no less than to the editors, that the files of the Democratic Press contain a more minute, accurate and comprehensive his¬ tory of Chicago than is extant of any other city in existence. Our varied and extensive corres¬ pondence from every section of the Northwest, and the accuracy and promptness with which the extension of our different railway lines, and the building and progress of Western towns and cities are noticed, make our columns a compre¬ hensive and unfailing source from which the future historian of the vast and fertile country west and north of us can draw facts and ma¬ terials of absorbing interest. With the growing- intelligence of our people, and the devel¬ opment of the physical resources of the country, the dut es of the public journal have become much more comprehensive and its posi¬ tion more secure and independent. It must not, as in days gone by, merely chronicle a few insig¬ nificant dry details of the passing hour, or devote its powers blindly to promote the wily schemes of some ambitious selfish politician; its mission is higher, nobler, more commanding. Let it ex¬ ert its mighty energies vigorously in the cause of truth and unyielding justice; let it seek to develop the resources of the country ; to secure the happiness, prosperity, and the social, moral and religious welfare of the people; let it zeal- ousiy promote every scheme which tends to ele¬ vate and to bless our common humanity_these and such as these are objects worthy of the high¬ est efforts of those who minister at these altars of public opinion. Such are the motives by which we strive to be governed; such the re¬ flections which force themselves upon us at the commencement of our tusk to sum up tlie busi* ness of Chicago for the past year. Without further preface, we proceed to lay before our readers the statistics of our different railway lines for the year 1856. It will be seen that our plan embraces a greater variety of in¬ teresting facts than we have heretofore been 50 able to present. We give the names and resi¬ dence of the officers, and where the residence is not stated.it may be understood that tney reside in Chicago. The large increase of receipts nearly thirty per cent.—forms a most interesting feature; while the movement of passengers af¬ fords a new and highly valuable subject of re¬ flection. We notice also the branch and exten¬ sion lines of the different railways leading into the city. Oar description of the section of coun¬ try through which they pass is more brief than formerly, except in the case of new or progress¬ ing lines, a3 that would be an unnecessary repe¬ tition to most of the readers of the ± kess. The names of ths cities, towns and stations, anu their distance from each other, or from Chicago, along the lines of our railways, will be found valuable to our distant readers. It will afford travellers information, often greatly needed, as to which of our railways they should take in order to reach any given place. We commence, as formerly, with the roads running north, and take them in their urdti, sweeping round to our two great eastern lines. The first on the list is the Chicago and Milwaukee Hallway. Hon. Walter S. Gurnee, President. A ., Tucker, Vice President and Treasurer. A. S. Downs, Secretary. Walter S. Johnson, Superintendent. This road, as its name implies, connects Chi¬ cago with Milwaukee, and is one of the best roads leading from the city. It has a large and con¬ stantly increasing passenger business, and it also has a line of elegant steamers plying be¬ tween the two cities. There are a large number of beautiful town sites along the line of this road, which are growing rapidly, and will furnish quiet and most desirable retreats for our over¬ tasked and “substantial citizens.” It passes through the flourishing cities of Waukegan, Kenosha and Racine, and has an unfailing source of profitable business. The following is a list of stations on this road, with their distances from Chicago : Chittenden. Miles. .115$: Kenosha. Racine Junction.. Miles. .51% Wynetka.. .io% ... 183£ Racine... Ives Station. .62 Highland Eark... Rockland. . m .30 35 H County Line. Oak Greek. Engine Station.... btate Line. .45 Milwaukee. rate statement of the earnings of this road. From its increasing business we feel safe in estimating its receipts at $650,000. We presume they were considerably beyond these figures; but we wish m all cases where it is necessary to estimate, to keep within rather than to go beyond the mark. It is owhed principally by a few of our “ solid” citizens, who are abundantly able to hold its stock. This road, connecting at Milwaukee with the foads running west and northwest from that city, gives us a direct communication by rail with the interior of that prosperous, noble State. The first branch road running west from the Chicago and Milwaukee is the Iienosha and Beloit Railway. jOSIah Bond, Kenosha, President. Lievi Burnell, “ Secretary. C. C. Shole, “ Treasurer. Wm. H. Noble, “ Chief Engineer. The name of this road will doubtless be chang¬ ed to Kenosha and Rockford Railroad as, if we mistake not, it has been determined to run south of Beloit as nearly as possible . direct to Rock¬ ford. Its length will be 69 miles. At Genoa 28 miles from Kenosha, about a mile north of the Illinois State Line it intersects the Fox River Valley road and at Chemung, 43 miles west it forms a connection with the Chicago, St. Paul Paul and Fond du Lac Railway. The line for 20 miles to Fox River is nearly all graded and bridged, and it is intended to have it running to that point by the first of July ; and to Chemung during the coming fall. A few miles of track west of Kenosha are already laid and the direc¬ tors are determined to push it forward as fast as possible as soon as spring opens. The pro¬ spects of tbe road are good, and its friends are much encouraged as to the success oi their im¬ portant enterprise. The next road in order is the Racine and Mississippi Railway. H. S. Durand, Racine, President. A. J. Redburn, “ Secretary. W. M. Perine, “ Treasurer. L. Stanton, “ Chief Engineer. This road is to run from Racine, Wis., to Sa¬ vanna, Illinois, on the Mississippi River, it crosses the Illinois State Line between Beloit and Rockton and passes through the city of Freeport the centre of Stephenson County. It will benefit mainly the enterprising city of Racine, whose citizens have been chiefly instrumental in build¬ ing it; but a 3 it has formed running arrange¬ ments with all the roads that cross and connect with it, Chicago will be largely benefited by its construction. It is now completed and in ope¬ ration to Medina, Ill., 86 miles west of Racine. The report of the directors, just issued, speaks with entire confidence of the early completion of the road. The entire length of the road will be about 150 miles. The next trunk line is the Chicago, St. Paul, and Fond du Lac Railroad. Hon. Wm. B. Ogden, President. S. F. Johnson, Chief Engineer and Sup’t. G. L. Dunlap, Assistant Sup’t. J. B. Redfield, Treasurer. The following table exhibits the receipts of the Southern division of this road for the past year. The times when it was opened to different points 51 should be noticed. It was finished to Janesville on the 15th of September last. RECEIPTS. January*. February. March. April. May.. Jnnef. July.. August.... September October... November, December. Passen’rs. 2,478.35 1,497.10 2.525.30 2.909.60 3,213.03 3,082.70 3,464.15 3.283.30 6,525.45 12,189.30 10,927.40 6,284,75 Freight- $1,798, 1,843. 1.885, 2,455, 4.241 4,770 6.242 .7,538. 10,264 17,884, 9,372. 4,926 ,41 .15 42 66 .51 .79 .93 29 .97 .04 86 .49 Mail & Mis. $60.32 60.39 1,029.81 801.14 466.87 288.80 1,105.48 327.50 384.15 435.32 378.13 360.81 Total. $4,337.08 3,400.64 5,440.53 6.166.40 7.921.41 8,142.29 10,812.56 11,149.09 17.174 57 30,508.66 20,678.39 11,572.05 Total.$58,380.43 $73,224.52 $5,698.72 $137,303.67 * Opened to Woodstock, 51 miles, t Opened to Harvard, 62% miles, on June 24th. The following table shows the MOVEMENT OF PASSENGERS. February. April. May.. July. l November.... December.... West. East. 'hro\ Wav. Total. Thro’. Way. 1,621 1,621 1,517 973 973 895 1,731 1,731 1,752 2,021 2,021 1,865 2,284 2,284 2,098 1,989 1,989 2,042 2,528 2,523 2,458 2.049 2,049 2,145 2,946 2,946 8,154 918 3,516 4,434 1,068 3,515 874 3,306 4,180 874 3,406 425 1,882 2,307 588 1,732 2,219 26,846 29,063 2,530 26,579 Total. 1,517 895 1,752 1,865 2,098 2,042 2,458 2,145 3,154 4,583 4,280 2,320 29,109 The following are the names of the town 3 and stations on this road, with their distances from Chicago: Miles. Ridgefield.45% Woodstock.51 Harvard..62% Lawrence.65 Sharon.71 Clinton.78% Snopiere.83 Janesville.91 Miles. Junction.. 2% Plank Road.9 Canfield.12 Des Plaines.16% Dunton.22% Palatine...26 Barrington.31% Carew.38 Crystal Lake.43 From Fond du Lac south the road is finished and in operation to the Junction the Lacrosse and Milwaukee Railway, giving us a direct con¬ nection with the former city at the head of Lake Winnebago. The grading is all finished and the road is nearly ready for the iron 16 miles north from Fond du Lac to Oshkosh, and it will be put in operation as soon as possible after the spring opens. The last Congress granted lands to the States of Wisconsin and Michigan to build a line of railway from Fond du Lac north to Marquette and Ontonagan, and another from Madison, if we mistake not, to LaCrosse and St. Paul. At an extra, session of the Wisconsin Legislature last summer the lands on the north and eastern line were granted to a company named in the bill, and the franchises of this company were transferred to the Chicago, St. Paul and Fond Du Lac line, and we presume the same wise policy will be pursued in Michigan for the por¬ tion of the road in the Upper Peninsula. Hence we shall speak of them as one road. The amount of land secured will be something over 1,000,000 of acres. The length of road still to be completed be¬ tween Janesville and the LaCrosse Junction is 56 miies. From Oshkosh to the Michigan State line is 140 miles, thence to Marquette 60 miles, aud to Ontonagon 60 miles. We give the length of the road as follows : Chicago to Marquette, 393 miles; State line to Ontonagon, 60 mijes; total, 453 miles. We need scarcely add that the road is in the hands of some our largest capitalists and most intelligent, far-seeing business men, and com¬ mands the entire confidence of the public. It is to connect our city with the rich and inexhaust- able iron and copper mines of Lake Superior, and in such hands it cannot fail to be one of the best paying roads in the Union. The western divisions of two important Wis¬ consin railways will lorm with this road direct lines to this city, and will be so used by the public as soon a3 completed. They, therefore, properly belong to our railway system. They might with nearly equal propriety be mentioned in connection with the Beloit and Madison and the Galena roads. The first in order is the western division of the Milwaukee and Mississippi Railway. E. H. Beodhead, Milwaukee, President. Wm. Taintok, Milwaukee, Secretary. A. Eldrkd, u Treasurer. E. H. Beodhead, “ Superintendent. The Chicago, St. Paul and Fond du Lac road will form a connection with this road probably a few miles from Janesville. The road i3 now- completed and in operation from Milwaukee to Muscoday, twenty-five miles east of Prairie du Chien, on the Mississippi River, it will be com¬ pleted to that point as soon as possible after navigation opens. Tb.e country through which it runs and the region opposite Prairie du Chien, in Iowa, is exceedingly rich and is filling very rapidly with an intelligent and enterprising population, and it will form a most valuable addi¬ tion to our railway system. The distance from the Junction, near Janesville, to Prairie du Chien is about 130 miles. The next road to be noticed is the western division of the Milwaukee and La Crosse Railway. Edwin F. Goodrich, Milwaukee, Sup’t. The grant of lands made by Congress to aid in constructing a railway from Madison to St. Paul, Minnesota, was given by that State to this company. We are sorry that the report of the Directors, a copy of which is promised us, has not come to hand. This would have en¬ abled us to give more exact information in re¬ gard to its prospects. The grant of lands, how¬ ever, secures its construction beyond a contin¬ gency. It is now completed and in operation to Portage City, ninety-five miles west of Milwau¬ kee. A branch from the main line will connect with LaCrosse on the Mississippi, 180 miles above Galena. The total number of miles which 52 » tnis road will add to our Chicago system cannot fall much short of S50 miles. As a branch of this great line we notice the Hudson and Superior Railway. In the grant of lands heretofore noticed pro¬ vision was made for the construction of a rail¬ way from Hudson, on Lake St. Croix, to Supe¬ rior on Lake Superior. At the extra session of the Wisconsin Legislature last summer a com¬ pany was chartered and the lands were given to it on condition that the road be constructed withm a specified time. It was put under con¬ tract a few weeks after to an energetic aud re¬ sponsible company, and is to be finished, if we mistake not, by the fourth of July, 1859. Su¬ perior is a thriving town at the head of Lake Superior, and it is thought it is destined to be one of the largest cities in the Northwest. The 'ength of the road is 134 miles. The third main trunk line is the Ghlena and Chicago Union Railway. John B. Turner, President. Philip A. Hall, Superintendent. William M. Larrabee, Secretary. Henry Tucker, Treasurer. Willard S. Pope, Chief Engineer. This road is the parent of our railroad system, and is regarded with just pride by every citizen of the State. For the annexed figures of its business we are indebted to A. W. Adams, Esq., one of the efficient and obliging agents of the company: The following table shows the MONTHLY RECEIPTS. PaiiS’gers. Jan.$ 42,430.35 Feb. 38,691.00 March,. 60,390.69 April... 102,039.71 May.... 105.069.19 June. .. 92,636.68 July.... 80,667.40 Augus'. 81,019.41 S p«.... 107,032.30 Oct. 111,652.11 Nev_ 76,689.96 Dec.... 47,310.84 Freight. Mail k Mis. $55,722.43 $2,548.47 48,699.41 2,183.47 64,903.83 2,196.81 87,103.76 4,351.90 118,169.88 3,848.22 119,136.68 3 348.20 140,993.39 3,552.61 169,482 01 4,984.31 223,533.25 4,463.62 237,085.17 2,277.66 137,317.98 4,439.41 63,834.35 4,239.34 Total. $100,701.25 89,573.88 127,491.83 193,495.37 227,087.29 215,121.56 225,213.40 255,485.73 335,029.17 353,014.94 218,447.35 115,384.53 Total.$945,629.64 $1,465,982.14 $44,434.02 $2,456,045.80 We call attention to the following table, and shall have occasion to refer to it and others of the same character more at length hereafter. The difference in the movement west and east should be specially noticed. The table shows the monthly MOVEMENT OF PASSENGERS. Through Way west. we,*t. .Tan.. ..2,255 14,554 Feb.. ..2,127 13,126 March.4,813 17,216 April .15,384 20.959 May. ..7,932 18,225 June ..5,873 16,195 Ju y. .,5,640 16,918 AUg. ...5,338 15,052 Sept, ...7,210 21,162 Oct.. ..7,672 20,308 N ov. ..5,267 15,832 Dec.. ...3,199 10,224 Total Through Way west. ea*t. east. 16,809 1,910 13,654 15.253 2,116 12,269 22,029 2,399 17,000 36,340 6,499 16,399 26,157 1,590 17,609 22,068 3,700 13,058 22,558 4,199 13,174 20,390 4,035 12,783 28,372 4,069 18,277 27,975 4,758 16,173 21,099 3,552 13,592 13,423 2,725 5,914 Total east. 15,564 14,385 19,399 22,898 20,199 16,758 17,373 16,823 22.346 20,931 17,144 8,639 Total.72,707 199,766 272,473 42,552 169,907 212,459 Ncts.—T o the month of April the C. B. & Q. R. R. pas¬ sengers are included. The following table shows the monthly move¬ ment of several articles of freight on this line. It will give some definite idea of the vast busi ness of this great thoroughfare: o SSi’gtrs fjag? |lf I: 5S: s: tie 5 "so g o o g; i—.fcOOSI-* COJoppHW03 CD*, jfc. CO®' A 0 w oo'Ljt—* toto ottoVjioo to 2,— -JiScXXMOitOOiOiOtOtO-jB C CO 50 CO 03 OO QO Oi to to OO 00 • . CO rf*. I— 4 GO r— r— r— 3 poj-*jo C5jXJrf-M^jor 5 WOitoOOO^OOCO 2 05 051© k-*-q O OOOtrf-£ CO kM M-* rf- to CO CO O <1 V rf^O5fcOo!2oo4^O|-* 0 JO OO QO M* rf-M* to 05 g 0010 000 05 rfx <1V Oi 0 ? S- MoojcDotS'XMC'.oqui* -a OH tolso’ ton OlQ tOOrOO O 05 00 JO GOO CO LO OO rf— rf~ooo O0£*tO ^ k-atojor: * 001005* ft CC CJf O Wd o - k__l t—L v—i I—A ^ ctl <1 h-1<| 09 tO CO OO 00jw bO ^ O M to OO 05 . A 05O0°WMfc0^x05 0ta su OjOr-Ot 4^-0 00 ro COCO 4^010 to CO 03 5000 £ —1 1 © to ID 1 © C 5 oo O o o 05 OO Qa O OoO OOo O OoOO c/a J — 1 k —a h- ij — 1 ^ — 105 coOt*5 Pi o OOg£>COrf*"" l OWWw . J— 1 JO 'COO^OOpUp.^pl^ ^ o O CJ$1o toto oo"^ O* E to <1 rf*. Ot -q C© 1© O 50 -3 00 OO ra OOOOOOOO^OOO - 05t005. O o too* OOO* to -q 05 to Zj M • 0 V 3 H-A'©* • to 1 £) CJ 1 to • o o o o I —4 (_A k—t (-A k —1 k -1 k—l Da C3 oo oo o r rototorj to to *. 05 VjOoV 1 S. 0-qOt03^0- ( -^5 ! ^.~q05^-53; tg OOOOoOOOoOOO 5 ? • Q 03 H* t-* I—* to I—* „ . • p £ t^rf5.> = ‘b0 00O5-5COO3O3l-*- n S C5oo0i^i^tobsa5030to- 51 £1 • CD ifktoto* CO corf*.* QO-qCR* i— ■— co^,— O LO 4*- CO ^ o MM t- 1 *- 1 . K > in ► to a a - - - - o - <1 O —1 CO rf^ CO to -73 o 05 05 Of rf*. ^2 CO C5 05 co Ol O to rf*> to 05 O oq £ • ^ • M OO C5 ID 00 —.1 C5 00 tO 05 05 CO hj Ol LOJnC to 05 rf-* CO Ol rf-togj ^ "-3 05 05 bO^ M CO^0510 <150 03 ju r? kUWWWOWMCOM^CO' f M tzj t> {► tzS C o H MM a t> o o d izs i—i O 52! 63 f> i—i t - W o t> o o 63 ►3 P a M B 63 oo Ot CD 53 §’?gf^2#S^ ggg-fr g B 3 « b “ - - ~ p 05 ^ o'err* & O'O-T n< £5s : a: . r* • i. =rgP ISO C5 CO f- 4 s o s? o 00 oo -o o CO o ^*3 o ol 7*3 04 00 jt-. Or jJ5^jj0ij0i o *o ^ £p 1 § S $511 § t: ! <| P\~ < 1 1!i9 /v\ <*n k«t !•«.' .’l^.t*.? iwoocnbsoi. 5 j0 go io ►£*. CO 0 5000000 $0fc0t©03 ~-**J OJ 00 to Or Ut 00j*3 |> 3 -q C© Oi C 5 ^ o <3 co coVi^jt co to no o ciT-i -*» & WGcr,wy5?oci2^M25^3 CO O OOOOOCO^I MCOM o ►£ o rfl <3 OO CO CO to <3 ^-iCOtot-i Cu 5T OOOOOOOOOOOO . to Or 4 ^. CO CO 4^ to >-* 2* _CO_GOj—i CO oj—1 to >—I 5?t?S^ c ' Wl -0C'0« 05 ^ ^ ^ aw to 05 CO Ot CO >— 4 9P S5 ^1© 05 to co to CO hC*. to ^ srS^QPOo^oococoosIlxcoo* m ^po jO^— 4 jl^po ^MO^I 4x co ^ to to ^ o g^^COOOT^iCOCOtOOO^* a OOOOOOOOOOOO - 03 4^ CO to M* 4 ^- 4 k— 4 j—ij— 1 1— 4 CO CO PS ^ ^ tO UJ) kfx"on'vXx'cT»7>-) ,_■ O §§§^^^^054^030003^ O pwp005QOOOl00; fl pj ^922° wbbluVo^' i~* OOOOOOOOOOOO 0305 00 to<3014W. >-*3*7/) 22 £2 to 05 05 005 00 P3 a o <1 fa fa fa Sas H3 o fa fa fa fa M-H fa fa H o 12! ►9 n a 9 SP o fa fa fa »*! o w co CJ1 cs The table shows the stations on this road, and their distance from Chicago : Park Station. Har.'em. * 9 Cottage Hill_!...." .‘.16 Babcock’s Grove.20 £a“ b *—•.22^ Wheaton. 25 Winfield..'.'.27 y 2 function.30 Wayne. 35 Cjintonviiie..'39 Gilbert’s.* *5 q xj ., Miles. Umon. 62 Marengo. 66 Garden Prairie.'. 72 Belvidere. ?§ Cherry Valley..'.'.'. 84 Kockford. # 92 Winnebago.99 Pe^atomca.106 J>ievada. 114 J^re;port.**121 The figures above given oi course embrace, also, those of the Dixon Air Line, hereafter to be noticed. It is unnecessary to add remarks upon these figures. They furnish the best pos¬ sible mdex^to the wealth and the resources of the magnificent country through which it runs. From Freeport passengers reach Galena and Dunleith by the Illinois Central. The first branch line west of Chicago, run¬ ning north from the Galena, is the O ttt x. Fo * River Va,,e v Railroad. B . W . Raymond, President. A. J. Waldron, Elgin, Secretary. M. C. Town, “ Treasurer. G. H. Merrill, “ Superintendent. This road extends from Elgin, on Fox River north to Richmond, near the State line, where it forms a connection with the Wisconsin Cen¬ tral. Tbis latter road gives us a connection with Geneva, a fine growing town in Wiscon¬ sin. fromS e L° f th ? ^ ations > with ^eir distance irom Llgin, are as follows: x,, , „ Mile^. Hundt' 8 ... 5 McHenry Algonquin. 5 Pjnffwnod. Nuimin^ Uake. 4 Richmond.*!."!!"* Nucda .. Geneva......... Miles. We have no returns showing the business of the road. We think, however, it will be en¬ tirely safe to estimate them at $50,000. We should put them at a higher figure, did not we know that the road was blocked up by snow for several weeks during the last winter, and some difficulty also occurred during the summer in running this road. The next road to be noticed as an extension of the above line is the Wisconsin Central Railway Rufus Cheney, Jr., Whitewater, Wis., Presi¬ dent. Edwin Hodges, Elkhoin, Wis., Secretary. Edwin Hodges, “ “ Treasurer. Frederick J. Starin, Whitewater, Wis., Chief Engineer. This road is intended to run direct from Rich¬ mond near the Illinois State line, to Steven’s Point on the Wisconsin River. It will pass through the heart of that State. Only six miles of the road, extending to Geneva, are in opera- tion. From Steven’s Point we observe on the map before us two lines drawn, one directly north to Ontonagon, and one northwest to Su¬ perior. As it will be sometime before the road extends beyond Stevens’ Point, we give its lSO^mihfs Qear aS we cau estim ate to that city at We notice next the Beloit Branch of the Galena aud Chicago Union Railroad. This road runs from Belvidere, 78 miles west of Chicago, 20 miles northwest to the charming city of Beloit. Officers same as the Galena road”. As an extension of this lineswe have the Reloit and Madison Railway. . Hon. L. J. Farwell, Madison, President. W. A. Ernst, “ Secretary. Wm. M. Larrabee, Chicago, Assistant Secre¬ tary and Treasurer. * This road is completed and in operation from Beloit to Footville, 17 miles. The remaining 30 miles it is intended to have done during the coming season. At Madison it will connect with the Milwaukee and Mississippi Road, running to Prairie du Chien. It will also be extended north to Portage City, and there it will connect with the La Crosse Railway, giving a choice of routes by these important thoroughfares to this city. The entire length of the line will be 85 miles. The next branch line is the Mineral Point Railway. Parley Eaton, Mineral Point, Wis., Pres’t. Charles Temple, “ << Sup’t. William T. Henry, “ « Sec’y. Francis Vivian, “ <* Treas. Chas. Temple, “ « Ch.Eng This road was completed and put in operation to Darlington, seventeen miles from Warren, on C5 -3 4m c n 54 the 17th of November last. It is nearly finished to Mineral Point, thirty-two miles, and will be opened as soon as the weather will permit. It will penetrate the heart of the lead region, and will be a most valuable auxiliary to the trade of the city. It is expected that it will be extended north to the Wisconsin River during the present year. The total length of the road to this point will be about fifty-six miles. It will doubtless be extended further north, but we shall stop at the Wisconsin River. , The next road proposed in order is the Prairie du Chien and La Crosse Railway, s. D. Hastings, La Crosse, Secretary. J. M. Lett, “ Treasurer. The name of this road indicates its location. It is projected to run from Prairie du Chien, the terminus of the Milwaukee and Mississippi Rail¬ road, on the east bank of the Mississippi, to La Crosse, there to connect with the Root River Valley and other roads running north and west. A charter has been procured and surveys made, but we are no f informed as to the precise posi¬ tion of the road. It will doubtless ultimately be extended down the river to Dunleith, the termi¬ nus of the Illinois Central. Its length would be about 150 miles. A most important extension of the Galena and the Illinois Central roads is the Dubuque and Pacific Railway. J. P. Farley, Dubuque, President. Platt Smith, “ General Agent. H. P. Leech, “ Secretary. C. H. Booth, “ Treasurer. B. B. ProyoOst, “ Chief Engineer. This road is one of those to which the State of Iowa has granted the lands appropriated by Congress for railroad purposes in the section of the State through wj^ich it runs. By this grant it receives 1,228,800 acres to aid in its construc¬ tion. This will secure its completion without unnecessary delay. It is to run from Dubuque to Sioux City on the Missour. and. with a branch to the mouth of Tetes des Morts, 10& miles lon £* The entire length of the line will be o30 miles. The road is to be opened to Dyersville (30 miles) on the 1st of March. The construction of this important thoroughfare will add largely to the business of the city, and will tend rapidly to de¬ velop the resources of the magnificent country through which it runs. There is a project for a road from Dubuque, or from some point on the line of this road west of Dubuque, northwest to the south bend of the Minnesota. It will unquestionably be built either from this road or the Iowa and Nebraska road hereafter to be noticed; but as the plans for its construction are not yet matured, we pass it by for the present. . , fP v ; The next grand trunk road running out of Chi¬ cago is the x ., T . Galena (Fulton) Air Line. Officers the same as the Galena road. It runs from the Junction nearly on an air line to Fui- ton on the Mississippi, and is one of our mosi. important thoroughfares. Its earnings are in¬ cluded in those already given for the main line. The names of the stations on this road and their distance from Chicago are as follows: Mites. Mile & SfiSsfin*.::"".:::::::::» Blackberry.« dS?““.98 M e £. lb *'’'’.*.64 Round Grove.119 The banks of the Mississippi in the vicinity of Fulton afford a fine opportunity for bridging that river—an achievement which the necessi¬ ties of commerce will undoubtedly accomplish within a few years. On the opposite side of the river there are two lines of road running near each other, both of which are aiming at the Missouri. "We give the facts as furnished by the friends of each road, leaving to time to determine which will secure the supremacy. Although both may be built near each other west to the Cedar Valley, it is probable that beyond this point some com¬ promise will be effected, and only one line be built through to the Missouri. The most north¬ erly road is the Iowa Central Air Line Railway. S. S. Jones, St. Charles, Ill., President. ^ G. W. Bettesworth, Moquoketa, la., Sec y. Jonas Clark, Maquoketa, Iowa, Treasurer. Geo. W. Waite, St. Charles, Ill., Chief En¬ gineer. This road is to start from Sabula and Lyons, two points on the Mississippi, and uniting a few miles west of the river, proceed west to the Mis¬ souri River. The road from the Mississippi to Marion, Linn County, % miles, is all under con¬ tract, and we are assured is being vigorously prosecuted, preparatory to the superstructure. The entire length of the road to the Missouri and branches will be about 350 miles. The following extracts from a circular from the President of the Company now before us, will give a definite idea of what its friends claim are the prospects of the road: This road is located through the r i c ^L est an 4 most densely settled part of Iowa. There }* scarcely a section of waste land on the whole line. It is generally rich, gently undulating or rolling prairie, interspersed with fine groves of good timber, with fine streams at short inter¬ vals, and well supplied with beautiful sparkling springs of pure* water, not excelled m any C °This y Company, by their engineers, have al¬ ready made explorations in anticipation of an extension of their railroad into Nebraska, ana found the country not only very similar to Iowa, but most eligible for an extension of this rail¬ road west on a line with the “ South Pasa ° r middle route of the contemplated Pacific Rail- By act of Congress and the Legislature of the State of Iowa, this company is endowed with a munificent land grant, in alternate sections, tor 55 six miles on each side of the line for the whole length of the Railroad, from the Mississippi River to the Missouri River. This grant authorises the company to go a dis¬ tance of fifteen miles on each side of the track, to make up what would be equivalent to six miles on each side, where the lands have already been entered, or otherwise previously disposed of by government, thus giving the company a strip of land 30 miles wide clear across the State, to make their selections from. This company is now selecting their lands under the Land Grant. It is already certain that the Company will get 838,480 acres of land, and it is confidently expected that that amount will be increased by lands where there is a con¬ flict of lines and titles with the Dubuque and Pa¬ cific Railroad Company, and the Des Moines Navigation Company, to over one million of acres. These lands being generally of superior quality, will, when the Railroad is completed to the Missouri River, it is confidently believed, sell at an average sum of at least fifteen dollars per acre, taking the sales of the Illinois Central Railroad Company, as a criterion from which to judge. The other road to which we referred, is the Chicago, Iowa and Nebraska Railway. Chas. Walker, President. C. A. Lambard, Clinton, Iowa, Sec. and Treas. Milo Smith, Clinton, ChieLEngineer. The friends of this road claim for it an equal chance with the Iowa Central Air Line to reach the Missouri. We shall, however, in our list make it only eighty miles long,'reaching to Ce¬ dar Rapids. It is proposed also, to extend it northwest up the rich valley of the Cedar River and across to the south bend of the Minnesota River, and thence to St. Paul, which will doubt- les be done at no distant day. The prospect for its early completion to Cedar Rapids is of the most flattering character. Thir¬ teen miles of track are already completed, and the road is ready for the superstructure the re¬ mainder of the distance from Clinton to De Witt. The company purchased the iron last season to complete the track to the latter place, but one cargo of it was caught by winter on Lake Hu¬ ron, which will, unless other arrangements are made by the officers of the company, delay the completion of the track to that place until after the opening of navigation in the spring. Beyond De Witt, the contractors are pushing forward the work on the various sections to Cedar Rapid3 with commendable energy. The first section west of De Witt is to be ready for the track by the first day of July next, and each of the three remaining sections on the first of the three following months respectively. This will complete the grading and bridging to Cedar Rapids by the first of October next, and we pre¬ sume the track will be completed and the road in operation from Clinton to Cedar Rapids, a dis¬ tance of eighty miles, by January, 1858. The company now have on the road two loco¬ motives, one passenger car, one baggage car, ten box and eleven platform freight cars, besides the necessary construction equipment. The depot building at Clinton, 40 by 1G0 feet, and another at Low Moor, (the first station west of Clinton,) 30 by 60 feet, are completed, while those for Bro- phy’s Creek and De Witt are framed ready for erection as soon as they are needed. The route of the Chicago, Iowa and Nebraska Railroad is one of the best in the West, whether regird be had to cheapness of grading or the productive capacity of the country through which it passes. David Dale Owen, the eminent geologist, has pronounced the valley of the Cedar River to be second to no other district in the United States for agricultural purposes. It is rapidly filling up with a hardy, intelligent and industrious population, and by the time the road is completed, an immense business will pour in upon it. We hesitate not to give it as our opin¬ ion that this road will in no respect fall behind the Galena and Chicago road in its dividends. It is conceded to be the best line of road in this resDect in Iowa. The leading men in this enterprise are among the strongest capitalists of the country. The road has the entire confidence of the public, both in Iowa and abroad. It is but a little more than a year since the organization of the company. Twenty miles are nealy completed, and sixty more in a state of forwardness. This efficiency is unexampled in the history of railroad con struction. The next grand trunk line is the Chicago, Burlington and Quincy Kailroad. Jas. F. Joy, Detroit, President. C. G. Hammond, Chicago, Superintendent. Amos T. Hall, “ Secretary and Treas Smith H. Mallory, Chicago, Engineer. This is one of the most important railways centering in Chicago. The country, now but partially developed, through which it runs, can¬ not be excelled on the American continent, as the following figures will show. The following table exhibits its monthly receipts. Fash’grs. Freight. Mail k. Mis. January....$24,840,97 $47,416.01 $1,089,29 February... 21,730,00 32,264.91 1,089,29 March. 38,602.88 49,*50.57 1,089.29 AoriL....... 41,701.74 57,605.31 2,077.46 May. 43,744,22 71,759.17 1,445.77 June. 41,485.19 91,592.44 1,208.26 July. 35,964.62 107,999.81 2,082.37 August. 38,250 15 162,231.25 1,311.45 September.. 53,787,90 174,707.41 1,352.69 October. 61,366 23 163,58913 1,43911 November.. 44,746.03 98,532 88 1,501.65 December... 39,689.38 62,535 49 5,649.29 TotaL $73,346.27 55,084.20 89,242.74 101,884.51 116,949 16 134,285.89 146,046.80 201,792.85 229,848.00 226,394.47 144,780.56 107,874.16 Total. .$485,909,31 $1,119,784.38 $21,335.92 $1,627,029.61 The following figures show a movement of ten thousand passengers West more than returned, on this road alone. STATEMENT op through and way passengers for 1856. West. East Thro’ Wav. January.... 1,168 6,101 February... 1,263 5,026 March. 2,950 8,272 April. 3,408 8,809 May. 3,054 r 8,847 June. 2,396 7,980 July. 1,836 8,693 Augu t. 2,253 8,013 September.. 3,615 11,178 October. 4,500 10,733 November.. 2,810 8,601 December .. 2,120 8,282 Total....3L433100,540 Number of pieces of Bag Business men will with much interest. TotaT? Thro’ Wav. Total. 7.269 1,232 6,148 7,380 6,289 1,142 5,117 6,259 11,222 1,688 7,983 9,671 11,277 1.629 7 761 9.390 11,901 2.135 8,048 10,183 10,376 2,773 7,914 10.687 10,534 1,929 8,834 10,763 10,266 2,121 7,879 10,000 14,793 2,889 9.661 12,550 15,233 3,135 9,932 13,067 11,411 2,278 8,126 10,403 10,402 2,541 8,537 11,078 131,973 25,492 95,940 121,431 age checked in 1856....105,124 study the following table [t is a 56 STATEMENT OF FREIGHT TRANSPORTED IN 1856. Articles. 'Pounds West. Pounds East. Lath, bund’s... 180.115 8.974,150 31601 Shingles, M... 45,216 11,250,875 53,125 Posts, cords... 2 393 6 820.500 361,500 Hoop po’ea do. 25 3LOOO 42,000 Sh’gle Bolts do 19 57,000 Wagon fels do 6 24.900 do hubs sets. 300 15,000 do spokes do 18/69 92.345 E.R ties.....do 1,604 160,400 Staves, cords. 192 552,000 24,000 T ! mber, ^eet... 30,250 90,750 Wagons. 215 258.000 Locomotives... 10 368,000 92,000 Tenders, extr 3 . 4 40,000 Oars. 253 1,520,00) 2,528,000 Oasks oil. 38 19,0"0 Cement, bbls.. 1.919 671,650 549,500 Lime, do. Sab,do. 8 682H 2,170.625 187,313 ’20,989 62,967 000 Lard, do. 8,429 6 626 2 518,750 Liquor, do.... 8,245 % 280,480 2,358,080 Mour, do. 74150 501,335 15.515,064 Wheat, bu.... 2.051.860 1,425,542 121,686,059 Corn, bu. 2,769,272 25,823 155.053.438 : Oats, bu. 467,450 236,315 14,722 087 Rye, bu. 5,732 321,021 Barley, bu... 14,461 149 212 544,888 G.seeds, bu.. 21,937 11,730 975,419 Max seeds,bu 57 3,195 Potatoes, bu. 19,434 88,773 1,077,223 Horses. No... 766 577,000 189,000 Cattle, No.... 8.868 253,000 8,615,000 Sheep, No.... 3,746 4,600 220.260 Live Hogs,No 240,148 50,431,08ff Sundries. •••••• 70,678,588 8.124.148 X^OUa ••••••»• • «•••«• 9,781,895 186,192 Co&l* #••!••••» •••it* 16,115,553 11.998,418 Stone. -•••••• 5,546,513 2,535,886 Slate.. 14,000 Brick. 459,125 1,697,111 Marble. 19.000 Hides. 6.594 915,604 Wool. 7,512 308,716 Mill stuffs.... •••••• 253,756 3.429,856 Butter. 24,463 376,373 Pork. •••••« 15,713 18,961,976 Ice. 60,000 Provisions... ••••«• 62,617 2,392,120 Sand. Powderandf 78,300 66,201 903,750 Matches....) Machinery.,. 24,000 Spikes.. 41.209 Stone ware.. 437 275 Stoves.. 20,360 200,180 Broom corn. 816,742 Fruit bbls... £305 45,750 Empty bbls.. 5,789 1289,450 61,350 Total Pounds. 207,417.789 9,005,750 11.804,000 7,182,000 75,000 57,000 24,000 15.000 92 345 160,400 576.000 90,750 258,000 460,000 40,000 4 048 000 19,000 1,221.1?0 2.357,938 62,967.000 2,525,376 2,638,560 16,016.400 14,958,403 321,021 694,100 987,149 3,195 1,165,996 766,000 8.868,000 224,760 50,431,030 78.802,736 9,968,087 28,113,971 8.082,399 14,000 2,156,236 19,0ii0 922,198 316,9-8 3,683 612 400,836 18.977.689 60.000 2,4 4,737 982,050 66,201 24,000 41,200 437,275 220,540 816.742 45,750 350 800 409 903,119 432,215,191 842,118,310 agjThe following are the names of the towns and stations along the line of this road with their distances from Chicago. It will be observed that this road uses the track of the Galena Com¬ pany to the Junction, thirty miles west of Chi¬ cago. Arrangements will doubtless ere long be made to run in on a separate line. Park Station.. Miles. Hariem. .... 9 Cottage Hil!.. Babcock’s Grove.., .... 20 Danby. .... 22'( Wheaton.. .... 25 Winfield.. .... 27}] Junction. .... 30 Batavia. .... 36 Aurora. .... 43 West Aurora. Oswego.. .... 47 Bristol. .... 51 Piano.. .... 57 Sandwich... ....'61 Somonauk. .... 64 Waverly. .... 71 Ear]... Miles. Mendota.88 Arlington.97 Dover.104 Princeton.109 Wyanet.116 Buda. 122 Neponset.128 Kewanee.136 Galva.144 Alton a.152 Oneida Post Office.... Wataga..162 Galesburg.168 Oameron.177 Monmouth.184 Young America.191 Oquawka Junction ..202 East Burlington.210 This road has very important extensions and connections, and first in order we notice the' Burlington and Missouri Railway. W. F. Coolbaugh, Burlington, Iowa, Pres’t. Wm. H. Backus, “ “ Sup’t. Oliver Lock, “ “ Sec’y. J. G. Foot, “ “ Treas. H. Theilson, “ Chief Engin’r. This is one of the roads to assist in the con¬ struction of which Congress granted alternate sections of land along its line. It is in the hands of able and most enterprising men, who have both the energy and the means to push it for¬ ward rapidly toward completion. It is now fin¬ ished and in operation to Mt. Pleasant, thirty miles west of Burlington. Seven miles more w’ll be opened as soon as possible after spring opens. It is under contract, and if we mis¬ take not is to be completed to Ottumwa, on the Des Moines River, during the coming summer. It runs nearly due west through the second tier of counties north of the south liue of Iowa—a region of country which for beauty, salubrity of climate and richness of soil, has no superior in the Mississippi valley. It points directly at the mouth of the Platte River, and is sure to be one of the greatest thoroughfares of the Mississippi valley. It is in the hands of a company who have both the will and the means to complete it at an early day. An important line connecting with the Chica¬ go, Burlington and Quincy road is the Northern Cross Railway. N. Bushnell, Quincy, President. W. G. Bullions, “ Superintendent. John C. Cox, “ Secretary. “ “ Treasurer. The name of this road is not at all significant of its location. It connects with the Burlington and Quincy road at Galesburg, 168 miles from Chicago, and runs thence to Quincy on the Mis¬ sissippi River 100 miles. It passes through one of the finest sections of the State and cannot fail to do a large business. It was opened in Feb¬ ruary for passenger traffic, but the figures fur¬ nished us commence with July. It must be remembered that this is a new road and conse¬ quently that its business will increase very ra¬ pidly. For the last six months of the year we have the following: *1 .1 MONTHLY RECEIPTS. PassVrs. July.$10,678.53 August. 10,665.42 September.. 12,954 67 October. 15,262.37 November.. 11,815.46 Decenber.. 12 748 90 Freight. Mail k Mis. Totah $11,958.35 i $1,034.79 $23,671.67 25.037 43 1,052 83 36,755,68 25,621.17 1,725.30 40,301.14 27,966.44 1,117 09 44,346.90 22,961 55 1,133.75 35,610 76 20,333 18 1,155 56 34,237.64 Total....$74,125 35 $133.578 12 $7,219 32 $215,222.79 We are furnished with the following table showing the MOVEMENT OF PASSENGERS. North. South. Thro’. Wav. Total. Thro’. Wav. Total. Ju’y. ..276 5.262 5,538 483 4,962 5.445 AUgUSt. .292 5,455 5,747 448 5.383 5,831 September.. ..445 5,929 6,374 602 6,345 6,947 October. ...652 7,456 8.108 563 6,059 6,622 November.. ..706 5,091 5.797 468 5.206 5,674 December... ,. 524 1 5,722 6,246 703 6,339 7,042 Total'... .2,895 34,915 37.810 3,267 34,294 37,561 t As our object in obtaining the movement of passengers was to show as near as possible how many more people the west actually received than it sent back east, and as this is a connect¬ ing line with the Chicago Burlington and Quin- 57 cy, and + hey may be included in those of that road, we omit them in our final table. The following table shows the names of the stations on this road with their distances Galesburg. Miles. from Milts. Saiuda. Colmar. Abingdon. .10 Plymouth. Ft. Augustine.... .16 Angus a. .63 Avon. .20 LaPranie. Prairie CUy. ..23 Camp P )in f . Bushoell. .29 Coatsburg.. .83 r?Ardo'nh. 33 Pa lorn a .. . .87 Mac mb. .41 Fowler. Colchester. Tennessee. .47 Criola. .91 .49 Quincy. Quincy is one of the most beautiful and pros¬ perous cities in the State, and its connection with Chicago will be mutually and largely bene¬ ficial to both. An important extension of this road is the Hannibal and St. Joseph Railway. Robert M. Stewart, St. Joseph, Mo., Pres’t. J. D. Dowling, “ ** Secretary and Treasurer. Josiah Hunt, St. Joseph, Mo., Chief Engineer, This road is to run from Hannibal, on the Mississippi, to St. Joseph, on the Missouri River. Thirty miles of the road are already finished and in operation, and by the first of October it is thought thirty-five more will be opened. It will give us a direct connection by railway with Kansas, and will be a most impor¬ tant road to that State as well as Missouri and to our own city. A reliable correspondent speaks in glowing terms of the fertility of the soil and the beauty of the country through which it passes, and adds : “It only requires the muscle and the will to develop the latent wealth of Northern Missouri and make it the richest section of the West. Emigrants from Kentucky and Virginia, with at least an equal number from the Northern States, are coming in rapid ly. The steam whistle has broken the slumbers of some of the old fogies, who are just now in a brown-study whether it is best to sell out to a new-comer and go to Kansas, or to make an effort to keep pace with the improvements going on around them. One way or the other they must “Clear THE TRACK.” The resources of the Company for buildir g and equipping the road are ample. They have a reliable stock subscription of two million dollars, three million of State bonds, and six hundred thousand acres of superior lauds, with which to build a road of 206 miles. When completed and equipped, without ballast, it will cost about 130,000 dollars per mile. The full amount of money required has been secured, and the time of completion will be determined by the labor that can be brought to bear upon it. Judging from the past season, it is not probable the road will be opened to St. Joseph before the close of 1853.” Again we return from our long journey to the Missouri River to Chicago and notice the next grand trunk line leaving the city. It will be noticed, however, that these roads cross each other at Pond Creek, and the most important extensions and branches of the Rock Island road lie north of those of the Chicago, Burlington and Quincy. Next we have the Chicago and Rock Island Railway- Henry Farnam, President. John F. Tracy, Superintendent. F. H. Tows, New York, Secretary. A. C. Flagg, “ Treasurer. The history of this road has been fully present¬ ed in former articles. It is now our more pleas¬ ing duty to show by the figures of its business that it is fully meeting the expectations of its most ardent friends. The following table shows its MOSIHTLY RECEIPTS, Passes gers January....$ 38,130 53 February... 33,182.66 March. 57,575 30 April. 76,033.55 May.. 82,970 17 June. 74,637 09 July....'.... 64,635 19 August.. 63,661 41 September.. 86,514.23 October. 93,293.20 November.. , 70 805.17 Dec. (est),.. 57,260 61 FrGsrht. $35,557 90"| 30.014 62 38,776.79 55,667,07 63,885 38 66 366 03 90.682 54 Mail. $21,200 121,759.34 136,694.96 142.652.10 89,374.46 60,364,39J Total. $ 73,688.43 63,196.88 96,352.09 131,710.62 146,855.55 141,003.22 155.317.73 185,420.75 223,209.29 235,945 30 160.179.73 117,624.91 Total....$798,699.11 $931,805,49 $21,200 1.751,704,60 The following table shows the MOVEMENT OP PASSENGERS. West. East. Thro’. Jan....2,074^ Feb.... 2,824* March 4,188 April. .5,660 May...5.212 June ..5,160* July.,,3,453 Aug....2,822* Sept. ..5,232* Oct....5,374* Nov ...3,946 Dec....2,130* Way. 7,202 6,840 10,146 13,712 15,649 12,918 14,994 15,290 16.129 17,740 14,638 11,920* Total. 10,176* 9,664* 14,334 19,372 20,861 18,078* 18,447 18,112* 22,361* 23,114* 18,584 14,051 Thro’. 1,706* 1,700* 2,270* 2,344 1,234 3,724* 2,630 2,719 3,219 3,540 2,817* 2,533* Way. 7,610 7,606 10,166 10.495 13,568 11,636 12.156 11.247 15,250 14,352 12.157 12,329* Total. 9,316* 9,306* 12,436* 12,839 14,802 15,360* 14,786 13,966 18,472 17,892 14,974* 14,863 48,978* 157,178* 206,157 30,439 138,575* 169,014* The following are the names of the towns and stations on this road, with their distances from Chicago: Miles. Junction. Blue Island. .15* Bremen. Mokena. .29* Joliet. Minooka. .51 Morris. .61* Seneca. .72 Marseilles. .76* Ottawa. .84* Utica. .94 La Salle. .98* Miles. Peru. .100 Trenton. .109* Bureau.. .114 Tiskilwa. .......122 Pond Creek. .128* Sheffield. .136* Annawan. .145* Atkinson. .lol Geneseo. .159 Colona. .169 Mol me. .179* Rock Island.... . ,...181* We have heretofore spoken at length of the splendid bridge spanning the Mississippi at Rock Island, which connects this road with the Mississippi and Missouri Railway. Gen. John A. Dix, New York, President. E. Cook, Davenport, Tice President. Hiram Price, “ Secretary. Hon. A. C. Flagg, New York, Treasurer. B. Brayton, Davenport, Chief Engineer. Addison Day, “ Superintendent. This road consists of three divisions. The first extends from Davenport on the Mississippi to Council Bluffs on the Missouri, a distance of about 300 miles. Of this distance 55 miles to Iowa City are completed and in operation. The entire line is surveyed and located, and prepa¬ rations are being made to commence vigorous operations in the spring. It is intended to have 58 the road completed to Fort Des Moines, 120 miles from Iowa City, in two years. It is ex¬ pected that Council Bluffs will be reached in about five years. This road also participates in the grant of lands made by Congress to Iowa to assist in completing her main east and west lines of rail¬ way. By this grant, it receives nearly half a million of acres. It is in the hands of wealthy capitalists and moit enterprising, energetic men, and we regard its completion by or before the time specified as placed beyond any contin¬ gency. The names of the stations on this road with their distances from Davenport, are as follows : Side Track. Miles. ..3 Moscow.. Miles. .28% Walcot. .12% Ataltssa. Fulton. West Liberty...., .39 Durant. .19% Downey.. .44% Muscatine Junction...25% Iowa City. Muscatine. .38 The second division extends from Mnscatine to Oskaloosa, about 100 miles from Muscatine. Hertofore we spoke of this road as to run to the Missouri, but as it will not be extended beyond Oskaloosa for some time to come, we now rest our description there. Twenty miles of this road are nearly completed and will be opened for business early in the spring. Twenty more to Washington will be completed during the coming summer, and the balance within two years. The third division of this road is to run from Muscatine north west to Cedar rapids, a distance of about 50 miles. Thirteen miles ot this road, from Muscatine to the Junction with the first division, are completed and in operation. There are several north and south roads pro¬ jected in Iowa; but as these do not come within the plan of this article we omit them. We have now completed the description of the roads in Iowa, and return to Illinois, to notice an impor¬ tant feeder of the Rock Island, the Peoria and Bureau Valley Railway. Hon. N. B. Judd, Chicago, President. John F. Tracy, “ Superintendent. W. Cockle, Peoria, Secretary. Charles W. Durant, N Y., Treasurer. Thi3 road is leased by the Rock Island Com¬ pany and is run in connection with that road. The rent is $125,000 per annum, yielding eight per cent, to the stockholders. It extends from Bureau station, 144 miles from Chicago to Pe¬ oria, a distance of 47 miles. The following are the names of the stations with their distance from Chicago : Miles. Miles. gnachwine.122 Rome.145% Henry.127 Mossville.151 Lacon.134% Peoria.160% Ghlllicothe.142% As an extension of this road we notice the Peoria and Hannibal Railway. Myron Phelps, Lewiston, Ill., President. F. J. Porter, Canton, Secretary. George Phelps, Lewiston, Treasurer. Wm. G. Wheaton, Peoria, Chief Engineer. This road is to run from Peoria on the Illinois River to Hannibal on the Mississippi, 129 miles, connecting there with the Hannibal and St Jos¬ eph Railway. It will pass through a rich and well settled country universally admitted to be one of the best in the State. Stock subscriptions of $481,000 have been made to the road, and its friends are confident of success. It is a road in which our own citizens as well as the people along its line can well afford to take a deep in¬ terest. Next we notice the Peoria and Oquawka Railway. We are sorry that the officers of this road have failed to furnish us accurate data with reference to its condition and prospects. The west end of the line from Galesburgh to Burlington was completed some time since by the Chicago, Bur¬ lington and Quincy Railroad. From Galesburg east through Peoria to the junction of the Chi¬ cago, Alton and St. Louis Road, it is now all completed and in operation. It forms with that road another and a very direct route between Peoria and Chicago. Its length between these points is about 143 miles. The next main trunk line leading out of Chi¬ cago is the Chicago, Alton and St. Lonis Railway. Ex-Gov. J. A. Matteson, Springfield, Presi¬ dent. A. H. Moore, Bloomington, Superintendent. L. Darling, Chicago, General Agent. This road has been in a transition state for the past year. Owing to the pecuniary embar¬ rassments of Mr. Dwight, the principal owner of the road, in the early stage of its construction it has suffered considerably, but, within the past few months it has passed into the hands of a new company with Ex-Gov. J. A. Matteson at its head ; and the public will confidently expect that now it will be conducted with energy and ability. For the above or some other reason we are not iurnished with its figures for the past year. It has been doing a large and increasing business, however, and from conversations with those who are intimately acquainted with its affairs, we think it entirely safe to estimate its receipts at $1,000,000. It forms nearly an air Line to St. Lonis, and runs through one of the very finest parts of the State. The following table exhibits the names of the stations on this road with their distances from Chicago: Miles. Miles. Chicago. Joliet. Ell wood.. WilmiDgton. Stewart's Grove.... Gardner. Dwight. Odell. Livingston. Pontiac... Rook Creek... Peoria Junction.... Lexington. Towanda. I. C. R. R. Junction Bloomington.. Funk’s Grove. McLean.. Atlanta. Lawn Dale. Lincoln. 0 40 48 55 61 66 74 82 88 . 93 98 104 111 119 126 ,128 ,139 .144 .149 ,153 ,159 Broadwell.165 Elkhart.170 Williamsville.176 Sangamon.183 Springfield.188 G. W. R. R. Junction....190 Woodside.194 Chatham.198 Auburn.204 Virden.210 Girard.214 Nilwood.217 Carlinville.226 Macoupin.232 Plainview.*37 Shipman.241 Providence.246 Brighton.249 Monticello.256 Alton.260 St. Louis.283 59 The next grand trunk line is the Illinois Central Railway. W. H. Osborn, President. O Jas. C. Clarke, Master of Transportation. W. K. Ackerman, New York, Secretary. J. N. Perkins, “ Treasurer. G. B. McClellan, Chief Engineer. In former articles we have dwelt at length on the magnitude and the history of this road, con¬ ceded on all hands to be one of the grandest en¬ terprises of the ag©. It extends from Dunleith. through the heart of the State to Cairo, at the mouth of the Ohio. Prom Centralia, 112 miles north of Cairo, the Chicago branch connects our city with Cairo. The total length of the road is 704 miles. . _ , - Our readers know that a munificent gran, ot lands was made by Congress to aid in the con¬ struction of this road. For the following state¬ ment of the total amount, and the sales of th*t land, our readers are indebted to Hon. John Wilson, Land Commissioner of the Company: LANDS—NUMBER OF ACRES. f The annexed table shows the total movement of passengers. We are glad to be able to give it as it is, and hope hereafter that the different directions they go will be specified. It will be observed that the month of October shows a greater movement, by nearly ten thousand than any other month. MOVEMENT OF PASSENGERS—TOTAL NO. NORTHLANDSOUTH. January. 35,055% July....“rn’ol? Grantee!. Sold. Construction....... ••2.000 ’£aa 559,136.09 Interest Fund. 2o0,000 isw 771 ni Free. 45.000 152,774.01 Total.2,595,000 £65,211,01 Add sold. On hand. 1,440,863 91 . 96,699,09 192,225.99 L729.788 99 865.211 01 Aggregate of grant. 2,595,000 00 RECEIVED FOR LANDS IN 1856. Notes received for construction lands... do Interest Fund do ... do Free., do ... do Town lots to intst. fund $3,281,375.83 274,009.48 1,168,071.85 23,182.90 Total of notes. $4,746,640.06 CASH RECEIVED ON . Construction lands...$ c y siy? oi Advance interest on do. 184,297,91 Interest Vur d Lands... 76 088.b3 Advance interest on do. 8,420.07 On Free Lands.. .. 9^29.10 Advance interest on do. 64,bU9.8o On Town Lots... 1 4,709.85 Advance interest on do. l,2bb.ob Total of Cash. 368,010.52 $5,114,650.58 5,598.577.83 $10,713,228,41 February. Apr r 8 h .::::::::::::: MS ill* January. February. Passengers. . 150,369,66 . 65.189 12 Freight. $63,220 57 60,844.67 62,848 05 89,379 85 83,370.24 96,151 36 88.426.57 99,326.43 79,077.21 Jniv . 99,453.43 85,872,67 August. Seotember. 96,448.34 123,017.06 135.749.92 137,030,85 148,030 42 152,396.08 November. December. Ex. baggage for ’56. 109,354 62 82,670.87 5,903.68 121 648 59 72,198.43 August.®7,821% September. 68,676% October.79,106 November. 00 , 93.2 December. 43,449% Total........651,749% The following are the names of the stations on the Chic?go Branch, and on the main line be¬ low Centralia, with their distances from Cairo north. Aggregate of notes and cash... Add agg. ef receipts prior to >56, Total 01 all to January 1,18o7.. It will be seen that only a very small fraction over one-third of the lands have been sold; and if those on band will average the value of those that have been sold, tbe receipts of the Compa¬ ny from lands will alone exceed $30,000,000. The country along the line of the road is surpassing¬ ly rich and beautiful, and is settling very rapid lv with a highly intelligent population; and it is universally conceded that this Company must realize one of the most gigantic speculations of the age. The following table shows the MONTHLY RECEIPTS. Mail & Mis. $12,533 53 10,771.53 13,667.25 15,193,49 16,041.55 21,487.10 20,207 64 19,638,66 121,857.25 17,599 24 15,379.73 17,795.55 Miles. Neoga.183 Effingham.Ib 8 Edgewood. Farina.1|| Kimmunday. l’onti. 126 Odin.120 Centra' ia.112% Richview.103 Ashley. Coloma........91% Tamaroa. 80 % Du Quoin.7b% DeSoto.03 Carbondale. Makanda.’ 8 % Jonesboro.°6/4 Wetaug. 24% Ullin.20% Pulaski.l 6 |t Villa Ridge.11& Mounds.• •••• 8 Cairo...... Miles. Chicago..379% Engine House.S Cattle Track....„ Hyde Park. ■ Calumet.36a% Thornton.3ao% Matteson...3al% Richton.§o0% Monee.|44% Peotone.ggs% Manteno.332% Kankakee.322% Chebanse.“14% Ashkum.305% Onarga.292% Bpring Creek.290% ..279% Pera........270% Rantoul.264% Urban a.2a0% Tolono....241% Pesotum.224% Okaw.209 Mattoon.194% The following table shows the names of the stations on the main line, with their distances from Cairo north. Miles. Oentr&hfli Sandoval.118% Patoka.128 whobonier.. .13b Vandalia. Ramsey.loo Pana.172 Tacusa. 1 ®^ Moawequa.i®9 Macon.194% Decatur.-04% Maroa.217% Clinton.226 WapHla.230% Hej worth. Bloomington.237 Hudson.248 TCa cdji .257 Junction.261% Panola.269% Minonk.2/7% Wenona..287% Miles, Tonica.298% La Salle.307% Homer ••••••••*•••••• Mendota..£23 Sublette.332 Amboy.“39% Dixon.3ol% Woosung......3o»% Polo.364% Haldane. Forrrston.“74% Freeport.387 E.eroy......o9o *ena........399% Nora..407% Warren.411 Apple River..417 Scales Mound. 42o% Council Hill.4“0% Galena.437% Menominee.44o% Dunleith.454% With any recent map of Illiuois before him the reader will see that this road is properly named the “Illinois Central, entirely through our noble State, cannot fail to be alike profitable $1,112,401,78 $1,154,964.37 $ 202,167.52 Total.......,$2,469,533.6/ IS as it passes Its future ___ to the stock¬ holders, and in the highest degree beneficial to our State. The next trunk line is the Pittsburgh, Fort Wayne and Chicago Railway. Geo. W. Cass, Pittsburgh, President. << « J. H. Edgerton, T. D. Messler, Jas. H. Moore, Geo. Darsie, D. W. Boss, Chicago, General Agent. Vice President. Secretary. Superintendent. Treasurer. 60 Within the last year the different roads be¬ tween this city and Pittsburgh have been con¬ solidated, and it now forms one continuous line to that city. The road is completed from Pitts¬ burgh west to Plymouth, Indiana, 383 miles. From Plymouth to Chicago, eighty-two miles, the road is all under contract, and a consider¬ able portion of the grading is already done. It is all to be completed during the coming season. We learn that contracts have just been made for twenty first-class engines, fifty-two passen¬ ger and seven hundred freight cars, with a num¬ ber of baggage cars to provide for the increased business of the road as soon as completed. For the present and till its own line is fin¬ ished this company has running arrange¬ ments with the Michigan Southern Railroad to La Porte and the Cincinnati, Peru and Chicago to Plymouth, so that we now have a direct line to Pittsburgh, and by the Pennsylvania Central to all the Eastern cities. The distance to Pitts¬ burgh by this line is 465 miles. This will form one of our most direct and important thorough¬ fares to the Atlantic seaboard. The next great Eastern line is the Michigan Southern and Northern Indiana Railway, Hon. John Wilkinson, Syracuse, N. Y., President. Sam Brown, Adrian, Mich., Superintendent. E. H. Hopkins, New York, Secretary. E. C. Litchfield, “ Treasurer. Geo. M. Gray, Chicago, General Agent. This is one of our great Eastern thorough¬ fares, and one of our most successful western railway lines. The bridge at Toledo was com¬ pleted more than a year since, giving us, with the Lake Shore lines and others further east, unbroken connection by rail with all the Atlan¬ tic seaboard. We exceedingly regret tha t the figures show¬ ing the business of this road have not been furnished us. We have already delayed publica¬ tion of this article several days with the hope of getting them, but up to the hour of going to press they had not reached our office. Of course our aggregates of figures are not strictly ac¬ curate; but well informed business men will agree with us that they are below rather than above the true amount. In our estimate therefore for its receipts we add twenty per cent, for increase over 1855 giv¬ ing us $8,114,756.06. The public are well aware that the business of this line was large, and we have full confidence that our estimate, corres¬ ponding mainly with the ratio of increase of other roads,will not vary materially from the ac¬ tual figures. As to the movement of passengers we are much more at a loss. At the hazard of incur¬ ring the displeasure both of the officers of this line and the Central we shall call them equal. We presume in the absence of the actual figures each would claim the supremacy. They will be found in t^ general table on this subject. The foll“ing table shows the names of the stations on this road, with their distances from Toledo west: Tdedo.. M ^ e3 ' gturgis.... MI1 A* Air Line Junction. 3 White Pigoon ..i°3 V.Middlebury.11 Il 28 «-°-° v. j^ atlon . 18 Bristol.,134 1 sw*" . Palmyra. 27 Adrian.32 Ciayton. 43 Hudson.* 49 Pittsford. 55 Osseo. 60 Hillsdale. 65 Jonesville .70 Aliens. 77 Quincy. 81 Ooldwater, Mishawaka. 153 South Bend. 157 Terre Coup ;e.169 New Carlisle.170 Rolling Prairie.177 Laporte.184 Holmesville. 193 Calumet......202 Bailey Town.206 Millers.213 Pine Station.220 ... Ainsworth.231 Unw r? n v.98 Chicago Junction.237 Burr Oak. 105 Chicago.243 As a Branch of the Michigan Southern we no¬ tice the Cincinnati, Peru and Chicago Railway. W. J. Walker, Laporte, Indiana, President. N. Kendall, “ “ Sup’t. This road is intended to connect several im¬ portant lines at Peru, Indiana, with the Mich¬ igan Southern at Laporte, and the Pittsburg road at Plymouth. It now forms a part of th8 line to Pittsburg as above stated. Its length between Peru and Laporte will be about se¬ venty miles.. The distance now completed and in operation is twenty-eight miles. The next grand Eastern Trunk Line is the Michigan Central Railway. J. W. Brooks, Boston, President. R. N. Rice, Detroit, Superintendent. W. B. Fowls, Boston, Secretary. Isaac Livermore, Boston, Treasurer. J. M. Berrien, Detroit, Chief Engineer. The earnings of this road for the past year are as follows: MONTHLY RECEIPT3. Passem’rs. Freight. Mail A Mi?. Total $86,978.46 $6,785.58 $156,954,63 Jan.$ 63,190.59 Febi. 65,168.76 52,642.37 March.... 94,554.93 89,876 60 April.... 147,430.99 125,837 32 May. 162,170.76 140,453.69 June. 155,799.91 104,764,25 July. 139,596.68 80,289,45 August... 146,826 57 112,021.45 Sept. 197,471.16 166,448.34 Oct. 215,934,04 185,254.76 Nov. 138,698.46 174,951.46 Dec. 95,989 85 112,569.94 Total ..$1,611,932.70 $1,432,088 09 $84,133 31 $3,128,154.10 The following table shows the movement of passengers. It will be seen, as in the case of the Illinois Central and some others, that Octo¬ ber is the month when “people travel.” Sep¬ tember has the preference in a few qf the roads: MOVEMENT OF PASSENGERS.' 6,724.75 7,273.74 7,538.70 9,193.77 6,833.96 6,815.04 i 6,801.87 7,992.72 3,273.31 7,644.19 7,255.68 114,535.88 191,705.27 280,807.01 311.818.22 267,398.12 226,701.17 265,649 89 371.912.22 403.562.11 321.294.11 215,815.47 West. East. Thro’. Jan.,.. 2,5833* Feb ... 2.717 March 6,207 April..12,721 May. .13,345 June..11,6173* July ..10,4253* Aug...11.061 8 ept ..14,759 Oct...,17,326 3* Nov...10,253 Dec... 4,645)* Way, Total. 11,819)* 14,403 10,191 >* 12,9083* 15,9473* 22,154!* 19,9803* 32,7013* 18,265)* 31,6103* 17,113 28,730$ 18,231 28,6563* 19,143 30,204 23,163 37,922 28,391 45,6273* 28,458)* 28,711)* 14,505 19,1503* Thro’. 2,139 1,8253* 2 697 3,813 5,592 7 607 6,968 6,897)* 8.187 7,932 5,794 4,734)* Way. 11,193)* 9,8773* 13,7673* 14.920)* 15,203 17.200 17,752 17,2343* 20 , 220 )* 25,197)* 16 653 15,479)* Total. 13,332)* 11,702)* 16,4643* 18,733)* 20,795 24,807 24,720 24,130 28,4073* 33.129)* 22,447 20,214 117,661)* 215,119 332,780)* 64,186)* 194,6963* 258,883 61 The following is a statement of several arti¬ cles of freight moved on the Michigan Central Railroad during the year ending Dec. 31, 1856 : Flour, Corn, bMs. bn. Jan ....12,777% 25,473 Feb.... 6,324 17,524 March..13,270% 25,037 April...21,316 15,294 May... .24,005% 12,993 June.. 25,204 9,216 July....17,035 9,807 A uk.... 47,849 9,843 Sept....66,977% 4,959 Oct-73,731 29,551 Nov....57,754 28,296 Dec....21,051 63,619 Oats, ■Wheat, Mdse, Lum’r, ft. bu. bu. tans. 3,913 3,712 2,447 1.012,065 13,580 8,107 1,530 1,202,834 7,848 4,521 4,187 2,235,470 6,151 8,014 6,056 2,271,779 4,895 40,343 7,579 1,566,924 8,691 67,322 5,137 1,474,672 2,788 36,563 3,394 1,222,744 2,715 148,023 5,029 1,168,623 8,614 118.714 8,473 1,093,460 8,487 139,839 9,567 1.184,434 6,630 141,484 8,107 1,132,450 44,846 32,582 7,275 1,707,887 Total. 387,295 251,612 119,158 749,224 68,781 17,273,342 The following are the towns and stations on this road, with their distances from Chicago: Miles. Merrick’s. 5 Calumet.15 Gibson’3.24 Porter.?44 Lake.36 Michigan Oiiy.57 New Buffalo .66 Chambers.74 Terre Coupee.83 Buchanan.87 Niles.93 Pokagon.100 Dowagiac.106 Decatur.117 Paw Paw.125 Mattawan.128 Ostemo.135 _ . Miles. Kalamazoo......141 Galesburg.150 Battle Creek.164 Marshall.177 Albion.189 Parma.198 Jackson.208 Grass Lake.219 Chelsea.230 Dexter...237 Ann Arbor.247 Ypsilanti. 254 Denton’s.259 Wayne.267 Dearborn.274 Half Way Station.279 Detroit.284 At Detroit the Michigan Central connects with the Canada Great Western Railway, and this ^with ^ the New York Central and the New York and Erie Railway at Niagara Falls makes it one of our great thor¬ oughfares to the Atlantic seaboard. The wire suspension bridge at Niagara Falls is one oi the gr -atest triumphs of engineering—indeed it is in reality one of the “ wonders of the world.” At Hamilton, Canada, the Great Western connects with the Canadian Grand Trunk Railway,opened for travel in September last, giving us a direct railway communication with Toronto, Montreal Quebec, and Portland in the State of Maine. ’ As a connecting line with the Michigan Cen¬ tral, we notice the New Albany and Salem Railway. James Brooks, New Albany, Ind., President. John B. Anderson, New Albany, Ind., Super¬ intendent. George LymaxN, New Albany, Ind., Secretary and Treasurer. This road runs from Michigan City to New Al¬ bany on the Ohio River, and lies wholly in the State of Indiana; but as it has trains running di¬ rectly to this city over the Michigan Central track, and intimate business relations exist be¬ tween most of the country through which it runs and our city, it may properly be regarded as an important part of the railway system which has Chicago for its centre. The following table shows the Passen’rs. Jan.$ 21,705.23 Feb. 17,972 15 March. 29,994.74 April. 30,878.87 May. 33,278.75 June. 32,991.09 July. 28,625.66 August. 36,163.10 Sept. 46,012.81 Oct. 53,253.93 November. 33,295.55 December.. 28,539 70 MONTHLY RECExPTS. Freight. $26,724.09 15,828.34 27,623 00 31.885.67 25,489.00 26,733 66 20,612 30 23,685 14 25,051.25 28,745.19 24.411.67 36,187.64 Mail * Mis. $1,837.50 1.837.50 1,837 50 3.587.50 3,587.50 3,587.50 3,587 50 3,587.50 3,587.50 3,587.50 3.587.50 3.587.50 Total. $50,266.82 35,637.99 59.455.25 66,352.04 62.355.25 63,312 25 52,825.46 63,435.74 74,651.56 85,586.62 61,298.72 68,314.84 Total.$392,711.58 $312,976.95"$37,800.00 $743,492.53 The following for the last six months in the year shows the MOVEMENT of passengers. North. South. T , Thro’. Way. July. 504 9,186 August. 519 10,330 September.. 1,122 11,334 October.. 651 10,951 November... 342 ^ 8,174 December.... 134 6,711 Total. 9,690 10,849 12,457 11,603 8,516 6,845 Thro’, 156 1,020 489 441 333 106 Way. 7,566 8,872 9,798 10,440 7,942 6,152 Total 7,722 9,892 10,287 10,881 9,275 6,258 Toi al.3,272 57,686 59,959 2,545 51,770 54,315 It will be seen that September has the great¬ est movement north and October south. Busi¬ ness men will not be at a loss to account for this difference. Other Railways in Illinois. We have space merely to notice briefly the railways running nearly east and west through the State. The first is the Joliet and Laporte or “ Cut-off” road. Its name indicates its location. Its length in Illinois is about thirty miles. The Michigan Central have a lease of and operate this road. E. Knowlton, Esq., Joliet, is the Superintendent. The Peoria and Oquawka has already been noticed. At present it operates as a feeder to and is a part of the Chicago svstem. The next road south is the “ Great Western,” running from Naples, on the Illinois River, to the Indiana State line near Danville. It there connects with a direct line completed to Toledo. Th~ length of road now completed in Illinois is about 200 miles. B. F. Pond,E sq.,Jacksonville, is the Superintendent. The next road is the Alton and Terre Haute. The name indicates its loca¬ tion, and its entire line is completed and in operation. Length in Illinois, 173 miles. The next road is the Belleville and Illinoistown, running between those two places. Distance, 14 miles. Next we have the Ohio and Mississippi Railway. It runs entirely across the State, from St. Louis to Yincennes, Indiana, connect¬ ing there with roads to Cincinnati, Cleveland and cities further east. Length in Illinois, 147 miles. We must not omit to mention the Illi¬ nois River Railway—R. S. Thomas, Esq., Vir¬ ginia, Ill., President. This is a new and im¬ portant enterprise, and from the energy of the men who control it, the public entertain high hopes of its success. It is to run from Alton, on the east side of the Illinois River, most of the way some twenty miles from it, to Peoria. It will form an important addition to our railways, and we wish it abundant success. It is also in contemplation to build a read immediately be¬ tween this city and Joliet, to form the northern end of the Alton and St. Louis road. The cars now come in from Joliet on the Rock Island road. The road is in the hands of Ex-Governor Matteson, and it will doubtless be completed at an early day. There is also a company formed to build a road from this city, through Ambov, nearly due west to the Mississippi; but we are not aware that any work has yet been done. 62 UPerhaps there are other projects and other roads ; but we fear that the length of our article will weary our readers. Let us now condense the facts already before us, that we may see at a glance the magnificent results already achieved. The following list embraces the roads comple¬ ted, in process of construction, or projected with their different branch and extension lines, cen¬ tering in Chicago. Where roads extend beyond Illinois they are in most cases traced only through a single State beyond our own. The trunk lines are set near the left of the column ; the branch and extens : on lines are indented. Mile?. Chicago as d Milwaukee.§5 Kenosha and Be'oit. °9 Racine and Mississippi......15U Chicago, St. Ifaul and Fond du Lac, Chicago to Mar¬ quette and Ontonagon on Lake Superior.453 Milwaukee and Mississippi (Western Dmsion)}30 Milwaukee and LaCrosse (Western Division)..350 Hudson and Superior.134 Galena and Chicago Onion.141 Fox River Valley. Wisconsin Central.igO Beloit Branch. 20 Beloit and Madison... Mineral Point.50 Prairie duChien and LaCrosse...150 Dubuque and Pacific.foO Galena (fulton) Air Line...‘13o Iowa Central Air Line.on Chicago, Iowa and Nebraska to Cedar Rapids.. SO Chicago, Burlington and Quincy. 210 Burlington and Missouri.420 Northern Cross.100 Hannibal and St. Joseph.^06 Chics go and Reck Island... lo^ Mississippi and Missouri.1st Division...o00 do do .2d do 100 do do .3d do .... 50 Peoria and Bureau Valley.47 Peoria and Hannibal.124 Peoria and Oquawka.llg Chicago, Alton and St. Louis.2»o Illinois Central.704 Pittsburg, Fort Wayne and Chicago.4bo Michigan Southern and Northern Indiana....,.442 Monroe Branch.30 Cincinnati, Peru and Chicago.70 Michigan Central. 4s4 New Albany and Salem.4o4 Total 11 trunk and 28 branch and extension lines. .6,929 It will be seen that each year this list is some¬ what changed. The names of some roads are changed, a few are omitted and some are added. Our object is to make our statements perfectly accurate at the time they are written. As to a the projected lines, those only are given which have at last a fair prospect of success. The following list embraces the trunk roads actually completed and in operation, with their branch and extension lines, centering in Chi¬ cago : Miles. Chicago and Milwaukee.85 Racine and Mississippi.86 Chicago, St. Paul and Fond du Lac.121 Milwaukee and Mississippi, Western Division..105 Galena and Chicago Union.121 F6x River Valley.33 Wisconsin Central. 6 Beleit Branch.20 Beioit and Madison. 17 Mineral Point.17 Galena (Fulton) Air Line.136 Chicago, Iowa and Nebraska.13 Chicago, Burlington and Quincy...210 Burlington and Missouri.30 Northern Cross. 100 Hannibal and St. Joseph.30 Chicago and Rock Island. 182 Mississippi and Missouri, 1st Division.55 do do 3d do .13 Peoria and Bureau Valley....47 Peoria and Oquawka.143 Chicago, Alton and St. Louis.283 Illinois Central. 704 Pittsburg, Fort Wayne and Chicago.383 Michigan Southern and Northern Indiana.242 Cincinnati, Peru and Chicago. 28 Michigan Central.282 New Albany and Salem.,284 11 Trunk and 17 Branch and Extension lines....3,676 Taking the portions of the above lines which lie in the State of Illinois, and adding the length of the different roads completed in the centraV portions of the State, we find that Illinois now contains two thousand seven hundred and SIXTY-ONE MILES OF COMPLETED RAILWAY. Five years ago we had only ninety-five miles. These facts show a most gratifying progress, of which every citizen of Illinois may well be proud. The total number of trains which now (mid¬ winter) arrive and depart from Chicago daily is 104. Adding 15 per cent, for the number as soon as navigation opens, and we have 120. The amount of freight, the number of passengers, and the wealth and the business which these trains daily pour into the lap of Chicago can only be appreciated by those who are on the ground and will take pains to examine the sub* ject for themselves. The earnings of our different railway lines during the past year have been of the most satis¬ factory character. We should like to see the re¬ ceipts of the different lines centering in other cities, that a comparison might be made. When it is remembered that five years ago we had but 40 miles of railway, earning perhaps $40,000, the contrast is truly amazing. We present The following table , showing the earnings of the railroads centering in Chicago, for the year 1856. Passengers. Freight. Mails, &c. Total. O. & M. (our estimate) 650,000.00 C. S. P. A F. $ 58,380.43 73.224 52 5,698.72 137,303,67 G. A C. U.. . 945,629.64 1,465.982,14 44,434.02 2,456 045.80 F. R. V. (our estimate) 50,000.00 C B. * Q.... 485,909.31 1,119.784 38 21.335 32 1,627 029.61 N. C,,6m... 74,125.35 133,878.12 7,219 32 215,222.79 C. A R. I.... 798,699.11 931,805.49 21 200.00 1,751,704.60 C. A, ASt L (our estimate) 1 000,000,04 I. 0. 112,401.78 1,154,964 37 202,167.52 2,469,533 67 M.S, AN.I. .... . 3,114,756 06 M. C. 1,611,932 70 1,432,088.09 84,133.31 3,128 154 10 N. A. AS... 392,711,58 312,976.95 37,800 00 743,492.53 Total....$17,343,242,83 Movement of Passengers. The movement of passengers forms a new and interesting feature in our railway statistics. The returns of the four principal roads running west from the city show the following Results. West. East. Thro’. Way. Total. Thro’. Wav. Total. C.St.P.AF.. 2,217 26 846 29,063 2.530 26.579 29.109 G. A C. O.... 72,707 199,766 272,473 42,552 169,907 212,459 O. B. A Q. 31 433 100 540 131 973 25,492 95,940 121,431 C. A R. 1. 48.978 157,178 206,157 30,439 138,675 169.014 Total..155,335 484,330 639.666 10L013 431,0)1 532,013 This table shows that these four railways alone have taken West 107,653 passengers more than they brought back—people enough to redeem another soyereign State from the dominion of the panther and the savage, and add another star to the banner of our glorious Union. Dur¬ ing the early part of the year a large emigration 63 found its way to Kansas and Nebraska over the Chicago, Alton and St. Louis Railway, by land, and also on the Ohio and other tributaries of the Mississippi. Many also were landed from the lower lake and the Collingwood steamers at Mil¬ waukee and other cities north of us, so that there can scarcely be a doubt that at least 250,000 people found tbeir way west of the meridian of Chicago and north of the southern line of Mis¬ souri during the past year. If the passenger movement on the Michigan Southern corresponds with that on the Michi¬ gan Central, the above results agree with sufficient accuracy with those of the four lead¬ ing Western lines. They would be as follows : West. East. / - * - > /-*-> Thro’. Way. Tot»l Thro’. Way. Total. Mich. Cent...117.662 215.119 332,781 64.187 194 697 258,884 M.S.(eatim’e) 117,662 215,119 332,781 64 187 194 697 257,884 Total.235,324 530,238 665,562 128,374 389,394 517,768 This table would show, on the above hypothe¬ sis, that these two lines b"ought 147,794 passen¬ gers west more than they took back, leaving about 40,000 to remain in this city or to find their way west of us by other lines. If we make a fair estimate for the movement of pas¬ sengers on the Milwaukee and St. Louis roads, from which no returns were received, the total movement on the principal railway lines center¬ ing at Chicago would be about 3,350,000 passen¬ gers. This is the last of four leading statistical arti¬ cles published since the first of January last, and we now present at a single glance the main facts contained in all of them. We present, therefore, the following General Summary. Total number of rnilea of railway centering in Chicago Feb 20,1852. 40 Total number of miles now completed and in operation. 3,676 Increase in 1856. 915 Total number to be completed in from five to eight years. 6.929 Total nutnoer of miles of railway in the State of Iltinoia now ia operation. 2,761 Increase in 1856. 351 (Only 95 miles were completed five years ago.) Increase in the State in five years, (over 500 miles per year). 2,666 Total earnings of all the railways centering in Chicago for the year 1856.$17,343,242.83 Five years ago they were only $40,0o0.) ncrease in five years. 17,303.242.83 I ncrease ©f 1856 over 1855. 4,045,041,74 Total number of trains arriving and de¬ parting daily (midwinter) 104; adding 15 per cent as soon as navigation opens. Population of Chicago in 1852.. “ “ Jan. 1, ’57, estimate (in June, ’55, it was 83,509). Total receipts of grain in Onicago for the year 1855, bushels. Total receipts of grain—being the largest primary grain port iD the world—for the year 1856 (increase in ’56 over 20 per cent.) bushels. Total shipments of grain from the port of Chicago for the year 1856. bushels. Total amount of corn rec’d in 1856 bushels. * wheat “ “ *• Total number of hogs alive and dressed received in Chicago for 1855-6. Total number of shipments alive and dressed. Averaging the weight at only 200 tts and the price at $5 per hundred the value of the hogs received would be. Number of barrels of beef packed in 1856. Receipts of lumber at the poit of Chicago ; for the year 1856—beinv the largest lum- Reoeipts of lead for the year 1856.lbs 9,527,506 Now laid up in the port of Chicago, steam¬ ers and sail vessels... 245 Total number of vessels arriving in Chi¬ cago for the year 1856. 7,328 Total tonnage of vessels arriving in this port for the year 1856. 1,645.379 Amount of imports received at the Chica¬ go Custom House on foreign goods for the past year..... $162,994.31 Total amount of capital invested in man¬ ufactures during the year 1856—showing an increase of $1,464,4(10 oyer 1855. $7,759,400 Total number of hands employed—show- mg an increase over 1855 of 1,833 . 10,573 Total value of manu'actured articles, show¬ ing an increase of $4,483,572. $15,515,063 Total amount invested during the year 1856 in improvement 0 , stores,dwellings hotels Ac. showing an increase over 1855 of $1,973.370. $5,708,624 .Total number of passengers carried west by four principal railways leading out of Chicago. 639,666 Total number remaining west above those who returned on these four lines. 107,653 Total number of passengers moved on all the roads centering in Chicago. 3,350,000 The above facts and figures will be regarded with special satisfaction by all our citizens, and by the people of the Northwest generally. They show a healthy, but rapid and most astonishing progress. It may be doubted whether the whole history of the civilized world can furnish a parallel to the vigorous growth and rapid de¬ velopment of the country which has Chicago for its commercial metropolis. When it is re¬ membered that twenty years ago she was not an incorp crated city, and less than a quarter of a century since, the Indians still had possession of the largest portion of this magnificent coun¬ try, these facts, stubborn and incontestable though they be, Beem more like the dreams of some vagrant imagination than sober matters of reality, which scores of men still among us have themselves seen and realized. Twenty years ago Chicago was an insig¬ nificant town at the southern end of Lake Michigan, importing nearly all her pro¬ duce from Western New York and Northern Ohio. Last year she shipped 21,583,221 bush¬ els of grain, and her total receipts were over twenty-four and a-half millions. Half a dozen years ago she had only a single railroad some twenty miles long entering the city; now she has 3,676 miles completed and in operation, and the earnings of these lines for the last year amount to the enormous sum of $17,343,242.83. The increase of earnings during tho past year is over four millions of dollars. More than a hun¬ dred trains of cars arrive and depart daily. Her trade in lumber exceeds by far that of any other city in the world, amounting to 456,673,169 feet. Ten years ago her manufactures were in their infancy and were scarcely worthy of commen¬ dation. Last year the capital invested amounted to $7,759,400, and the value of manufactured ar¬ ticles to more than fifteen millions and a- ecalf of dollars. Half a dozen years ago Chi¬ cago was reproached as being a city of wooden shanties; last year she invested in magnificent stores, many of them with superb marble and 120 38,783 110,000 20,487,953 24,674,824 21,583,221 11,888.398 9,392.365 308,539 170,831 $3,685,880 33,068 64 SB. iron fronts, elegaut palatial residences and other improvements, $5,708,624. And wonderful as has been the progress of the city, it has not been able to keep oace with the improvements of the country by which she is surrounded. The statistics of the movement of population westward show that people enough found their homes west of Chicago during the past year to form two entire States. Nor is this a movement of mere human bone and muscle; it is a con¬ centration upon our rich rolling prairies and amid our beautiful groves of a vast host of ac¬ tive, vigorous, intelligent men, who plant schools and churches wherever they settle, and bring with them all the elements of an enterprising Christian civilization—a deep controlling, ever- abiding reverence for liberty and for law. They are laying the foundations for an empire of whose wealth, intelligence and power, the sun in all his course has never seen the equal. Ere the next quarter of a century shall have rolled away,the beautiful valleys of the Upper Missouri, the Yellow Stone, the Platte, and the Kansas, aye, and even that of the Red River of the North, will all have been settled,and this ever-deepening current of emigration will meet an equally re¬ sistless stream from the Pacific coast, and roll back in mingling eddies from the summits of the Rocky Mountains. Fourteen States as large as Ohio, but on an average more wealthy and popu¬ lous,will have grown up on the magnificent coun¬ try between the lakes and the Rocky Mountains, and how many will repose upon the “ Pacific slope ” we dare not attempt to predict. During the last year our steamers have run without interruption to the head of Lake Supe¬ rior, and our exports to the Atlantic seaboard have largely increased. Nor is- this all. The Dean Richmond was loaded with wheat at the wharves of Chicago and Milwaukee and dis¬ charged her cargo into the warehouses of Liver¬ pool. The practicability, and the profit too, of direct trade with Europe have been demonstrat¬ ed ; and as soon as navigation opens other ves¬ sels- will follow in the track of the Dean Rich¬ mond; and in the judgment of those who have most carefully studied this subject,'a very few years will render the departure of vessels for the grain-consuming countries of Europe so common as scarcely to excite remark. Our Canadian neighbors are becoming fully con¬ vinced that their best interests require greater facilities for the transit of western produce to the Ocean—and the enlargement of the Welland Canal and the construction of the Georgian Bay or the Ottawa Ship Canal is now regarded as a prime necessity of commerce. Our railway lines are constantly being extended through the magnificent country west of us—a country whose mineral, agricultural and commercial re¬ sources no man has yet had the nerve to esti¬ mate. To the citizen of Chicag >, who has at heart the material, social and religious welfare of the millions who are to succeed us, every as¬ pect of the horizon east, west, north and south is full of promise and joyous hope. Presenting our congratulations to the readers of the Press, we offer to them, to all, the inspiring motto Courage ! Onward ! 1 Additional Statistics. &ince our railway article was published, we have received the following statistics. Wehavo not altered the aggregates in our tables, though were the receipts of the Pittsburg, Fort Wayne and Chicago Railway added to the results, they would show the receipts of our railways to be nearly $19,000,000. The following are the statistics of the Illinois Great Western Railway. Pass’gers. Jan.$8,399.27 Feb. 8,272.66 March....11,216.60 April.10.300.30 May.10,164 59 June. 9,723.71 July.10,550 47 August...11,087 37 Sept.13,941.69 Oct.15 55815 Nov.12.971 03 Dec.16,585.87 MORTHLY RECEIPTS, Freight. M’l & Mis. $6,895 70 5,734 99 9.317.63 14,122.59 12.092 93 11 804 31 12 621.00 24 006,80 29 218.00 24 737 44 18 854 99 17,000.03 1 Total. > W8.75lSo> $338,906.79 1 J Total.. .$138,749.31 $186,401.38 $13,751.10 The following table shows the $338,906.79 MOV3MENT OF PASSENGERS. West. Mist. Feb’y. Marct April May . June. July.. Sept. Oct., Nov. Dec., Thro. Way. Total. Thro. Way. Total! ... 259 3,248 3,507 2/5 2 925 8.200 .. 269 2,645 2,915 617 2,536 3,153 ... 33* 5. Sul 5,840 528 4,143 4,676 ... 585 4,082 4,667 553 4,566 5,119 ... 6:33 8,837 4,460 491 3,594 4,185 ... 923 3,736 4,664 ' 366 3,745 4,111 .. 1,689 4,278 5,967 394 4,391 4,785 ... 1.741 4 357 6.098 613 4.177 4 790 ... 777 4 554 5,331 1,253 4,767 6.020 .. 925 4.880 5,805 1,124 4 390 5,514 1.671 3,124 4,795 344 2.967 3.311 .. 2,532 4,58 J 7,112 870 4151 5,021 48,813 61,161 7,428 46,357 63,785 Total. The location and direction of this road was brii-fly noticed in the body of our article. It was not opened east beyond Tolono till the 31st of December last. The business of the present year will doubtless far exceed that of the last. The following are the receipts of the Pittsburg, Fort Wayne & Chicago Railroad: MONTHLY EARNINGS. "**• 1856. January. March.. August.... September. October.... November. December.. P’ngre. ♦Freight. M’l & Mis. Total. ,..$41,030.42 $34 838 89 $3,644.44 $79,513.75 ... 37,766 85 38 560 36 4,293.75 80 620 96 .. 63,888.19 52,415 94 4 601.64 120.905.77 .. 68,502 97 44.890.46 4,449.25 117,642.68 ... 65,155.66 32.706.50 4.331 18 102.193.34 ... 62 598 49 28,970 34 3.848 67 95 417 50 ... 54 520.80 42 061.24 3,716.20 100 298.33 ... 67 076 33 77,435.64 5,121.05 149 633.02 ... 84 434,40 83 360 53 3,883 54 171 678.47 ... 86 221.25 88 377.24 8 075 63 182,674.12 ... 67,414.61 72.448 27 7,841.84 147,704 72 ... 62,907.50 58,476.85 8,561,75 129,946.60 Total.$761 517.56 $654,542.26 $62,368.94 $1,478,428.76 Other facts in regard to this road will be found in the body of the article. 65 [From Hunt’s Merchants Magazine.] WESTWARD MOVEMENT OF THE CENTER of Population, and of Industrial Power in North America. In the rapidly developing greatness of North America it is interesting to look to the future, and speculate on the most probable points of centralization of its com¬ mercial and social power. I leave out the political ele¬ ment, because, in the long run, it will not be very po¬ tential, and will wait upon industrial developments. I also omit Mexico, so poor, and so disconnected in her relations to the great body of the continent. Including with our nation, as formin' 1 - an imnnvitm* part of its commercial community, the Canadas and contiguous provinces, the center of population and black, is a little west of Pittsburgh. The movement of this center is north of west, about in the direction of ascertained witlTany*deg^e°of ^recish^m e Sye^ioV*it ull touch Lake Erie, and possibly, but not probably Of these centers be arrested before they reach Lafe -Iiclugan I think no one expects it to stop eastward of that lake; few will claim that it will go far beyond lfc , 1 i 0t > then ’ as certain as anything in the future tha i , the centl ’ al Power of the c^ntinen? wdl "reat lakes? 1 Immanent on ’ the border of the oieat lakes . Aiound these pure waters will p-ntho,. n, u 5 p n i,?,w 0 t,Ulatl ° 5 ’ MK ' on ‘heir £ ill grew the best towns and cities. As the centers of ,, A , and wealth approach, and pass Cleveland 1 that eitv should swell to large size. Toledo will be still^nearer Uie lines of their movement, and should be morefavor- cmitinSt will'bv that’ aggreg , at( ? P°wer of the these lines move westward^owafds^hicago 6 thSnflu 8 and e T° f i t, , ieil ‘l^sition will be divided between that c hV gree of proifmity * '’ e " eflt3 a ° C ° r,e § p c8 p o ii> 4-J • F“H p p 03 G i-3 | 3 si> ~ >. > 03 i_‘ O C/u S P bp 2 S ^ o ^ > bD To 03 „ bp di • P O i-i Pi Pi Gd o O 123 2 ® P P P tp • p > • p ■£& o p # o 03 Si p -3 gP = ri P C3 +3 Ip p • —' 03 i-9 C '03 -5 -t-i 7i CO S-. 03 o G > P > •4J P r/1 P 03 o P co O _r b? •£ -73 ^ K t; to 03 © 03 pp in -tz P 'CD p *o P O •p CO 2 bD bD 2 p £ 2 § p is P X -. 03 P-1 O C aSsl' - ■S .£ S'- 2 rP p O o P h3 cT* S cO -+d n c/2 P P P 03 Pi 93 03 P ^ 4-^ • H Kw^ CO 03 O S "p 3 rS ^ A p /-H p-H O <%-t 0 Zj ^ *o ° 03 a? ©P O _G -*j P ,2?oS». o-g!z- 5 P » © ,-d ~£ ri _G -I - 3 r» ■u a) •!- 5 co p P-i > Pi Gi - 3 ^ g ^ bD& °P © 3P 2 bD-d '-£ -e p^ p p p ^ ^ g.P g ^ C d -t-r 1 P G P P3 P © P _^~«4_, ^ P ’p To O - P 13 © cO g 2 o ^ 22 3 * -P J> 03 "P ^ r G 5 © -*J _ •—! p Pi rj P 03 .pH _Q fgsal 3 © Ph O gn © q © ©p § 2^ > p 2 Pi p O P -T3 j- P O -p> _, 2 _ cO P CL 'S^'G *2 1 p — o .= g _» -*- 1 i- p rt Pi-g s- O „ P <2 £ ji -3 ■U dj T3 2 a © i p o a o p: O o co .2 O P i 1 -P > 03 ? -3 P n O - p O 03 G s Gid=! 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Oc2 Ph ^ a _S G G CO 0 m g o g 0 rG 0 0 r-j 0 CO 02 0 G ^ .«3 ^ ^ r ‘ ^ . S ^ H—« bDrQ ^ . C3 G -T_. 1-3 1-3 O 0 CO O CO rp 02 O 0 r P t> co PP Ph " 3 ^ g fi ^ ^ OP G G rG do G p" ®G a G a G 0 ®l^«g sm :.2 /P »n "tf t0 the large and varied few of the articles comprS’in o™ stock: '° WeSt CaSh P rice ' The foll » w “S are a INDIA RUBBER CLOTHING OvS? P lf v * Ica T dan ? SiIk ’ White “ d »*« ’ Overalls, Coats, Panes, Leggings, Caps, Cloaks, etc., etc., minncrN . e lar S est anc * m °st varied assortment west of New York RUBBER BELTING, PACKING HOSE & FIRE BUCKETS, Betties. Breast Pumjfs^Nr^sery Cl^th > , a E^spItal 1 CusMon8, a N4^ple8| ^ eto^etcf e^, ** ^ ^ BOOTS A X I) SHOES ■RnTVho-» n -u From the best Eastern Manufactories vr An Rubber ’ etc - ’ JOHN E. XBESON & CO., Me OhTii A T?r Nos. 89 South Water and 7 & 9 Dearborn Sts,, ____ CHICAGO. ILL. * Mm ti kA WM. A.. BUTTERS & CO., m AND REAL ESTATE AGENTS Wo. 09 Dearborn Street, . . . . A- » Sales of Lands, Lots, Vessels, Cargoes Furniture, Boots and Shoes', Dry Goods ft“’ promptly CJ A q-FT /\ t-x-tt- /\ 0ffice 0r a hy part of the City. 1 P y CASH A DVANCES MADE ON MEBCHANDISE. REFER ENCES. Messrs Bigelow & Lawrence, Bankers.Chicago. A. B. Bartlett, Esq.,.Boston Messrs. Anderson, Green & Ilawes,.Richmond, Va. Messrs Stow & Jamison,.New Yor k. — — •••••« IN GW I OTIC Ijr Messr s. A. J. Galloway & Co., Western Land Agents, EaS/S mith, Attorney at Law. China Messrs. Henrys, Smith & Townsend. New York' Andrew Christy, Esq... . A T “ Charles J. Delmas, Esq.V.‘.'.‘.V.'.'.'.'.PhiiLielpS . Chicago. ebnst p r; 0 gs i x <;. = ^L I 8 TAT -t&.CTD Xj^\.KTX>_ 50 - - Clark Street, - - so CITY PROPERTY, EARMS AND LANDS, BOUGHT AND SOLTI in^TJZ qSTAe ”!" 2 “ d Po^p£&S&' Wm. B Ogden, Esq. James II. Rees. Esq. REFERENCES. Messrs. Ward, Doggett & Co.. R. K. Swift, Brother & Johnston, I Jf ■ , Rev. William Barry Luther Haven, Esq 74 general’ western land office. BROOM, OSBORN & CO. 36 CLARK STREET, CHICAGO. BROOM, HUSSEY & CO., FILLMORE, OSBORN & CO, KEOKUK, IOWA. DUBUQUE, IOWA. AND STOCK AND EXCHANGE BROKERS. Will give their prompt and personal attention to the Sale of Real Estate, Stocks and Bonds. LOANS NEGOTIATED. Locating and Entering Land Warrants & Paying Taxes for Non-Residents. This firm, from its organization and location offer greater advantages than any other office in the west to persons Buying and Selling Lands, and those seeking investment in Real Estate. Fillmore, Osborn & Co., of Dubuque, will give their personal attention to the Entry and Locating Land Warrants, on the opening of the Government land Offices, on 4th May next. C. BROOM. S. W. OSBORN. G. St. C. HUSSEY. 0. W. FILLMORE. SIMEON DOWNING & CO. REAL ESTATE AGENTS AND LAND REGISTRY OFFICE, 3STO- B SOUTH QXj-AJRIK STREET 3 CHICAGO, ILL. Will give prompt attention to the sale and negotiation of City and Country property ; Houses, Lots, Farms, Lands, inland-Town and Village property ; Leasing, Renting, etc. Also, negotiations of MONEY LOANS on Bond and Mortgage, and Auction Sales of Real instate, Stocks, Vessels, Cargoes, etc. large list of valuable property, in the City and throughout the Western States, constantly registering for sale, at bar gains. _ == " ITiALISBrRY; Agency for Locating UNITED STATES GOVERNMENT LANDS 55 CLARK STREET, CHICAGO, ILL. Choice Lands Entered with Land Warrants or Cash. Land Warrants and Land Bought and Sold. R E F E R E TNT C E S _ Scripps, Bross & Spears, “ Democratic Press. F. Granger Adams, Banker, Chicago. Wm. B. Rogers, Banker, Chicago. F. H. Benson & Co., Bankers, Chicago. Wm. S. Trowbiidge, Wm. II. Lyon & Co., Importers, New York. Luther Redfield, Commission Merchant, New York. J. C. Angel, Broker, New York. Charles S. DeZeng, Commission Merchant, N. Y. U. S. Surveyor, Milwaukee. 75 Chicago , Dec. 17 , 1856 . Dear Sir : Allow me to call your attention to the cut of my machine as above represented. The utility and superiority of the above method of driving the machine viz:— by the Short Band instead of gearing has been es¬ tablished beyond all question by the manu- acture and sale of 275 of the machines in the past twoyears. In this time their ope¬ ration has convinced all who have used them or who have had grain threshed bv thrill, that, for safety from “break-downs,” ease for the team, speed and good clean work, they cannot be surpassed. We have also demonstrated the fact that as good machines can be made in Illinois as in Ohio or New York. We are making a large number of these machines for the next har¬ vest, which are now in a good state of forwardness. To suit those prefering a different kind of gearing to the above, we shall make a number of Buffalo gearing—also some with loi g 56 or 60 foot Belt. Thus none will fail of being suited if they call at my shop. Our terms will be made known to all who apply, by letter or otherwise, to the sub¬ scriber, at his shop, corner West Randolph and Jefferson Greets, Chicago Illinois, or to my agents in Springfield, Bloomington, Decatur, Atlanta Peoria, Quincy, Macomb, Galesburg, Princeton, Ottowa, Rock Island, Freeport, Fulton City, Lyndon, Whitesides Co., and various other places, in Illinois, and at the shop in Chicago, or at Burlington, Muscatine, Iowa City, Dubuque, in Iowa, Beloit, Madison, La Crosse, Wisconsin, Han- ibal Mo., etc. etc. N. B.--Application should be made as early as possible, as by delaying their or¬ ders many were disappointed last year. Repairs etc. promptly forwarded by express on receiving orders by mail or telegraph. KC. .A.’. PITTS. “ jl * jtdL jm : JL JLMJL LMD AGENT, REAL ESTATE AM) STOCK BROKER, OFFICE—No. 9 Metropolitan Block, Chicago, Ill. R. K. Swift, Bro. & Johnston, Chicago.' Swift, Ransom & Co., 31 Pine St., N. Y. Win. Gray, 40 Barclay St., N. Y. Bronson Peck, 78 William St., N. Y. BEFERE XsT O E S z D. W. Yaughan & Co., Providence, R.I. Wm. Green, Esq., Cincinnati, Ohio. Jas. H Rees, Esq., Geo. Steel, Esq., Chicago. U ** <*. »««■ Mate, pojme.UfTaA examination ofLa,,4s, inve.t Ration promptly by mail or otherwise. Particular attention 1 win ll1formation concerning Lots and Lands, will receive it Capitalists, eitherin Real Estate or in I be pald10 the ne £,°tiations of Loans, to the investment of money for leastdoubie the amount exclusive^/ 1 improvements years ’ secured on ample and undoubted Real Estate, worth at J. E. E O YE & CO. Laud Agents of St. Lonis, Alton and Chicago Railroad Company, AND REAL ESTATE BROKERS, No. 48 Dearborn Street,.Chicago, Ill. 76 CHICAGO TYPE FOUNDRY AND PEHTIES’ WABSHOtfSS No. 90 Washington Street, CHICAGO, ILL Type, Presses, Ink, Chases, Cases, etc., etc. Electrotyping ex¬ ecuted* mid Brass Rule Manufactured in a superior manner. Having removed to our New Foundry Building, at the above location, which has been erected, and fitted up with special reference to Manufacturing Type, and other Printing Material, we are now prepared to supply at short notice, the wants of Printers throughout the West. OTK: MACHINERY IS EWTIREL.Y NEW, And combines the latest improvements. We take pleasure in offering to the public TYPE OF OUR OWN MANUFACTURE, wr /a OUR SUPERIOR METAL. -«223S3asana - PRINTING PRESSES FROM The Celebrated Manufactories of R. Hoe & Co,, OF NEW YORK. AND FROM THE RUGGLES MANUFACTURING COMPANY OF BOSTON, ARE ALWAYS ON HAND All material furnished upon the same terms as by the Eastern Foundries. N. B. Our New Specimen Book will soon he completed, and will be sent to parties wishing to order, on application. D. L, DODGE, Treasurer. Wholesale Piano Forte Ware Rooms, No. 51 RANDOLPH STREET, CHICAGO, ILL. C. Sj. WATKIN'S, & CO., Proprietors. b. B. r)OA7^3sri3sra- <& co. REAL ESTATE AND MONEY BROKERS, 77 OLDEST PIANO ESTABLISHMENT IN CHICAGO. BOSTON § 100 Randolph Street, Chicago, Ill. Time Loans Negotiated on First Class Real Estate Securities. Short Date Notes Discounted. Collection of Notes, Drafts Accounts, etc., promptly attended to. Choice Lots and Lands for sale in City and Country. All transactions on Commission, Prompt and Confidential. Money invested for non-residents. J. M. TROWBRIDGE, Government Land Locating Office, 150 Lake Street, Chicago, up stairs. Lands entered and Warrants located at any U. S. Land Office in the West. Wild and improved lands for sale. Taxes paid. REFERENCES: Messrs. Scripps, Bross & Spears, Democratic Press, Chicago. F. G. Adams, Banker. Chicago. Dr. J. S. Vattier,,Postmaster, Cincinnati, O. Alf. McYeigh, Esq., Lancaster, 0. Dr. W. E. Ide, Columbus, O. Hart & Mapother, Louisville, Ky. Dan’l Griffin, Esq., Columbus, Ga. Dau’l B. Easley, Esq., Halifax Co., Ya. James T. Sutton, Esq., Richmond, Ya. LAKE HOUSE. GEO. E. BOARDMAN, - Proprietor. FRONTING ON Michigan, Kinzie & Rush Streets, Chicago, Ill. EXCELSIOR IRONWORKS. MASON, MoARTHUR & CO. Manufacturers of Steam Engines, Boilers, Sheet Iron Work, and all kinds of castings for Buildings. Works, comer of Canal and Carroll Streets, Chicago Ill. «. P. RANDALL, ABOHITEOT. Elevations and Plans for Buildings, Furnished in Modem Style. Office, Room No. 21 in Bently’s Building, No. 110 DEARBORN STREET, Terms Moderate. CHICAGO, ILL JOHN A. B&OSS, ATTORNEY AND SOLICITOR, PROCTOR IN ADMIRALTY, UNITE© STATES COMMISSIONER, For the Northern District of Illinois. NOTARY PUBLIC, COOK COUNTY. Office 123 Take Street, Chicago, £11. WM. F. D’WOLF. JAS. G. MACLAY. D’WOjLF & MACLAY, IjLeai (Estate & Stock linkers, COLLECTION & TAX AGENTS, No. 98 Randolph Street, 2d Floor, - Chicago. Will attend to the Purchase and Sale of Real Estate, Pay¬ ment of Taxes, Investigation of Land Claims, and Collection of Notes, Drafts and Debts in the States of Illinois, Wis¬ consin, Indiana, Michigan and Iowa. Reliable information furnished in regard to value of Lands and City Property in any of these States. Chicago Paper, if Paid at Maturity, collected Free of Charge. 78 LAKE, BROWN & CO. Importers and Wholesale Dealers in IRON, NAILS AND STEEL, BLACKSMITH TOOLS. D. J. Lake, C. B. Brown, Noah Barnes, E. S. Canfield. N. SCHNEIDER, Boiler Making, Blacksmithing AND SHEET-IRON work Of all descriptions made to Order. Canal St., between Jackson & Adams, Chicago, Ill. F. H. BENSON & CO.’S BANKING, EXCHANGE AND REAL ESTATE OFFICE, 46 CLARK, ST., - CHICAGO, Itl,. Moneys received for investment in Real Estate Stocks, Bonds. Mortgages, and other Securities. LAND -WARRANTS & EXCHANGE OH NEW TORE BOUGHT AND SOLD At Current Rates. COLLECTIONS MALE On all parts of the Country. Interest allowed on Special Deposits. F. & M. M. HOOKER, APOTHECARIES AND DRUGGISTS, Dealers in Perfumeries, Fancy Articles. Paints, Oils, Glass, Etc.,'Etc. Ho. 56 West Randolph Street, Chicago. Prescriptions Carefully Prepared. CHILLS, b; iw tt™ «s m ^ m 103^- Randolph Street, Chicago. 9 H. WITBECK & CO. Manufacturers of all Styles One, Two, & Four Horse Wagons, Lumber Yard Carts, Stone Wagons, Buggies Plows, etc. at Wholesale or Retail Have for sale all kinds of Wagon Material, Hubs, Spokes, Felloes, etc. COR. RANDOLPH AND JEFFERSON STS. II. WITBECK. A. E. BISHOP. J. T. WITBECK. Gk W_ YERBY, REAL ESTATE, STOCK, AND LOAN BROKER, No. 82 Dearborn Street, next door North P. 0., Chicago, Illinois. A large amount of City and Country Real Estate at all times for sale. Investments made for non-residents. REFERENCES: lion. John Wilson, Commissioner, Illinois Central Railroad Land Department. Hon. C- B. Ficklen, Charleston, Ill. W. N. Coler, Esq., Prest. Grand Prairie Bauk, Urbana, Ill. Col. M. Thompson, Washington City. E. G. L. FAXON, (LATE FAXON & CROSBY,) Importer, Wholesale and Retail Dea TRENCH, ENGLISH & AMERICAN BORDERS, FIRE BOARD PRINTS, Views, Stationary Ornaments, Moldings, and Decorations of every description. Also, Manufacturer and Dealer in GOLD, TRANSPARENT AND OIL mm Hollands of all Widths and Colors, Paper Shades, Curtain Paper, Fixtures, Trimmings, etc., etc. 62 TlJ±.lsrjDOTuJPtt ST., Four doors from State Street. 23?” Wholesale Rooms on the lower and third floors. Retail Show Room on the second floor. UBYRURUT & AMICK, Wholesale and Retail GROCERS & FLOUR, FRUIT AND PROVISION DEALERS. Keep constantly on hand a large and carefully selected stock in their line. The highest market prices paid for all kinds of Country Produce. WM C. LEYEURN. PLEASANT AMICK. M. HANLON, Wholesale and Retail Dealer in TEAS, COFFEES, SUGARS, FAMILY GROCERIES, FRUIT, etc. 141 Clark St., corner of Madison, Chicago, Ill. P. C. Address, Box 1955. KING, SCOTT & WILLSON, Attorneys and Counselors at Law, No. 39 Clark Street, Chicago, Ill. WM. H KING. IRA SCOTT. S. M. WILLSON. GEO. G. GRUBB, REAL ESTATE AGENT\ Auction k Commission Merchant. No. 121 Randolph St., MARBLE FRONT OPPOSITE THE COURT HOUSE. For the sale of Houses .Lots, Lands,Vessels Cargoes, Stocks, Land Warrants, Dry Goods, Groceries, Boots and Shoes, Household Furniture, and Merchandise of every description- OUT DOOR SALES OF ALL KINDS ATTENDED TO. Advances made and Notes Negotiated. N. B.—This is strictly a Commission House WILDER’S SALAMANDER SAFES, I>epot, 171 Soiitli Water St., CHICAGO, ILL. 79 GEO. SMITH & CO. AND DEALERS IN Foreign and Domestic Exchange, CHICAGO, ILLINOIS. Collections made on all the principal cities in the United States, on the most favorable terms. CHICAGO HANK. I. II. BURCH & CO., BANKERS AND EXCHANGE BROKERS, 124 Lake St., corner of Clark. Sight Drafts on New York, in sums to suit purchasers. Money received on deposit. I. H. Bnrch, i Geo. Burch, [ I. H. BURCH & CO. John R. Valentine.) MORFORD BROTHERS, BANKERS, Corner Clark & Lake Sts., CHICAGO, ILL. REFER TO C. A. Morford, Esq., Banker, New York. Carpenter & Yermilye, Bankers, “ Merchants Exchange Bank, « STROHG & WILEY BEOS, CiU AND DEALERS IN Foreign and Domestic Exchange, 14 1 RANDOLPH ST., CHICAGO, ICC. Make collections on all parts of the Union, and remit promptly at current rate of Exchange. D. O. STRONG, C. Y. WILEY, B. B. WILEY. COTES, DYHP.ENFURTH t CO. B1HXIB 135 KAYDOE.PH STREET, CHICAGO, ILLINOIS. JOHN S. BXJCHAN'AN, (Formerly Warden of the Co. of Middlesex. London, C. W ) BEAL ESTATE AGENT 100 Randolph St., Up Stairs, CHICAGO. City Lots and Lands for sale on the most reasonable terms Money Loaned or invested to good advantage, and on the best unencumbered Real Estate as security. By the laws of this St ate Aliens can legally hold and convey Real Estate. REFER TO Hon. L. D. Boone, Chicago. George Steel, Esq., Chicago. R. S. Buchanan, Esq , N. Y. Wm. Elliot, London, C. W. Wm. H. Blake, Toronto, C.W, M. Cameron, Toronto, C. W. A.C. Buchanan, Esq.,Quebec Duncan Bell, Esq., Hamilton. SAWYER, PAIGE & GO., WHOLESALE DEALERS IIN DRUGS & MEDICINES DYE STUFFS, GLASS, OILS, ETC. ■N" 0 . o Xjttlto Between Dearborn and State, CHICAGO, .... ILLINOIS. J MARINE BANK, CHICAGO. Chicago Marine and Fire Insurance Company, CAPITAL $500,000. B. F. CARVER, Cashier and Secretary. J. YOUNG SCAMMON, President. Uidon eCti ° D8 made an(1 drafts remitted to all parts of the EXCHANGE BANK. H. A. TUCKER & CO., Bankers & Dealers in Exchange, CORNER CLARK AND LAKE STREETS, CHICAGO, ILLINOIS. Collections made in the different cities in the Union. Ex¬ change at the lowest current rates. HOFFMANN & GELPCKE, BANKERS, Chicago. Deposits received and interest allowed on special deposits. Liberal accommodations granted to depositors independent of the state of the money market. Exchange and Letters ol Credit in sums to suit on the principal cities of the United States^ and Europe. Exchange on Europe to importers at ■New York quotations. Time loans on private bonds and mortgages negotiated. Western State, County, City or Rail- road Loans negotiated abroad. FRANCIS A. HOFFMANN, OTTO GELPCKE. w. steinhausT Manufacturer of all kinks of -A. 1STID "W-AG-OHSTS, Office and Repository, 10 Casual St* ALL WORK WARRANTED. THOMSON & ALSTON, AGENTS OF THE UNION (MS COMPS,W. A. ORTMAYER, SADDLE & HARNESS MAKER, AND CARRIAGE TRIMMER, 49 West Randolph St., Chicago, I1L 0. F. LILLY. EDWIN LILLY. C. F. s.77,219,217 Merchandise, lbs.•... 16,623,350 Agricultural Implements, lbs. 1,570,330 Wheat, bu. 320 Grass Seeds, bu. 177 Potatoes, bu. 128 Wood in shape,lbs. 29,360 Furniture, lbs. *. . 672,180 Staves, tbs. 2,262,340 Stone, tons. 9 Coal, tons. 18,464 Iron, tons. 3,119 Stoves, lbs. 326,920 ■Hides, tbs. 600 Salt, brls... 14,603 Horses, No. 316 Lumber, feet. 952,000 Shingles, No. 2,516,000 * Lath, pcs. 125,000 Dried Fruit, brls. ' 1,213 Green Fruit, brls. 12,480 Cheese, lbs. 35,410 Butter, lbs. 5,310 Cattle, No. 90 Hogs, No. 10 Dressed Hogs, tbs —. 310 Sheep, No. 1,716 Flour, brls. 487 Railroad Ties, no. 2,748 Highwines, brls. 1,215 Beer, brls. 505 Cement, brls. 1,107 Wool, tbs. 12,865 Empty Barrels, no. 873 Freight moved East across the Mississippi Bridge in 1860. Weight in tbs.122,200,564 Merchandise. 3,607,430 Agricultural implements, tbs... 100,020 Wheat, bu. 442,040 Corn, bu. 874,331 Oats, bu. 28,651 Barley, bu. 39,963 Grass Seeds, bu. 5,912 Potatoes, bu. 26,251 Wood in shape, lbs. 700 Furniture, lbs..1... 160,450 Iron, tons. 21 * Hides, lbs. 606,800 Horses,. No. 150 Beef, brls. 1,118 Pork, brls.- . 7,050 Lard, tbs. 671,930 Cheese, tbs. 622 Butter, tbs.. . . 84,690 Cattle, No. 10.344 Hogs, No. 18,925 Sheep, No. 470 Flour, brls. ft.. - 66,341 Highwines, brls. 504 Beer, brls. 129 Wool, lbs. 44,470 Dressed Hogs, lbs. 1,642,140 Mill* Feed, tbs. 1,303,830 Empty Barrels No. 802 A glance at the above tables will reveal at once the motives which actuated the St. Louis Chamber of Commerce in furnishing an agent with an unlimited use of its funds in order to have the Mississippi Bridge removed at all hazards; and the facts contained therein are a standing rebuke to Chicago capitalists and merchants for. the indifference whi&i they have displayed v r ith regard to its fate. The above information also shows our readers the impor¬ tance of urging toward to completion other en¬ terprises of the same nature. Chicago is the natural outlet to the products of the Missis¬ sippi in transitu to the sea board, and if we do not secure it, the fault will be with the apathy of those interested. CHICAGO AND CANADIAN TRADE. Another year’s experience goes to prove the beneficial influence on the interests of the Western and Northwestern States, and on the trade and. commerce of the Lakes, exercised by the present free commercial relations with the British Provinces. These relations are, as is well known, for the main part, based upon the Reciprocity Treaty of 1854, the speedy abrogation of which, as the proper, radical and sufficient remedy to relieve the United States from the commercial bondage beneath which the operation of the 5 ireaty itself, and “ the unfriendly legislation ‘ of Provincial Parliaments have placed the U nited States, in exchange for the commer¬ cial freedom granted to the Canadas,” is re¬ commended by Mr. Hatch in his report on the operation of the Revenue Laws’and the Recip¬ rocity Treaty upon the Northern trontier, communicated to Congress during the last Session. We are, therefore, especially happy to find that the suggestions thrown out in our Annual Review thas it was time that the Northwest began to reflect and to form and express their opinions on this subject, have not been disre¬ garded. . “ The Canadian or Continental” ques¬ tion, as it has been called by some of our East¬ ern cotemporaries, has, under various aspects, been discussed in their journals by writers of much power and thought, and it was with much pleasure we printed during last summer the Report of a Special Committee of the Board ot Trade of Chicago, who seem to have come to a directly contrary conclusion to that at which Mr. Hatch arrived, as they resolved “ that this “ Board do most cordially approve of the afore- ‘ Treaty and the reciprocal relations which ‘have grown up with our Canadian neighbors under its operation, and do most earnestly ‘‘ but respectfully remonstrate against any action of our Government for its termina¬ tion.” Space would not permit us, even did we feel ourselves capable of doing so at present, to discuss the issue thus raised, in all its bearings. VVe shall, therefore, content ourselves with suggesting that it is the duty of all who are interested m the proper adjustment of these international relations, to remember that there are several sectional and commercial interests, all of which ought to have a voice in the negotiations, and although it is not only right, but desirable, that each should de¬ fend its interests and represent its grievances, yet in the end the question must, by the Fed¬ eral Government, be treated in its entirety. For our part, all we shall say now is, we be¬ lieve the views expressed in the Report of the Board of Trade are those best suited to the interests of the Western States, and that when the time arrives, we shall claim to have our fair share of consideration in the negotiations of the Federal Government with those of Great Britain and the British Provinces. During the past year the attention ’of our merchants was called by the Hon. W. S. Lind¬ say, member of the British Parliament, to the importance of considering the propriety of modifying or abolishing the coasting laws be¬ tween the United States and Canada. Since then it has been the bitter experience of those interested in the value of western produce, to see Canadian vessels lying at our port without a freight, while, at the same time, shippers were paying exorbitant rates in order to have wheat carried to Buffalo or Oswego. We trust the Board of Trade of this city, when the mat¬ ter is brought before Congress, will see the ne¬ cessity of urging a modification or repeal of those laws which prevent the owner of produce from employing whom he pleases to carry it. with currency (Illinois and Wisconsin bank bills) as a standard: 1854.1855.1856.1857.1858. Jan. 1....1 lx X 4% 4....1 I# % mx 3 }*••••} x mix 3 ib....i ix % mx s 26.. ..1 IX % @\X 3 Fcb - .f"- 1 \x x mx 3 10.. ..1 ix x mx 3 17.. i ix x mx 3 24.. . i ix x mx 2x Mar. 1....1 ix X ®1X 2 is.... i ix x mixix 22.. ..1 ix x mixix 29.. . i ix x mx ix Apr. 5....1 IX X mxix is....i ix x mx ix 26.. ..1 ix x mix ix % mix ix JJ -- i }x x mix i 17 .. . i ix x mix x £?••••} x mix i 31.. ..1 ix x mix i June 7... .1 ix X m 1X1 ' ■ if—i ix i mix i Ju] y 6....1 ixi @ii 12.. ..1 1X1 @1 IX 19.. .. IX 1X1 @1 IX 26.. .. IX 1X1 @1 IX Aug. 2... IX IX X @1X IX 2 9 .. . ax ix x mix ix 16.. . ix ix x mix ix 23.. ..1. ix x @1X1 2 1859. 1860. @i mx mix mix mix m2 @1X 2X@3 mix @2x @1X @2X @ix @2 @1X @2 mix m2 mix m2 mix @2 @1X @2X @1X @2X mix @2x @ix @2 @1X @2 mix mix mix ixmix m2 m ix m2 mx m 2 ix@ix @2 @1X @2 @ix @2 @1X @2 @ix @2X @ix m 2x mix ®2X @ix @2 @1X @2 @,i @2 @1X @3 @1X @2X @ix @2X @1X @2X @ X FINANCIAL. The following table shows the price of New York exchange in this city for the last seven years. A careful study of these figures is well worthy the attention of those who wish to understand the financial history of the West. It must be borne in mind, that the premium here indicated, exhibits the price of exchange ~ % % ®*x x ix m2 ~ xmi Se P t 6....1X x x @1X1 @ix @x £-"X 4 ilfi } 1 ©$ ®» n/>f a - % % 3 @6 1 @2 @1 ° ct . 4....1X X X @10 1 @1X @1 11.. ..1X X X @10 1 @1X @1 Nov i""K } 1 X@1 8 "" v mi s....ix x jx @5 i mx mix " S % IWL 1 1X@2X7 @8 29 — IX X IX 7@8 X @2 (a)! Xixmxs 21 13 ...IX x IX 6@7 1 Par. 011 the first ot March, 58, the price of exchange was never below 2 per cent, premium, ruling at 10 per cent, through the month of October. In spite however, of the hard times, a vast amount of indebtedness was liquidated; rigid economy in individual and general expenditure was 0 practiced, and the West, though for the time poor, was gradually reaching a solid, basis for healthy progress in the future. Following the general crash of ’57, the crop of ’58 was both short and miserable in quality. That of ’59 was good, but meager in amount, and hence the West had no surplus to invest in “well secured currency.” The summer of 1860 will long be .distinguished, not only for its abundant crop, but the quality was never bet¬ ter. And withal, the demand, both in Europe and the South, has been good, and had not our vicious currency system invited the investment of our surplus in “ promises to pay” instead of money, the West could have set “ hard times” at defiance for a year or two at least. 1 aking advantage of the immense shipments, the low rates of exchange, and the active demand for currency following the first of August, banks of issue were established, representing some two millions, and their currency was thrust into the pockets of the people, in exchange fer their produce. As soon as the embarrassments occasioned by the traitors in South Carolina began to be felt, it was found that these bills would not pay eastern indebtedness; they are and were intended to be entirely inconvertible except -by selling the bonds and winding up the banks, and on the 15th of November exchange rose to 3 per cent premium, and for most of the past month our merchants have been obliged to pay 10 per cent. What lesson could more forcibly teach us the absurdity of bank¬ ing on credit instead of money. By so do¬ ing, the business of the West is placed at the mercy of the stock-gamblers of Wall street, whose efforts are unceasing, to produce the widest possible fluctuation in values, in order that they may grasp the wealth of the country. Under our present banking system the value of our currency and hence the value of our real estate, our pro¬ ducts, and in fact of all our property is placed, at the mercy of these Wall street land sharks. The bitter experience of the past three years is prompting inquiry into the abuses practiced under our banking law, and our people are fast coming to the conclusion that bank issues based on money, such as those of Ohio, Indi¬ ana and Iowa,are the only remedy for the flue-' tuations and the evils that seem inseperable from our present financial system. Chicago is the centre of a vast and rich agri¬ cultural region. Her exports are essential to the Eastern and the Southern States, and Eu¬ rope is fast becoming a large and reliable cus¬ tomer. Under the ordinary range of supply and demand, the price of our products must fluctuate; but our exports have long since been sufficiently large to form a basis for a safe banking system. An Illinais bank bill ought now U> be good for one hundred instead of ninety cents on the dollar. It is hoped our people will sternly demand of their represent¬ atives in Springfield, that it shall be made so, and thenceforth the business of the West will rest upon a solid basis, and w T e may then hope for permanent and increasing prosperity. THE GHAIIi TKADE. By reference to the articles and tables which follow, it will be seen that the Grain trade of Chicago has attained a magnitude which but a few years back the wildest visionary never dreamed of. Commencing^ in the year 1358 with a solitary shipment of 78 bushels, this blanch of commerce has grown on from year to year till now the receipts have reached up¬ wards of thirty-six millions, and the shipments to over thirty-one million bushels. History will be searched in vain for a parallel to this ; for nothing like it in the rise and progress of na¬ tions has ever before occurred. And yet this trade—as it is with the whole Northwestern country—is but in its infancy. When the vast prairies, of which Chicago is the natural out¬ let, are dotted over with farms, as in the older settled States,—what proportions will it have attained ? In consequence of the failure of the crops for two years previous to the one now closed, the receipts and shipments of grain, as a natu¬ ral consequence, fell off somewhat, and it was noised^ all over the world that Chicago had seen its best days—that its decadence had com¬ menced; but the business of 1860 will surely satisfy all that this is still the key to the vast agricultural regions which are traversed by our railroads, west, south and north ; and although- other grain centres will also grow up and pros¬ per, yet it will in no wise be to our disad¬ vantage. The following table,—prepared with great care, and published in our annnal reviews for several years, shows the shipments of grain for twenty-three years: Shipments of F our {reduced to Wheat) and Grain from, Chicago for Twenty-three Years. Wheat, Corn, Tears, bu. bu. 1838. 78 • • • • 1839. 3,678 • • • • 1840. 10,000 »«ut 1841. 40,000 • • • • 18-42. 586,907 • • e a 1843. 688,907 « * • » 1844. 923,494 • • a • 1S45. 1,024,620 • • • 1846. 1,599,619 • • • • 1847. 2,136,994 67,315 1848. 2,386,000 556,460 1849. 2,192,809 644,848 1850. 1,337,989 262,013 1851. 799,380 3,2*1,317 1852. 941,470 2,757,011 Oats, bu. Barley, Eye bu. bu. I 0v/, <90 6,837,899 7,547,678 1S53. 1,680,998 1854. 2,744,860 1855. 7,110,270 1856. 9,419,365 11,129,658 1857.10,783,292 6,814,615 1858.10,909,243 7,493,212 1859.10,759,359 4,217,654 1860.16,054,379 13,743,172 8S,892 65,280 26,849 18,6054 605,827 2,030,317 1,748,493 3,239,987 1,888,533 1,014,547 316,778 1,498,134 1,174,177 1,039,779 31.453 22,872 19,997 127,028 120,275 148,4-'l 92,032 19,051 17,993 127,008 478,162 129,156 17,315 82,162 41,153 20,132 59 J 7",569 131,449 290,211 , Total bu. 78 3,678 10,000 40,000 586.907 688.907 9 '3,494 1,024,620 1,599,819 2,243,201 3,001,740 2,769,111 1,830,938 4,646,291 5,873,141 6,412,181 12,932,320 16.633,700 21,583,221 18,032,678 20,035,166 16,753,795 31,256,697 The following table shows storage of Grain in this city: the capacity of Capacity of Handling and Storing Grain. Cap’ty for storage. Elevat’g W. house, bu. I. C. R. R., Sturgis, B. Co.’sBhous..700,003 Do A house.700,000 R. I. R- R., Flint, Wheeler & Co....700.000 C. & G. U. R. R., E. Howe.500,000 H. Wheeler.500,000 Hunger & Armour.300,000 Munn & Scott.100,000 Flint & Wheeler...160,000 Fulton Elevator.. .100,000 Ford & Norton... .100,000 Clemow & Dales.. 60,000 O. Lunt & Bros — 60,000 Walker & Brother. 75,000 Total.4,155,000 Cap’ty to rec. Cap’ty to & ship 12 day ship U day bu bu. 65,000 225,000 65,000 225,000 55,000 200,000 50,000 125,000 60,000 150,000 50,000 100,000 30,000 75,000 5,000 55,000 25,000 50,000 40,000 45,000 • 20,000 40,000 30,000 40,000 30,000 60,000 525,000 1,740,000 Besides the above, there are two houses be¬ ing erected on the South branch of the river which will be capable of storing 750,000 bush¬ els each. 7 FLOUR. The receipts of Flour during the year 1860 ua°— aI L™ l \ rces ’ counted to 700,000 bbls! ?Jp® ls j 42,000 barrels less than the receipts of lbo.f ; but the falling off was caused by the want oi water m the leading streams in the country dmmg the drouth of last summer, by "winch a large number of mills were deprived ol power to run. There is, however, a very large increase in the receipts of Flour by the Chicago, and Northwestern Railroad. In 1859 tne receipts by this road were only 54,000 bbls while in I860 they amount to 239,000 bbls. there is at all times a good demand in this market for choice Wisconsin extras, and mil- ieni Imd it to their advantage to ship hither. lliere is no department of the grain trade wkmk has progressed more favorably than the tiaffic m flour. During the past year we have . upplied markets almost entirely new to us. ,,bf JJ o ‘f ,9 entral Railroad alone have ship- icd 53,2 io bbls—most of which went to New Uileans ; and shipments have also been made lor the Southern demand by the Chicago, Al¬ ton and St. Louis Railroad. The improved w ° f t! i e est clli 9 a gQ Spring extra flour m made it attractive to the buyers from Philadelphia, Baltimore and other points in .hL fl S0L 7 h '^ Stern States hitherto supplied chiefly by Cincinnati and New York with round hoop Ohio. • manufacture of Flour in this city dur¬ ing the past year amounts to 194,668 bbls. The following table shows the number of barrels made at each mill: * Flour Manufactured in Chicago in 1860. B. Adams & Co. B £!nno , (Wcst ^ *'**«•' ? ■« Empire Mills. Pyx^X South Branch Mills.. 9 X’X 99 Dearborn Mills. . Home Mills. Wnnn Other small Mills.io’ooo 44 4* 44 44 44 44 4 4 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 Amount manufactured in 1860. 194 668 Jg>9...165*520 1853. 82.883 18°2. 70,978 Tbe 0f tke market during the past yeai will be found in the following summary In January the stock of flour in the city was f“dat betw een thirty and forty thousand barrels. As most of this stock, however was held subject Io Eastern holders, the offerings were light and the market quiet. Besides"! fan inquiry by Eastern and Pittsburgh buyers m?!kp7 R a f.ft? 0 °ai. d T maBd to su PP ] y Southern markets xrom St. Louis to New Orleans. At S P r ing extras were b°I d i f @4 - 80 ^ 11 steadily advanced to MQO^i’nn hca Sood to choice brands brought nn A i\Advance m railroad freights on the loth, of 10c per bbl. on the rates to I ittsburgh, cut off the demand from that quar- Mlwv d tllS p bC V 1S followed by dull markets in ^rk, Boston and Philadelphia, a reaction took place, and the advance gained in the St 7 P thG m ° nth was ^most entirely an active demand for Spring extras for New Orleans, and owing to a reduction m freights to Pittsburgh, orders from that City began to be received, and the market was active and firm—prices having ad¬ vanced 10@15c on the ruling prices paid in January In one week during this month ud- Sd New Orleans. 18 * ^ 6Mpped t0 During the first half of March the market was buoyant, under an active demand for the South, and Spring extras advauced to $5.00(5) f-~° ’ bU 1 t m the ! atter P art of the month, ow- depressed markets in the South and East, orders were withdrawn, and the market closed dull and heavy at $4.75@4.95. The re¬ ceipts during this month were much heavier MiTw!S S S6Veral thousand barrels from r Ia A P ril there was a good shipping demand for Boston, New York and Philadelphia and undei the influence of encouraging news from Europe prices advanced 50c per bbl.—Sprint extra selling at the close at $5.25@5.50. 1 The ing thlmoSr “ S Tery trimD « d “‘- In May the market lost much of the buov- ancy which prevailed in April; but there was a tarn trade transacted with Pittsburgh, Phila¬ delphia, New York and Boston at a deprecia- Ji 0 - n o m f 10 @ 15 . c Per bbl.—closing dull at $4.90 @°.~5 for Spring extras. tb^oiun% ?Wing t0 low rates of freight on the Ohio River we were unable to compete v ith Cincinnati for the Pittsburgh trade and ^demand fr^m that quarter was consequent¬ ly light, and the market tended downwards— *mg extras selling at the close at $4.80@ KtS ofMay. 0f 1% ° ° Q ““ PriCeS pab Duiing the month of July the stock of flour was very much reduced—on the 10 th to 6 000 J p a P d PP , the ~ 4th to 2,700 brls. Under this staie of affairs, the market was not attractive ? ale ? T ere Rmited and mostly to sup’ F loc ‘fr demand, at a range of $4 80 to f0 •' S f prin q ext ™s. About the 12th of July new winter wheat flour was received, and sales were made at $5.00@6.00 for red to white. 2^- ^. be 500 bl4s “Cook County” spring extra flour, made from new sprine- of^thp Tn aS S °! d at I 4,90, and a sale °f 1,000 brls divff 8400 fn™?r WaS effected on the same irdehvery at seller’s option till the 10 th of August. At the close of the month g 00 ? brands of new flour we“ sold $4 50 ^ 4^5 7 hlte ™ ter ;S4.75@5.00 for red; $4 0(^485, for spring extras; and $3 50 ( 5 ) 4.00 for spring superfine. ^ + he , market opened firm at $4.65 fSffi fttt 6 spring extras; but be- of 60 to 7 2 5 p 1 broke down, and a decline lowas 5 00^4 i P lac A e ~ sal f being made as °JI r f nri f 4 - 90 @ 4,4a '. A speedy reaction, how- e\ er, took place during the last week of the , 0wi ng to favorable news from Europe and the market again advanced about 75c per brl-dosmg at $4.50@5.00 for common S b v. rands . of spring extra. Durino- this month the receipts of flour were much lfo-hter than usual, owing to the want of water in many tlirouehont^fi. wk J ck supply power to themRls tnroughout Illinois, Wisconsin and Iowa toiFrom the 1st to the 15th of September the supply was light and the market active and buoyant, and prices advanced 25@30c per brl at 85" 0 lI D OU?ldl ?i t - ° f choice brands being sold An a; 30 * T? uri M g thls period tk e rates of freight on flour by railroad to the seaboard beino- rela¬ tively lower than the freight on grain by water theiewas an increased demand for flour bv shippers. About the middle of the month* 8 however, intelligence was received of a decline of 2@3s per brl on flour in Liverpool, and the consequence was a dull and heavy market for the balance of the month, and a depreciation of 50@60c—spring extras falling to $4.50@4.70. In October, under a liberal supply, and an advance in railroad freights, the market was dull and prices declined 10@15c—spring ex¬ tras closing at $4.30@4.70. Holders, rather than submit to the decline, shipped east on their own account. In November, the downward tendency con¬ tinued, and prices declined 50@60c—spring extras selling at the close at $3.90@4.10. The market in the early part of December was extremely dull and prices declined 25@ 40c per brl—spring extras selling at $3.i>0@ 3.80; but towards the close of the month, owing to an improvement in New York and a better demand by shippers, the market became buoyant, and good spring extras advanced to $4.30@4.50 per brl. The following table shows the weekly price of spring extra flour in this market and of western extras in New York during the past year: Weekly Prices of Spring Wheat Flour in Chicago , and Western Extras in New York in ’59 and ’60. Spring Ex. in Chicago. Com. to Med. West’n Extras in New York. 1860. 1859. 1860. Ja 3.$4.65@4.S0 $3.75@4.25 $5.40@5.50 10. 4.60@-5.00 3.70@4.50 5.20@5.45 3.50@4.75 17. 24. 31. Fe 7. 14. 21 . 23. Mh 6. 13. 20 . 27. Ap 3. 10 My 1. 8 . 15. 22 . 12 . 19. 26. Jy 3 24. 31. Au 7. 14. . 21 . 28. Se 4. 11 . 18 . 25. Oct 2. 9. 16. 23. 80 . No 6. 13. 20 . 27. De 4. 11 . 15. 25. 1859. >5.00 @5.25 5 30@5.75 5.50@5.S5 5.80@6.10 5.60@6.10 4.75@4.82 3.50@4.75 5.30@5.50 4.60@4.85 4.50@5.00 5.20@5.30 4.60@4.85 4.75@5.25 5.25@5.30 4.50@4.95 5.00@5.25 5.20@5.&5 5.75@6.30 4.60@4.95 ... @5.50 5.25@5.40 5.95@6.25 4.75@4.95 4.80@5.50 5.30@5.50 6.05@6.30 4.75@5.00 4.75@5.38 5.30@5.50 0.40@6.50 4.85@5.10 4.75@5.87 5.45 @5.60 ...@... 5.10@5.20 5.30@5.50 5.50@5.70 6.50@6.80 4.75@5.17 5.15@5.75 5.30@5.65 6.12@6,80 4.80@5.10 ...@5.75 5.30@5.65 6.40@6.80 4.70@5.00 ...@5.10 5.25@5.65 6.00@6.60 4.75@5.10 ...@5.26 5.40@5.70 6.00@6.60 17. 4.90@5.15 ...@5.25 5.45@5.75 5.00@6.50 24 . 4.75@5.20 ...@5.25 5.50@5.85 5.90@6.40 5.25@5.50 ... @5.40 5,60@6.00 5.25@6,80 5.00@5.45 5.50@7.00 5.45@5.80 7.00@7.35 5.00@5.40 6.00@8.00 5.25@5.60 7.35@8.00 5.00@5.40 ...@6.25 5.20@5.50 6.95@7.75 29. 4.90@5.25 6.00@6.25 5.35@5.60 6.90@7.30 Ju 5. 4.90@5.25 6.00@6.25 5.30@5.60 6.85@7.25 4.75@5.20 5.25@6.00 5.20@5.40 6.75@7.00 4.70@5.00 4.25@5,75 5.25@5.35 6.35@6.80 4.80@5.12 4.75@5.75 5.55@5.S0 6.00@6.50 4.80@5.00 4.50@5.50 5.40@5.60 6.00@6.60 10. 4.90@5.25 4.25@5.25 5.40@5,60 5.10@6.30 17. 4.90@5.25 4.00@5.00 5.30@5.50 5.25@5.75 3.90@5.25 3.50@3,75 5.10@5.35 4.25@5.20 4.50@4.85 3.25@4.00 5.00@5.25 4.90@5.50 4.60@5.05 3.00@3.60 5.25@5.45 4.80@5.20 4.25@4.75 ...@4.00 5.20@5.45 4.20@4.80 4.05@4.15 3.50@3.95 5.10@5.35 4.60@5.15 4.20@4.90 3-50@4.00 5.40@5.80 4.50@5.16 4.60@5.00 3.50@4.12 5.75@6.05 4.40@4.80 5.00@5.30 3.25@4.25 6.00@6.30 4.65@4.85 4.54@4.75 3.50@4.25 5.50@5.75 4.40@5.75 4.50@4.70 4.00@4.25 5.35@5.65 4.85@5.15 4.50@4.75 4.00@4.27 5.45@5.75 4.70@4.90 4.25@4.90 3.90@4.25 5.50@5.70 4.80@5.10 4.65@4.90 4.15@4.25 5.60@5.90 4.85@5.25 4.25@4.65 4.50@4.65 5.70@5.80 5.10@5.40 4.30@4.70 4.40®4.70 5.45@5.70 5.00@5.30 4.20@4.50 4.38@4.75 5.60@5.85 5.10@5.35 4.37@4.50 4.20@4.75 5.40@5.75 5.10@5.35 4.00@4.20 4.12@4.55 5.00@5.45 5.15@5.80 3.90@4.10 4.50@4.70 5.10@5.40 5.30@5.60 3.85@4.00 4.40@4.80 4.80@5.00 5.30@5.60 3.50@3.90 4.55@4.90 4.90@5.10 5.25@5.40 3.80@4.10 4.50@4.80 5.00@5.20 5,10@5.30 3.90@4.30 4.60@4.90 5.30@5.60 5.30@5.45 The following table shows the prices at which spring super, and the best brands of spring ex¬ tra have sold in this market on the 1st day of each month for a series of years : Price of Flour for Three Years. 1858. 1859. 1860. Jan.2.75 @3.62)£ 2.70@4.25 4.10@4.80 Feb.2.45 @3.65 3.75@5.25 3.80@5.00 March.2.50 @3.75 4.25@5.38 3.50@5.00 April.2.75 @3.75 4.00@5.10 4.00@5.15 May.2.50 @3.50 5.00@5.40 4.50@5.50 June.2.75 @3.40 ....@6.25 3.75@5.25 July.2.50 @3.87^ 4.00@5.50 3.70@5.00 Aug.2.87X@3.75 3.00@4.00 3.50@4.90 Sept.3.75 @5.00 3.00@4.00 4.10@5.00 Oct.3.75 @4.75 3.25@4.27^ 3.90@4.75 Nov.2.50 @4.00 3.75@4.70 3.70@4.70 Dec.3.00 @4.25 3.50@4.65 3.25@4.10 The following table shows the receipts and shipments, monthly, during the past two years: Monthly Receipt* and Shipments of Flour l>y Lake, Canal and Railways for Three Years. 1858. 1859. 1860. "\ r A. Rec’ts. Sh’ts. Re’ts. Sh’ts. Re’ts. Sh’ts. Jan.brls 44,664 19,172 21.156 5,874 35,431 33,959 Feb .... 34.915 S,525 27,361 9,670 31,000 36,871 March.. 40;448 10,685 24,117 7,133 49,116 41,227 April... 43,737 73,781 34,374 43.533 60,195 34,663 May.... 31,662 46,913 42,549 38,648 60,455 62,915 June ... 26,376 25,518 53,748 62,373 39,078 51,435 July ... 44,149 45,445 32.687 42,779 18,796 26,214 August. 42,577 26,061 67,015 54,769 57,359 55,327 Sept.... 69,292 69,313 130,013 129,445 91.478 95,514 Oct. 92,008 69,669 135,837 138,818 121,660 130,742 Nov.... 37,715 34,294 109,625 128,755 98,674 100,843 Dec .... 17,372 6,905 63,530 35,163 36,764 43,629 Total.524,715 436,281 742,012 696,960 700,006 713,339 Mamif’d by City Mills ..140,403 . 165,620 . 194,668 On hand and con¬ sum’d in the city. ...... 229,037 . 210,672 . 181,335 605,918 665,318 907,632 907,632 894,674 894,674 The following table shows the sources of supply for a series of years: Receipts of Flour for Five Years. 1856. 1857. 185S. 1859. 1860. By Lake, brls. 4,781 5,341 5,135 6,660 19,142 Canal. 10,597 12,931 57,708 45,779 8,480 Galena R. R.. 129,976 114,874 105,503 134,525 155,783 M. S. R. R... 4,716 5,500 12,602 11,944 11,092 M. C. R. R... 4,110 3,077 11,549 16,140 16,545 R. I. R. R....110,280 106,090 87.405 165,307 91,977 I. C..R. R.... 13,212 9,868 29,180 78,470 51,969 C. B. &Q. RR .... 85,753 103,954 135,237 73,670 C. & Mil. R. B .... 1,338 8,138 608 15,437 C &N.W’n! 42,981 56,548 54,761 239.307 C. A. &St.L f 7,175 47,193 88,219 7,401 C. &P. R. R. 4,342 9,203 Total rec’ts.324,921 393,934 524,945 742.012 700,006 Man’d in city. 86,068 96,000 140,403 165,620 194,668 410,989 489,934,665,348 907.632 894,674 The various routes by which flour lias been shipped during the year, compared with pre¬ vious years, will be found in the following table: Shipments of Flour for Four Years. 1857. 1858. 1859. 1860. By Lake, brls .... 167,227 342,647 376,835 229.136 Canal. 644 108 54 158 Galena Railroad.. Mich. S. “ 20,055 28,107 123,371 155,196 Mich. C. “ 6S,468 51,663 66,645 87,545 Rock I. 1,959 495 Ill. Cent. “ 6,070 1,703 5,321 53,273 C.&N.W. “ 375 C. B. & Q. “ 658 579 594 5,501 P. Ft. W. & Chi. 926 2.029 116,111 166,67(5 C. A. & St. L . 6,337 2,629 13,722 Chi. & Milwaukee 3,017 3,441 1,262 Total. .259,648 436,281 696,960 713,339 0 Shipments of Flour by Lake for Three Years with the Forts of Destination. 1850. bbls. 208,500 1858. bbls. To Buffalo.154,484 To Oswego. To Ogdensburgh . 71,070 To Collingwood .102,970 To Port Sarnia. To Montreal. To Cleveland. To Kingston. To Port Colborne. To Other Ports. 14,123 1,100 92,251 52,197 740 5,461 140 2,305 14,i32 1860. bbls. 127,364 200 29,486 59,331 Winter Wheat. 1S56.July 7 to Aug. 1, 1857 .July 10 to Aug.' 1. 1858 .July 25 to Aug. 7. 1859 .July 8 to July 15. 1860 .June S to July 1. Spring Wheat. Aug. 8 to Aug. 25. Aug. 5 to Sept. 1. Aug. 12 to Sept. 1. July 25 to Aug. 1. July 17 to Aug. 1. 1.128 5,925 Total.342,647 376,835 229,136 Shipments of h lour by Lake for Seventeen Years. Bbls. . 70,874 . 5S,573 Year. Bbls. Year. 1844. . 6,320 1853. 1S45. 1854. 1846. 1855. 1847. . 32,538 1856. 1848. 1857., 1849. . 51.309 1858. 1850. .100,871 1859., 1851. . 72,406 I860.. 1852. . 61,196 .376,835 WHEAT. The receipts of wheat during the past year by lake, canal and rail ways foot up 14,368,429 bushels, against 7,984,746 bushels, received in 1859. Of the receipts of I860, 12,007,256 bushels were received since the first of August, against 6,515,621 during the corresponding pe¬ riod in 1859. F 81 The yield of the crop of spring wheat last year was larger than ever before known in the history of the West—averaging probably 30 bushel to the acre. In some sections inNorthern Illinois and Southern Wisconsin the yield was estimated at 35 bushels to the acre. The crop of winter wheat, however, was very light, and the repeated failure of this kind of wheat is leading many agriculturists to grow spring- wheat entirely. It is a much saler crop, and when the quality is good as it has been for two years past, it is more profitable than win¬ ter wheat. As some anxiety exists to know the amount of wheat yet held by farmers, we append the following table, showing the receipts at Chi¬ cago for a series of years—dating them all from September to September, except the last two years, when the old crops were exhausted and the new crops ready for delivery by the 1st of August:— Receipts of the last six Crops at Chicago. Receipts of entire Crop. Marketed by 1st January. 1,094,439 5,145,615 5,194,498 7,066,502 2,764,754 6,515,621 12 007 256 In our last annual review we estimated the amount of the crop of 1859 to come forward, at about two million bu. The figures show 2,361,123bushels,or a little more than one-fourth of the crop. According to this rule, the amount yet to come forward of the crop of 1860 would be four million bushel; but as the farmers inl859 were much poorer than in 1860, they sold more freely, and it is the general opinion that more than one-third of the crop is yet back in the country, while some aver that not more than half of the crop has been marketed. The crops of 1860 were earlier than usual. The following table shows the dates of the re¬ ceipts of new wheat for the last five crops : Crop of * bu. *854. 2,283,921 185o.8,518,997 1856 . 8,482,858 1857 .13*863,074 1858 . 4,233.879 1859 . 8.876,794 1860. The course of the market during the past 180 twelve months will be found in the following 4,922 summary of the year’s reports: In January there was a good demand for wheat by shippers who had orders from millers in Pittsburgh, Cleveland, Detroit and to points South of Chicago in Indiana and this State, who purchased principally choice lots in bags on the track or at the various depots where it was convenient to ship by rail. The prices paid for such parcels ranged from 98@1.08, according to quality. There was* however at the opening of the month a good speculative demand for No. 2 spring wheat in store, and the market advanced from 94jkc on the 3d to $1.00 on the 19th. Towards the close of the month, however, owing to the heavy stocks in Glasgow, Liverpool, and other European ports, the speculative feeling subsided and the mar¬ ket receded again to 97c. Winter wheat was scarce and in good request by millers at $1.20 @1.25 for white, and $1.10@1.15 for Red, ac¬ cording to sample. The stock of wheat in store about the close of the month amounted to about 315,000 bushels. In February the demand by millers from various sections of the country, and the ship¬ ments by rail amounted to nearly one-half of the total receipts. This, with a fair specula¬ tive demand caused a firm market, aud prices slowly but steadily improved—the sales on the -v8th being at $1.03 for No. 1 spring in store, and 99@1.01 for No. 2 spring. Good club Vheat was in, particular request, end millers paid as high as $1.08@1.10 for choice samples. VV bite winter wheat was also in good demand and rather scarce—$1.25@1.30 being paid for good lots, and $1.12@1„15 for red winter. In March the market opened buoyant, under a good speculative inquiry, and prices during tne 4irst week .improved 5@6c per bushel 1 his, however, was speedily followed by a re¬ action, when the advance was entirely lost and the speculative demand ceased almost en¬ tirely. An active inquiry fbr shipment to St. Louis to supply the mills there caused a tem¬ porary improvement, but at the close of the month, No. 2 spring fell to 96c—which was a decline of 5@6c on the closing quotations in January. Winter wheat, which had been in fair demand during the month, at the close be- came very dull and declined 10@13c per bush¬ el—No. 1 Red selling at $1,121-4. During the first ten days of April the mar¬ ket was steady and firm, without much change ’ but on the Hth inst. the Pnnce Albert was telegraphed with an improvement m Liverpool, and the market became suddenly buoyant and advanced 4@4>£c per bushel—No caching $1.03>£c. From this date to the 22d however, a slight reaction took place and the advance was nearly lost; but on the -vdd the steamer A ustralasian reported another advance in England, and under an active de¬ mand by shippers, No. 2 spring ran up to $1.14 before the close of the mouth—an advance of 20c per bushel in thirty days. Winter wheat became scarce and millers paid $1.30@> 1.40 for white, and $1.15@1.28 for red, accord¬ ing to sample. In May the receipts were heavy, and although the market during the first week was buoyant and active, yet it speedily became dull and heavy under the influence of unfavorable news 10 » from Europe and on tlie 22d, No. 2 spring was sold at $1.00 - a decline of 14c, since the 1st On the 28th, however, the Arabia brought more hopeful news, and on the 29th the market had partially rallied—advancing 6@7c per bushel —closing on the 31st at $1,08@1.09 for No. 1 spring and $1.05@1.07 for No. 2 spring. Win¬ ter wheat during this month was quiet and neglected, and sales' were made at $1.30(81.35 for white, and $1.20@1.30 for red. In June the stock of wheat in this market was much reduced—amounting on the 18th inst. to only 185,000 bushels. At the beginning of the month there was an active speculative and shipping inquiry and the market was firm; but owing to more liberal receipts and less encouraging news from the East, it became dull and heavy, and on the 10th No. 2 spring was sold at 99c—a decline of7(S)8c on the opening price. On the 18th, however, the Bohemian was telegraphed and an appreciation almost immediately took place of 4 c—the mar¬ ket continuing buoyant, till on the 25th No. 2 spring reached $1.10. On the 8 th a small parcel of the new crop of red winter wheat was received from Southern Illinois—the first of the season—and sold to a city miller at $ 2.00 per bushel. Old winter wheat was almost en¬ tirely out of the market. In July the supply of spring wheat of the crop of 1859 was very light—the stock here being reduced on the 9th inst. to about 25,000 bushels. Under these circumstances all specu¬ lative inquiry ceased, and the demand was chiefly by shippers to fill out cargoes alreadv partially engaged—the sales ranging during the first half of the month from $1.05@$1.07 for No. 2 spring. On the 17th, new soring wheat was received, but it was not in good con¬ dition, and there were no sales till the 19th, when No. 2 spring was sold at $1.00@$1.02— the same price as the old crop. The prospect however, of a good crop and a heavy supply at an eariy date made buyers cautious, and on the 21 st we stepped from the old to the new crop when the market declined 9@llc per bushel From this date to the close of the month, No. 2 spring was sold sold at a range of 89@91c in store, at which figures there was a limited shipping demand. New winter wheat w r as re¬ ceived freely in July, especially red, which sold at the opening of the month at $1.20 for No. 1 in store, and declined before the close to $ 1 . 00 — a depreciation of 20 c. The market during August was nervous and excited—on one hand by the news of very un¬ favorable weather for the crop in England, and on the other hand by the sudden advance in freights which took place. During the first week the market was buoyant and No. 2 spring- advanced to 94c 5 but under a heavy supply and high freights,-the market during the next fourteen days declined twenty-four cents per bushel—No. 2 spring selling on the 21 st at 70c. This was followed by as sudden a reaction—for under additional intelligence from Europe and an improvement in New York, the market ad¬ vanced 19>£@20c, from the 22d to the 31st No. 2 spring selling at 90>£c. Shipments East during this month generally, paid good profits to the shipper. The market during September, was particu¬ larly sensitive. Almost every day saw a change in prices—and often prices varied very materi¬ ally two or three times in one day. For in¬ stance, on the 5th inst. three foreign steamers were telegraphed, and their effect may be seen by the following paragraph which appeared in this paper on the day following: The wheat market yesterday was subject to quite a series of fluctuations. Under the influence of the America’s news in the morning, No. 1 spring advanced to 92c and No. 2 to 89c, after which it re¬ ceded and was dull at 87c for No. 2. Later, anoth¬ er steamer was telegraphed, and wheat again be¬ came firm and in good demand ; but later still, the dispatches of the steamer which left Liverpool on the 28 h, were received with unfavorable intelli¬ gence, and the market became instantly flat and heavy—closing wiih sales of No. 2 spring at 84c in store.” From the 6 th to the 10th inst. the market was again buoyant, and No. 2 spring was run up to 95Xc and No. 1 to 98J^c—which was the highest point reached after the old crop had given out. But on the 11th inst, the Bohemian reported “favorable weather,” and a decline instantly took place of 7@8c—-which being fol¬ lowed by the intelligence that, after all, an ave¬ rage crop would be harvested in England, there was another depreciation of 8 @ 10 c $ bu —No. 2 spring selling on the 18th at 79c—a de¬ cline in eight day of sixteen cents $ bushel. A falling, off in receipts after this decline caused a slight improvement in prices; but both specu¬ lators and shippers were timid, and there seem¬ ed to be but little stability in the market. During the month of September a new grade of wheat, called “Northwestern Club” was established by the Board of Trade. It was specially designed to make this market attrac¬ tive for the bright and clear spring and club wheats which are raised in Minnesota and Northern Iowaand Wisconsin. The establish¬ ment of this grade proved a most complete success, for not only did it draw large quanti¬ ties of wheat from the regions named, but the grade was eagerly purchased by shippers at prices ranging from 3@4c above those of No. 1 spring. In October the course of the market was slowly but steadily downwards. The heavy receipts of August and September, and the want of sufficient tonage to carry it east, had caused it to accumulate here till on the 30th 1,187,000 bushels were reported in store. With such a stock, and freights daily advanc¬ ing, both on the lakes and on the Erie Canal, shippers showed but little anxiety to operate at the ruling prices. On the ? 2d No. 2 Spring was sold at 87c, and the market gradu¬ ally declined till the 30th, wdien it fell to 80c. The market in November continued to tend downward. During tfie first week there was considerable activity at 80@81c for No. 2 Spring, and 82@83c for No. 1 Sprint; but during the balance of the month the gloomy prospect for through shipments, as well as the political* panic which prevailed all over the country, depressed the market, and prices fell to 73c on the 27th—a decline on the month of 7@8c. Owing to the depressed condition of mone¬ tary affairs in New York, in the early part of December, all kinds of breadstuff's were dull and heavy, and the wheat market during the first week declined rapidly—No. 2 Spring sell¬ ing on the 7th at 66 c. From this date to the middle of the month, the market was firm and an improvement of l@ 2 c took place; but un¬ der an improved state of affairs in New York, and an active inquiry by short-sellers and par¬ ties who were holding till next spring—the market became buoyant, and No. 2 Spring ad¬ vanced to 82c—an improvement of sixteen cents between the 7th and the 22d instants. The following table shows the weekly prices of spring wheat during the past year, with the weekly prices of Chicago spring in New York: 11 Weekly Prices of Spring Wheat in Chicago and Nezo York in 1860. No. 1 Spring No. 2 Spring m store. • @ ... • @ ... • @ ... • @ ... .@1.00 .@1.00 .@1.00 .@1.00 .@1.01 @1.07 @1.04 Jan. 3 10. 17. 24 . 31. Feb. 7. 14 . 21. 25 . Mar. 6.. 1.05 13.. 1.03 20. 27. Apr. 3. 10.. 17. _ 8. 15 . 22 .. 1.01 29.. 1.08 June 5. 12.. 1.06 @1.07 18.. 1.04 @1.04* 25.. 1.10 @1.11 • @ • @ • @ ■ @ .@ 1.11 • @ •.. @1.03 @1.09 Aug July- 3. 10.. 17.. 24.. 31.. 7.. 14.. 21.. 28.. Sept. 4.. 10.. 18.. 25.. 2.. 9.. 16.. 23.. 30.. Noy. 6.. 13.. 20.. 27.. Dec. 4.. 11.. 18.. 25.. 1.06*@1.07 92 92 96 87 73 @1.08 @ 92* @ 93 @ 97 si* 75 in store 94 X @ 96 96*@ 97* 99 @1.00 .. @98 @ 97 @ 98 @ 97* @ 98 @1.00 @1.07 @1.02 @ 98* @ 98* @ 9S @ 99 @ 1 . 01 * @1.04* @1.14 @ 1.10 @1.07 @1.01 @1.07 1.05*@1.07* 1.04 @1.04* @1.03 @1.10 @1.06 @1.07 @1.06 @ 90 Chicago Sp’g in New York. 1.22 @1.23 @1.20 @1.22 @ ... White. ■ 1.25@1.35 17 20 18 97 97 97 99 1.04 1.00 96 96 96 98 1.01 1.04 1.10 i!os 1.00 1.65 1.02 1.09 1.05 1.06 1.17 1.19 @1.20 @1.20 Oct. @ @ 84*@- 89X 88 @ 91 96 @ 82 @ 86 @ S8*@ 89 @ 87 @ .@ #3 @ 83*@ 80 @ @ @ 89 90 93 81 70 @ @ @ 76 75 70 71 77 @ 84*@ 9S* 83 88 90 90 87* 83 83* 84 82 16* 76 10* 72 11* 85 82*@ 84 @ 93 @ 79 @ 82*@ 85 @ 85*@ 84 @ ... @ 80 @ 80*@ 78 @ 73 73 67 6S 73- 80 @ @ @ @ @ @ 91 94 82* 73 87 88 95* 82 85 87 86* 84* 80 81* 81 79 14* 13* 68 69 14* 82 @ 1.21 @ 1.22 @1.30 @ ... @1.17 @ 1.21 @ 1.22 @1.26 @1.25 @1.27 @ 1.20 @ 1.20 @ 1.21 @1.24 @1.23 @1.24 @ 1.22 @1.30 @1.28 @1.25 @1,26 @1.19 @ ... @ 1.22 @ ... @1.17 @1.25 @1.29 @1.30 @ 1.21 1.14*@1.21 1.14 @1.18* @1.23 @1.30 @1.25 @ 1.22 @1.23 @ 1.21 @ ... @ 1.10 @1.06 @1.06 1.21 1.28 1.12 1.16 1.20 1.25 l’.is 1,19 1.23 1.21 1.22 1.29 1.27 1.18 1.21 i!is 25 22 17 1.19 1.23 1.20 1.18 1.19 1.16 1.03 1.04 1.05 1.16 @1.18 shows the weekly price The fsllowing table___ of winter wheat during the past year Weekly Prices of Winter Wheat in I860. White. • .. @ 1.20 • 1.20@1.25 • 1.20@1.25 • 1.20@1.30 ,..1.25@1.30 •*.'l.37@h45 .. .’.@i’37* . .1.30@1.37* Jan. 3.. 10.. 17.. 24.. 31.. Feb. 7.. 14. 21. 28. M’ch6. 13. 20. 27. Apr. 3 —1.20@1.30 10. 17-1.35@1.38 24-1.30@1.40 May 1 —1.35@1.40 8.. .. 15.. . 22.. ., 29.. ., June 5... 12.. ., 18.... 25.... No. 1 Red. No. 2 Red. .@ 1.10 1.10@1.12 1.10@1.15 1.10@1.14 1.10@1.15 i'.12@l.i5 iL20@if.25 1.15@1.25 ..@ 1 . 12 * 1.12*@1.15 1.20@1.26 ..@1.35 .@if30 1.15@1.25 1.25@1.28 1.20@1.29 .@ 1.20 1.18@1.20 ..@ 2.00 Aug. July 2. 9. 17 . 24 -1.15@1.18 31.@1,06 7. 14. 21. 28 Sept. 4.'.. .I.i6@i.l5 11.... 1 15@1.25 18 -1.1S@1.25 25 .@1.20 Oct. 2 ...1.05@1 14 9-1,05@1.25 16 —1.05@1.18 23-1.08@1.18 30-1.08@1.15 Nov. 6-1.08@1.12 No. 1. Red. 1.10@1.15 1.10@1.25 1.11@1.12 1 . 00 @ 1 . 00 * 1 . 00 @ 1 . 00 * 1.04@1.05 1 . 00 @ 1 . 00 * ..@88 ..@90 ..@ 1.00 ..@ 1.10 90@ 95 ..@ 95 90@1.00 92@ 97 .. @ 98 92@ 95 ..@ 95 No. 2 Red. 1.0S@1.09 94 @ 96 93@ 98@ 80@ ..@ 95 99 94 83 85 ..@ 1.00 ..@ 85 8S@ 90 . @ 90 13.. 20.. . 27.. . Dec. 4... 11.. . 18... 25. . ..@1.16 1.0S@1.10 . ..@ 1.12 ■ 1 . 00 @ 1.10 . 1 . 10 @ 1.12 • 1 . 10 @ 1.12 87@ 87 88 ■ @ 75 The following table shows the prices of win¬ ter and spring wheat on the 1st of each month for the past two years: Prices of Wheat for 1859. Two Years. 1860. Winter. Jan.ll 0@120 Feb.l08@140 Mar.ll2@138 Apr.ll5@139 May.ll6@145 Jun.l40@160 J’ly.l05@130 Aug. 85@116 75@103 78@102 88@110 96@115 Spring. 70 @ 72 84 @ 90 90 @103 £5*@100 90 @104 102 @125 Sep. Oct. Nov. Dec. 80 m3 60 @ 69*@ 74 84 91 @ 95 90 73 77 83 93 Winter. 110@120 110@125 112@145 112@130 125@140' 118@140 110@135 94@110 95@112* 90@115 93@116 75@;09 Spring. 94* @104 97*@100 100 @106 @102 @115 @111 @107* @ 95 @ 93 @ 92 81*@ 90 11*© 78 98 111 106 105 90 86 84 The monthly wheat during the follows: receipts and shipments of past two years compare as Monthly Receipt sand Shipments of Wheat by Lake Canal and Railways for Two Years. 1859. 1860. January, bu 99,992 February... 252,026 March. 115,339 April. 161,220 May. 369,423 June. 345,816 July. 125,379 August.1,057,175 September .2,296,526 October.... 2,209,870 November.. 683,900 December.. 268,150 Rec’ts. Shipm’ts. Rec’ts. Shipm’ts. 19,326 26,290 42,979 222.382 258,370 373,965 296,051 700,269 2,010,457 2,129,077 1,090,860 37,527 201,733 200,403 255,727 361,200 472,776 342,174 527,160 3.470,409 3,494.774 3.531,088 1,136,150 374,835 54,926 80,824 131,848 284,887 345,939 5S4.840 386,935 2.789.549 3,037,717 3,190.678 1,582,453 16,988 Total... .7,984,746 By teams say. Floured 7,267,553 14,368,429 12,4S7,6S4 200,000 in 200,000 City.. ... .828,100 On hand, consumed. shipped and unac- counted for ... 89,093 973,340 1,107,405 Total.8,184,746 8,184,746 14,568,429 14,568,429 The following table shows the sources cf supply for the past three years : 12 Receipts of Wheat for Four Years. 1S57. 1853. 1859. 1860. By Lake, bu.. 8,470 11,778 5,598 58,940 Canal. 885.531 919,754 452,519 724,056 Galena E. E. .3,766.217 3,880.151 2,882.323 4,965.042 M. S. E. B... 11.196 258,167 22,161 40,483 M. C. E. E... 13,5S9 64,094 7,478 22,736 E. I. E. E...1,181,479 512,524 851.330 1,293,515 Ill. C. E. E... 679,424 1,110,136 1,432,058 2,445,578 C.B. & O.B.B.2,972,055 1,668,771 1,398,359 2,213,326 C. &MH.E.E. 7,380 4,S73 2,892 36,356 C. &N. W.... 279,844 342,903 484.749 1,970,761 C. & St. L.... 549,536 787,515 397,645 491,516 P. & C. E. E... 48,144 106.120 Teams. 200,000 200,000 200,000 200,000 Total.!l0,554,761 9,761,236 8,184,746 14,563,427 From the above it will be seen that the re¬ ceipts by the old Galena road amount to nearly five million bushels, against 2,832,323 in 1859. The Chicago and Northwestern Railroad, which brought to this city in 1859, less than half a million bushels, has come up to nearly two millions. This increase is partially due to the establishment by the Chicago Board of Trade of a new grade of w'heat, called Northwestern Club, which has been eagerly inquired for by shippers—the great bulk of which comes from Northern Wisconsin and Minnesota. The following table shows the shipments of wheat for a series of years, with the routes of export: Shipments of Wheat for Four Years. 1857. 1858. 1859. 1860. Lake, bu. 9,284,705 8 ,597,148 ( 5,904,203 11,940,790 Canal. 12,383 591 35,088 60,167 Mich S’nEB. 33,734 1,829 31,503 125,123 Mich C’l E E. ■ 143,517 57,661 130,443 127,658 Eock I E E.. • 10,519 12,963 4,289 Ill Cent EE.. 8,177 29,219 12,375 79,769 C & St L EE 1,694 5,854 C B & QE E. 2,536 9,903 9,176 48,458 C & NWEE , 1,187 115,219 C & Mil E E. 19,781 14,8S9 5,434 CP&PtWB .... .... 90,142 Total. 9,485,052 8 CO CO OO f,267,553 12,487,684 The ports of destination of the wheat shipped by lake will be found in the following table: Shipments of Wheat, for Three Years , with the Ports of Destination, 1S58. 1859. To Buffalo, brls. Oswego. .4,506.600 .2.737.410 3,689,923 2,052,842 251,613 78,565 13,835 6.000 Ogdensburgh. . 138,996 Ool liner wood. . 43.050 Wellington Sq’re,Can. 26,504 Ench ester. .... Port Sarnia, Canada. St. Catherines, “ . Port Colborne, “ . Montreal, “ . Cleveland. .’ 177,897 .* 439', 374 1,202 49,064 355,370 67.519 140,908 93,194 27,700 19,000 57,438 Kingston, Canada... Thorold, “ Cape Vincent “ .. Other Ports. . 476,722 . 14,318 .’ 39,277 1860. 7,042,023 2,227,164 280,651 277,659 353,597 99,45S 674,481 194,016 23,894 753,142 9,700 Total.8,597,148 6,904,203 11,940,790 Shipments of Wheat by Laics for Nineteen Years. 1842 . 856,907 1852. 635,496 1843 . 637,967 1853. 1,206.163 1844 . 891,894 1654. 1,650,480 1845 . 926,860 1855 5,719,068 1846 .1,459,594 1856. 8,114,353 1847 .1,974,304 1857 9,284,705 1848 .2,160,800 1858 8,597.148 1849 .1,936,061 1859. 6,904,203 1850 .1,883.644 1860.11,940,790 1851 . 437,660 COEN. The abundance of the yield of the Corn crop of 1859 cannot be attested by any better evi¬ dence than the receipts at Chicago during the pest year, which foot up 15,437,960 bushels, against only 5,400,000 bushels in 1859. Of this amount, too, only about half a million bushels came from the roads leading through Northern Illinois and Iowa. Had the crop been equally good in the latter sections of the country, the receipts would probably have reached twenty millions. The trade in Corn does not usually com mence till the opening of navigation ; but the past year was an exception. During the months of January, Febrnay and March, there was a brisk trade . carried on in shipping by railroad to Montreal, Boston. New York, Phil¬ adelphia, Reading, Pittsburgh, Cincinnati, and to numerous other points both North, East and South. Almost the entire country, except Illinois, seemed to be destitute of Corn, and it was our province to supply the deficiency. There was also during the first three months of the year an active speculative demand, which tended to give the market an air of ac¬ tivity never before known during any corres¬ ponding period. In January, No. 1 Corn was sold at a range of 46@52c in store. In Febru¬ ary the tending was rather downward, owing to heavy receipts, and the market for No. 1 varied _ between 41%@46e: On the 8th of March’the Illinois & Michigan Canal was opened, and Canal and Illinois River Corn was sold at 42£@32c in store. The demand at this peri¬ od was principally for Cincinnati. In the early part of May there was an active inquiry for shipment to Southern Illinois and Cincinnati, and the market advanced l@2c : but during the latter half of the month the market became dull and depressed, and No. 1 was sold at the close at 28c in store. In June the market was still easier, and for the first time since the opening of navigation shippers to eastern markets became buyers, and during the first two weeks, two cargoes were shipped to Buffalo. Prices during the month ranged from 27@39c in store—closing at the inside quotation. In July the demand w r as confined to the wants of shippers who had cargoes to fill out, and the market was quiet and l@2c lower— prices ranging from 25@26^c. In August the new crop began to be re¬ ceived, and under the prospect of a large yield and a good supply, prices gradually gave way till on the 21st No. 1 oats were sold at 17c in store—closing, however, at 19@19^c, because of more inquiry by shippers. The shipping demand in September was tol¬ erably active and the market was steady at 19 @20c in store; but in the following month, Oc¬ tober, it gradually fell till on the 30th, No. 1 was sold at 17c in store. The receipts during this period were mostly by the Illinois and Michigan Canal. In November and December the receipts were light and the market quiet and neglected. Several cargoes were sold to speculators to be held till next spring at 17@18>^c in store; but besides this the demand w*as limited to the re¬ quirements of the local trade. In December, under a light supply and but a limited shipping demand the market was quiet but steady—lots in bags selling at 18@ 18f^c on track, and in store at 17%c. The following table shows the price of oats in Chicago and"New York, each week during the past year: 15 Weekly Trices of Oats in Chicago and New York in 1860. Jan. Feb. 8 10 17 24 Chicago. New York. • 45# @47 ' 45 @45# 45 @46 45 @48 44 @45 44 @45 . 31 @32 44 @45# 45 @46 45#@46 44 @45 43# @44# 13. 20.. 33 @35 A 2 2 .35 @35# April 3. 33 @,35 10.31#@32 17. .@32 , c 28 .31 @.si# Ma y 1.32 @32# 42# @44 43 @44# 45 @46 45 @45# 42 @43# 42 @44 15 12 10 17 24 31 42 @43 42 @42# 40 @43# 41 @43 40 @42 38# @42# o i (0 ,43 Qry /5n A i O i (g),41 37 @41 37 @40 38 (o)41 .@26 .@26 AUg. <. 14_ 21. 28. Sept. 4. 11 .... 18. 25. Oct. 2. 9. 16. 23. 30. Nov. 6 _ 13. 20. Dec. 27. 4 . 11. 18. 25. 37 @40 37 @40# 36 @39 36 @39# 37 @39# 39 @41 41 @42 41 @42 41 @42 37 @39 37 @39 36 @38 38# @40 38# @40 38 @39 37 msx 36 @31X 37 @38# 37 @33X 37# @39 35 @37 36#@3S 37 @38# The following table shows the price of oats on the 1st of each month in this market for a series of years: Trices of Oats for Four Years. Tn 1857. 1858. 1859. 1860. January....33@35 21 @21# 47 @59 35 @ 35 # February...33@36 23 @23# 45 @54 36 @37 ¥ ar . c . h .O' 8 ©39 23 @23# 51 @57 35#@36# AP nl .36@38 25 @25# 40 @53 34 @35^ ¥ ay . -@53 27 @27# 42 @55 32#@34 J u . ne .05@66 26 @26# 41#@47 28#@30 J uly -;.£(>@58 31 @32 37 @40 26 @28 August ....56@57 .. @40 .. @25 29 @ 29 # September .28@29 35 @45 25 @26 19 @ 19 # October.... 26@28 35 @42 30 @ 30 # 20 @21 November ,24@25 34#@45 32 @32# 18 @.. December..2o@26 35 @45 31 @ 34 # 17 #@ 18 # The following tables show the monthly re¬ ceipts and shipments of oats dnring the past two years, with the sources of supply and the routes of export: Monthly Receipts and Shipments of Oats for Two Years. 1859. I860. r- -*-, ,-*---, Eecp’ts. Ship’ts. Eecp’ts. Ship’ts. Jan. bush.. 21,934 8,634 103,447 32,542 February... 37,553 6,621 97,483 63,438 ¥ ar <*. 42,312 11,577 111,065 135.874 April. 40,444 15,903 96,496 54,721 ¥ ay . 105,157 34,854 139,905 38,051 . 82,054 103,208 107,162 120,463 J ul y--;. 61,007 109.063 107,989 157,960 August .... 194,221 116,246 201,096 94,471 September. 257,680 210,159 282.529 113,646 October.... 329,803 311,532 296,647 31,173 November.. 148,586 178,184 48,398 187,875 December .. 92,2 97 68,296 37,689 9,505 1,413,048 1,174,177 1,629,960 1,474,177 By t ms say 400,000 400,000 ’*$§0,127 City cons’n, on hand and unaccount’d for . 638,871 990,127 Total..... 1,813,048 1,813,048 2,029,906 2,039,779 Receipts of Oats for Four Years. By Lake, bu... Canal. Galena E.E... Mich S. E.E .. Mich. C. E.E.. E. I. E.E. I. C. E. E . C. B. & Q. E.E C. & NW. E.E. C. A. & St. L.. C. & Mil. E.E. Pitts. & Chi... Teams. 1857. 80 366.739 303,349 7,859 77,999 159,803 213,737 117,609 60,370 1858. 96,972 368.312 635,785 6,168 15,223 78,880 141,234 101,410 39S,300 44,664 8,577 400,000 400,000 1859. 8,222 405,297 457,937 3,988 3,287 34,183 139,185 165,202 163,877 15.000 13,388 2,882 400,000 I860. 20,604 629,052 337,026 3497 64,23S 195.988 165.988 113,227 225,275 26,527 11,910 2,862 T <*al.1,707,245 1,295,332 2,813,043 1,029,906 Shipments of Oats for Four Years. 1857. By Lake, bu..3S9,184 Canal. 1,890 M. S. E.E. M. C. E. E... 2.283 E. I. E.E. Ill. C. E.E... 17,197 C. B. & Q.... 6,224 C. A. & St. L. Chi. & Milw. Pitts. & Chi. 1858. 1859. 1860. Ogdensburgh. Cleveland. Pt. Colborne, Montreal, 4 4 44 1,294,552 173,337 304 l|843 1,288 26,810 1,003,071 7,830 23,911 105.672 139 23,814 1,160 4,333 >1,482 2,765 604,154 116,584 17,029 194,616 711826 939 30,589 40 4,002 1,49S,134 1,174,771 1,039,779 Lake for Three Years, with of Destination. 1858. 1859. 1860. .4,074,981 824.424 466,599 .. 168,161 77,685 41,036 18,000 13,000 100 . • • . . . 3,199 1,866 . . .... 6,616 .. 44.103 ... .. 73,077 73,047 81,656 .1,294,552 1,003,071 604,154 Shipments of Oats by Lake for Thirteen Years. Years. Bush. Years. Bush. 1647. 38,892 1854 . 2,959,715 4348 . 65,280 *1855 .1,821435 1349 . 26,849 1856 . 949,413 1850 . 158,084 1857 . 389,184 4851 . 605,827 1858 .1,294,552 852 . 2,030,317 1859 .1,003,071 1353 .1,638,842 I860 . 604,154 RYE. The receipts of Rye during the past year amounted to 295,43G bushels, against 228,179 bushels in 1859. The shipments amounted to 129,156 bushels, against 131,449 bushels in 1859. In January the supply was very light, and under a good demand for shipment to Cincin¬ nati and by distillers, the market was buoyant. On the 3d No. 1 was sold at 75c instore; and the market kept advancing till on the 20th it reached 95@97c; but from that date to the 31st the receipts were very liberal and the mar¬ ket declined 16@17c per Dushel—No. 1 selling on the 31st at 80e. The market in February was quiet and steady at 7b@82c—the demand being chiefly by city distillers. In March and April the receipts be¬ came very light, and the market again became firmer; but in May the tendency was down¬ ward-closing dull, with sales on the 30th at 70c. In June the stock waS small and the receipts very light; but the demand being limited the market was quiet, and it closed at a decline on the month of 5c per bushel—with sales at the close at 65c. In July the new crop began to be received— 300 bushels being sold on the 10th at 50c. This however was the lowest point reached that month, for as the receipts increased the mar¬ ket became more active and prices improved 3@4c—closing at 54@55c. In August and September there was a fair shipping demand and the receipts were liberal the market varying from 48@54c. In October, November and December, the receipts were light, but the demand was limit¬ ed almost entirely to the wants of the local trade, and the market ruled heavy and dull— —prices varying from 42@52c—closing on the 24th of December at 45@46c. The weekly price of Rye in Chicago and New York during the past year will be found in the following table: Weekly Prices of Bye in Chicago and New York in 18(50. Chicago. Jan. 3 — @75 10.. 78@80 17.. 88@92 24.. 85@90 31.. 80©S4 Feb.7..S0@S2 14.. .. @82 21.. 78@80 28.. .. @80 M’ch6... .@83 13.. 84.S5 20.. 83@86 27.. .. @85 Apr. 3.. 80@82 10.. 85.87>£ 17.. 82.83 24. .85 @86 May 1.... @83 8..85@86 15.. ..@85 22.. 75 @80 29'..70@74 J’ne5..71@72 12.. 70.72 19.. 67 @70 2(5. .65 @67 N. York. 93 @95 . .@92 90 @92 90@91 90@92 ..@90 86 @87 ..@87 ..@88 86 @88 •86 @88 S6@87 ..@85 70@82 ..@85 ..@85 ..@86 .. @81 87@88 .. @92 ..@92 85 @86 85 @86 . .@82 Jly 3 10 17 24 31 Au.7 14 21 28 Se. 4 11 . 18. 25. Oc. 2 9. 16. 23. 30. No.6. 13. 20 . 27. De.4. 11 . 18. 25. Chicago. N ..53 @55 .. .. @50 .50 @55 .53 @55 .54 @55 ..52K@52# .48 @54 . 46 @50 .49 @50 .47 @50 .51 .@52 .49 @53 . .. @49X .50 @51 .52 @53^ • 50>£@52 .49 @50 . .. @45^- . .. @48 . .. @46 . .-.@45 . .. @45 . .. @42 .44 @45 . .. @45 .45 @46 . York. . .@83 80 @83 .. @88 81 @82 .. @81 .. @80 75@78 75 @76 -.@80 .. @80 ..@80 ..@75 78@80 ..@80 80@81 ..@80 76@79 .. @73 72@73 68@69 69@70 68@70 . .@64 68 @70 ..@70 The following table --shows the price of Rye m this market on the 1st of each month for a series of years: Prices of By e for Four Years. 1857. 1S5S. January.... 75@ 80 48@50 February ... 75@ 80 48@50 March.74@ 79 50@.. April. 78@ 80 49@50 May.@ 90 50©53 June.108@110 50@52 July....-.@112 51@52 August.@110 59@00 September.. 78@ 80 70@75 October.50@ 55 55@60 November .. .. @ 53 56@57 December .. 50@ 51 55@60 1859. 60@ 65 75@ 82 ..@ 90 .. @ 93 92@ 93 110@120 85@ 90 53© 54 55@ 56 62@ 65 61 @ 65 70 1860. .. @75 .. @82 .. @80 .. @81 83 @84 69 @70 53 @55 52 @55 47 @50 50^@51 48 @48M 45 @46 The following comparative tables show the monthly receipts and shipments of Rye during the year, with the routes of export and the sources of supply: Monthly Receipts and Shipments of Rye for Two Years. 1859. 1860. By Lake, bush. Galena N W EE... C, A & St L MicSRR.. Chi & Pitts R R C & Mil RR... ,--— \ -- * ' 1 V Recp’ts Ship’s Recp’ts Ship’s bu. bu. bu. bu. .. 1,425 .... 12,430 1,870 .. 5,416 • • • ■ 10,335 320 .. 3,307 .... 14,019 1,565 208 14.060 422 2,862 15,805 1,946 . 7,409 130 6.344 997 737 15,355 7,590 19,983 48,644 21,474 .. 56,045 44,489 48,107 23,546 . 65,041 45,815 66,057 29,826 .. 24,453 16,925 27,683 38,450 .. 11,563 300 16,597 1,150 .228,179 131,449 295,436 129,156 of Rye for Four \ Years. « 1857. 1858. 18 9. 1S60. 120 718 1 46 1 .2,213 9,372 16,381 45,571 .72,307 34,386 93,070 80,517 . 2,825 3,909 32,705 20,842 . 2.606 .... 51,020 25,450 . 1,471 3,846 13,312 63,105 ...... 2,239 7,728 6,836 53,161 J . 10,670 673 1,710 .... 60 '••••• • • • . .... .... 900 •. .... .... 2,715 .4,000 .... .... .... Tatal.87,711 70,031 228,179 295,436 Shipments of Rye > or Two Years, with the Routes of Export. ^ 1859, 1860. By Bake. s .104,289 107,723 Ill Cent RR. 40 1,351 Chi & RIRR.a . 50 403 Chi & Mil R R. 168 406 Mich Southern R R. 12,428 4,914 Pitts & Cai R R. 14,474 * 3,’220 Mich Central R R. 10,959 C, B & Q R R. 118 Canal. % . .... 62 Total...131,449 129,156 Shipments of Rye by Lake for Two Years , with the Ports of Destination. 1859. 1860. To Buffalo, bu. 99,200 89,529 To Oswego, bu. 73 * To Collingwood, (Canada,) bu. 72 ..." To Port Sarnia, “ bu. 466 To Cleveland, bu. 1,265 _ To Port Colborne, bu. 18,194 To Other Ports, bu. 3,213 _ Total.1C4,289 107,723 IT BARLEY. The receipts of Barley during the past year amounted to 623,005 bushels,against 662,187 bu¬ shels inl859.The shipments during the yearl860 were only 290,211,against478,162 bushels inl859. Of the shipments only 59,368 bushels were sent by lake, the demand being chiefly from the South, which was supplied by railroads. The crop of 1859 was of good quality, but that 1860 Was stained in the fields, and the quality is generally inferior. In the months of January and February the barley market was quiet, and the transactions were chiefly to supply brewers and shippers by rail. On the 1st of January, No. 1 barley was sold at 60c, and the price of this grade ranged till the end of February from 58@ 62 l-2c—several choice parcels commandin''' 65 @ 66 c. In the early part of March the market was buoyant because of an active demand by Pitts¬ burgh buyers, and prices advanced in a few days 6@7c—No. 1 selling at 70@72c in store, and prime lots by sample at 75@76c; but on the 13th, this demand ceased, and the advance was almost (ntirely lost. Towards the end of this month, however, there was a good inquiry by malsters, and the market rallied slightly— closing at 70@73c for No. 1. In April and May the market was tolerably active and prices were steady at 70@75c for prime, and 56@70 for common to good; but in June a decline of 10@15c took place—No. 1 selling at the close of the month at 50c, and No. 2 at 40c. In July the new crop began to arrive ; but it was in' poor condition, and was sold at 25@ 40c as to quality. In August the receipts were trifling, and the market was quiet and neglect¬ ed ; but good samples were rather scarce and sold at a range of 50@65c. During the first half of September the demand by city brewers was active, and the market advanced 6@7c— No. 1 selling at 59@65c, and No. 2 at 40c"; but before the close of this month the supply greatly increased and the market became dull, while the advance gained in the early part of the month was almost entirely lost There was little or no demand for shipment east ex¬ cept for No. 2, of which several cargoes w r ere shipped. In October the supply was good, and under a limited demand; prices fell 15@20c per bushel. On the 2d inst prime barley brought 66c, and I March 6. 70 13. 00 20. 27. 70 April 3.50 Chicago. @76 @05 @69 @73 ®sro 19. 65 @75 17. 67 @68 24. 68 u.. Canal. Galena R. R . Mich. South’n Mich.Central. Rock Island.. Ill. Central... N. W. R. R.. C. B. & Q.... C. & St. L_ Chi. & Mil... C. P. &F.W.. Teams. 185G. 25,592 634 37,489 1,593 19,660 602 1,025 20,946 1857. 33,160 2,692 25,794 4,627 6,961 6,682 2,239 10,155 2,379 1858. 39,824 7,165 139,492 2,045 1,200 80,432 18,005 64,682 33,676 19,446 5,454 1859. 26,977 26,068 179,748 618 416 176,389 76,267 27,866 81,852 12,670 52,316 30,000 30,000 Total ....128,457 127,689 411,421 662,187 Shipments of Barley for Five Years. By Lake, bu. Mich.Central. Rock Island.. Ill. Central... C. B. & Q.... Chi. & Mil... Pitts. & Chi.. C. A. & St. L. 1856. 1857. 1S58. 1859. 1,815 1,104 114,145 366,765 1,056 9,993 6,595 .... 10,667 .... .... 22,729 3,506 3,024 4,047 2,183 3,582 .... 2,156 7,862 • • • • 1,997 65 1,128 . . • • 1,875 • • • • 1,013 .... • • • • .... 912 .... .... .... 75,570 1S60. 1,178 22,179 200,386 847 30^065 82,228 89,308 90,802 11,501 93,966 545 623,005 1860. 59,368 5,734 59,428 71,686 5,850 5,484 5,644 6,943 48,973 21,101 Total .... 20,136 17,993 127,008 478.162 290,211 Shipments of Barley by Lake for Three Years, with the Forts of Destination. To Buffalo, bu. To Oswego, bu. To Cleveland, bu. To Port Colborne, bu.. To Other Ports, bu.... 1858. 1859. 1860. 89,455 268.101 46.471 22,196 36,534 10,857 .... 33,000 .... .... 28,265 2,494 865 2^040 Total.114,145 366,765 59,368 TOTAL IMPORTS AND EXPORTS OF FLOUR AND GRAIN. The total receipts of flour and grain during the past year, as will be seen from the tables which follow, amount to 36,504,772 bushels. The grain alone foots up 33,004,743 bushels, which is more thou double the receipts of 1859, and ten millions more than was ever re¬ ceived in this city in any previous year of our history. The shipments during the past year amount in bushels, to 31,256,697 bushels, of which 27,- 890,002, bushels were of grain alone. The following tables show the items separ¬ ately compared with the figures of former years: Total Receipts of Flour and Grain for Four Years 1857. 1858. 1859. 1860. Wheat, bn. 10,554,761 9,761,326 8,184,746 14,568,429 Corn. 7,409,130 8,260.033 5,410,003 15,487,966 Oats. 1,707,245 2,295,322 1,813,048 2,029,906 Rye. 87,911 70,031 228,179 295,436 Barley.... 127,689 411,421 662,187 623,005 Total... 19,886,536 20,798,133 16,298,163 33,004,742 Flour into wheat.. 1,969,670 2,624,575 3,710,060 3,500 030 Total...21,856 ,206 23,422,708 20,008,223 36,504,772 Shipments of all kinds of Grain for the past Four years. 1857. 1858. 1859. ‘I860. Wheat,bu. 9,485,052 8,727,838 7,266,553 12,487,684 Corn. 6,814.615 7,493,212 4,127,654 13,743,172 Oats. 416,778 1,498,134 1,174,177 1,039,779 Rye. 7,569 131,449 129,156 Barley.... 17,993 127,008 478,162 290,211 Total .16,734,438 17,853,761 13,178,995 27,690,002 Fl’r to wh’t 1,298,210 2,181,405 3,484,800 3,566,695 Total .18,032,678 20,035,166 16,663,795 31,256,697 TOTAL EXPORTS OF FLOUR AND GRAIN FROM LAKE MICHIGAN IN 1860. the total ship- Lake Michigan The following table shows ments of flour and grain from ports during the pear 1860 : c3 s-< 0 o5 ©I fp r 00 PH t-C!OCCO«5)5WOffl 00000)0!0!0 O'l- •3 ^ is o o^o « «cc o co ^ E dc-rdd© t-- dd© cf S'“iOO«J:0 )0 !OhiOO -g •<*© -r-iGvt© (JJ £ e So o I e g !>i _ P _ - U © © 00 CJ ®0 [*T | «rl © >o eo d -H t- „ 2 ^ • O w • • o ■P • O ^ jQ C5 tH* ' irT & - 5 gcod' o co - S £12 2 eo ■--< © not-i +T S2 S S © © © © © -i< a © TP t- o o> 2 P &: £ >5g dddco dcf k. tH O O •rH . £ Ss O © P r P- a c * p w CD .2 & 3 Qi bj -- 1 ... tM o 02 bO 6 & a r£3 g © m 2 oi © ^ E5 © si © . r| H O . ; 2 a P cs . f tr ^ no ofe >->o” -p-c ^ a> . <3 K S ^ o g c5 4-> O Eh P m -j .£* 1 © s o ” © © © ©a © © 44 T 2 oj a ^ a r—< Cj. •pH ^ . g P ©* <2 ©t? c3 © © Qfl © > © f- U MOS- bfl © Ol.-, Jp 02 03 Ej © (h “ 3h © * o © +i bn GRAIN IN STORE. The following table shows the amount of grain in store, on the various elevators in the city, on the 28th of December, 1860 : . bu. Spring Wheat. 823,940 “ “ afloat in vessels. 45,000 „ T , Total. 868,940 White Winter Wheat. i 644 Red “ “ 4,034 Corn. 170,252 Oats-. 404.662 Rye. 74,027 Barley. 69,224 Total grain in store..1,593,683 THE PROVISION TEADE. Next in importance to the traffic ingrain and flour, is the Provision Trade, and when w'e consider that there are men still in the busi¬ ness who assisted to put up the first lot of barreled meats ever packed in the city, its growth may be said to be marvelous; for now Chicago ranks in the United States as first, by all odds, in the beef-packing, and third in pork—while her prospects for future promi¬ nence in the latter are second to no other point in the West. By the extensive lines of railroads 19 which center here, the facilities for receiving hogs and cattle are superior to any other city; while the provision dealer and packer has com¬ plete. command of the home trade for the pineries of Michigan and Wisconsin and the mines of Lake Superior, and at the same time be in a position to compete with any other point for the Eastern and Southern trade. Till within a year or two the trade of the Lower Mississippi was monopolized by Cincinnati and St. Louis ; but every year brings increased orders from New Orleans, Memphis, and other cotton marts, and the trade would now be large, but for the political panic which pre¬ vails in the South and causes a temporary dis¬ arrangement of the laws of trade and com¬ merce. Our relations with the Southeastern States are also quite extensive, and w r e supply Baltimore and even Richmond annually wdtha large am out of cut meats to make bacon to supply the cotton States. . Oaring the past year there have been some important improvements made in the estab¬ lishments of our packers. Messrs. Cragin & Co. have built a large beef and pork house at Bridgeport, which for convenience and adapta¬ tion is said to be the best in the United States. * Anew beef and pork house has also been erect¬ ed on the South Branch of the river, for Messrs Bowers & Co., formerly of Quincy. Durino- the past year, Messrs.G. S. Hubbard & Co. have leased their house to Messrs. Holmes & Son. beef and pork packers, who have established themselves here. The “ Milward Pork House,” formerly. owned by Messrs. Van Brunt & Watrous is now occupied by Messrs. Kreigh & Harback, beef and pork packers. During the past summer,. Messrs. Lewis & Mann packed pork with ice in this house. Thos. Nash has added to his pork house, a building for English meats exclusively—the trade in which is now large and annually increasing. Several other improvements and changes of a minor charac¬ ter have taken place, which have been noticed already in our columns. . The following is a list of the packing houses m the city, with their capacity :— Capacity to Cut per day. Cragin & Co. RM&CS Hough. 955 Holmes & Son... ’ 20 O Flint & Stearns... Kreigh & Harback.. 400 Bowers & Co. yOO A Brown & Co. 200 J G Law & Co.j. 200 Tohey & Booth.7.. Jones & Culbertson .. Thomas Nash.’’ John Haywood.. Leland & Mixer. George Steel & Co.. .♦. !!..!! ! G & J Stewart. Small packing Houses. Beeves. 500 Total capacity.2,055 Hogs. 2,000 1,000 1,000 1,200 1,200 1,000 000 600 600 700 400 400 800 300 300 2,000 13,60Q BEEF, he large amount of Beef thrown on the English market during the'past summer left a heavy stock on hand at the beginning of the packing season, and consequently low prices, and but little prospect of a speedy improve- ent. This rendered operators extremely cautious, and our packers slaughtered only 25,209 head, .against 51,809 in 1869. The active demand for. Beef Cattle for shipment East also kept the price of stock higher than packers had made arrange- o anticipated, and some who meats to pack held off. The great bulk of the packing consisted of Mess and Extra Mess, there being no inquiry for India Mess. *The following table is the number of Beeves killed by each packer: Beef Cattle packed in 1860. No. Cragin & Co. q 435 M. & O. S. Hough. 3’537 Holmes & Son. . .S 7 G 0 Law & co.". A. Brown & Co. -2 200 Hayward. . '."'I"”"”” 3^000 Brown & Co. art O. M. Morton.600 Total .25,206 The great bulk of the product has gone for¬ ward, and what is now held here will not be more than is sufficient to meet the demand for the lumber and Lake Superior trade. The following table shows the amount of the packing in this city for the past nine years: The Packing Business for Tm Years. No. Cattle. Av.w’t. ; 51.21,866 52.24,663 542 1853 .25,431 563 1854 .22,691 565 1855.. . .28,972 572^ No. Cattle. Av.w’t. 1856.14,987 543 1857-8 .34,675 540 1858 . 45,504 530 1859 .51,809 560 1860 .25,209 560 net prices of The following table shows the Beef Cattle for four years: B r et Price of Beef Cattle for Pour Years. „ . 1857. 1858. 1859. Sept.$6.00@7.00 $3.50(^6.00 $4.50@5.50 Oct. Nov Dec. 5.00@6.00 4.00 @5.00 4.00®5.00 3.00@5.50 3.00 @.5.00 3.50@6.00 4.75@6.08 5.00@6.30 5.00@6.38 1860. |>5.00@5.75 5.25@6.00 5.25@6.00 5.00@5.75 PORK. The season of 1859-60, in the mid-st of which we published our last annual review, was one of moderate prosperity for Chicago packers, and the product was nearly all shipped off be¬ fore summer. The season^ cutting consisted of 167,918 hogs, against 185,000 the previous season. The course of the market for hog’s product during the past year will be found in the foi¬ lwing summary: On the 1st of January the amount of Mess Pork in the city was estimated at 15,000 to 20 - 000 bbls.; but fully three-fourths of this stock was in second hands, and the offerings were comparatively light. At the opening of the month, sales were made at $14.75 ; but" owing to a good demand by Louisville, New Orleans, New York and Boston houses, it speedily be¬ came buoyant and advanced to $16.00. About the c-lose of the month an order for 7,000 bbls. for Louisville account was tilled at $15.75 for light and $16.00 heavy, the market closing with an upward tendency.* Bulk Meats of all de¬ scriptions were also in good inquiry during January and the market advanced %@lcper lb. -In the early part of the month, Shoulders and Sides were sold at 5Vc@7%c, but before the close Baltimore and New York buyers paid G X@8>£c. Lard advanced sales on the 3d being made at 9%c for prime leaf, and on the 31st at 10c. In February the course of the maiket was still upward. Mess Pork was in good demand for shipment to Boston and New York, and under a reduced stock, prices advanced $1.00 per bbl.—closing on the 28th at $17.00. On 20 the 14th, however, a lot of 1200 bbls. extra heavy was sold to a New York house at $17.25. Cut Meats of all kiuds were scarce and }£c higher—Shoulders and Sides being sold on the 21st at 6%@8%c packed. Prime Lard was sold at the beginning of February at 10c, but on the 28fh it had advanced to 10%@10%c, at which quotations there was a fair demand. On the 1st of March the stock of Mess Pork was reduced to 14,000 brls—most of which was held subject to Lou sville and eastern houses; but owing to an easier feeling in the leading markets East and West, the market was scarcely so firm, and sales in the early part of the month were made at $16.50@16.75. Before the close of the month, however, the market rallied again, and we find that on the 20th, 500 brls changed hands at $17.00—for delivery on the 15th of April. The market was very bare of Cut Meats during the entire month, and the sales were limited at 6% and 8%c for shoul¬ ders and sides packed: Lard was also scarce and firm, and the only transaction worthy of note was made on the 20th, when 500 brls prime Leaf changed bauds at 10fc, and 100 tcs at I0%c —closing with sales of small lots on the 3lst at lOj^c—which was only f@lc be¬ low the quotations in New York. In the early part of April heavy shipments of Mess Pork took place, and on the 10th the stock was reduced to 7,000 brls. Under this light stock the market was firm, and the de¬ mand was confined almost entirely to the wants of lumbermen, who were supplied at $16.50@17.00. On the 17th, however, an order for 500 brls was filled at $17.00, and the market closed firm at that figure. There were no Cut Meats offered in April, and the market was nominal. Smoked Hams were sold to the city trade to a limited extent at 9%c for plain and 10>^@llc for sugar cured. Lard was scarce and firmly held at 101 @105 g. In May megs pork advanced 50c—the busi¬ ness being limited to the local trade at $17,00@ 17.50. In June another advance of $1.00@1.50 took place—opening at $17.00@17.50. and clos¬ ing at $18.00@19.00—while the price in New York was only $18.00@18.12. In the early part of July the stock was only 3000 brls ; but the demand being trifling, holders were slight¬ ly easier, and sales were made at $18.50 ; but before the close of the month, it again ad¬ vanced to $19 00. In August the stock was augmented by receipts from the interior, and the market was again rather easier, and several lots were sold for shipment to St. Louis and New Orleans at $18.50 ; but at the close of the month the market advanced to $19.00, apd closed firm, with a stock of only 1500 bi^. In September the tendency was still upward, owing to a good demand for the Lake Superi¬ or and lumber trade, as well as some inquiry from Detroit—prices ranging from $19.00(3> 19.50. . During the summer months the stock of lard in the market was scarcely sufficient to supply the local demand and prices steadily advanced from lOJ^c in May to 12c in August and September. At the close of the latter month, however, summer packers became sel-. lers, aud several lots were purchased for Bos¬ ton parties at ll)*c. In cut meats there was nothing done during May, June, July and August; but early in Sep¬ tember a lot of 8,000 summer cured hams were sold at 10c loose, and shoulders at 8%c. A lot of 6,000 pieces bacon sides was also sold to go down the Mississippi at llj^c. In October old mess pork was sold at $19.50, but new and summer made mess were sold be¬ fore the close at $18.00@18.50. Abo ut the 15th of this month several packers commenced op¬ erations, but owing to the high prices of hogs, the cutting was light. In November hogs ruled high—varying from $4.90@5.50 gross, and the packing was light— several prominent houses only running as their contract hogs arrived. Mess pork "'was in good demand in the early part of the month for the Lake Superior and lumber regions at $18.00; but before the end of the month it de¬ clined to $16.25. Lard opened with sales at 11c, but closed on the 30th of November at 10>^@10Kc. December opened with rather gloomy pros¬ pects for pork-packers, and the market for all kinds of product was heavy, while hogs still ruled.firm. As the month advanced, however, there was an improved demand for mess pork by grocery-men and others anxious to make Eastern exchange, and sales were freely made at $14.75@15.00. About the end of the month, too, orders came from New Orleans, and mess pork closed firm. Lard was dull in the early part of the month, and prime leaf fell to 9}fc ; but during the last two weeks it has been in fair demand at 9%@10c. The high rates of Eastern exchange during this month did much towards strengthening the market for pro vis-* ions. The following table shows the price of hog product in Chicago and New York each w r eek during the past year : Weekly Prices of Mess Pork and Lard in Chicago and New York in 1860. ,-MESS PORK.-^ Chicago. New York. Ja. 3.@14.75 ....@16.12 10.15.25@15.50 16.25@17.00 17.@15.25 17.00@17.25 24.15.50@16.00 ....@17.50 31.15.75@16.00 ....@18.12 Fe. 7.@16.50 18.12@18.25 14.16.50@17.00 17.50@18.37 21 .@17.00 ....@18.50 28.@17.00 ....@18.37 Mh.6.@17.00 ....@18.37 13.16.50@16.75 18.00@18.34 20 .@17.00 ....@17.87 27.16.50@17.00 ....@18.00 Ap.3.16.50@17.00 ....@17.87 10.16.50@17.00 17.62@17.75 17.@17.00 17.56@17.75 24.16.75@17.00 17.87@18.00 My.l.17.00@17.50 17.68@17.75 8 .@17.00 ....@17.87 15 .@17.00 18.00@18.50 22 .@17.00 18.62@18.75 29.17.00@17.50 18.75@18.87 Je. 5.17.00@17.50 17.85@18.00 12.17.50@18.00 ....@18.17 19.18.00@19.00 1S.00@18.12 26.18.00@18.50 18.62@18.75 Jy. 3.@18.50 ....@18.85 10. .'...@18.50 ....@19.12 17.18.50@18.75 19.30@19.50 24.18.50@19.00 19.25@19.37 31 -18.50@19.00 ....@19.00 Au. 7.@18.25 19.00@19.06 14.@18.25 19.18@19.25 21 -18.50@18.75 19.25@19.37 28.18.75@19.00 19.50@19.75 Se. 4.@19.00 19.56@19.68 11.19.00@19.25 19.45@19.50 18.' ....@19.50 19.00@19.06 25.@19.50 19*35@19.37 Oc. 2.@19.50 19.12@19.25 9 .@19.50 ....@19.00 16 .@19.50 18.81@18.87 23.18.00@18.50 19.25@19.37 30.18-.00@18.50 19.06@19.12 No.6.@18.00 ....@19.00 13.17.00@18.00 18.95@19.12 20.16.00@17.0019.50@19.75 27.16.25@16.50 ....@17.00 De. 4.15.00@.@16.75 11.14.75@15.00 16.75@17.00 18.14.50@15.00 16.00@ .... 25.14.75@15.0016.00@ .... -LARD. Chicago. New York. • ••@ 9% 10%@10% 9%@ 9% 10%@10 ....@ 9% 10%@10% 9%@ 9% 10%@10% ....@10 io%@io% 10 @10% io%@n% .... @10&11 @114* 10%@10%11 @114* 10%@10% 11 @114* 10%@10% 10%@11K 10%@10% 10%@11 10%@10% 10% @114* .... @104* 10% @H 10%@10% 104* @11 10%@10% 10%@11 10%@10% 10%@11 ....@104* 10%@11% ....@104* 104* @114* ....@104*11 @114* 10%@10% 11 @114* 10%@10% 11%@11% ..@104* 114*@114* ..@11 11 %@ 11 % ..@11 11 %@ 11 % ..@114* 114* @114* ..@114* 11%@12% ..@114* 12%@12% .. @114* 12%@13 11 @114*13 @13% 11 @11% 12% @'134* 11 @114* 12% @13% -@-12% @13% -@-12%@13% ....@12 12% @13% 11%@12 13%@13% 11%@12 12%@13% 11%@12 12%@13% ....@11% 12%@13% 11 @114* 12%@13% 11 @114* 12%@13% ....@11% 12%@13% ....@11% 12%@13% 11 @11% 12%@13 11 @ 11 % 12 %@ 12 % ....@11 12%@13 ....@11 12 @ 12 % ....@10% 12 @124* 10%@10% 11%@12 ....@ 10 % 10 @ 10 % 10 @ 10 % 9%@10 ....@9% ....@10% 9%@10 9%@10% 21 The following tables show theprices of mess pork and lard in this market on the 1st of each month for a series of years : Price of Mess Pork for Three Years. 1858. January ...$12.00@13.00 February 13.00®.... March.15.00®15.50 April. 14.50®15.50 May. 17.75@18.00 June. 10.50@17.50 July. 15.00@ .... August.... 15.00@16.00 September. 16.50@17.50 October.... 15.00® .... November. 14.25@15.00 December . 16.00@1G.25 1859. $16.38@16.50 17.00@ .... 17.25@17,50 16.75® .... 16.40@16.50 17.50@18.25 16.50@17.00 1G.00@16.50 15.00® .... 15.00® .... 14.50@14 14.75® .. To 1860. $14.00@14.75 .... @16.50 t 17.00 17.00 17.00@17.50 .... @17.50 18.00@18.50 18.50@19.00 .... @19.00 19.00@19.50 18.00@18.50 .. v @15.00 ITog racking during Eight Seasons. Hogs Cut. 1852- 3. 48,156 1853- 4 . 52,849 1854- 5 . 73,694 1855- 6 . 80,380 1S56-7. 74,000 1857- 8. 99,262 1858- 9.185,000 1859- 60....167,918 Av. W’t. 211 % 249% 246 1-10 233% 230 230 200 198 Total Total Receipts Skipm’ts of Hogs, of Hogs. 65,158 10,000 73,980 10,628 138,565 52.881 308,539 187,763 220,702 103,074 213,216 88,546 251,102 46,434 255,384 71,266 The following table' show r s the receipts and shipments of hogs since the 1st of November last up to the close of the year, compared with the receipts and shipments during the previous season: Prices of Lard for Four Years. Jan... Feb... Mar... April.. May .. June.. July .. Aug... Sep ... Oct... Nov... Dec... 1857. 10 @11 10%@11 11 %@ 12 % 14 @14% 13%@14 .. @14 14 @14% 14 @14% @17 .. @16 12%@13 10 @11 1858. 8 ® 8 % 8 %®.. 9 @ 9% 9%@ 9% 10 @ 10 % 10 @ 10 % 10 @ 10 % 9%@ 9% 10 @ 10 %' 9 @10 8%@ 9% 10 @ 10 % 1859. 10%@10% 11 @ 11 % .. @11 .. @11 10%@11 11%@12 11 @ 11 % 10%®11 10%@11 11 @ 11 % H @11% 9%@10 I860. .. @9% .. @10 .. @ 10 % .. @ 10 % . • @10% 10%@11 @ 11 % @ 11 % .. @ 11 % .. @ 11 %" 11 @ 11 % 10 %@ 10 % 11 The following table shows the number of hogs cut here during the season of 1859-60, by each packer: Receipts and Shipments of Live and Dressed Hog j D ining the Last three Packing Seasons. 1857-8, entire season. Rec’ts Live, No. ..148,737 Rec’ts Dressed.... 65,486 Total.214,223 Shipm’ts Live and Dressed during the season. 88,546 Total surplus. 125,677 Number packed... 99,262 Left over for butchers, &c. 26,451 1858-9, entire season. 165,856 85,246 1859-GO, entire season. 142,868 112,516 1860-61, up to Dec. 31. 129,621 23,695 251,102 255,384 153,316 46,434 71,266 36,323 204,668 185,000 184,118 167,918 116 993 101,000 19,668 16,200 ■ 15,993 V Ilogs Cut in the S' ason of 1859-60. R. M. & O. S. Hough.... Cragin & Co. No. Jones & Culbertson. Tobey & Booth. Hubbard & Co_ Flint & Stearns. Thos. Nash. M. Stan dish. Bodel. ,8 000 P. Marriott. . rail Leland & Mixer. G. & J. Stewart. J. G. Law & Co.. Burt & Higgins. Geo. Steel & Co.. Reynolds, Lunt & Co. II. Phillips. Curtiss.. W. II. Smith. J. Hayward . L. Richberg. T. Lewis. French. Barham & Co. Holden &• Priest. A. Brown & Co.,. Total. The following table shows the net weight of the hogs cut, the product put up, and the yield of lard: Yield of the Packing of 1859-60. Tlie Packing of 1860 - 61 . We are now but in the middle of the pack¬ ing season, and the result here depends much upon the state of the provision trade all over the country. We append a table showing the amount of hogs cut from the lstot November to the close of the year : Hogs Cut from November 1 to December 31,186G. Although the season of 1860-61 is by no means closed, we append a table showing the number of Hogs cut up to the close of the year : R. M. and O. S. Hough Holmes and Son. Flint and Stearns. Thomas Nash. Jones and Culbertson.., Cragin and Co.. Tobey and Booth.-. Bowers and Co. J. G. Law and Co. Kreigh and Harback.... Stewart..... Geo. Steel and Co. Leland and Mixer. G. W. Reynolds. A. E. Kent and Co .. . Curtiss. A. Brown and Co. L. Richberg.:. Phillips. Holden and Priest. No. 20,000 13,000 7,500 7,000 8,150 14,000 4,000 7,000 5,000 6,000 2.109 927 1,850 800 800 450 330 1,100 400 1,400 / Average net weight of Hogs Average yield of Leaf Lard. Mess Pork packed.... M. O. Pork “ . Clear Pork ‘ . Prime Mess Pork packed.... Prime Pork “ .... Rumps “ .... 198 lbs. 22 lbs. 31,293 brls. 3,096 brls. 464 brls. 2,972 brls. 1,495 brls. 650 brls. The following table shows the number of hogs cut during the past eight seasons, with the amount of hogs, live and dressed, receiv¬ ed and shipped during thc'packing season : Total packing up to Dec. 31,1860.101,816 Same time in 1859.115,338 Same time in 1858.156,140 Summer Packing. During the summer of 1860 Messrs. Tobey & Booth, and Mann & Lewis, (in the Milward Pork House) cut about 12,000 hogs, which are not included in the above tables. We under¬ stand that several other packers are laying in ice this winter so as to enable them to operate next summer. 22 IMPORTS AND EXPORTS OF PRO¬ VISIONS. v cuttle in this city, and in New York each week during the year: The want of a uniform system of classifica¬ tion in the various railroad offices of the city, and owing to the careless manner in which the custom house hooks are kept, a correct representation of the imports and exports of provisions cannot he given. We, however, present the following item as giving the business of the leading railroads : Receipts of Provisions during 1860. Beef, Pork, Cut Meats Lard. brls. brls. lbs. tbs. Lake. . 154 215 48,G30 5,610 Canal. . 115 2,908 5,126 53,940 I C RR.;. . 532 626 138,930 C B & ORE--.. 16 1,500,000 C&RIRR. . 20 3,407 205,760 C A & St L R R.. 6 102 28,850 378,037 Chi & Mil R R... . 211 4.934 2,227,528 479,162 MCRR. . 275 36 90,750 M S R R. . 5,464 C P & Ft W R R. . 126 18,000 .... Total. .1,439 12,244 2,333,698 2,852,189 Total in 1859.... .5,490 24,646 1,903,389 3,652,156 Shipments of Provisions during I860. Beef, Pork, Cut Meats, Lard, brls. brls. tbs. lbs. Lake. . 7,072 4,502 280,340 102,760 Canal'.. 1 .... 2,000 ICRR. .. 1,833 3,756 .... •57,880 G & C U R R CB&QRR, • • • • • • 16 .... .... R I R R. 30 1 391 1,400 C A & St L RR 871 42 8,820 Chi & Mil.... 14 33 247,856 MCRR. .12,493 9,894 3,258,141 2,329,928 M S R R. .38,550 56,983 4,369,136 4,702,329 P Ft W & C R. 3,550 4,730 11,164,369 1,649,926 Total. .64,414 80,098 19,074,377 9,150,899 Total in 1859.. 114,007 109,119 8,711,071 8,810,780 LIVE STOCK REEF CATTLE. • The receipts of Beeves by railroads during the past year, amount to 155,753 head, against 90,574 head in 1859. The shipments for the same time foot up 104,122 head, against only 35,973 head in 1859. As these figures would in¬ fer, the trade hag been very active. In the early pdrt of the year, owing to low freights on the various lines of railroads to the east, it was stimulated somewhat beyond its usual proportions, and prices fell in the East, caus¬ ing heavy, losses to nearly all engaged in lhe business; but during the past six months there has been a fair business done at moder¬ ately remunerative prices- As a Cattle Mar¬ ket, Chicago stands foremost in the entire West. In no other city is there the same fa¬ cilities for shipping and transporting stock from one railroad to another, or in feeding and attending to them while here. There are three spacious Cattle yards, one of which —Sherman’s—is situated on the Lake shore, and covers an area of about twenty-five acres ; while all of them are convenienlly situated for receiving and shipping cattle without loss of time. The following table shows the prices of Beef Weekly Pi-ices of Beef Cattle in Chicago and New York for Two Years. Chicago (gross.) Jan. 4 11 13 . 25 Feb. 1 8. 15 22 . 29 M’chL 14. 21 . 28. Apr. 4. 11 . 18. 25. May 2. 9. 16. 23. 30. J’ne6. 13. 20 . 27. July 4. 11 . 18. 25. Aug.l. 8 . 15. 22 . 29. Sep. 5. 12 . 19. 26. Oct. 3. 10 . 17. 24. 31. Nov.7. 14. 21 . 28. Dec. 5. 12 . 19. 26. 1860. per 100 tbs. ..2.12@3.15 . . 1.75@3.25 ,.2.00@3.75 . .2.00@4.00 ..2.75@3.50 \2.75@5.00 ..2.00@3.75 ,.2.25@3.75 ...f.87@4.00 . .2.87@4-.25 . .3.00@-4.38 , .2.75@4.25 ,.2.45@4.00 ,.2.50@4.25 . .2.50@4.25 .2.50@4.00 ,.2.25@3.75 ,.2.25@3.50 ,.3.00@4.00 ,.3.25@4.10 ,.3.00@4.00 ..3.38@4.12 .2.60@4.25 .3.00 @4.25 .3.00® 3.75 .1.87@3.25 .1.75 @3.25 • 2.00@3.5 0 .3.00@4.00 .2.00@3.75 .1.87@,3.60 .2.00@.3.05 -2.12@-4.00 .2.00@3.50 .2.00@3.95 .2.25@3.65 .l.50@-3.50 .1.50@3.25 .2.00@3.50 .1.75@3.40 .2.25@3.25 .2.80@3.70 .1.75@3.25 .1.75@3.00 .2.25 @-3.50 .2.00@3.00 .2.30@3.00 .l.80@-3.25 • 2.00@3.90 .1.65@3.75 • 2.00@4.00 .2.25@-4.00 1859. per 100 tbs. 2.50@3.50 2.50@3.75 2.25@4.00 2.50@5.00 2.00@-4.25 2.25@4.00 2.25@4.50 2.25@4.50 3.25@4.75 3.00@4.75 3.00@4.75 3.00@4.60 2.50@4.50 3.25@4.50 3.50@5.50 3.25@4 t 75 3.75@8.25 3.75@5.50 4.00@5.50 4.25@5.60 4.00 @-5.75 4.00@5.50 3.00@4.75 3.25@5.00 3.00@4.50 3.00@4.50 2.50@3.75 2.50@3.75 2.75@3.38 1.80@3.50 2.00@3.25 2.00@3.25 2.00@3.25 2.00@3.37 2.00@3.25 2.00@3.25 1.75@3.25 1.50@3.50 1.75@3.50 2.00@3.00 1.50@3.00 1.75@3.25 1.75@3.75 1.80@3.25 2.00@3.50 2.00@3.25 2.00@3.25 2.00@3.00 2.12@3.25 2.00@3.50 2.00@/5.00 1.85@3.40 New York (net.) /- A -\ 1860. 1859. per tb. per tb. 5 ®19)4 . 6 @ 11 >£ 6 @11 5 @10 5 @10 6 @10X 7^@10X 7 @11 6 @10^ 8 @10 6 @11 7 @11)4 7 msx 7 @11 6^@11 1)4 @10% 7 @13 8 @10>£@13 8 @10% 9%@12 7 @10% 9 @12% 6 @10% 9% @12% 6%@10% 9 @12% 7>^@ 12 ^ 6 ) 4 ® 9 % The following tables show r the monthly re¬ ceipts and shipments of Beeves during the ast two years, with the sources of supply, nnd the route of export: Monthly Receipts and Shipments of Reef Cattle by Lake and Railways for Three Years. 1858. 1859. 1860. _A__ _ A_ A _ Rec’t-s. Ship’s. Rec’ts. Ship’ts. Rec’ts. Ship’ts. Jan.. 2,528 1,014 4,608 2,660 4,941 2,712 Feb.. 7,878 1,654 4,493 2,019 10,324 4,993 Mar.. 8,957 2,841 5,485 3,134 14,645 9,873 April 8,608 4,171 7,222 4,496 22,028 13,265 May. 9,445 8,184 5,626 4,269 14,232 13,965 Jun e 13,576 4,193 5,356 3,679 13,521' 10,943 July. 7,964 3.364 3,932 2,600 9,784 9,046 Aug.. 12,470 5,268 4,649 2,528 10,168 8,836 Sept. 10,978 4,486 9,139 3,180 15,791 9,249 Oct.. 22,857 3,189 18,076 3,507 20,380 9,474 Nov. 9,361 3,247 14,811 1.880 12,549 6,630 Dec.. 3,529 1,546 7,117 2,021 7,390 5,136 To’l .118,151 43,149 90,574 35,974 155,753 104,122 Receipts of Reef Cattle and Sources of Supply for Four Years. By Lake. Galena Railroad.. Ill Cent “ . CB&Q “ . Rocklsl’d “ . Chi&Mil “ . CA<#StL “ . C&NW “ . Mick Cent “ . MichS’utk u . CP&FtW “ . Total.48,524 By Ill Cent Railroad ByCB & Q By Chi&Mil By C A & St L “ .. ByPFtW&C “ .. By Mick C “ .. By Mick South “ .. By Chi &R I “ .. 1857. 1858. 1859. 1860. 9 21 44 3,906 • 11,388 18,146 17,646 18,028 19,134 17,197 22,551 .4,400 40,531 24,596 73j918 2,10S 16,124 16,807 19,601 • • . . 83 554 508 8.970 29,736 7,086 12,839 534 1,130 2,823 8,155 578 16 226 84 • • • • .... 2,045 216 .... .... 253 191 18,524 118,151 90,574 155,753 attl&for Four Years and Routes of Export. 1857. 1858. 1859. 1860. 377 1,233 1,040 .. 197 205 311 375 37 10S 108 180 .. 6,182 3,962 563 1,307 .. 560 10 179 87 281 5,462 30,041 .17,443 17,642 12,040 35,729 . 1,434 20,014 15,924 35,126 . .... 262 35 ..25,562 43,149 35,973 104,122 Chicago. New York. Shipments of Cattle for Eight Years. 1853 . 2,657 1854 .19,221 1855 . 8.253 1856 .22,502 25,502 1857. 185S.43,149 1859 . 35,973 1860 .104,122 HOGS, The receipts of Live Hogs during 1860, foot up 275,075, of which 133,612 were shipped East, ane the balance cut here. From March up to the close of the year, there has been a very active demand for Hogs for shipment to New York, Albany, and Philadelphia, and prioes ruled high enough to stimulate farmers to fatten their stock and market it before the packing season set in. The following table shows the price of Hogs in this market and New York each week du¬ ring the year: Weekly Prices of Hogs in Chicago and New York in 1859 and 1860. Chicago. New York. Ja 4. 11 . 18. 25. Fe 1. 8 . 15. 22 . 29. Mh 7. 14. 21 . 28. Ap 4. 11 . 18. 25. My 2. 9. 16. 23. 30. Ju 6. 13. 20 . 27. 1860. $4.60@5.10 . 4.45@4.80 4.75@5.15 4.75@5.20 4.8Q@ ... 5.25@5.50 5.00@5.30 4.50©5.25 4.75@5.15 4.75@5.25 4.62@5.30 4.75@5.30 5.40@5.65 5.25@5.50 4.50@5.00 4.50@5.00 4.75@5.12 5.00@5.25 4.70@4.75 4.50@4.75 4.50@5.00 4.75@5.12 4.50@5.20 4.50@5.00 5.00@5.15 4.50@5.30 1859. $4.35@4.50 ... @4.50 4.00@5.00 4.50@4.87 4.00@4.75 4.00@5.00 4.00@5.00 4.25@5.25 4.75@5.50 5.00@5.50 4.50@5.50 4.50©5.25 5.00@5.25 5.00@5.50 4.50@5.50 4.75@5.75 4.25@4.65 4.80@5.25 4.50@5.50 5.25@5.75 5.30@5.75 4.28@4.87 5.00@5.50 4.50@5.75 5.00@5.75 4.25@5.50 1860. $5.38@5.75 5.25@5.87 5.38@5.75 5.25@5.50 5.50@6.25 5.00@6.75 6.00®6.62 6.50@6.62 6.50@6.75 6.00®6.62 5.75@7.00 0.50@6.87 6.00@6.62 5.75@6.25 5.75@6.38 6.25@6.62 6.50®6.75 6.25@6.50 5.75@6.38 5.50@5.97 0.00@6.38 6.00@6.3S 6.00@6.50 5.50@6.25 6.25 @6.50 6.50@6.87 1859. &••• ® ... 5.75@6.75 6.50@7.62 5.50@6.50 4.50@6.25 7.00@7.50 6.00@6.50 5.50@7.62 ... @ .. 5.00@6.75 ... @ ... 6.38@6.87 6.50@6.75 6.25@6.75 5.75@6.38 5.75@6.25 5.75@6.38 6.00@6.50 6.00@6,62 6.25@6.62 6.62@6.67 6.00©7.00 6.50@7.00 6.25@6.87 6.00@6.60 6.00@6.25 Jy 4. 11 . 18. 25. Au 1. 8 . 15. 22 . 29. Se 5. 12 . 19. 26. Oct 3. 10 . 17. 24. 31. No 7. 14. 21 . 28. De 5. 12 . 19. 26. I860. 5.25@5.50 5.12@5.30 5.25@5.50 5.40@5.62 5.'12@5.60 5.00@5.50 5.50@5.85 5.12@5.94 5.25@5.85 5.25@5.75 4.75@5.60 5.20@5.75 5.25@5.60 5.15@5.80 5.50® 5.75 5.25@5.35 5.00@5.25 5.05@5.30 5.20@5.40 5.20@5.47 4.75@5.20 4.80©5.15 4.40@4.70 4.20@4.75 4.40@4.75 4.40@4.75 1859. 4.75@5.25 5.00@5.50 5.25@5.62 5.00@5.50 4.00@5.65 4.50@6.00 4.50 @5.75 4.12@5.12 4.00©5.50 4.00@5.25 4.75@5.25 4.87@5.25 4.75@5.00 4.50@4.87 4.00@4.75 4.00@4.80 3.50@5.00 3.50@4.25 3.50@4.50 4.20@4.80 3.75@4.50 4.25@4.50 4.75@5.00 4.50@5.00 4.50@4.65 4.12®4.99 1860. 6.25®6.62 6.25@6.50 6.25@6.50 6.00@6.87 6.50@6.87 6.00@6.75 6.00@6.75 6.50©6.62 6.50@6.75 6.00@6.75 6.50@6.75 6.50@6.75 G.25@6.50 6.50®7.00 6.25@7.00 6.00@6.75 5.75@7.25 5.62@6.75 6.25@6.62 5.75@6.75 5.00@6.00 4.75©5.87 4.75@5.50 5.00®5.50 5.00@5.50 ... (©.... I 860 . 6.12@6.62 6.38@6.87 6.50@6.75 6.50@7.06 6.12@6.50 5.75@6.12 4.75 ©5.50 5.50@6.00 5.35@/6.25 5.75@6.50 ... @... 5.87@6.00 5.75@6.12 5.75@6.25 5.75@G.50 ... @ 6.12 5.50@6.00 4.75@5.12 4.75@5.38 5.25@6.00 5.00@5.75 5.12@5.75 5.25@5.75 5.25@6.12 5.50@6.25 ...©... The monthly receipts and shipments of Hogs during the past year, and also the sources of supply and the routes of export, will be found in the following comparative tables: Monthly Receipts and Shipments of Hogs for Tico Years. 1859. 1860. July. Dressed Hogs.. Rec’ts. Shp’ts. 2,551 3,712 5,270 •9,248 9.382 ■ 7,417 5,019 853 • 5,396 4,405 . 6,059 7,837 12,327 14,317 9,929 .198,865 84,552 . 85.631 28,2S8 Rec’ts. 12,931 5,829 7,843 13,108 . 18,190 16,512 12,754 14,062 16,408 27,817 58,501 71,120 275,075 80,776 Shp’ts. 1,827 1,992 6,958 9,559 18,431 12,768 10,450 8,996 6,759 23,600 18,808 13,464 133,612 22,672 Total Live and Dressed ....284,496 212,840 355,851 156,284 Receipts of Live Hogs and Sources of Supply for Three Years. By Gal. & Chi. Railroad Illinois Central “ Chi., Bur. & Q. “ Chi. & Rock Isl. “ Chi. Alton & St. L. “ Chi. & N. W. Mich. Southern “ Mich. Central o Chi. P. & Ft. W. “ Chi. & Milwaukee “ Lake. 1858. 1859. I860. .. 23,728 33,150. 29,810 .. 76,474 52,879 62,387 ..164,833 50,885 88,058 .. 25,489 25,389 40,883 ..123,409 26,359 39;418 .. 8,363 3,577 5,676 .. 1,816 2,585 4,149 • • • . • • 1,030 1,946 . . . . . . 2,950 2,748 , «... 58 4 ... ..424,112 198,865 275,075 Shipments of Live Hogs for Thr-. e Years. By Lake. Ill Central RR. Chi & Mil R R. Mich Southern EE..... Chi & Rock Island R It. Chi Pitts &Ft WR E.. Burlington & QKE.,.. 1858. 1859. 1860. 308 79 92 330 65 833 . 7,782 110 1,776 95,143 45,563 12,737 39,988 28,748 37,438 • . . • 903 2,569 • . . . „ 9,084 77,776 . .... 391 143,551 84,552 133,612 24 : TALLOW. The shipments of Tallow during the past year amount to 2,833,944 lbs, against 3,412,464 lbs in 1859. This falling off is due to the dim¬ inution in the beef packing during the past season. The receipts from the country amounted to 166,356 lbs, against 134,627 lbs in 1859. This market continues to be the most active for Tallow in the West; but during the past year prices ruled on an average lc per lb less than in 1859, and the market was comparative¬ ly quiet. In spring there was a fair supply of packer’s tallow, and prices ranged from i0@ 10^c ; but during the summer there was none in the city, and the orders had to be filled with butchers’ and country tallow at a range of 9@9%c. In September the beef packers commenced to operate, and prices opened at $%c, advancing to 10c in November, and clos¬ ing again at 9%c, with a small stock on hand. The demand for tallow in this market is principally to fill orders from Canada, and it is only on rare occasions that shipments can be made to New York without a loss to the shipper. The following table shows the weekly price of Tallow in this market for the past year: Weekly Price of Tallow in Chicago for Two Years. Jan. Feb. 3 10 17 14 21 23 l 6 13 April 3 May June 29 5 12 19 I860. 1859. 1. 10 @10% 9%@10 . 10 @10% 9% @10 '. 9% @10 9 @ 9% . 9% @10 9%@ 9% . 9% @10 9% @10 .@10 9% @10 . 10 @10% ....@10% . 10 @10% ....@10% . 10 @10% ....@10% .@10% .... @10% . 10% @10% 10% @11 . 9%©10 ....@11 .. 9% @10 10%@11 .@10 ....@11 . 9% @10 ....@11 . 9%@ 9% 10%@11% . 9%@ 9% 10%@11 . 9% @.... 10%@11 . 9%@ 9% 10%@10% . 9%@ 9% 10%@10% .@9% 10%@10% 10%@10% . 9 @9% ....@10% @ 9% @ 9% July 3 10. 17. ‘21. 31. Aug. 7. 14. 21. 28. Sept. 4. 11. 18. 25. Oct. 2. 9. 16. 23. 30. Nov. 6. 13. 20. 27. Dec. 4. 11. 18. 25. 26 .. 8%@ 9 . >'■ • • - 8%@ 9 . 8%@ « . 8%@9 21. 8%@ 8% 81. 8%@ 9% 7. 8%@ 9% 4. 9 @9% 21. 9%@ 9% . 9 @9% . 9 © 9% . . 9 © 9% . 9 © 9% . 9 © 9% . 9 ©9 % 16.?.© 9% .© 9% 30. 9%@ 9% 6. 9% @10 13. 9%©10 20.© 9% 27 . 9%@ 9% . 9%@ 9% . 9 © 9%' 18. 9%@ 9% .. 9%@.... ••••@ 10 % 10 % @ 10 % 10 %@ 10 % 10 % @ 10 % 10 %©.... 10 %® 10 % ....©10% 10 %@ 10 % 10 %@ 10 % 10 % @ 10 % 10 %@ 10 % 10 %@ 10 % 10 % @ 10 % ....@ 10 % ....@ 10 % 10 %@ 10 % 10 %@ 10 % 10 @ 10 % 10 @ 10 % 10 @ 10 % 10 @ 10 % 10 @ 10 % 10 @ 10 % 10 @ 10 % .... @ 10 % ....@ 10 % 10 %@ 10 % 10 @ 10 % The price of Tallow on the 1st of each month for a series of years is given in the fol¬ lowing table: Jan.... Feb.... March.. April... May June... July.... August. Sept ... Oct Nov.... Dec Prices of Tallow for 1857. 11 @H% 10 @11 10 @11 10 @ 10 % 10 @ 10 % . @. . 9 @10 11 @ 11 % 10%®11 9%®10 9 @ 9% 1858. 9 © 9% 9%@10 10 @ 10 % 9 @10 9 @ 9% 9%@ 9% 9%@ 9% 9 @ 9% 9%@10 9%@10 9 @ 9% 8%@ 9% Four Years. 1859. 1860. 9%@ 9% 10 @10% 9%@10 .. .. @ 10 % 10 @11 .. 10%@11 10 %@ 10 % 10 %@ 10 % 10 %@ 10 % 10 %@ 10 % 10 @ 10 % 10 @ 10 % .. @ 10 % 9 @10 @ 10 % @10 @ 9% @ 9% 8%@ 9 8%@ 9% 9 @ 9% 9 @ 9% 9%@10 9 ® 9% The following table shows the receipts and shipments during the past two years, with the sources of supply and the routes of export: Receipts and SMpm.ntsof Tallow /or Two Yea s. 1859. ___>____ ' s Eec’ts, Ship’ts, lbs. lbs. By Lake. 1,000 898,000 CB&QRR. 32,622 C&RIRR. 865 16,580 C A & St L R. 100,140 43,420 MichCRR . 1,773,178 Mich S R R. 664,051 CP&FWR . 17,235 Mil R R. Canal. 1860. Rec’ts, Ship’ts, S>s. lbs. 521,720 67,749 19,885 16,192 75,329 55.250 ..., 1,546,915 539,997 171,410 2,390 7,493 60 Total.... 134,627 3,412,464 166,356 2,853,944 HIDES. The Hide market during the past year has been moderately active; but owing to the large stocks which were held in New York by Hide Brokers, and because of the depressed condition of the Hide and Leather trade in England and the United States, prices have ruled on an average 13 %@ 2 c per lb. lower than in 1859. The speculative feeling which was infused into the trade in 1859 almost entirely disappeared in 1860, and the market was consequently more steady. By referring to the table of weekly ■priees given below, it will be seen that the market reached its high¬ est point in May, when Dry Flint was sold at 16c. In November the trade in New York be¬ gan to feel the eftects of the political panic and the market since then has kept declining —closing at 5@5>£c for Green Salted, and lL%@12c for Dry Flint, which is 3^@4c lower than the extreme quotations of the year. It is a fact worthy of notice in this connec¬ tion, that the prices paid in Chicago during the year have ranged 2@3c higher than those of any other market in the West. At many pomts from two to four hundred miles East of this city, there has bee a fair margin to induce shippers to buy and ship hither instead of to New York. This is due mainly to the impor¬ tance which this market has attained, and the attractions it offers in the quality and quantity of stock to buyers from all parts of the Uni¬ ted States and even Canada. As will be seen from the tables given below, receipts during the year 1860 amount to 11,- 002,790 lbs., against 12,740,422 lbs., received in 1850. The following table shows the price of Hides on the first of each month for a series of years: 25 Prices of Dry Flint Hides for Four Years. 1857. 1858. 1859. 1860. January.. .16 8 @9 .. @15# 13 @13# February.. 17# 8 @ 9 15 @.16 13 @14 March.18# 9 @10 16 @17 13 @14 April.19# 12#@13 .. @18 14 @14# May.17 13#@14# 16 @17 15 @16 June.15 13#@14# 15#@16 16#@16 July.18 14 @14# 17 @17# 12#@13# August....19 14 @15 16 @17 13 @13# September 18 15 @15# 14 @15# 12#@13 October... 12 15 @16 16 @16# 14 @14# November. 9# 14#@14# 13 @14 14#@15 December. 7 15 @15# 13#@13# 12#@13 The following table shows the price of Hides in the market each week during 1860: Weekly Price of Hides for Two Years. , -1S60-> >-1859-, Gr. Salted. Dry Flint. Gr.Salted. Dry Flint. Jan. 3..6#@7 13 @13# 8 @8# 15 @15# 10.. 7 @7# 13 @13# 8 @8# 14#@16 17.. 7#@7# 14 @14# 8#@8# 14 @16 24.. 7 @7# 13 @14 8# @8# 14 @16 31.. 7# @7# 13 @14 8 @8# 15 @16 Feb. 7..7#@7# 13#@14 8 @8# 15#@16# 14.. 7# @7# 13 @14 8 @8# 15# @16# 21.. 7# @7# 13# @14 8#@8# 16 @17 28. .7#@7# 13#@14 8#@9 16 @17 M , ch0..7#@7# @14 8# @9 17 @17# 13.. 7# @7# 13#@14# 8# @9 17 @17# 20.. 7# @7# 14 @14# 9 @9# 17# @18# 27.. 7# @7# 14#@14# @9 17#@18 Apr. 3..7#@7# 14 @14# @9 @18 10..7# @8 14#@15 9#@9# @18 17.. 7# @7# 14# @15# 9 @9# @18 24..7#@8 15 @15# @9 18 @18# May 1. .7# @8 15#@16 @8# 16 @17 8..7# @8 15 @16 @8 @16 15..7# @8 15#@16 @8 @16 22. .7# @8 15# @16 @8 @16 29.. @8 @16 • 8# @8# 16 @17 June 5. 7#@8 15# @16 @8# 16 @11 12.. 7# @8 15 @15# 8# @9 16 @17 19..7#@8 15 @15# 8#@9 16 @17 26.. 7# @8 15 @15# 8# @9 17 @17# July 3..7#@8 15 @15# 8# @9# 17 @17# 10..7#@8 15 @15# 9 @9# 17 @17# 17.. 7# @8 15 @15# 9 @9# 17 @18 24..7 @7# 13#@14 9 @9# 17#@18. 31..6#@7 13 @13# @9 16 @17 Aug. 7..6#@7 13 @13# 8# @9 16 @17 14.. @7 @13 8# @8# 16 @17 21.. 6# @7 12#@13 7# @8 14 @15 28.. 6#@7# 12 @13 7#@S# 15 @16 Sept.4..6#@7# 12#@13# 7#@S# 15 @16 11.-7 @7# 13 @13# 7# @8# 15# @16# 18.. 7 @7# 13# @14 8 @8# 15#@16# 25.. 7 @7# 13 @14 8 @8# 15#@17 Oct. 2..7#@7# 13#@14# 8 @8# 15#@16# 9..7# @8 14 @14# 7 @7# 14 @15 16.. 7#@8 14 @14# 6#@7 12 @13# 23.. 7#@7% 14 @14# 6#@7# 13 @14# 30.. 7#@8 14 @15 6#@7 13 @14 Nov. 6..7#@8 14 @15 6#@6# 13 @14 13.. 7#@8 14#@15 6# @6# 13 @13# 20.. 6#@7 13#@14 6# @6# 13 @14 27.. 6 @6# 13 @13# 6#@7# 13#@13# Dec. 4..5#@6 12 @13 6 @6# 12 @13# 11. .5#@6 12 @13 6 @6# 12# @13 18.. 5 @5# 11#@12 6 @6# 12#@13 25.. 5 @5# 11#@12 6#@6# 13 @13# The following comparative table shows the receipts and shipments of Hides for a series of years: Receipt and Shipments of Hides for 1S60. Received. Shipped. By Lake.fl>s. 153.800 925,440 Canal... “ 16,081 Illinois Central Railroad... “ 1,932,850 _ Galena & Chicago Union R. “ 1,418,810 _ Chicago, Bur. & Quincy R. “ 2,870,308 _ Chicago & Rock Island RR. “ 1,642,277 _ Chicago,A. & St. Louis RR. “ 827,127 _ Chicago & N. W. Railroad. “ 1,318,479 .... Chicago & Milwaukee RR.. “ 400,260 269,413 Michigan Central Railroad. “ 254,692 845,253 Michigan South. Railroad . “ 10,807 9.290,507 Chicago, P. & Fort W. RR. “ 157,300 358,732 Comparatice Receipts and, Shipments of Hides for Fine Years. Receipts. Shipments. 1852 .No. 25,893 47,925 1853 . 25,486 59,144 1854 . 28,606 43,166 1855 . 31,149 61,115 1S56 . 70,560 187,844 1857 .171,770 172,104 1858 . 398,822 257.918 1859 . 313,195 343,246 .1860 . 235,070 292,234 The above table is made up on a basis of 40 lbs to each hide. LUMBER, Few branches of commerce felt the effects of the panic of 1857 more severely than the Lumber trade. During the years 1858 and 1859, both manufacturers and dealers had to struggle against low prices and extreme dull¬ ness-consequent upon light and inferior crops —and those firms only who operated from “ hand to mouth” were enabled to live through the “hard times.” During the year 1859, the manufacturers, with a view to' better their im¬ mediate interests, formed themselves into an association outside of the trade, and for a while the market seemed to improve ; but be¬ fore the close of the year they found that the laws of trade were not to be over-ruled by any set of resolntions which could be passed upon —that the lumber trade depended solely for its prosperity on good crops and fair prices. True the crops of 1859 were good; but agricul¬ turists were so deeply sunk in debt that they could spare but little of their means to invest in improvements of any kind, and hence the extreme low prices which prevailed in the lumber market. During the past year, it has been our pleas¬ ure to bear witness to returned prosperity, which, though moderate, bears all the eviden¬ ces of being"" healthy; but even this is partly to be attributed to the wisdom, learned by ex¬ perience, of those engaged in the business. The year has been one of great caution on the part both of dealers and manufacturers. There has been no sudden speculative movement— no attempt to force prices up or down—and there have consequently been no severe losses, even should the profits in some instances turn out to be small. In January, the amount of lumber on hand in this city, was 118,157,000 feet, against 128, 458,000 feet at the corresponding period in 1859 This was a larger stock than was expected, and as logging during the winter of 1859-60 was reported good, and the number of logs cut larger than ever before, the prospects for the coming season, did not appear flattering. The early disappearance of the snow, however, in some important districts, and the want of rains in others, tended to limit the supply, and we find that the l'eceips for the year foot up only 268,000,000 against 305,000,000 in 1859. But this falling off of 37,000,000 feet has been but a small item in bettering the lumber trade, compared with the great fact that never before were our granaries betterfilled, and the farmers better able to pay fair prices for the lumber they purchased. During the months of January, February and the greater par^ of March, the market was dull and heavy—common boards selling at a range of $7.00@8.00. About the close of March the St. Louis dealers came into the market and about eight millions feet were sold to them at $21.00@24.00 for first clear; $17.00 @19.00 for second clear; $13.00@15.00 for third clear; Total. Total for 1859 41,002.7*0 11,609,345 12,740,455 14, 58,956 26 $18.00@19.00 for clear flooring, and $11.00@ 13.00 for common flooring. This caused more activity and greater firmness in prices, but no material advance. During all this period there were but few contracts made by city dealers— the only one reported being made early in February, for 500,000 feet, to be delivered at the mouth of Grand River at $6.00. The first cargo reported was from White Lake, twelve feet boards, at $7.00. I-n the early part of April there was lair de¬ mand for cargoes afloat by country dealers, and the sales ranging from $6@7.50 for fair to good strips and boards; but most of the east shore lumber was bought by inspection at $3.50 for culls, and $6.00 for merchantable stufi. In the yards the stock of fencing was low, and there was an active inquiry for it at an ad stance of 25c—$7.75@8.00 being the range of prices. In May the receipts were heavier and the market for cargoes declined 50c@$1.00—the best cargoes in the river being freely offered at $7.00, a&d inferior at $5.25@5.50. There was a • good inquiry, however, for dry lumber in the yards, and the market r mained firm, especial¬ ly for fencing. In June the market was dull and without any material change in quotations. Good car¬ goes of strips and boards did not generally 1 bring^over $7.00, and some very fair were sold at $6.50. Very few upper qualities were re¬ ceived, and we have only one sale recorded at $3,50, $6.50, $15.00 and $20. The market in the yards was also very dull, and common stufi was Ireely sold at $6.75@7.50. The low water in the Illinois River tended very much to di¬ minish the trade of city dealers. In the eariy part of July a contract for three million feet Saginaw lumber was made at $3.00, $6,00, $12.00 and $18.00—delivered at the Bay; but cargoes were rather dull till about the mid¬ dle of the month, when a good demand took place by country dealers, and the market ad- vanced 50e—good cargoes selling as high as $<.o0@8.00. The probabilities of large crops and a sure harvest gave country dealers increased confi¬ dence, and in August the market steadily ad¬ vanced from $8.00@9.50 for the best cargoes. About the close of this month, also city dealers advanced the yard prices $ 1.00 — common boards selling at $9.50@10.00. In September, and during the early part of October, the market was buoyant, and prices advanced over those of August about $2.50 per thousand, or $1.00@5.00 per thousand over the prices in spring. Continued heavy receipts in the latter part of October—when a decrease was looked for, caused a slight reaction, and a decline of $1.00@1.50 per thousand was suffer¬ ed—prime cargoes selling at $10.50. Common east shore cargoes were dull and heavy; but good Green Bay, Muskegon and Saginaw lum¬ ber was in fair demand at the decline. In the early part of September city dealers advanced yard prices to $ 11 , and shortly after¬ wards to $ 12 . 00 , lor common boards—at which figure the market remained steady during the balance of the year. In November the receipts began to fall off Io r X materi ’ all y> an< ^ ^e market was quiet at $ 8 .75@12.00, according to quality. Yard prices were steady. Owing to the high rates of down freights the receipts of lumber from Canadian, St. Clair and Lake Huron ports during the months of Sep¬ tember and October were heavier than was ex¬ pected-several million feet intended for east¬ ern markets having been turned this way. * One of the most remarkable features of the trade of the past year, was the shipment of clear lumber from this port to the markets of Albany and several points in New England. This occurred however early in the year, when the market here was depressed. During the past year, too, quite a large trade has sprung up between this city and Cincin¬ nati, Indianapolis and other places in that di¬ rection. Ihe trade with the lower Mississippi and with the Missouri river has also been ex¬ tended. The market for shingles during the early part of the season was dull and heavy; but as the year advanced, a short supply began to be realized and prices .advanced $1.25@1.50 per thousand. In March, April and May, the sales of shingles were at a range of $1.50@2.25 afloat; but before the close of the season Prime Rogue River Shingles were sold at $3.2.5@3.38 afloat, and several round lots on the dock were sold as high as $3.50. The prejudice which existed in regard to sawed shingles is fast disappearing, and the demand for them at the close of the season was very urgent at about the same prices as shaved. Some parties even prefer them to shaved. Laths, during the months of March, April, May and June were quiet, and sold freely at $ 1 . 00 ( 5 ) 1 . 12^2 afloat; but owing to a light stock and a short supply, the market during the last three months of the season became buoyant and advanced $ 1 . 00 @ 1 . 12 ^ per thousand- sales at the close ranging from $2.00@2.25 afloat. The following table shows the price of Lumber by the cargo each week for a series of years: Weekly Price of Lumber by the Cargo for Three Years. March 20. 27.. April 3.. 10.. 17.. 24.. May 1 .. 8.. 15.. 22.. 29.. June 5.. 12.. 19.. 26.. July 3.. 10.. 17.. 24.. 31.. August 7.. 14.. 21.. 28.. Sept’r 4.. 11.. 18.. 25.. October 2.. 9.. 16.. 23.. 30.. Nov’r 6..] 13.. 20.. 27.. Dec’r 3.. 1860. ...© 7.00 • ••® — 6.50® 7.00 G.00® 7.00 6.00® 7.50 0.00® 7.25 6.25® 7.25 6.00® 7.50 5.00® 7.00 5.25® 7.00 5.25® 7.00 6.00® 7.00 6.00® 7.00 5.00® UlP 6.00@ 7.25 5.50® 7.00 6.00® 7.00 6.25® 7.50 6.25® 7.75 6.25® 8.00 6.50® 8.25 6.75® 8.38 7.25® 9.00 7.50® 9.50 8.00@10.00 • 9.00@11.25 9.50@12.00 9.50@12.00 9.75@11.00 9.75@12.00 9.00@11.00 - 9.00@10.50 9.50@11.00 10.00@12.00 9.00@11.00 8.75@10.00 9.00@11.25 . ..@- 1859. 7.00® 8.00 6.00® 8.00 7.50® 8.00 7.00® 8.00 7.25® 8.50 6.50® 8.50 7.50® 9.00 7.25@ 9.00 7.00@10.00 7.50@10.50 8.00@10.00 8.25@10.00 8.50@10.00 8.25@10.00 7.50® 9.00 7.00® 8.50 7.00® 9.25 6.50® 8.63 6.50@ 8.50 6.00® 8.63 5.00® 8.50 6.00® 8.50 6.00® 9.00 5.50® 8.00 4.00® 7.00 5.00® 7.00 5.50® 7.00 ...® 6.50 5.00® 6.00 6.00® 6.50 5.50® 7.00 5.50® 7.25 6.00® 7.00 6.00® 6.75 6.25® 6.50 6.00® 7.00 6.50® 7.50 6.00® 7.00 1858. ...® ... .. .@ ... 6.00@7.50 7.00®8.'00 7.50®8.00 7.00® ... 7,00@8.00 7.00@8.25 7.50@S.50 7.00@8.50 7.00®S.25 7.00@8.25 6.25@8.00 5.50®8.50 7.00®8.00 6.75®9.50 6.00@7.37 6.50®7.50 6.50@7.00 6.50@9.50 6.00@8.00 6.00®7.50 7.00®7.50 6.50@7.50 6.25@7.50 7.00@7.50 5.00®7.50 6.50®7.50 5.75@7.50 6.75@7.50 6.50@7.87 6.00@7.50 6.00@6.50 6.00®7.00 6.50®8.00 5.50@7.00 The monthly receipts of Lumber, Sliingles and Lath for 9 . series of years will be found in the following! tables: 27 Receipts of Lumber for Three Tears. 1858. 1859. 1860. January_ .. February . 5.000 March. 815,000 3,139,032 947,000 April. 25,373,049 17,781,000 May. . 35,897,000 48,572,305 39.401,000 June. , 34,625,000 45,890,052 36,616,000 July. , 31,862,000 48,157,273 29,102,000 August. , 48,043,000 48,176,402 32,503,000 September. . 33,182,000 31,424,180 33,435,000 October..'. . 40.533,000 24,101,000 40.460,000 November. 28,045,000 17,791,539 21,759,000 December. 2,410,000 3,086,000 3,133,000 By Lake. 268,616,000 295,710,832 255,147,000 By Railways.... 4,404,506 6,683,101 9,444,172 Total receipts of lumber. 273,020,506 302,393,933 264,591,172 Receipts of tim her. 4,097,920 3,294,300 4,205,312 Total lumbei and timber.... ,277,118,426 305,6SS,233 268,796,484 Monthly Receipts of Lath and Shingles for Two Years. 1859. 1860. No. Lath. Feb. March ... 295,000 April. 2,574,410 May.11,440.000 June. 8,381,450 July...... 9,342,100 August... 7,946,850 Sept. 4,384,000 October.. 3,596,600 Nov. 1,919,000 Dec. 562,000 No. Shingles. 23.719.500 26,876,000 31,463,900 17,580,000 13,585.884 12,652; 000 9,937,000 10.221.500 17,328,000 1,7*0,500 No. Lath. 1,146,000 4.528,000 4,540,000 4,412,000 3,084.000 5,721,000 4,962,000 2,046,000 70 ~Nm Shingles. 8,225,000 46,365,000 19,703,000 11,522,000 11,513,000 7,966,000 9,297,000 8,778,000 7,781,000 2,428,000 By Lake. .49,54S,210 165,0S7,284 30,509,000133,578,000 ByR.lt. 1,567,000 . 580,000 Total.. .49,548,210 166,654,284 30,509,000134,158,000 As will be seen from the above table the re¬ ceipts of Lath and Shingles prove heavier than the detached weekly reports foot up ; but this is due to the manner in which the entries are made in the Custom House, and because of which it is almost impossible to keep a cor¬ rect record throughout the busy season. The following table shows the ports from whence the Lumber, Lath and Shingles re¬ ceived here during the year, were shipped: Sources of Supply of Lumber, Shingles and Lath in 1860. Lumber. Green Bay. 25,673,000 Bay City. 11,062,000 Grand Haven.... 36,249,000 Muskegon. 48,486,000 Manistee. 10,148,000 Manitowoc. 1,363,000 Kalamazoo. 10,312,000 White River. 975,000 Black River. 457,000 Duck Lake. 810,000 Two Rivers. 1,298,000 Sturgeon River.. 493,000 Ford River. 370,000 Wolf River.. 170,000 Green Haven.... 75,000 South Haven.. . 1,018,000 Painter’s Pier... 426,000 Crawford’s Pier.. 233,000 Bryer’s Pier. 364,000 Oconto. 21,787,000 Holland. 894,000 Pier Marquette.. 1,978,000 Milwaukee. 343,000 St. Joseph. 3,486,000 Vermillionville.. 100,000 Sheboygan. 544,000 Sand Bay. 1,047,000 Shingles. 19,227,000 27,638,666 10,494,000 311,000 38,748,000 6,960,000 2,009,000 Lath. 4,237,000 1,028,000 1,478,000 11,072,000 80,000 183*,66o 1,459 ',666 1 , 775 ',666 175,666 , — i05 - ,666 .... i,oooi66o 2 , 006 ',666 448'666 200,000 234,000 10,000 297,000 3,309 000 57 ',666 287,000 Lumber. Shingles. Lath. Grand Traverse. 5,531,000 30,000 360,000 Kewanee. 100,000 1,443.000 Colony. 85,000 . . Benoha.:.. Big Sauble.... ) 270,000 1,304,000 .... Little Sauble.. V Point Sauble.. ) 4,750,000 3,247,000 .... Centreville. 23,000 600,000 Port Washington 109,000 Menominee. 1,250,000 560,666 250,000 Pent Water. 1,730,000 1,070,000 Pensaukee. 2,180,000 600,000 Stony Creek. 70,000 Cedar River. 4,065,000 80,000 Fuller’s Pier.... 193,000 Nahma. 3,226,000 265,000 Portage Lake.... 210,000 85,666 ioo;ooo Peslitigo. 4,255,000 175,000 1,168,000 Bay de Noquet.. 290,000 > • • • 20,000 Pentanguishine . 459,000 200,000 Port Sarnia. 1,259,000 737 ; 000 Depere. 1,317,000 4,287,666 439,000 Wilkinson’s Pier 388,000 Saginaw. 5,655,000 • • • ■ 122,000 Charlottesville .. 110,000 Fiddler’s Land’g. 6,000 Navarino. 118,000 3,251,666 Big Swamico.... 160,000 Pier Cove. 84,000 9,666 Bay Settlement.. 170,000 Port Huron. 3,139,000 , 117,666 Elk River. 100,000 Elk Rapids.._ 75,000 • • • • Cape Vincent.... 180,000 French Creek.... 193,000 Devil River. 160,000 90,000 St, Clair. 456,000 Collingwood. 1,019,000 25,666 Port Austin. 355,000 108,666 30,000 Clay Banks. 600,000 Perryville. • • • • 18,000 Red River. 660,000 Forrester. 200,000 6 S, 6 o 6 St. Paul. 120,000 *Buffalo. 18,369,000 1 , 550,666 2,399,000 *Sandusky. 2 S 0.000 ^Cleveland. 156,000 80,666 *Oswego. 1,691,000 575,000 *Toledo. 260,000 ^Dunkirk. 328,000 :ic Ogdensburgh... 325,000 ^Detroit. 2,451,000 25,666 426,000 *Port Colborne... 380,000 * Kingston. 120,000 • • • • Ontonagon.. 240,000 30,000 Total.255,147,000 133,578,000 30,509,000 We give the above ports just as they are entered in the Custom House. We would have put them into districts, but there are so many new ports of which neither map nor geography are cognizant, that it would be a useless task. The following tables gives the receipts and shipments of Lumber, Lath and Shingles for a series of years: Receipts of Lumber for Three Years. 1858. 1859. 1860. feet. feet. feet. By Lake. Canal. 268,616,000 295,710,832 255,147,000 993,175 3,910,920 Mich. S. R. R.. 1,230,652 3,566.237 Mich. C. R. R.. 3,017,197 2,720,239 23,000 Rock Is. R. R.. 36,000 8,850 Ill. Cent. R. R.. 135,197 60,140 18,220 C. B. & Q. R. R C. P. & Ft. W.. 21,510 17,700 4,334,596 282,785 Chi. & Mil. R.R . 153,011 1 Total. 273,020,506 302,393,933 26-1,591,172 *The probability is that the lumber, &c., brought to Chicago as from these ports, came from Lake Huron or St. Clair River. 28 Receipts of Lumber , La h, and Shingles for Four¬ teen Years. Lumber. 1847 . 32,118,225 1848 .>. 60,009,250 1849 . 73,259.553 1850 .100,364,779 1851 .125,056,437 1852 .147,816,232 1853 .202.101,098 1854 .228,336,783 1855 .306,553,467 1856 .456,673,169 1857 .459,639,198 1858 .273,020,506 1859 .302,393,933 1860 .264,591,172 Shingles. 12,148,500 20,000,000 39,057,750 55,423,750 60,338,250 77,080,500- 93,483,784 28,061,250 158,770,860 135,376,000 131,832.250 127,565,000 166,551,284 134,158,000 Shipments of Lumber for Three Years. Lath. 5.655,700 10,025,109 19,281,733 19,809,700 27,583,475 19,759,670 39,133,116 32.431.550 46.484.550 79,235,120 80,130,000 44,559,150 49,518,210 30,509,000 STOCK OF LUMBER, ETC., ON HAND FOR A SERIES * OF YEARS. Lath, Lumber, feet. 1860.. .. 94,166,000 1859.. ..118.157.000 1858.. .. 128,456,000 1857.. ..173.474.073 1856.. .. 128,409,000 Shingles, No. 21,754,000 24,903,000 21,273,000 29,621,000 22,264,000 pcs. 10.336,000 13,479,000 10,245,000 27,385,000 20,948,000 Posts, No. 50,914 102,509 76,807 „ _ 1858. By Lake, ft. 1,369,000 Canal.. 75,573,896 Gal- & Chi URR 43,122,850 Mich Southern “ Mich Central “ Chi & R Isl’d. Illinois Cent Chic & N W Chi A St L C B & Q,uincy Chi & Mil C P & Ft W Total feet. 382,983 10,614,000 40,286,000 8,213,119 26,229,935 35,355,000 1,644,585 1859. 756,158 62,889,538 39,417,600 1,627,352 1,230,820 15,462,756 45,674,863 6,155,570 20,365,664 33,967,110 1,200,287 1,212,425 1860. 2,407,000 47,255,448 36,402,010 1,390.813 1,978,845 18,422,675 51,489,020 4,983,733 20,312,845 41,122,376 1,361,715 3,000,108 From the above table it will be seen that the stock of lumber on hand is 24,000,000 feet less than at the corresponding period in 1859; but tlie assortment is not nearly as good, and we are assured by prominent dealers that a large amount of the stock reported is scarcely mer¬ chantable. The stock of Shingles is 3,000,000 less than last year; but it is larger than was generally anticipated. The stock of Lath is 3,000,000 less than in 1859, and posts are 50 per cent. less. .. .242,793,268 229,960,143 230,126,588 Monthly Shipments of Lumber for Three Years. __ 1858. January. 4,557,927 February. 5,227.991 March. 9,739,919 April. 25,997,194 May. 26,817,068 June. 27,043,283 July. 30,892,451 August. 22,846,330 September!. 30,125,186 October. 27,312,958 November. 20,483,815 December. 12,169,266 Total.242,793,368 Shipment of Shingles 1859. 6,340,456 10,131,999 16,010.519 25,946,786 28,910,974 28,011,432 17,302,198 18,532,138 18,942,124 20,210,285. 25,980,081 11,641,151 1860. 6,680,917 9,735,875 19,206,496 23.146,926 27,686,895 21,682,782 18,941,900 23,889,427 25,561,666 25,298,188 19,757,499 8,538,017 229,960,143 230,126,588 and Lath in 1860. Shingles. No. Lath. Pcs. 7,458.355 3.323,100 11,398,058 5,391,550 2,941,025 4,218,020 7S3.000 225,500 293,000 427,000 84,000 36,442,718 31,877,058 65,812,186 Receipts of Pos S t Staves, Bolts , <&c., during the past Fair Years. 1858. 356,714 878.000 3,205,250 By Canal. 30,546,475 TU ^. 18,053,000 C% Ce ^O R W R u.‘ 48,330,615 . 14,456,222 Alton & St. L. R. R. 27 037 500 C. & N. W. R. R. 2 638 000 C..& Mil. R. R.; sei’ooo Mich. Cent. R. R. 2 059 000 Mich. South. R. R. 1 671 000 Pittsburgh R. R. ’616,500 Total in 1860.,175,276,312 do *®>9......184,969,870 lb5 S.149,508,000 do „ 1857. Posts, No. 544,302 Pickets, No... 1,182,000 Slaves, No....3,153,600 Stave B’ts, cds .... Shin’e B’ts, cs 7,182 R R Ties, INo. 122,123 Barrels, No... 46.921 Hoops, No. 1859. 1860. 413,166 344,546 638,762 529,000 7,857,232 8,524,045 3,189 81,620 75,270 884,385 1,513 4,733 129,903 59,691 1,265,000 420 3.217 272,047 40,105 1,935,000 STOCK The OF LUMBER ON HAND, stock of in this city --x, compared with the' amount on hand at the corresponding period for four years previous: following table shows the Lumber, Shingles, Lath and Posts on the 15th of December, [SEEDS. The seed market of Chicago has attained a prominence which few if any dared hope for. In 1852 the entire receipts were less than 1 ,000,000 lbs; while during the year 1860 they amount to 7,214,683 lbs. In 1859 the receipts amounted to 5,417,596 lbs—so that there is an increase during the past year of nearly 2,000,- 000 lbs. The great bulk of the receipts at this point consist of timothy ; but there is also a large amount of clover seed received and marketed. Flax seed, v^hich was but seldom seen here in 1858 and 1859, has been received here to quite a large extent during the past year. This is due mainly to the establishment here and at other points adjacent to our lines of railroad of linseed oil factories, and much of the flax seed which hitherto went to St. Louis and other points is marketed here. The demand for timothy seed during the year 1860 was quite active—numerous orders being received here from all parts of the East as well as from Ohio. As will be seen from the tables of prices given below, the market daring the year ruled $1.00@2.00 higher than in 1859, notwithstanding the fact that the re¬ ceipts here were heavier than ever before. In January the market opened quiet at $2.00@ ~-.12aC; but under an active shipping inquiry it advanced steadily till in May it reached S3.50. About this time the receipts became trifling, and in June it was evident the crop of 18o9 was exhausted—the market continuing firm at $2.75@3.25. Early in August the new crop made its appearance, and $2.75 was freely paid for the first consignments. As the re¬ ceipts began to increase, however, the market became weaker, and on the 4th of September prime seed was sold at $1.90. This was the lowest point reached during the year, and the market immediately improved—prices during the four last months of the year ranging from The demand for clover seed, though fair, was not so active as during 1859. The ruinous speculations which took place in this article ^J™g that year—when it sold here as high as $6.50 per bushel—rendered buyers very"cau¬ tious, and prices ruled steady and $1.00@1.50 lower. In January the market opened at $4.50, and from that date to the end of April the highest price reached was $4.90 and the lowest $4.00 About the beginning of May, however, the supply became light, and under an active demand to fill small orders the market reached $5 00, but speedily receded again, and at the close of June, when the old crop gave out, it 29 was sold at $3.50@4.00. But little of the new crop of clover seed has been marketed. Early in November there were orders received here, but the receipts were trifling and the sales light, at $5@5.38. During December the in¬ quiry was very light, and the market ruled quiet at $4.25 @4.75. The high prices paid for Hungarian grass seed in 1859 caused heavy shipments to this city last spring, and although the market opened rather buoyant—with sales in Februa¬ ry as high as $1,00@1.05 per bushel—still the large stock offered depressed prices, and it speedily fell till on the 3d of July 1,000 bushels were sold in one lot at 25c per bushel. About the same time in 1859, it was in active demand at $3.O0@3.25 per bushel. Of the new crop we have seen none offered. During the past three months flax-seed has been in active request—opening at 75c, and speedily advancing to $1.00@1,25—which were the ruling quotations. The following table shows the weekly price of timothy and clover Seeds during the year 1860: Weekly Price of Seeds for Two Years. 1860. 1859. Timothy. Clover. Timothy. Clover. Jan. Feb. May June .2.00@.2.12 .2.10@2.15 .2.25@2.35 • 2.40@2.50 .2.92@2.95 • 2.65@2.80 • 2.60@2.75 • 2.70@2.85 • 2.65@2.80 • 2.50@2.80 • 2.80@2.9fl .2.70@3.00 .2.80@2.95 .2.70@2.85 .2.50@2.S7 .2.50@2.90 .2.90@3.00 . ...@3.00 . ...@3.00 . ...@3.50 .3.00@3.25 .3.00@3.06 .2.50 @3.00 • 2.50@2.75 .2.50@3.00 ...@4.50 ... @4.50 4.60@4.65 4.00@4.80 4.85@4.90 4.70@4.75 ...@4.62 .. .@4.50 4.25@4.45 4.25@4.50 4.20@4.30 4.00 @4.25 4.00@4.25 ... @4.00 4.00@4.25 4.00@4.25 4.00@4.50 4.75@5.00 ...@5.00 .. .@ ... 4.25 @4.75 3.75@4.00 3.50 26. . ...@3.00 July 3. .2.75@3.00 10. . ...@ ... 17. . ...@ ... 24. 31. . .. @ ... Aug. 7. .@ ... 14. . ...@2.75 21. • 2.00@2.38 23. • 2.10@2.20 @ @4.00 @ Sept. 4. 11 . Oct. Nov. Dec. 1,75@1.90 2.00@2.05 • 2.10@2.15 . 2 . 10 @ 2.20 . ... @2.15 • 2.12@2.15 .2.12@2.18 .2.20@2.25 • 2.10@2.23 .2.20@2.25 • 2.25@2.30 ,2.25@2.30 .2.00@2.10 ,2.09@2.10 • 2.00@2.10 ,2.10@2.20 ■ 2.00@2.20 @5.25 5.25@5.38 5.00@5.25 4.50@4.75 ...@4.25 4.50@4.75 4.25@4.50 1.60@1.85 1.65@1.85 1.60@1.85 1.75@1.80 1.80@2.00 1.90@2.00 1.85@1.87 1.87@1.90 1.85@1.90 1.85@2.0C 1.90@2.00 1.85@1.90 ..,@1.75 ...@1.80 1.70@1.78 1.80@1.85 1.80@1.85 1.75@1.80 1.70@1.80 1.75@1.80 1.75@1.80 1.75@1.80 1.50@1.70 1.50@1.70 1.50@1.70 1.50@1.75 @1.75 @ @ @ @ @ @ 1.75@2.00 1.75@2.00 1.90@2.00 1.90@2.00 2.08@2.10 2.00@2.14 2.08@2.14 2.10@2.15 2.05@2.12 2.06@2.10 2 . 00 @ 2.12 2.08@2.15 2.00@2.13 1.95@2.10 2.00@2.12 2 . 00 @ 2.12 2.00@2.10 2.10@2.12 1.90@2.10 5.00@5.25 5.00@5.25 4.75@5.25 5.38@6.25 5.75@6.50 6.00@6.12 6.00@6.12 6.00@6.12 6.00@6.25 5.50@5.75 5.50@5.75 5.50@6.C0 5.50@5.62 ...@5.50 .. .@5.00 .. .@4.50 4.00@4.50 4.00@4.37 4.25@4.50 4.50@4.75 4.50 @4.75 4.50@4.75 ...@4.50 ‘...@4.50 .'..@4,50 .. @5.25 4.50@5.00 @ ... @ ... @ ... @5.50 @6.00 5.75@6.00 5.50@6.00 5.50@6.00 • ..@ ... ...@ ... ... @4.50 4.25@4.50 ...@5.00 ...@4.50 4.25@4.50 4.50@4.62 4.25@4.50 ...@ ... . ..@ ... ... @4.50 The following tables show the receipts and shipments for a series of years : Receipts of Grass Seeds for Four Years. 1857. 1858. 1859. 1860. By Lake, lbs... 5,900 23,105 145,145 Canal. 162,751 758,264 647,637 606,241 Galena R. R... 440,580 1,056,980 1,157,726 957,490 Mich. South’n. 35,019 212,013 476,958 Mich. Central. 7,860 12,167 _ _ Rock Island... 651.268 6,167 624.930 1,247,850 C. A. & St. L.. 23,181 234,394 165,704 132,698 Ill. Central.... 19,500 .... 417,434 659,065 C. B. & Q, . 567,847 1,167,359 1,326,842 1,814,866 C. & N. W.... 330,768 1,019,494 610,754 1,037,203 Chi. & Mil.... 257,318 .... 108,881 220,561 C. P. &Ft.W . 200 61,751 Total.2,466,973 4,312,946 5,417,596 7,214,6S3 Shipments of Grass Seeds for Four Years. 1857. 1858. 1859. 1860. By Lake, fl>s... 731,300 3,106,260 2,627,640 l,86fl200 C.mal. 39,593 2,120 100,260 Galena. 435,862 . • Mich. South'n. 344,952 1,109.369 951,955 Mich. Central. 370,386 544,362 579,843 2,613,433 Rock Island. 1,170 2,650 C. A. & St. L. 190,459 Ill. Central- 400 9.140 108,186 _ C. B. & Q,. 2,300 Chi. & Mil. 49.815 65,434 C. P. & Ft. W. 195,909 69,202 Total.1,537,984 4,042,277 4,674,052 5,856,893 Shipments of Grass Seeds by L 'he for Fine Years. fl>S. lbs. 1852 . 1853 . . 864,630 1857 . .1 ,899 550 1858 . 731,300 1854 . .1,015,132 1859 .2,627,640 1855 . 1858 . . 734,873 1860 . . 469,500 .1,861,200 WOOL. The receipts of Wool in this city during the past year amount to 823,282 lbs, against 916,619 lbs in 1859. The market during the sehson was very quiet, there being fewer buyes than usual, and less speculative inquiry. Before the clip came in buyers all over the country had resolved to make their outside prices at least 5c below the quotations of 1859; and prices in June opened at 25@40c for common to full-blood fleece. It was soon found, how¬ ever, that manufacturers were paying much higher prices in the country than dealers in the city, and the market almost immediately advanced to 45@47)^c for full-blood—closing in August at 45c. The following table shows the range of prices paid in this market for a series of years: Prices of Wool for Five Years. 1856. 1857. 1858. 1859. 1860. June.20@37 25@38 16@30 25@42 25@40 July.20@37 25@40 18@30 27@40 30@47J$r August.. ,20@37 31 @42 25@34 30@46 30@45 The following tables show the receipts and shipments of Wool in this city for the last four years: Receipts of Wool for Four Years. By Lake, lbs. Canal. Galena R. R. Mich. S. R. R... Mich. C. R. R... Rock I. R. R. Ill. Cen. R. R.... N. W. li.R. C. A. & St. L.R. C., B. & Q. R. R. C. & Mil. R. R C. P. & Ft. W Total 1857. 1858. 8,600 89,588 78,014 345,060 227,620 20,364 4', 308 147,585 66,999 53,871 .... 22,811 128,302 298.873 190,025 184,215 141,736 1,116,831 891,500 1859. 1860. 7,000 7,750 205 190,100 247,140 363 S 85 i 530 80,060 257,274 200,000 163,653 159,079 37,296 82,111 168,360 7,381 41,535 662 5,402 916,619 823,282 30 Canal. Mich. Sou. R. R. Mich. Cent. R. R Chi. & Mil.. Chi. & R. I. s of Wool for Four Years. 1S57. 1858. 1859. 1860. . 327,600 154,200 103,000 1,922 . 143.209 197,’ 696 243’004 295,128 .. 572,323 223,314 340,938 435,215 . 19,749 19,400 124,416 38; 841 . .... .... .... 620 . .... .... • • • • 1,369 • .... .... .... 660 . 53,350 376,890 .... .1,116,831 971,500 811,358 773,755 ^ The following table shows the shipments of Wool for the last nineteen years : Shipments of Wool Jor Nineteen Years. 1842. . 1,500 1852.. 1843. 1853.. 1844. 1854.. 1845. . 216,616 1855.. 1846. . 281,222 1856.. 1847. . 311,887 1857.. 1848. . 500,000 1858.., 1849. . 520,242 1859... 1850. . 913,682 1S60... 1851. .1,088 553 920,113 953,100 536,791 2,158,402 575,808 1,062.881 594,610 811,358 773,755 Weekly Price of Broom Corn in Per ton. Feb. Mar. Jan. 3... 10 .., 17.. . 24.. . 31.. . 7.. . 14.. . 21 .. . 28... 6 .. . 13.. . 20 .. . 27.. . April 3 ... 10 .. . 17.. . 24.. . May 1... 8 ... 15.. . 22 .. . 29.. . June 5... 12 .. . 19.. . 26.. . . @ - - 80.00@140.00 . 80.00@130 00 .100.00@-140.00 . 90.00@140.00 . 90.00@120.00 . 90.00@120.00 • 100.00@140.00 • 100.00@130.00 • 100.00@125.00 • 120.00@135.00 -120.00@140.00 • 100.00@140.00 • 120.00@130.00 • 120.00@130.00 • 100 . 00 @ 110.00 • 100.00@105.00 100 . 00 @ 110.00 .@' .... • ••■•@ — — @ — 90.00@100.00 75.00@100.00 75.00@100.00 75.00@100.00 July 3 10 17 24 31 Aug. 7 14 21 28 Sept. 4. 11 . 18. 25. Oct. 2. 9. 16. 23. 30. Nov. 6 . 13. 20 . 27. Dec. 4. 11 . 18. 25. Chicago in 1860. Per ton. @ ... @ ... @ ... @ ... @ ... @ ... @ ... @ ... 75.00@ 85.00 — @ - 70.00@ 80.00 65.00@ 85.00 60.00@ 70.00 55.00@ 66.00 40.00@ 75.00 40.00@ 55.00 40.00@ 60.00 30.00@ 60.00 30.00@ 60.00 30.00@ 65.00 30.00@ 60.00 40.00 @ 60.00 40.00@ 65.00 40.00@ 65.00 40.00@ 65.00 The following table shows the shipments of Broom Corn for the past two years :— Shipments of Broom Com for Two Years. BROOM CORN. The shipments of Broom Corn during the past year amount to 5,170,178 lbs against 2,056 - 796^lbs received during 1859, and 779,000 in 1858. , . The trade in Broom Corn, which is yet hut m its infancy in Chicago, promises to become a very important branch of commerce. During the past year, besides a local demand by man in facturers, numerous and large orders were re¬ ceived here from the New England States,New York, Pennsylvania, Maryland and Canada. Quite a number of buyers from the East also travelled through this State and Iowa,and made contracts with the tarmers for the crop before it was cut. With the farmers of the Northwest this crop has become more and more popular, and those who understand how to cure it and have the facilities for packing it into bales, find it very profitable. It is to be regretted, however, that much of the Broom Corn sent to this market is very loosely put up, and in this way gets broken and damaged, and totally unfit for ship¬ ment east. A very large proportion of the re¬ ceipts also show that many agriculturalists do not exercise that care in curing it whicn is necessary to produce a prime article. As will be seen from our quotations there is a very wide range between common and choice brush and there is every inducement for iarmers to’ to produce the latter. During the first four months of the year the demand was very active, but the supply was light and the market was fir n, with sales at a range of $80.00@140.00 ocr ton. About the close of April, however n e market in the east became exceedingly d 141 and orders were with¬ drawn, when prices almost immediately fell to $100.00@110.00 for prime—a decline of $30.00@ 40.00. About the end of June the old crop was well nigh exhausted, and the market was entirely nominal till September when the new crop came in, which opened at $75.00@85 00 • £^ nd ? r a hea T y su PP ! y it fell in October to -160.00, since which the receipts have been lipid and the market quiet. The following table shows the weekly price during the past year By Lake, Tbs. 1859. 944 500’ 1860. 1 ass non Michigan Central Railroad... Michigan South’n “ Chi Pitts & Ft W “ Illinois Central *• Chicago & Mil “ Canal. 927,950 . 473,657 9,690 J. ^ l/UU 2,689,894 1,017,870 912 3,440 Total.. .2,056,796 5,170.178 HAY. , The Hay trade of Chicago, so far as its ship¬ ments is concerned, is yet but in its infancy. Besides the supplies sent to the Lake Superior and Lumber districts, w'e have shipped during the past year large quantities to New Orleans St. Louis, and other Southern cities; but as no record of the shipments are kept by the vari¬ ous railroads, and only an imperfect account by the Custom House, we are unable to statb the extent of the traffic. For the Southern trade alone, three Hay presses have been at work, day and night for the last four months; and although the political panic has caused t he shipments to cease for the present , still we have no idea that the trade will sufier any other but a temporary derangement. The table given below shows the weekly price of timothy and prairie pressed Hay in this market during the past year: Weekly Price of Pressed Hay in Chicago in 1860. Jan. 3 10 17 24 31 Feb. 7 14 21 . 28. March 6 . 13. 20 . 27. April 3 10 . 17. 24. May 1 . 8 . Timothy, per ton. .@12.00 .@12.00 .@12.00 .@12.00 .@ 12.00 .@12.00 .@12.00 • 12.00@13.00 .13.00@14.00 • 13.00@14.00 • 13.00@14.00 • 13.00@14.00 • 11.00@12.00 11.50@12.50 11.50@12.50 H.00@12.00 H.00@12.00 11 . 00 @ 12.00 11 . 00 @ 12.00 Prairie, per ton. - @ _ 9.00@10.00 9.00@10.00 9.00@10.00 9.00@10.00 9.00@10.10 9.00@10.00 8.50@ 9.00 9.00@10.00 9.00@10.00 9.00@10.00 9.00@10.00 6.50@ 7.00 6.50@ 7.50 6.50@ 7.50 6.50@ 7.00 5.50@ 7.00 5.50@ 7.00 5.50@ 7.00 $ 31 i Timothy. Per ton. Prairie. Per ton. 15... QO . ... 11 . 00 @ 12.00 29... . ... 11 . 00 @ 12.00 June 5.. .© 10.00 12 ... .@ 10.00 19.. . .@ 10.00 26... .@ 10.00 July 3.... .... 9.00@10.00 10 ... .@ 10.00 17... .© 10.00 24.... .@ 10.00 31.... ,:.. .© 10.00 Ang. 7.... .@ 10.00 14.... .... 9.00@10.00 21 .... .... 9.00@10.00 28.... .... 9.C0@10.00 Sept. 4_ ... 9.50@10.00 11 .... ... 9.50©10.00 18.... .... 9.50@10.00 25.... ... 9.50@10.00 Oct. 2 _ ... 9.50@10.00 9.. .. .... 9.50@10.00 16.... ... 9.50@10.00 23.... ... 9.50@10.00 30.... ... 9.50®10.00 Nov. 6 _ ...10.00@10.25 13.... ...10.00@10.25 20 .... ...10.00@10.25 27.... ...10.00@10.25 Dec. 4_ ...10 00@10.25 11 .... ...10.00@10.25 18.... ...10.00@10.25 25,,... ... 9.50@10.00 5.50® 7.00 5.50® 7.00 5.50® 7,00 6.00® 7.00 a 6,00® 7.00* 5.50® 7.00 5.50® 7.00 5.00® 6.00 -@ 6.00 ....@ 6.00 -@ 6.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6,00® 7.00 6.00® 7.00 6.00® 7.00 6 00© 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6.00® 7.00 6 . 00 ® .... The following table shows the shipments of Hay, as reported at the Custom House and various railroad offices; but it gives a very imperfect view'of the trade, as large quanti¬ ties are shipj^edto the lumber regions of .which no account is kept:— Shipments of Hay for Three. Years. 1858. By Lake, tons.340 Canal... Illinois Central Railroad. .. St Louis A & C “ 1859. 1860 2,323 633 6 669 10 Total.340 2,329 1,312 ■v SAIiT. The receipts of Salt during the past year amounted to 223,018 brls of which 186,413 brls were Syracuse Salt, and the balance foreign Salt from Canada, which has been sold to a large extent to packers and hide dealers at 90@1.00 per sack. In 1850 the receipts of Salt amounted to 316,897 brls—nearly all of which was from Syracuse. The re-organization of the Onondaga Salt Co. has tended to limit the supply more according to the demand than formerly by the maintenance of uniform prices —hence the steady state of the market during the past year compared with former years. The shipments of Salt during the year were 164,499 brls, against 250,467 brls in 1859. The market for Syracuse Salt during the past year has ruled steady—the lowest ■ price for coarse being $1.40 and the highest $1.75. In 1859 the highest price was $2.12>£, and the lowest $1.40. Fine Salt was sold during the year at $1.35@1.75—closing at the latter figure. The following tables show the prices during 1860 compared with previous years : Prices of Salt for Three Years. 1858. 1859. 1860. / P C" ►*1 * 2*0 tLo Uj P . hi m . a> h P P go Elo w P >-< cn : re 0*0 12.0 oa ta >-4 ora I re 3 5’ re o' Jan. OD .1.90 2.00 - 0 Q 1.70 2 . 12 ^ ....@1.50 Feb. .1.90 2.00 1.70 2 . 12 ^ ....@1.50 Mch .1.90 1.90 .... 2 . 12 ^ 1.40@1.50 Apr. .1.90 1.95 • • . • 2 . 12 ^ — @1.50 May .1.70 1.75 .... 2.00 1.40@1.50 Ju.. .1.60 1.65 1.40 1.89 1.40@1.50 Jy.. 1.55 1.60 .... 1.60 1.40@1.50 Aug .1.47 1.50 1.35 1.60 1.35® 1.40 Sep. .1.48 1.50 1.25 1.50 1.40® 1.50 Oct. 1.55 1.60 1.20 1.45 1.40@1.50 Nov .1.50 1.65 1.12 1.40 -@1.55 Dec. .1.60 1.85 1.25 .... — @1.75 —©i.6b .... ® 1.60 1.50©1.60 — @1.60 .. ..@1.60 ....@1.60 ....@1.60 ....@1.50 1.40@1.50 1.40@1.50 -@1.55 —@1.75 Prices of Salt i i Chicago for a series of Years. 1855 1856 1857 1S58 1859 1860 Fine. $1.73@2.25 1.95@2.51>£ 1.75 @2.06 1.45@2.00 1.10@1.70 1.30 ©1.75 Coarse. $2.25@3.00 2.50@3.5O 1.85 @3.2714 1 50@2.10 1.20@2.12!4 1.40@1.75 The following table shows the receipts and shipments of Salt for eight years : Receipts and Shipments of Salt for Eight Years. Receipts. brls. 1852 . 92,907 1853 . 86,309 1854 .176,526 1855 . 70,623 1856 .184.834 1857 .201,746 1858 . 333,988 1859 . 316,891 -860 .,..223,018 Ship’ts. brls. 59,333 38,785 91,534 107,993 82,601 90,918 191,279 250,467 164,499 The following table shows the shipments of Salt for three years, with the route of ex¬ port : Shipments of Salt for Three Years. 1858. 1859. 1860. bbls. sks. bu. By Lake. 10,049 500 Canal. 19,476 15,781 .... G & C U R R. 28,827 . Ill Cent R R.. 40,951 . C &RIR R. 38,197 .... 724 CB & QRR. 30,707 . C&NWRR. 5,762 . MichCenRR. 3,890 . St LA & CR. 12,461 . Chi&MRR.*. .... Mich Sou RR. CP &FWR. bbls. bbls. 7,299 4,501 17,418 12,304 47,915 29,050 48,453 29,924 45,605 26,020 52,701 44,449 4,986 7,253 4,507 2,478 13,629 1,325 438 1,388 5,253 2,260 2,213 3,388 Total ....190,320 16,281 724 250,457 164,510 HIGHWINES. The shipments of Highwines during the past year, amount to 57,617 brls. against 34,307 brls. received in 1859. The market for Highwines during the past year, has been unusually quiet, and prices have not ruled as low for a long series of years. The highest quotation given during the entire year was 21)^c (and that figure was only paid in January,) and the lowest point tonclied was 14)^c. In 1859, the hignest point reached was 32c, and lowest, 20>£c. In New York, the highest price paid during 1860, was 26>^c, and the lowest 17%c. The former quotation was paid in January and the latter in December. The course of the market, as will be seen from the table of weekly prices given below, QO OJj has been unusually steady. There was at no time during the. year any other than a fair shipping demand, aud there was no speculative inquiry either to excite or cause a fluctuation Receipts and Shipments of Highwines for Tico Years. 1859. 1860. in quotations. Weekly Prices of Highwines in- Chicago and New York in 1860. Chicago. New York. Jan. 3.. .... @26# 10.. .@21# .... @26 17.. .•-@21# 25#@25# 24.. . 21 @21# 23 @24 31.. .@20# ... .@24 Feb. 7.. . 1S#@19 ....@23# 14.. . IS# @19# 24# @24# 21.. . 19# @20 23 @23# 28.. . 19#@20 23#@24 March 6.. .'...@20 .... @24 13.. .@20 ....@23# 20.. . 19# @10# .... @23 27.. .@19 ....@22# April 3.. .@19 -@22# 10.. . 17#@19 .... @22 17.. . 17#@18 ....@21 24.'. ..17 @18 21# @22 May 1.. . 18# @19 .... @22# 8.. . 18 @19 21# @22 15.. .@18# 21 #@22 22.. .. 18#@19 ....@21# 29.. . 18# @19 21# @22 June 5.. . 4 8#@18# 21# @21# 12.. . 18 @18# .... @21# 19.. . 18 @18# 21 @21# 26.. . 18 @18# 21# @21# July 3 .. .'..@18 21# @21# 10... . 18 @18# ••• @21 .17... . 18 @18# .... @20 24.. . 17#@18# ....@20# 31... . 17#@1S .... @20# Aug. 7... . 17#@18 20# @21 14.. . 18 @18# 21 @21# 21... .@18# .... @21# 28... .... @22 Sept. 4... . 19# @20 22# @22# 11... .@21 .... @24# 18.. . 19# @21 .... @23 25... .@20# 23#@23# Oct. 2... .19 @19# ....@23# 9... . 19 @19# 23 @23# 16... . 10 @19# 24 @24# 23... .'•.@19# 23# @24 30.. . 18 @18# 22# @22# Nov. 6... . 17#@18 21#@22 13... 20# @21 20... ... 16 @18# 18#@19 27... .@16 19# @20 Deo. 4... . 15#@16 18 @19 11... . 15 @15# ....@17# '18.. . 14#@15 ....@18 25... . 14#@15 .... @18# The following table shows the price of high¬ wines in this market on the 1st of each month for a series of years: Prices of Highwines for Four Years. 1857. 1858. 1859. 1860. January. 25@26 18 @20 .. @22 .. @21 Febru’y.23@24 15#@17 24 @24# 19 @20 March.. 25@26 16 @16# @24 .. @20 April—25@26. 17#@18 25 @25# .. @19 May .... 28@30 17 @17# •• @24 1S#@19 June.@35 17#@18 25#@26 18#@18# July ,...34@35 18 @20 24#@25 ..-@18# August..28@29 21 @22 23 @23# .. @17 Sept’r . .26@27 22 @22# .. @24 19 @20 •Oct’r—19@20 20#@21 26 @26#. 19 @19# Nov’r.. .19@20 18#@19 .. @24 .. @18 Dec’r ...18@19 21#@22 21 @21# 16 @16# The following table shows the receipts and shipments of Highwines for a series of years : T?ppV1 # By Lake, brls. 5 Canal. 1,071 G & C UR E.10,665 C B & Q R R . 2,471 Ill Central R R. 2,499 C & RIR R. 7,375 CA&StLRR . 1,120 Chi & Mil R R. C & N WR R. 34 Mich Cent R R. Mich Southern R R... 568 CP&FtWRR. Ship’cl. 12,169 67 1,873 1.604 o;2oo 2,758 3^724 4,049 1,S63 Rec’d. 005 1,369 11,844 6,416 4,763 26.513 3,705 1,391 Ship’d. 10,675 55 1,374 639 997 9,450 4.446 6,139 16,435 7,407 Total.25,803 34,307 58,443 57,617 Receipts and Shipments of Highwines for Nine Years. 1852 1853 1854 1855 1856 1857 185S 1859 I860. Receipts. Shipments. 16,242 7,027 8,013 6,335 6,266 10,654 24,280 34.307 57,617 During the past year some of the railroads placed Alcohol and Highwines under the same head, and this may account for the great in¬ crease in the receipts. AliCOMOL. Besides the local manufacturing demand for Alcohol which at all times exists in this city, there is quite a prominent outside country trade which is also supplied by distillers and dealers here. During the past year this busi¬ ness has greatly increased, and there are now six or’seven alcohol distillers ; but we also re¬ ceive to a considerable extent consignments from Peoria and other places. The following table shows the prices of Al¬ cohol in the market each week during the past two years : Weekly Prices of Alcohol in Chicago for Two Years. 1860. 1859. 1860. 1859. Jan. 3. .44 @45 46 July 3. • 36# @37 56 10. .45 @46 48 10. • 36#@37 55 17. .45 @46 54 17. - 36# @37 53 24. .43# @44 54 24. .36# @37 55 31. .42# @43 54 31. • • i ..@37 54 Feb. 7. .42 @42# 54 Aug. 7. * • . ..@36# 53 14. .41 @42 55 14. • • « .. @37 52 21. .42 @43 55 21. .37 @37# 51 28. .41 @42 54 28. .41 @42 51 Mar. 6. .41 @42 53 Sep. 4. .41 @43 51 13. .41 @42 53 11. .43 @45 52 20' •41 @42 53 18. .45 @47 52 27. • . • .@40 52 25. .43 @45 53 Apr. 3. .40 @41 52 Oct. 2. • 41#@43# 56 10. .39 @40 51 9. .41 @42 58 17. .39 @40 51 16. .40 @42 58 24., .38 @39 49# 23. .40 @42 55 May 1. .39 @40 48 30. .39 @41 51 8., .38 @39 52 Nov. 6. 38 @40 48 15. .38 @.. 63 13. @37 47 22., .37# @38 60 20. .'35 @37 45# 29.. . . • .@38 56 27. .35 @37 44 June 5.. .37 @37# 53 Dec. 4. .34 @36 42 12.. 36# @37# 54 11., .34 @36 42# 19.. 36#@37# 56 18., ■ 33#@36# 44 26.. 36#@37 56 25.. .33 @36 « • 33 F&UITS. The traffic in Fruits, both green and dry, continues annually to increase, and it now ranks as quite a prominent branch of com¬ merce. Our supplies come from New York, Ohio, Michigan, Indiana and Southern Illinois; and we distribute them through all the States and Territories west and north of us. The trade in green apples alone is one of great magnitude. During the past year we have received 204,768 brls,. against 124,724 bids in 1S59. By the Michigan Central Railroad alone, there were received 94,777 brls, and by Lake, 56,955 brls. The market opened in Jan¬ uary with a fair supply and fair sales at $2.00 @3.00 per brl; but as the season advanced, the stock was greatly diminished, and prices gradually stiffened, till in May prime apples were sold at $8.@9.00 per brl. In July the new crop began to come in from Southern Illinois and Indiana, and the market opened at $3.50@ 5.50; but as the receipts increased the market became easier, and prices fell to $1.90@2.00. Just beiore the close of navigation, quite a number of cargoes of New York apples were received, and we may safely say that never be- foae was the Northwest as well supplied with th’S kind of fruit at low prices, as at present. With regard to quality, the best fruit comes from New York; but the State of Michigan also sends us excellent apples. The Peach trade in its season was quite ex¬ tensive ; but as the various railroads do not recognize this fruit in their classification of re¬ ceipts, we are unable to state accurately the extent of the trade. From the custom-house books, however, we find that there were re¬ ceived by Lake alone, 14,672 baskets.' The bulk of the supply comes from Michigan ; but the best peaches come from Madison county, in this-State. In Strawberries the trade is very large; but we are without figures as to its extent. Dur¬ ing the season, every train which arrives from the east brings whole car loads from Ohio, and also from Michigan and Indiana. The trade in Dried Fruits is large and ex¬ tensive—chiefly apples and peaches, which are supplied principally by New York, Ohio, Michigan and Indiana. Owing to the abundance of green apples, however, Dried Fruits have ruied low, as will be seen from the tables of prices given below. Weekly Price of Fruits in Chicago in 1S60. Green Apples, per brl. Jan. 3..2.00@3.00 10.. 2.00@3.00 17.. 2.00@3.00 24. .2.25 @.3.00 31.. 2.50@3.12 Feb. 7..2.70@3.25 14.. 3.00@4.00 21.. 3.80@4.4)0 28.. 3 00@3.75 M’ch 6..2.50@5.00 13.. 2.80@5.50 20.. 2.50@5.50 27.. 2.25@5.00 Apr. 3..4.00@5.00 10.. 4.00@5.50 17.. 3.50@5.50 24.. 3.25@5.00 May 1..4.00@6.00 8. .5.00 @,9.00 15.. 5 00@8.00 22. 29. Dried Pared Unpared Apples, Peaches, Peaches, per lb per lb. per 2). 74f@736' 16@18 7X@7 X 16 @18 7 @7>£ 16@18 7 @73£ 16@18 6%@7^ 16@18 6^@7% 15@17 6X@7% 14@17 6K@73^ 13@16 6%@74t 13@16 6M@7X 12@15 634@73*f 12@15 6M@73^ 14@17 6 @7K 13@1G 64f@7 14@17 6 @7 14@1(5 5%@6K 14@16 6 mX 14@16 5%@63£ 14 @10 14@16 14@18 5X@6X 14@16 11 @12 11 @12 11 @12 11 @12 11 @12 11 ^@ 12 ^ 11 @123^ 10 @12 10 @11 10 @11 10 @11 11 @ 11 ^ ... .@11 11 @12 11 @12 11 @12 11 @12 11 @12 11 @12 11 @12 11 @12 Green Dried Pared Unpared Apples Apples Peaches Peaches per brl. per Bb. per lb. per lb. June 5. 5% @641 14@15 11 @12 12. 5%@6>i 14@15 10>^@12 19. 4 @0 13@15 10 @12 26 . 43<@G 12@17 . Jaly 3. 4 @6& 12@17 . 10.. 3.50@5.50 4 @0 17.. 2.50@3.50 4 @5>f 24. .2.25@3.50 4 @5 " 31.. 1.00@3.25 4 @6 Aug. 7.1.00@3.00 4 @534 21.. 1.50@2.25 . 28. .1.50@2'.25 . Sept. 4..1.50@2.50 . 11.. 1.75@2.50 . IS. .1.25@2.50 ' 25. .1.25@2.50 1 Oct. 2. .1.50@2.25 9..2.00@2.50 5 @6 14@1G 7 @ 73f 16. .1.50@2.00 4 @0 15@153£ 7 @ 7>f 23..1.50@1.90 F/MFX 14@15 7 @ 73i 30. .1.25@1,90 5 @5^ 14@15 73^@ 8 Nov. 6..1.75@2-00 5 @53^ 14@15 7 @ 7 y. 13..1.75@2.00 5 @53J 14@15 7 @ 73^ 20..1.80@2.00 43s @5 14@15 7 @ 73* 27. .1.50@1.90 434 @5 14@15 '6^@ 73^ Dec. 4..1.25@2.00 43f@5 14 @15 634@ 73^' 11..1.50@2.00 43<1@5 14@15 63<@ 73^ 18..1.50@2.00 434@5 14@15 63^@ 7 25. .1.50@2.00 434 @5 14@15 63<@ 7 During the past year the receipts of Dried fruits amount to 2,571,875 lbs, against 515,704- lbs in 1859—which comprise apples, peaches, blackberries, raspberries, plums, and cherries. In 1859, however, some of the railroads did not report their receipts—hence the great dif¬ ference between the figures of that and 1860. The Cranberry crop was reported a failure, and the market opened high; but as the sea¬ son advanced the receipts became quite liberal and prices ruled from $6.00@8.50 per bbl. The following table shows the receipts of Fruits during 1860, as we have been able to gather the returns from the books of the Cus¬ tom House and the various Railroads: Receipts of Fruits in I860. Apples Dr’d Fruits. G’n Fruits. brls. lbs. pkgs. By Lake. ... 56,955 85.500 ' 14,670 Canal. 240 Illinois Cent KK .... 103,578 7.069 Chi & E Iel’d u. 600 200 C A& StL “ 3,229 112,800 Chi & Mil • “ 1 3,110 Mich Cent “ 94,777 634,230 Mich South’n “ 50,806 1,259,728 P Ft W & C u 375,199 .... Total. ...204,76S 2.571.875 17.982 Total in 1859. ...124,724 515,704 33,749 STONE. The receipts of Stone by the Illinois and Michigan Canal during the past year amount to 40,934 cubic yards. "This is a slight decrease on the receipts of 1859; but the trade is in a much healthier condition at present than dur¬ ing any other period since the panic of 1857; and there is a good prosp'ect of a heavy busi¬ ness being done the coming season. The receipts and shipments for a series of years will be found in the following table:— Receipts of Stone by Rlinois and Michigan Canal. Cu. Yds. Cu. Yds. 1849 . 1850 . 1851.... . 7,995 .8,487 .19,901 1855 . 1856 . 1857 . . 68,038 . 92,609 . 122,842 1852 . 1858. 1853 . .85,795 1859 . . 55,959 1854 . .68.436 1860 . . 40,934 3 Shipments of Stone for Six Years. Tons 1853 .. o! 1854 .*..1,687 1855 .’. 574 1856 .2,681 . Tons 18o7.6,000 1858 .2,030 1859 . 394 1860 .3190 Receipts of Butter for Four Years. GKOCEIRIES. , There are about forty wholesale grocery es- tanlishments in the city, and their business during the past year is estimated at between twelve and fifteen millions oi dollars. The trade m staple groceries is very large, and is rapidly extending into Iowa, Southern Illinois, Indiana and other points hitherto commanded by the merchants of St. Louis and Cincin- nan. The Sugar Refinery-of this city, which has been m operation over a year, is doing a suc- an ri™l bus \ nes i‘ Its ca P a city to refine is about 10 ’°00 barrels of sugar and 15,000 barrels of syrup, annually. The following table shows the receipts of staple groceries in the city, as far as we have been able to ascertain the figures; but as most ot ime sugar, coffee and molasses brought here by lake are entered under the head o 1 ‘ “ mer¬ chandise it is impossible to arrive at a cor¬ rect conclusion with regard to this trade: Receipts of Groceries in I860. Sugar. By Lake, lbs.. Canal. Galena E. E.. Mich South’n Mich. Central Eock Island.. c. b. & q . I.l. Central_ C. & N. W... C. A. & St. L.. P. Ft. W. & C. Chi. & Mil... 1857. . 90,000 4,395 1,500,009 - 551,’257 . 222,136 202,009 186,147 27,822 202,186 143,435 1S5S. 5,000 53,640 1,400,000 296,688 67.912 285,594 320,425 60,000 200,000 157.667 200,000 100,000 1859. 87,900 41,257 1,475,000 225,524 70,081 295,000 277,646 534,401 250,000 123,813 85,453 143,472 1860. 5.800 83.183 1,312,040 175,721 96,446 381,440 446,319 827,362 90499 27,556 304.268 Total .3,129,387 3,070,921 3,639,557 3,740,334 Shipments of Butter for Four Years. . By Lake, log... Mich. South’n. Mich. Central. Eock Island..'. C. A. & St. L.. C. P. & Ft. W. Canal. 1857. 240,000 27.000 42,550 1858. ,1859. I860. 121,700 142,300 69,000 60,266 404,574 391,133 116,592 1,036,786 . 1,030 24,009 136,956 2,500 21,145 .. 1,3000 Total . 309,550 512,833 345,666 1,697,311 Molasses. T 7 hM Lake. 7 93 j Ill. Cen. EE. ...13,780 C-, A. & St. L.. 1,225 Canal. 333 Total......23,274 23,062 Total m. 1859.. .19,245 .20,727 brls. 17,787 4,061 614 hhd. 1,110 brls. 10,041 1,188 243 Coffee. bags. 36,557 274 1410 11,472 36,831 1,233 18,683 27,017 BUTTER, The tiade in Butter during the past vear has been active, owing to a good shipping demand as^nl to' D f enn ^ lvania > and even Canada J growing requirements of the Wld ¥ seeu from the table given he- tol’740 e 3‘S 3 lh? tS w# ^ Past year amount 311 lbs ^ lbS ’ aG£l tbe slll Pments to 1,697,- Tlie quality of the Butter received in this VGr e mucl i improved of late years; still there is. yet much room for progress in fact ^hat C Tbutter Wiien r 1 ?' irymen rea ^ ze the lact that butter, carefully put up in clean packages, commands 4@5c more in the market than when slovenly packed in old and sornS ments: S,aS "' eU “ the recoi P ts and ship- POTATOES. j iie market for potatoes during the nasi T 8?9 xfh be less active and excited than in w! b + 6n e J e waB a great scarcity all-over the vv est and South. In that year the price of w tatoe f Relied $1.15 per bushel, and the low¬ est quotation noted was 35c. D uring the past year,.however, prices have.ruled low. From end . of 'June, the market ranged from od@4/c tor prime Neshannocks and Mer- eerc ; but as soon as the new crop was received Knf fel1 rapidl L’ tiU in September good sound potatoes were dull at 15c. During the mst three months there has been a better shipping fhSe? ° r 6 ‘ S ° Utb ’ and tbe market was we^k e fo f ??woyfar“ le Sk °™ the priCes eaeh Weekly Price of Potatoes in Chicago for Two Years . I 860 . Prices of Butter for Four Years. T 1857. Jan.20@28 Feb.17@19 March .. 15@1S April.16@,19 May.19@25 June.22@23 July..14@16 Aug.17@18 Sept.18@19 Oct.16@18 Nov.16@18 Bee.14@17 1858. 13@18 11@17 10@18 10@15 12@17 10@13 7@12 8 @ 12 >r 9@15 10@16 9@15 9@10 1859. 11 xms 12 @17 13 @16 14 ©22 14 • @22 10 @11 9 @12 9 @12>f 12- @15 13 @16 14 @17 11 @18 I860. 11 @l(j 8 @14 10 @15 8 @11 8 @11 8 @11 S @ 9% 8hl@llM 9 mix 11 @14 10 @14 11 @15 - 1859. . .40@45 50 @ 75 July 3 . .43@45 55@ 65 10 • • - @45 45 @ 70 17 - .45@47 55@ 70 24 - -40@45 65@ 87' SI. ..40@45 65@ 87 Auo- 7 ..40@42 50@ 75 ° 14' .. 42@45 50@ 70 21. ...40@43 60@ 70 28. ...o0@42 75 @ 85 Sept. 4. ... .@40 65@ 95 u. ■ ••25@37 65@ 85 13. • • 25@35 70@ 80 25 ■ .25@38 60® 75 Oct’r 2. .. 25 @33 65@ SO 9 • .25@37 65@ 85 16.’' • •30@40 65@82* *23 -.30 @35 60 @ 75 30 • • 30@38 55@ 75 Nov. 6 • -80@32 52@ 70 13 ..35@40 60@ 73 20 • • .@35 60@ 78 ‘27 • • o0@37 65© 90 Dec. 4 ..30 @40 S5@110 ’ll. v 30@36 95@115 18 . .30@40‘ 9S@105 25! reJehM^lT 5com paraj;ive tables show the of years ^ shl P m ents of potatoes for a series Jan. 8. 10 . 17. 24. 31. Feb. 7. 14. 21 . 28. Mar. 6. 13. 20 . 27. April 3. 10 . 17. 24 May } 8 15 00 /v.-w , 29. June 5. ‘ 12 . 19. 26. 1860. • 35 @40 25 @30 25 @30 20@30 20 @30 20@2o 20 @25 ..12@15 .. 12@15 . .12@16 .. 15 @20 ■ .15@20 ..15@20 • .18@20 ■ ■ 15@20 . 20 @25 . 18@22 .20©23 • 17@20 • 20@25 -20@23 .20 @25 . 20@27 .20 @30 . 20@25 • 20@25 1S59. C5@ 90 50@ 70 30@ 45 90@100 95 @100 50@ 60 50@ 60 50 @ 60 40 @ 50 30@ 45 30 @ 45 40@ 45 37@ 45 30@ 35 25 @ 30 25@ 35 30@ 40 30 @ 35 35 @ 40 30@ 40 35@ 40 30@ 42 35@ 45 40@ 45 40@ 48 40@ 48 Receipts and Shipments of Potatoes for Tw Rylake, bus.... Canal_ Ill Cent It R. G1 1857... . 7,115 1858. 709 ±854 . If; 1 QO IQ^O . 1855 . i2’g?o S.33,219 1856 . 1660 .57,27s 1S59, hf. brl. r • • • • July 3..; 3.50 10.. 3.50 17.. 3.50 24.. 3.75 31.. 3.75 Aug. 7.. 4.00 14.. 4.00 21.. 4.00 28.. 4.00 Sept. 4.. 4.00 11.. 4.00 18.. 3.75 25.. 3.75 Oct. 2.. 3.75 9.. 3,75 10.. 4:00 23.. 4.50 30.. 4.75 Nov. 6.. 5.25 13.. 5.50 20.. 5.50 27.. 5.50 Dec. 4.. 5.50 11.. 5.50 18.. 5.25 25.. , -able shows tli ■ this market di 1859, hf.brl. 4.87 4.75 4,12 3.75 3.50 3.25 3.25 2.75 2.60 2.70 2.75 3.00 3.25 .3.12 3.33 3.25 3.25 3.35 3.60 3.70 3.75 3.87 3.87 4.00 4.00 M S R R P &Ft W.. Mich Cent.. C & Mil.... Canal. 357,808 17,600 349,904 1859. 7,329,075 1,107,912 '784,826 283,748 3.62@3.75 —@3.87 —@3.87 3.75@3.87 3.75 @3.87 3.75@4,00 3.75 @3,87 3.75 @3.87 3.75@3.87 ie. receipts of uring the past Years. Pkgs. 15,569 I860. 6,853,800 1,099,900 2,845,727 1,100,000 213,903 _ 826 Total..2,214,308 3,442,870. 9,505,551 12,114,168 COAJb. The receipts of coal during the past year amount to 119,236. tons, agamst 139,561 tons ilV/lnnl kke re cipts by lake alone were 10 /, 000 tons, agamst 120,000 in 1859. The high rates ot freight during the latter part of the season tended much to lessen the receipts, and the stock now on hand in the city is much less than it was a year ago. The supply pi anthracite coal is very light—dealers hav¬ ing experienced great difficulty in getting their orders filled. a few days since the dealers Look the stock of coal on hand in the city, whicn we publish below, compared with the stock on hand a year ago :— Stoc7c of Coal in the City at the Close of Navigation . for Two Years. Erie. Briarhill Prepared, tons. 1859. 1S60. . 1,700 3,040 . 8,300 1,657 . 8,300 23,800 . 6,000 4,400 1,600 . 4,000 3 000 49,305 37,497 j. --— cl DCllCO years will he found in the following tables: Receipts and Shipments of Coal for Two Years. 1859. I860. &EA». The receipts of lead in this city during the past year amount to 12,042,022 lbs and’the amSlfnTiL*? 12.140,158 ’lb S .’ The?e i “wge amount used m this city for manufacturing f urposes, and the shipments probably erm orace lead pipe and other articles. ^ By Lake.120,910 Canal. 7 oqi c A & St L R Rv .. " . ’ 20 C&RIR . 4,870 Ill Central RR. ; _ * 4’510 Bur& Q.RR.... l’s26 Gal & C It R.... Chi & Mil R R.. * Mich Cent R It. Chi&NWRR,... . ChiP&FtWRR.. ”94 Mich Southern RR. Rec’d. Ship’d. Tons. -Tons. 137 1,317 1,328 628 972 1,061 13,066 45 335 887 322 431 Rec’d. Ship’d. Tons. Tons. 107,628 6,744 20 2,023 1.667 1,147 30 569 1,208 750 778 1,734 12,916 1x5 49 2,03S ‘*68 Total .139,561 19,729 119,236 20,955 Receiptof Coal for Nine Yea s. Lake, Canal, ’ Railroads , Total. Tons. Tons. Tons. Tons. 1852... . 42,933 3,310 46,233 1853 .. . 30,352 2,184 ii 38,547 1854... . 52,197 1,842 • 2,735 50,774 1855... .100,007 4,154 5,413 109,575 1850... . 83,721 3,899 5,400' 93,020 1857... .134,043 0,056 30,071 171.310 1858... . 90.920 3.363 7,350 107,645 1859... .120,910 7.931 10,720 139,501 1800... .107,628 0,744 4,804 119,236 Shipments of'Coal for Nine Years. Tons. * Tons. 1852... . 1,441 1857.... 1853... . 2,988 1858.... . .15,0-11 1854... . 5,048 1859.... . .19,729 1855... .12,15-3. I860.... . .20,955 1850... FIBE WOOD. The entire receipts of wood during the past year amount to 87,829 cord3 against 112,516 in 1859. The scarcity of ves¬ sels and the high rates of freight contributed towards diminishing the receipts, and causing an advartce of 50@l00c per cord in the market. In the early part of the season, cargoes were sold at $2.50@3.50 afloat; hut towards the end of the season of navigation cargoes were in good demand at $3.50@4.50. The following table shows the receipts dur¬ ing the past three years :— Receipts of Firewood for Four Years. 1857. 1858. 1859. 1860. By Lake, cords. 79,463 91,098 95,541 78,711 Canal. 21,592 2,865 3,130 721 Mich South R ft. 7,000 440 3,375 3,932 Mich Cent RE.. 0,684 5,294 8,993 4,957 EIRE.376 .... .... .... C A & St L ft ft. 8 .... 1,026 ... Ill Cent RR. 561 248 364 185 CB&QRR.... 12 24 .... .... Chi & Mil R R.. .10,333 .... 87 18 C P & Ft W RR. .... .... 335 Total.126,029 99,969 112,516 S7,829 BK¥ (GOODS. f The Dry Goods trade of Chicago for the past year, has in itself been quite satisfactory. The demand has been steady and healthy, compas¬ sing the wants of the country for immediate consumption, and no more; and that too, upon the basis, principally, of Old John Randolph’s dogma—viz: “pay as you go,” which always restricts the wants of the consumers within wholesome limits. The trade has been stimulated somewhat by the bountiful crop, while at the same time, we have noticed that our merchants have pur¬ chased light bills and replenished more fre¬ quently, the result of which will be, that, what goods have been put upon the market, will go into consumption, and the manufactur¬ ers will realize for the bulk of the fabrics that have gone out of first hands. While there is a very serious depression in trade at this time at the West, there is a wide contrast between the condition of the country now and in the panic of 1857. Then the retail merchants were heavily stocked with g;oods, and slow notes and accounts, with a large bill payable ac¬ count, staring them in the face, and general financial ruin spreading over the whole coun¬ try. Now our State is growing under the weight of the products of the earth. Eu¬ rope owes our country about $50,000,000, and retailers have small stocks on hand, very few notes and accounts outstanding, and a very small bills payable account to provide for, and no drawback upon them except poor currency and political demagogueism to contend against. It is true those aie serious enough, and while the trade outside of these has been eminently worthy of our State, it must be confessed that our financial economy is so loose and unstable that many of our best merchants deels.re that it is insupportable, and without legislative remedies are speedily applied, they will re¬ move their business relations to more con¬ genial quarters as soon as possible. ^ The elements of a commercial empire second to no inland country in the world, are ours, but for which it would have been impossible for such a system to have been engrafted upon our commercial interests—so large in extent, and within so short a time. The wants _ of commerce here demand a large, active banking capital; and legislators wild with the idea of making money out of evidences of indebted¬ ness, have flooded the country with a base cur¬ rency, from which trade of all kinds is suf¬ fering at this time most horribly. With the exceptions named the Dry Goods trade of Chi¬ cago never presented a more healthy balance sheet than it will this year. But to be requir¬ ed to pay 100 cents for their own notes, and receive only 90 cents on a dollar from notes and accounts due them, is a state of things that is a disgrace to pur commonwealth, and ruin to the trade. BOOTS AND SHOES. There are in this city eleven wholesale boot and shoe houses, and their business during the year just closed has increased very materially. On account of an active competition among dealers here, and a determination on their part to prevent the trade from going East, their profits have not been large, but they are laying the basis for a large and finally remunerative business. In the efforts made to keep West¬ ern trade at home, the dealers have been in a great measure successful, as many large and close buyers have made their purchases hei'e instead of in Boston and other marts as for¬ merly, having become satified that the differ¬ ence in prices is not sufficient to warrant them in expending time and money consequent up¬ on their going so far for their goods. This is particularly true of the Iowa and Wisconsin buyers, the trade of whom has increased large¬ ly during 1860. Payments during the year have in most cases been promptly met, and the trade is on the whole in quite a prosperous, condition, al¬ though the present high rates of Eastern ex¬ change make sad inroads into the hard- earned profits of the year. Prices throughout the year ruled low,but par¬ ticularly on heavy goods. There has been less inquiry, for men’s thick boots than in former seasons—the heaviest demand in the line of men’s goods being for kip and French calf. Brogans have met with ready sale, as w'ell as boys’ boots, the supply of which has been pretty well run down within the past month. Unlike the two previous years, there has been an urgent demand for buffalo and calf over¬ shoes, and for the past month it has been im¬ possible to fill the orders which have crowded on the dealers. In womens’ goods the demand has been much greater than formerly for kid aud goat stocks ; while during the fall there was an ac¬ tive demand for ladies’ skating boots, as well as foi; all kinds of double soled goods. In 37 gaiters, the kid and serge (or English lasting) are sold almost exclusively. Heels on all styles of womens’ goods are in universal favor. The active demand which existed in the early part of the year for copper tipped goods, espe¬ cially in children’s shoes, has gradually subsi¬ ded, and there is now but a comparatively limited amouunt of them sold. In all branches of the trade, especially during the fall, there has been a disposition to buy nothing but the best qualities of goods—which is substantial evidence of the increased pros¬ perity of the country. The stocks held during the year have at most periods been large and well assorted, and there is no excuse in this respect for Western merchants going East to buy their goods. CLOTHING. No branch of mercantile business is making surer progress than the wholesale clothing trade. Although but yet in its infancy in the city, the sales of 1860 are estimated at from three to three and a half millions of dol¬ lars. The increased facilities for manufacturing, derived from sewing machines, enable dealers to get up goods cheaper, with more dispatch and better than formerly. One of the largest firms in this business manufacture their goods in Boston—which city is considered the head¬ quarters for extensive operations in the manu¬ facture of clothing. Two other houses make their goods in Utica, New York, where a large portion of the community have been brought up to this business. Others manufacture in New York, and some at home. It is thought that the field for manufacturing is improving in our own city, and this, with other branches of manufactures, will soon engage the atten¬ tion of many of our inhabitants, who now rely on speculations rather than on solid and per¬ manent sources of wealth. Our merchants offer inducements to purcha¬ sers unsurpassed in the country, and their stocks are heavy and well assorted. FREIGHTS. The past season has been the most profitable for the vessel interest that has occurred since 1856. During the years 1857, 1858 and 1859, rates of freight w r ere ruinously low, and almost every company who were so unfortunate as to own vessles, either became insolvent or were seriously crippled. The original capital of some of the largest corporations w r as entirely swept away, and many of the individual stock¬ holders ruined. These three years of depression in the lake trade did much to reduce the fleet of grain car¬ rying vessels. During that period there were but few new bottoms laid, and through disas¬ ters and wear and tear, the number was con¬ stantly decreasing; while some forty or fifty of the best craft went into the ocean trade, some carrying staves to Europe and some into the Atlantic coasting trade. Thus, at the open¬ ing of the season of 1860, there was a much smaller fleet of vessels to do the business than for four o. five years previous. At the opening of navigation in 1860 there was a large stock of Corn on hand and but a moderate supply of vessels, the owners of which looked for higher rates of freight than for several years previous. Shippers, too, it would seem held similar views: for we find that 3* at the close of February, they freely offered 8 (5.9c for Corn to Buffalo, and 12)^@13 to Os¬ wego ; but vessel owners would not engage below 10c to Buffalo and 14c to Oswego. This condition of affairs remained throughout March—the only engagement made being with a propeller for 6,000 bushels of corn at 22c per bushel to Albany—till about the 20th, when the bark Great West, and schooners W. S. Nel¬ son and Fulton were chartered to carry corn to Oswego at 12)^c. About the end of March it became. apparent that there would be an early opening of the Straits, and vessel' owners were more disposed to engage, while shippers held off and refused to give what they had of¬ fered early in the month. About the begin¬ ning of April, however, a vessell was engaged at 8)^c for corn to Buffalo, and two at 8c; but on the 4tli, 5th and 6th, several charters were made at 7c. About the same time, several en¬ gagements were made for corn to Oswego at lie ; but on the 10th rates had fallen to 6c to Buffalo, and 10c to Oswego—and from this date to the close of the month rates fell rapidly till they reached 3c for com to Buffalo and 6%c for wheat to Kingston. This disappointment to vessel owners caused many of them to send their vessels into the Lake Superior trade, in carrying iron and cop¬ per ore to lower lake ports, and the conse¬ quence was that freights in May improved 1@ 2c—but closed at the end of the month rather heavy, with engagements at 4c for corn to Buffalo. In June rates opened at 3c for corn to Buf¬ falo ; but a slight improvement took place, and 5c was paid at the end of the month. During the first half of July rates of freight varied from 5@5}^c for corn to Buffalo and 7@ 7%c to Oswego ; but on the 15th, a speculative demand took place for freight room, based on the new wheat crop, and one vessel -was en¬ gaged for three trips at 8c for corn to Buffalo, -while 7c was paid to Buffalo and 10c to Oswe¬ go, for vessels in port. The arrival of a large fleet of vessels immediately after, how r ever, caused a reaction, and rates again fell to 4^(5) 4}^c to Buffalo and 7%c to Oswego. Heavy receipts of new Wheat early in August caused freights again to improve— opening on the first week at 5@5^c for corn to Buffalo; but during the week ending, August 21, an advance in rates of 7@8c to Buf¬ falo and ll@13c to Oswego took place, and en¬ gagements were made at 21@23c for Wheat to • Oswego, and 14c to Buffalo. A better supply of vessels during the latter part of the month caused slightly easier rates, but no material decline. In September rates were uniformly high, owing to heavy receipts of grain and a good demand by shippers—the range for Wheatf to Buffalo being 12@16c, and to Oswego, 16@22c, closing at the inside quotation. During the month of October rates were more unsettled. On the 2d. vessels were en¬ gaged at 12%c for Wheat to Buffalo and 20c to Oswego ; but under a good supply of vessels a decline of 2@4c took place, and on the 9th charters were made at lOj^c to Buffalo and 16c to Oswego. From this date, however, to the close of the month, rates were buoyant— reaching their highest point during the season on the 1 6th, when vessels ivere taken at 18 cfor Wheat to Buffato and 24 c to Oswego. About the same time vessels were engaged to load at Milwau¬ kee and Racine at 26c to Buffalo and 25c to Oswego. In November the engagements were very limited—partly owing to the improbability of 38 being able to ship through to New York before the close of navigation, and partly because of the uncertainty of New York canal freights— which were constantly advancing. During the first seven or eight days engagements were active at 12@13c to Buffalo and 16@17 to Oswego; but during the remainder of the month the ruling rates were 9@10c to Buffalo and 14@15c to Oswego. The last charter of the season was made on the 20th—the bark Great West, with 43,000 bushels of oats at Be, including storage in the vessel till the 1st of April next. Up-freights during the first part of the sea¬ son ruled from $1.00@1.75 per thousand feet for lumber from Saginaw and Green Bay to Chicago ; but in September and October, the rates advanced to $2.75@$3.00. Owing to the high rates of freights during the last three months of the season, quite a number of small wood and lumber vessels were pressed into the grain trade ; but several ot them proved unfit for the service, and risks could not be obtained on any of them without great difficulty. The rapid advance which took place in freights was only equalled bp the rise in the value of vessel property. In May and June good grain-carrying vessels were offered at from $7,000 to $8,000 ; while in September and October they could not be purchased at double those styns. The following tables show the rates of freight each week for corn and wheat to Buf¬ falo and Oswmgo during a series of years :— Weekly Rates of Freights of Sail Vessels to Buffalo for Six Years. 1855. 1856 Wheat. Wh’ March 22.• 29.... • * April 3.... .... 20 •• 10.... 17.... .... 16 ii 24.... .... 20 12 May 1.... .... 10. 8.... .... 17 15.... .... 15 22.... 5 29.... .... 12% 5 June 5.... .... 13 4 12.... .... 15 19.... 26.... July 3.... 10.... 17.... 24.... 31.... August 7.... 4 14.... 4 21.. ... 7 4 28.... .... 9 6 Seept. 4_ ... 6 10 11.... ... 6 13 18.... ... 6 12 25.... ...10 11 Oct’b’r 2.... ...10 13% 9.... ... 8 13% 16. ...10 25 23. ... 13 20 30. ...20 23 Nov. 6. ... 20 20 13. 12 20. ...20 15 29. ...20 1857. 1858. 1859. 1S60. Wh’t Wh’t Wh’t Corn 12% • • • • 8% .. • • 7 8 4 6 12% 5 , , 5% 3 3 3 5 3% 4 4 5 3 5 3% 4 3 3% 4 . • 4% 3 4 . # 4 2% 3% 3% 3 ' 3 3% 3% 4 3% 5 3% 4 3 5 5 . . 5 # # 5 3 4% 3 5% ’5% 4 3% 7 3% 3% 5 4 3 434 • • 3 .. 5% Wheat. 3% 3% 6% .: 3% . , 14 ’o 4% 3% 14 . . 4 16 . . 3% 6 16 4 • 3% 6% 14 4 4 7 12% 4 4 7% 12% 4 4% 6% 12 6 5% 7 18 9 3 6 17 6 3 7 16% 5 3% 8 13 6 5 5% 10 • • 6% 10 • • • • . * • * Weekly Rates of Freights in Sail Vessels to Oswego for Six Years. March 20 ... 1855. 1856. 1857. 1858. 1859. 1860. Wh’t. Wh’tf. Wh’t. Wh’t. Wh’t. Co’n. . 7 12Ji< April 3... • . . , 12% 7 11 10.... .... 27 19 • . 12% 7 10 17.... • • 9 6% 9 May 24.... 1.... * V • • • .... 25 17 '8% 6% 7 5% 6% 6% 8 ... .... 23 14 7 8 5% 15.... .... 20 13 7 7% 5% 6% 22... .... 18 H% 8 8% 5% 7% June 29.... H% 6 8 6 5.... .... 18 10 6 8 12.... .... 19 • . 6% 7% 5% 6% 19.-... • • 7 8% 7 July 26.... .... 15 . . 6 8% 5% 3.... ... 16 • • • • 8% 7% 10 .... . • • , 8% , , 17.... . . • , 7% 10 24.... 8 8 • , 7 5% 8 Aug. 31.... 7.,.. 6 6 7% 14.... .... 10 8 Wh’t. 5% 10 21.... ...10 7 , # 7 23 Sept. 28.... ...14 10 6 21 4.... ... 12% 15 12 7 6% 21% 11.... ... 13 • . 11 7 8 21 18.... ... 13 20 10 7 9% 22 Oct, 25 .... ...17 18 8 9 16 2.... ... IS 19 8 8 10 20 9.... ...17 21 8 10 18 16 . ... 20% • . 12 7 10% 24 23 .... ... 20 • . 10% 10 24 Nov. 30 . 6 .... ...28 ... 25 25 10 9 •• 9% 11 20% 17 13.... ...15 9 8 14 20 . 20 •• •• VALUE OF EXPORTS OF PKOBUCE AT CHICAGO IN I860. The following table shows the value of the exports from this city of flour, grain, provisions, and other leading country pro¬ ducts during 1860. This table, however, does not by any means embrace all our ex¬ ports, as large amounts are sent forward under the head of merchandize, of which we have but an imperfect record, and the value of which cannot be properly estima¬ ted: Amount. Flour, brls. 713,339 Wheat, bu .12,487,684 Corn, bu.13,743,172 Oats, bu. 1,039,779 hye, bu. 129,156 Barley, bu. 290,211 Seeds, bu. 117,838 Broom Corn, tons... 2,585 Highwines, brls. 57,617 Alcohol, brls. 3,883 Live Hogs, no. 133,612 Dressed Hogs, no... 22,672 Beef Cattle, no. 104,122 Pork, brls. .80,095 Beef, brls... 64,414 Cut Meats, lbs.19,074’,377 Provisions, (not clas- sified) brls. 2,025 hard, lbs. 9,150,899 1 allow, lbs. 2,858,944 Butter, lbs. 1,697,311 Hides, lbs.11,609,345 Wool, lbs. 773,755 Mill Stuffs, tons _ ' ' 903 Lead, lbs..12,114,268 Hay, tons. 1,312 Eggs brls. 4,750 Poultry, Game, lbs.. 94,844 Bate. Value. $4.50 $3,210,025.50 0.87 10,864,285.08 0.45 6,184,427.40 0.26 270,341.54 0.64 82,659.84 0.52 150,909.72 2.80 330,845.40 85.00 219,725.00 7.25 417,723.25 16.38 63,703.54 12.00 1,603,344.00 12.00 272,084,00 30.00 3,123,660.00 17.00 1,361,676.00 9.00 579,726.00 0.07 1,333,206.39 13.00 26,325.00 0.11 1,006,598.89 0-09% 295,424.21 0.12 203,677.32 0.10 1,160,934.50 0.40 309,502.00 10.00 9,060,00 0.05 605,708.40 10.00 13,120.00 5.75 27,312.50 0.10 9,484.40 Total value in 1860 Total value in 1859 Total value in 1858 $33,737,4S9.88 24,280,890.47 19,928,495.83 39 From tlie above figures it will be seen that the increase during the past year over 1859, is about nine and one-lialf millions of dollars. But for the excessively high rates of freight which prevailed during the.last half of the season, the increase of the value of our exports would have been over twelve millions of dollars. Cigars, ca^es. Drugs, pkgs. Dry Goods, cases Domestic, bales.. Doors, ISo. Dye Stuffs, casks. Steam Fire Eng’e Eggs,brls. Eggs, lbs. Furniture, pkgs. Tbs... total receipts and shipments. The following table shows the total receipts and shipments at Chicago, as taken from the Custom House, Canal and Railroad books: RECEIPTS. Ag. imp.pkgs ... Lake. t anal. Railroads. 228 do tons.... 325 5 352 Apples, brls. 56,955 147,813 Alcohol, brls. 75 Ale, pkgs. 133 ’ 83 Ax’s &fTpr’s,setts 128 Barley, bu. Blinds, bundles.. 1,178 49 22,199 609,048 Batts, bales. 240 .... Brls, empty. No.. 22,009 2,030 15.090 Boxes, S.&W.No. 11,790 Brick. '259 25 1,621 Berries, pkgs.... 574 Bone Black, brls. 592 Books, bxs. 8 .... Beef, brls. 154 115 1,170 Bags, bales. 349 Beer, pkgs. 7,560 4,498 Butter, Tbs. 5,800 83,183 8,651,351 Broom Corn. Tbs. 11,830 3,413,059 Barrel Heads, No. 368 do do buiiches 945 Boilers,. 8 .... Brooms, doz. 30 .... Bedsteads, No... 40,055 .... Beans, bu. 298 725 do brls. 280 do Tbs. 150,373 Bark, cds. 4,351 Bo’ts & Sh’s,cas’s '226 Elm Bark, tons... 3 Baskets, ,doz. 194 .... Barley, bu. U, 178 22,179 98,643 Churns, doz. 75 Cheese, tons. 1 .... do Tbs. 95 do bxs. 468 7 Camphene, brls.. 100 Carriages No. 9 Chickory, Casks.. 55 Crockery, tons... 155 do crates. 1,483 Cider, brls. 47 5,025 Clothes Pins, bxs 482 Chairs, doz. • 915 Chair S uff, pkgs. 839 Castings, tons... 79 do pkgs.. 6,152 Coffins, bxs. 59 Clocks, bxs. , 213 .... Chain, pkgs. 1,979 Cordage, pkgs... 193 Cream Tartai-.bxs 153 Corn, bu. 32 4,326,914 10,911,020 Box Cars. 259 Passenger Cars.. 4 Cattle, No . ... 44 155,707 Cotton. Tbs . .... 1,379,870 Cement, brls. .... 11,180 Coop’s Ware, Tbs. .... 64,144 Coal. 107,628 6,744 4,864 Cut Meats, Tbs... 48,630 5,126 2,279,942 Copper, pkgs.... . 6 Carboys, No. 150 Candles, bxs. 97 Currants, brls... 10 Oampnor, brls... 25 Chalk, br’s. 20 . • . Hogs, no. Fellows, bunds.. Fire Brick, tons.. Hay Forks, doz.. Rye flour, brls... Hous’d G’s, pkgs “ “ tons Groceries, tons.. “ pkgs.. Grindst’ns, tons. “ no.. Glue, hhds. Glass, bxs. Glassware, casks Ginger, pkgs. Hair, pkgs. Hardware, tons.. “ pkgs.. Horses, no. Horse Powers, no Handles, m. “ bunds.. Hoops, m. Hoops, bunds... Hides, tons. Hides, bunds.... Hubs, no. Hops, bales. Hops, lbs. Herring, pkgs... Flour, brls. Fish, .pkgs,.. Fruits, dried, Tbs. . “ green, pkgs. Furs &Peltr’s,tts Feathers, Tbs.... Gypsum, brls.... Hogs, live, No... Hogs, dres’d, Tbs. Highwines, brls. Hides, Tbs.'. Hides, green, No. Hay, Tbs. Hay, tons. Hemp, bales. Iron,tons. Iron, bars. Iron, pkgs . Iron, Jbs. Irons, Sad, bdls. Iron Safes, No... Ice, tons . Jam, (jars). Ciuld’n Ivet’s, No Water Lime, brls. White Lead, kgs. White Lead, Tbs. Liquors, pkgs... Leather, rolls.... Leather, tons_ Merch’ndise, t’ns Mdse, lbs. Mdse, pkgsr. Millstuffs, tons.. Millstuffs, bags.. Marble, tons.... Marble, pkgs. Malt, bags. Millstones, No... M’wers and Reap¬ ers,^. Mahogany, tons.. Measures, doz... Corn Meal, tons. Corn Meal, Tbs... Corn Meal, bags. Mill G?ar, pkgs.. Nails, tons. Nails, k gs. Lake. 103 181 1,131 02 1,354 20 ”49 1*761 20,000 8,000 98 65 06 328 3,671 87 2 2,104 812 306 13 6,080 306 34 190 9 32,856 176 44 222 305 1,869 360 52 995 476 5 1*992 19,142 38.814 85,500 14,672 20,990 52,461 27,962 1,035 41 3,923 130 7,242 8,050 1,865 1,112 5 8,517 96|336 80 167 .488 985 ,827 60 356 2 316 20 *560 66 690 29,162 Canal. Railroads. 1 821 6,556 20,792 486 J 60 .... 2,338 8,480 572*394 .... 18,464 240 2 , 486,135 .... 10,369 50 .... 94 3,082 6,915 .... 275,075 .... 12 , 053,652 1,369 56,469 16,081 10 , 692,308 .... 180,601 87,731 • • • • 7 *. 695 • . . 69 — 2,403 47|636 2 ," 145 533 155 215^715 20 i 574 16,304 68 4,’720 40 Mac’ inery, pkgs Machinery, lb::... Lumber, M ft.... Lumber, hd M ft. Locomotives. Lard, lbs. Lead, lbs. Lead, tons. Molasses, hhds... Molasses, brls... Milk, gals. Oats, bu.. Nuts, bags.: Oil, pkgs. Oakum,' bales.... Ovens, No. Plapk, M ft. Peas, brls. Plaster, brls. Paper, tons. Paper, bdls. Paint, pkgs. Powder, lbs. Powder, pkgs.... * Pipe, tons. Pipe, pkgs. Pianos, No. Potash, tons. Potash, casks/... Pitch, brls. Toba’o Pipes,bxs Provisions, bbls. Provisions, lbs.. Pork, brls. Pickets . Potatoes. Rye, bu. Railroad ties, m.. Rakes, doz. Rope, coils. Rope, lbs. Rope, tons. Rice, pkgs. Rice, lbs. Rags, tons. Rags, lbs. Rags, pkgs. Rosin, brls. Rosin, lbs. Raisins, boxes... Maple Sugar, lbs. Maple Sugar, pkg Sheep, no. Stave Bolts, cds.. Staves, m. Shingle Bolts, cds Stone, cyds...«. .• Stone, tons. Salt, brls. Salt, tons. Seed, lbs. Seeds, bags. Seeds, brls. Sugar, hhds. Sugar, brls. Sash, -bdls. Stucco, brls. Scales, pkgs. Soap,boxes. Soda, pkgs. Sand, tons. Scythes aod Snathes, bdls.. Saleratus, boxes. Starch, boxes.... Starch, tons. Sundries, tons... Sundries, pkgs... Syrup, brls. Sardines, cases... Stoves, tons. Stoves, no. Stoves, Fixtures, tons. Stoves, Fixtures, Pkgs. Spokes, m. Spokes, bdls. Sinks, no. Slate, tons. Saltpetre, bags . Lake. 249 255,147 5,610 4,000 20 1,110 10,041 20,604 152 1,677 183 658 14 133 1,344 71 1,639 183 551,579 5,342 1,369 1,833 6 50 55 366 14,062 5 215 529,000 2,613 1,462 272,047 443 1,287 “is 615 “20 220 2,202 956 37,100 29 420 7,289 3,217 186,418 5,856 '501 26 7,931 17,787 49 1,992 55 7,078 522 135 132 2,339 4,435 298 24,400 1,299 50 475 12,469 43 70 41,090 1,194 172 143 100 Canal. 52 | 010 ' • • • • ’“i ' 53.940 Railroad. 85,880 9,444 2 1 2,792,639 12,039,022 629,082 "l5 2,908 *19 45,574 200 6,887 40,934 606,231 3,819 ’283 19 1,431 548,822 980,250 487 306 15,000 3,906,130 9,121 190,804 248,400 650 * 110',666 35’,664 1,235 *756 6,608,442 Shovels, pkgs.-... Trees, pkgs. Trees, lbs. 1 Tea, pkgs. Twine, bales. Tobacco, pkgs Tobacco, lbs. Tar, brls. Tubs, doz. Threshers, no ... Tin, pkgs. Turpentine, brls. Tallow, brls. Tallow, lbs. Tin Ware, boxes . Telegraph Poles.. Timber, feet. Tenders.. Varnish, brls. Vinegar, brls.... W’n Ware, tons. “ pkgs. Wh’l Barrows, No Car Wheels. No.. Car Axles, tons.. No... Wine, pkgs. Wagons, tons.... Wagons, No. W’n Skeins, pkgs W’n Shiff, pkgs.. W’n Boxes, No.. W’n Springs,setts Wire, pkgs. Stone Ware, tons “ “ lbs. Hollow Ware, tns “ “ pkgs Wheat, bu. Buckwheat, bu.. Wood, cds. Wood in shape,lbs Wool, lbs. Zinc. Lake. 175 685 1,749 26 635 '650 812 68 8,248 249 8 143 350 4,149,000 « 139 190 40 254 93 1,625 8 653 118 ’752 5,805 4,443 4,456 315 1,008 289 “40 4.813 58,940 370 78,711 7,750 46 Canal. Railroad. 6^666 17l’,391 7,493 158,853 • • • • .... 56 '666 2 “25 ;;;; 13,400 193 1,423,716 724',056 13,585,430 72i &397 5,910 205 815,327 SHIPMENTS. 15,343 5,275 4,954 31,811 4 Ag. Imp., No. Ag. Imp. Sbs. Ag. Imp.,lots.... Apples, brls. Dried Fruits, brls • “ “ lbs. Alcohol, brls. Ale, pkgs. Axes, boxes. Books, boxes.... Ashes, csks. Bark, tons. Broom Corn, tons Barley, bu. Empty bbls. Baskets, doz. Batter, kegs. “ lbs. Brooms, doz. Beef, brls. Bran, lbs. Beer, pkgs. Buggies, No. Beans, brls. “ bu. Bacon, boxes. Bacon, hhds. Bacon,casks. Brick, m. Bones, tons. “ P^gs. Bone dust, tons.. “ “ brls.. Coal, tons. Cheese, casks.... “ lbs. Camphine, brls.. Cut Meats, brls.. Candles, boxes... “ Bbs. Carrots, bu. Lake. Canal. Railroad. 8 .... “13 2,980 3,017 1,007 33*313 30 • • • • .... .... 247^414 404 .... 3,479 618 3 .... 8.830 7 107 7 OO 59,368 2,840 6 5,722 69,000 195 7,072 498 12 276 “14 6 51 438 175 2,118 75 852 30 1 ”’i 156 ICO 90 5 ,734 25,730 1,856 225,109 1,950 57,342 1,300 1,627,011 100 2 14,676 2 2,754 346 61 569 20,356 415 21,820 •••• 18,792,’037 ’.mi 41 Cattle, head. Cars, No. Coffee, bags. “ lbs. Crackers, brie.... “ lbs. Crockery, crates.. “ lbs.... Copper, pkgs. Churns, pkgs.... Cotton, lbs. Car springs, tons. Cordage, lbs. Castings, pkgs... Candy, boxes. Corn, bu. Coke, bu. Cider, brls-.... Cement, brls. Dry Goods, tons.. “ “ cases. Doors, No. Door Blinds, pkgs Drugs, boxes. “ lbs—.... Eggs, lbs. . “ bbs. Fish, brls. Furniture, tons... Feed, bags. Feed, tons. Fruit, pkgs. Fruit, lbs.!. Furniture, lots... Furniture, pkgs. Fish, pkgs;. Fluid, brls. Lake. 1,040 "73 63 0 ' 31 12 11 13,426,331 18 1 50 95 4 Canal. 786 3’686 1,266 1,980 '685 Railroad. 103,082 4 798,500 516,156 2,861 23 128 "2 503 *714 1 * 31 240 '354 21 109,618 258 4,564 9,135 Lead, tons. do pkgs. do lbs. Lime, rls. Leather, pkgs.... do rolls.... do lbs. White Lead, kegs d> do lbs.. Locom tives, No. Mdze, tons. do pkgs. Meal, tons. do brls. do bags. Marble, tons. Machinery, tons, do N. .. Malt, lbs. Molasses, hhds.. do brls... do lbs.... Mill Saws. Miil Stuffs, tons. Mow’s&Reap., no Nails, kegs,. do tons. Nuts, bags. Oil, brls. Oats, bu. Onions, bgs. Onions, lbs ... Oakum, lbs. Pork, brls. Pickets, No. Provisions, brls.. Provisions, lbs... Lake. 352 SI, 984 '236 72 200 "73 2,389 2,259 48 13^930 ”45 467 ”'5 168 18,275 2 '270 235 "52 286 604,154 63 4,502 2,025 360 Canal. Railroad. . 2,52S 826 15’,boo s’, 775 . 165 "’i 62 60 117 1,860 21 116,584 9,' 338 300 1 2,025 15.466 2,147 *2 4-4,669 3,226 *268 843 13',750 18 3,571 816 123 7,835 'boo 319,041 214,780 75*595 65,900 Gin, brls . 1 . Paper, lbs . . . . . 775 .... Groceries, tons .. 67 .... Potatoes, bu . 3,924 548 83.037 Groceries, pkgs. . 502 • • • • . . . . Posts, No. Plaster brls . • • M 39,177 36,967 Glue, brls . 811 .... .... 3 .... * .... H. H. Goods, tns •31 .... Powder, lbs . Pipe (lead), tons. .... 62,16S .... Do pkgs 507 .... .... 2 . f . . 94,844 Glass, bxs . 32 .... .... Poultry & Game. • • . . .... Glass, lbs . ■ 358 .... Pipe (gas), bids.. 16 • • • • .... Glass Ware, bxs. 50 .... .... Pails, doz . Rice, pkgs . 20 .... .... Glass Ware. lbs. . 1,318 . . . . 3 .... • • * • Gypsum, brls.... .... 489 .... Rice, tons. 10 .... .... Grindstones, tns 13 .... Rice, lbs. 2,552 • • • • Hides, No. 23,136 .... .... Rope, 1 coils. 40 .... .... Hides Dry, lbs... .... 11.965,565 Rakes, doz.• 34 .... .... Hides, Green, lbs .... ... 1,201,660 Rags, bales. 1,244 .... .... Hoops, lbs. 66,158 Rags, tons. 18 "62 . . Hay, tons. 683 679 Rye. bu. 107,723 21,371 Hams, hhds. Hams, brls. 111 458 — .... Seeds, lbs. Seeds, bgs. 74,000 6,560 .... 3,895,433 Hardware, tons.. 28 .... .... S eds, brls. .... 557 .... Hardware, pkgs. 715 Wire Safe’s..*... 1 • . . . .... Horns & Hoofs. 735 .... Stave &hdgm... .... 3,130 329 Hogs, No. 92 .... 133,520 Scales, box. 37 .... .... Hogs, Dr’sd, lbs. 11,000 .... 3,625,477 Scales, lbs. .... 400 .... Hair, pkgs. 3 .... .... Soda, Tbs. .... 8,990 .... Hair, ©3. 1,247. Sash, bdls. 76 "43 .... Herring, brls_ ii * .... Shingle bits, cds. .... .... Horses, No. 77 2,158 Siding, m ft. .... 2,515 .... Hemp, bales. 32 .... .... Tobacco, pkgs... 60 .... .... Husks, tons. 4 .... Tobacco, lbs. .... 2894 . • .... Husks, bales. 40 Trees, tons. 7 6 .... TTrtns 80s . . . 200 10.290 20,778 Trees, bdls. 97 Iron, R. R. bars. '753 Tea, pkgs. 126 .... .... do do tons. f . . . 404 .... Tallow, brls. 1,581 .... .... do tons. 789 66 10,885 Tallow, lbs. 60 2,332,154 Iron Safes. 14 Turpentine, brls. 91 380 .... .Tunk, tons. 2 Tar, brls. 55 8*, 650 .... Ice, ton . 2,5 5 25 Tar. tbs. .... .... Lumber, m. 2,407 45,998 180,464 Timber, cu ft.... .... 9,094 5S,467 Lath, m. 7,458 28,984 Timber, ft. .... .... Lard, tons. 6 4,494 Shot, kegs. • 15 .... «... do brls. 612 .... Sugar, hhds. 47 .... 1,496 Liquor, pkgs. 594 .... 4,685 Sugar, brls..- 67 .... 5,055 4-9 . r-. Sugar, E>s. Starch, tons. Starch, pkgs. Starch, fi>s. Shoes &B’ts, bxs Sundries, tons... Sundries, pkgs... Sundries, pkgs... Shorts, bags?.... Salt, tons. Salt, brls.. Slates, Tbs....-_ Stoves, tons. Stoves, No. Stoves, lbs. Soap, bxs. Soap, lbs. Saleratns, bxs... Lake. ”75 0,305 ”l3 1,010 7,727 ”32 15 4,501 'l9 317 ”93 52 Canal. 09,473 1,019 215,493 41 12,101 92,480 l\kll ' Railroad. 10’122 147,522 21,000 537 Saleratns, lbs.... Shingle Bolts, cds Shingles, m. Stone, tons. Spices, brls. Sheep, No. Mill Stones. Vinegar, brls.... Varnish, brls_ Vegetables. Highwines, brls.. Wagons, No_ Wagons, tons.... Wood, cds. Wool, bales. Wheat, bush. Wood in s’pe, tns. Wooden Ware... Lake. ”30 '592 10 400 o 71 "94 10,675 25 108 1,922 11,940,790 Canal. 1,650 Railroad. 30,540 144729 3,190 .... '602 163 555 1*309 55 ”28 • 1,456 60,167 46’,887 2,345 1,047 771,833 486,727 48 2,173 / t if' Si' II sy : II 1 ij v'h; ' Igiij J.:'.: Mm 'km iyii'L ill '44 b CONDITION, TRAFFIC, ETC., OF THE RAILWAYS CENTERING IN CHICAGO WITH A GENERAL SYNOPSIS OF BUSINESS FOR THE YEAR 1800. T "W" IE Xj IF T XX A 1ST XT XT .A. Xj XX IE "V X IE W --— - •+* --- The figures we have to present in this arti¬ cle, with those of our twelfth Commercial Re¬ view, published on the first of January, show conclusively that the West has seen the worst of the financial disasters, which commenced in August, 1857, and, unless a failure in crops should again occur, our people may hope for a return of prosperity and progress. The shipments of grain of all kinds during the year 1860, largely exceed those of any previous year, amounting to 81,256,697 of bushels, and had the passenger earnings of the railways for the past year been equal to those of 1856, the total footings of their receipts for 1860 would have shown a handsome increase over those of that year. Not only has the lowest point been reached in the earnings of our railways, but the gratifying fact is demonstrated that immi¬ gration has again commenced, and it is to be hoped, that it will not cease till the resources of our fertile prairies are fully developed. The tables of the passenger movement on our three great Eastern lines show that 33,265 more passengers were brought West than re¬ turned, adding, of course, about that number to the permanent population of the West. The causes which have heretofore induced so large an immigration, must hereafter swell their number westward to most gratifying proportions. Our railways are now built, and it is safe to say that not a farm in the State is fifty miles from a navigable stream or a rail¬ way depot. Whatever the farmer raises or the mechanic produces is sure of a ready cash market. And still another fact is becoming well understood, that owing to the hard times of the past threeyears, farming lands, both im¬ proved and unimproved, can be bought for a third and in many cases for less than half of the prices ruling three years ago. The same is true of town and city property. Both land and rents are cheap. Chicago never before of¬ fered so many inducements to merchants and especially! to manufacturers of all kinds. Stimulated by the high rentals previous to 1858, property owners built extensively, and since then the very low price of labor and ma¬ terials has induced hundreds of owners to make substantial improvements upon their property. For years there have not been so many empty stores and dwellings here as there are now; not that business is specially dull or that people have moved away; but because so large an addition has been made to the perma¬ nent improvements of the city. It is plain, therefore, that people in the South¬ ern States, where pxoperty has been rendered insecure and unprofitable by po¬ litical troubles, and in the Eastern States and in Europe, will embrace the opportuni¬ ties offered by our thousands of miles of rail¬ way, running through the most beautiful and the most productive country in the world, to make for themselves homes upon the prairies of the West. The economy, forced upon our railway man¬ agement during the years ’58-9, has been con¬ tinued through that of 1860. Hence, while many of them show a very handsome increase in their receipts, several of those whose re¬ ports we have examined, have even been able to reduce their operative expenses. Experi¬ ence, too, is doing much to show where econ¬ omy can be practiced, and shareholders may hereafter look for the most gratifying results. A large amount of floating debt has been paid; some of our roads that had been built on false or ficticious stock subscriptions have passed into the hands of the bond-holders, and so far as we know, all, or nearly all, our lead- 46 ing Western lines are now doing business on a sound, healthy basis. With present pros¬ pects they will again take the very foremost rank as dividend paying roads. To verify this opinion without further preface, we commend our readers to a careful examination of the following tables, particularly those towards the close of the article. Our railway system has heretofore been very fully explained in these columns, and hence we condense this article to the narrowest possible limits. It may be understood that where the residence of the officers is not given, their post-office address is at Chicago. As on pre¬ vious occasions, we commence with the Mil¬ waukee and end with the Michigan Central railroad. The trunk roads are in larger type. We therefore notice first the CHICAGO AN© MILWAUKEE R. R. Mahlon D. Ogden, Chicago, President. E. K. Rogers, Chicago, Vice-President. A. S. Downs, “ Secretary. H. A. Tucker, “ Treasurer. S. C. Baldwin, “ Superintendent. This road connects Chicago with Milwau¬ kee. Length 85 miles. Receipts. January.. February. March.... April. May. June.... July. August . September October November December Passengers. Freight. $6,7t7.ib 6,819.61 9,798.50 9.927.44 , 11,935.92 8,690.77 , 8,921.06 9,478.70 1’,934.93 13,*17.76 10,105.48 8.216.45 4,672.53 8,954.90 4, 02.46 3.726.56 3,062,59 2,527.24 2,501.51 2.834.56 3,596.04 5.599.56 4,590.12 4,138.22 Mails & Mis. 235.47 190.02 1,389.24 324.54 274.. 3 1,947,42 331.89 367.19 1,175.58 614,24 754.65 1,850.76 Total. 11,595.15 10.964.54 15,190.20 13,97 a .54 15,277.64 13,165.13 11,754.46 12,6S0.45 16.706.55 20,031.56 15,450.25 14,205.43 Total.$116,433.77 45,106.29 9,455.13 170,995.19 Movement of Passengers. Thro’ Way Total Thro’ Way Total North. North. North. South, ISouth. South Total.... 34,c94 40,147 74,541 32,260 38,722 70,991 The first road north of Chicago running West from this line is the Kenoska arid Rockford Railroad. We have no report from the officers of this road. Some twenty miles or more are finished West of Kenosha, and 28 miles between Har¬ vard on the Chicago and Northwestern Rail¬ way and Rockford are also completed. This, with the Galena, gives a choice of routes be¬ tween Chicago and Rockford. The next branch line is the Racine and Mississippi Railroad. G. A. Thomson, Racine, Wis. Gen’l Manager. A. J. Redburn, “ Treasurer. Matt. Taylor, Superintendent. This road is finished from Racine to Free¬ port, a distance of 104 miles. Receipts. Passengers. January. $2,492.35 February. 2,570.22 March. 3,350.56 April. 3,496.10 May. 4,037.60 June. 3,744,91 July. 6,185.32 August. 4,352.13 September... 6,714.66 October • ,. 6,409.97 Novembor... 4,089.90 December... 3,382.12 Freight. Mails & Mis. Total. 6,867.64 .... .... 5,406.15 .... .... 6.592.75 6,803.73 11,613.34 7,933.31 4.629.76 19,107.77 85,300.22 32,909.43 18,427.30 6,794.68 Movement of Passengers. Total West. Total East. January. 1,385 February. 1,557 March. . 2,366 2,238 April. 2,282 May.. 2,559 June. 2,251 July. 3,357 August. 2,836 September. 1,981 October. 3,492 November. . 8,016 ” 9,779 December. 2,355 Total. SI, 121 We notice as an extension of this line, the Milwaukee and Prairie du Cliien R. R. William Jervis, Milwaukee, Sup’t. As in previous articles, we remark that this is properly a Milwaukee road; but as it forms, both with the Lake Shore and the Northwest¬ ern, a direct line to the Mississippi, it is pro¬ per to notice it in this connection. It has re¬ cently passed into the hands of its bondhold¬ ers. It was formerly known as the Milwau¬ kee and Mississippi Railroad. Its length is 196 miles. No report received of its business. The next road is the LaCrosse and Milwaukee R. R. This is also a Milwaukee road, but we men¬ tion it for the same reasons as given above in regard to the Milwaukee and Prairie du Chien road. No report received. Length 200 miles. Our next trunk line is the CHICAGO AND NORTHWESTERN R • R« Wm. B. Ogden, Chicago, Presidei t. James B. Young, Chicago, Secretary. George P. Lee, Chicago, Treasurer. George L. Dunlap, Superintendent. It should be noticed that only the passen¬ gers who passed between Chicago and Osh¬ kosh are called through passengers. The lar¬ gest part of the travel on this road c omes from its western connecting lines. The road was completed to Appleton, 20 miles north of Osh¬ kosh, on the 27th of February, 1861. Total length, 213 miles. Receipts. Passsengers. Jauuary.$13,93-.53 February. 14,280.29 March. 17,776.66 April. 18,8s8.S5 May. 22,400.00 June. 17,814.18 July. 17,233.60 August..18,631.09 September. 26,566.83 October.. 32,572.68 November. 23,930.53 December. 17,203.09 Total.240,734.41 Freight. M’ls &TMis. Total. 1'-,0-9.95 2,372.66 32,379.19 17 072.16 2,365.82 33,718.27 19,651.86 2,381.29 39,809.84 27,049.33 2,-199.03 49,237.20 37,-97,40 2,387.20 62,4-4.60 26,481.69 2,455.92 46,251.79 20,094.75 2,412.15 39,740.50 2P,6 2.40 2,372,38 49,665.87 52,019.22 2,496.83 81,982.91 75,905.34 2,245.62 110,723.64 46,583.02 2,20*.36 66,721.91 86,485.50 2,24\35 55,935.94 898,072.62 28,344.63 667,751.66 Movement of Passengers. Thro’ Way Total Thro’ Way Total North. North. North. South. South. South. January.. 67 4,270% 4,337X 84 4,204 4,288 February. 79% 4,616X 4,696 87 4,681 % 4,768% March.... 117% 6,051% 6,169 104% 5,824% 6,929 April. 114% 5,864 6,978% 134 5,333% 6,487% May. 216 7,35<’% 7,566% S40 6,804 7,044 June. 126% 5,644% 5,771 122% 5,376% 5,'99 July. 74% 6,766 6,840% 77% 5,247% 6,325 August . 90 6,421 9,511 130% 6,449 5,579% Septemb’r 143 9,360% 9,508% 174% 8,836 9,010% October.. 216% 14,211 14,4 7% 220 9,428% 9,648% Novemb’r 137 7,245 7,382 149 7,436 7,585 Decemb’r 129 4,795 4,923 132% 5,271% 5,404 Total_1.51534 82.596% 84.111 1.656% 73,912% 75,568% Total 47,875.84 166,336.08 6,200.00 208,461.92 The next trunk line is the 47 GALENA AND CHICAGO UNION R.R. Walter L. Newberry, Chicago, President. Wm. M. Larrabee, Chicago, Secretary. Wm. Larned, Chicago, Treasurer. Edward B. Talcott, Chicago, Sup’t. Willard S. Pope, Chicago, Chief Engineer. Length from Chicago to Freeport, forming with the Illinois Central Railroad a direct line to Galena and Dubuque, Iowa, 81 miles. Receipts. Passer gers. January.$ I8,8u7.50 February... 19,755.66 March. 26, 66. ^7 April. 27,84'*.82 May. 33,3c3.33 June. 25,674.47 July. 27,955.16 August .... 27,219.26 September. 85,972.00 October. 46,419.76 November. 29,909.67 December.. 21,676.39 Freight. M’ls & Mis, 37,266.58 4,578.64 3’,201.^6 49,163.27 60, 83.24 73,696.73 61,332.78 4',445.36 133,040.61 178,0'9.65 201,084.24 107,091.50 67,666.34 4,740.67 5,120-43 5,829.78 7,925.39 6,441.65 6,804.83 6,280.97 5,536.06 4,604.32 5,656.64 15,516.82 Total. 6 ,65/.72 62,69 .19 80,793.07 93.253.S4 115,505.50 93,448.''0 80,705.35 166,540.84 219,527.71 252,108-42 142,697.81 94, 79.55 Total.$341,383.94 1,043,332.16 78,035.70 1,462,751.80 Movement of Passengers. Thro’ Way West. West. January... 741 8,473 February.. 831 7,975 March. I,5i5 l',607 April.1,513 11,0 9 May. 2,136 14,791 June. 1,290 10,684 July . 1,305 13,300 August ... 1,258 10,061 September. 1,998 14,375 October.... 2,616 29,465 November. 1,470 11,994 December. 927 9,475 Total Thro’ West. East. 9,214 795 8,806 793 13,152 1,129 12,522 1,308 16,*27 1,785 11,974 1,423 14,’05 1,017 11,319 1,184 16,373 2,137 32,(181 2,091 13,464 1,491 10,402 1,064 Way East. 7,456 7,317 9,2 4 8/55 13,424 10,021 12,711 11,790 14,921 25,9.32 11,342 10,817 Tota East 8,251 8,H0 10,412 10,163 15,609 11,444 13,723 12,974 17,058 28,023 12,833 11,831 Total.. .$17,630 153,209 17 ,839 16,217 143,870 160,0;7 The first branch line from the Galena, run¬ ning north, is the Elgin and State Line R. R. Julius Wadsworth, New York, President. B. W. Raymond, Chicago, Secretary, Treasu¬ rer, and General Manager. This road extends from Elgin, to Geneva, Wis., a distance ot 44 miles. Monthly Receipts. Passengers. January. $4lo.86 February. 519,54 March.. 698.21 April. 607.34 May. 781.15 June. 66135 July. 557.36 August. 557.86 September. 749.54 October. 1,037.93 November. 606.50 December. 621.79 Freight. Mail & Mis. Total. 708.74 22 .16 1,350.76 8(10.60 219.08 1,349.22 1,' 09.70 233.24 2,241.15 1,923.28 229.08 1,859.70 1,333.47 220.23 2,334.90 1,224.33 219.18 2,004.91 774.71 218.68 1,550.75 1,812.31 168.86 2,537.53 2.599.6-3 165.42 3,505.59 4,380.42 1167.86 5,586.21 1,367.17 180.64 2,150.3' 854.67 166.62 1,643.10 Total,. $7,699.93 18,189.07 2,410.10 28.114.12 Next we have the Beloit Branch of the Galena R. R. It connects Belvidere, 78 miles west of Chi- eaco, with Beloit, Wis. Length 20 miles., It is operated by the Galena road. As an extension of this line we notice the Beloit and Madison R. R. This road is finished from Beloit to Foot- ville, 17 miles. Is to run to Madison, 30 miles from Footville, and he extended thence to Portage City, 38 miles. The next in order is the. Mineral Point R. R. Geo. W. Cobb, Mineral Point, Receiver and Superintendent. This road connects Warren, 145 miles west of Chicago, with Mineral Point, Wis. Length 32. miles. Passengers. January. 688.40 February. 800,65 March. 1,061.65 April. 861.60 May. 990.50 June. 801.65 July. 1,340.80 August. 967.60 September.. 1,423.85 October. 1,253.40 November... 1,06 J .10 December... 8 7.52 Total ....$11,905,72 Receipts. Freight. Mall & Miscel. Total. 2,427.18 166.75 3,132.33 2,063.41 239.74 8,103.80 4,465.79 372.94 5,690.38 4.745.50 166.45 6,773.55 6.831.51 171.79 7,993.80 4,966.96 173.70 6,942.31 5,365.60 178.70 5,942.31 4,2)7.94 fl 75.18 6,881.58 6,897.38 173.20 7,494.43 7,753.59 173.15 9,180.14 6,345.58 173.65 6,587.33 4,021.78 173.30 5,002.60 68,102.22 2,138.50 72,146.44 Movement of Passengers. Thro’ Way Total Thro’ Wav’ Total North. North. North. South. South. South. January... .. 102 99 201 100 77 177 February.. . 93 108 201 116 91 207 March. 220 277 163 102 265 April. 2 2 250 143 If 8 251 May. 113 263 168 76 245 June. 86 228 147 52 199 July. 376 535 146 351 497 August.... • ••• • 137 no 247 130 115 245 September . 186 198 384 165 204 369 October..., 127 336 200 117 317 November 102 288 179 92 271 December , 83 213 126 70 196 Total... 1,644 3,423 1,783 1,155 3,233 As an extension of the Galena and the 1111- nois Central we notice the Dubuque and Sioux City R. R. Herman Gelpcke, Dubuque, Iowa, Presi¬ dent. James M. McKinley, Dubuque, Iowa, Sec- retery. C. H. Booth, Dubuque, Iowa, Treasurer. George Young, do. Superintendent. J. E. Ainsworth, do. Chief Engineer. This road, formerly the Dubuque and Pacific R. R., has passed into the hands of the bond¬ holders under the name above given. It is finished to Jessup, 80 miles. It will be com¬ pleted to Cedar Falls, 100 miles, early in the spring. The present company took posses¬ sion of the road on the 1st of September, and hence the tables give its business only for the last four months of the year. Receipts. Passengers. Freight. Mail & Mis. Total. September.. $4,791.71 10,263.01 333.33 15,888.04 October. 5,563.60 13,018.48 333.33 18,915.36 November... 4,177.52 9,189.55 833.33 13,700.40 December.... 2,136.84 5,436.67 333.33 7,906.84 Total. 16,669.67 37,907.66 1,333,32 65,910.65 Movement of Passengers. Thro’ Wav Total Thro’ Way Total West. West. West. East. East. East. September. ...205 907 1 , 11-2 205 9 '18 1,113 October.301 1,000 1,301 301 1,007 1,303 November_2 8 746 954 208 740 949 December....115 583 7o3 115 500 615 Total.829 3,241 4,070 829 3,155 8,984 The fourth Trunk road is the GALENA (FULTON) AIR LINE R. R. Officers the same as the main line. Also, receipts and passenger traffic included in ta¬ bles there given. Runs directly west to Ful¬ ton, 136 miles. As an extension we have the Chicago, Iowa and Nebraska R. R, John Bertram, Salem, Mass., President. James M. Ham, Clinton, Iowa, Secretary. Chas. A. Lambard, Boston, Mass., Treas. M. Smith, Clinton, Iowa, Sup’t and Chief Engineer. This road connects Clinton, Iowa, with Ce¬ dar Rapids. Length 81 miles. The bridge connecting this road with the Galena Air Line is completed to Little Rock Island, whence the cars are taken across the main channel, 700 feet, on _a large ferry boat. Seventy miles of an extension ol this line westward towards the Missouri are now under contract and the contractors are are at work on it. Peceipts. January.. February.. March .... April. May .... J nne.... July August _ September.. October. November . December.. ••••••* •••••• Passengers. * 2,14/.48 . 2,270.40 . 3,499.20 . 2,534.43 , 2,825.05 , 2,517.43 2,250.67 2,509.95 3,227.60 4,185.28 2,755.40 2,192.85 Freight. 6,851.81 6.450.86 9,299.50 7,351.19 7,875.49 6,127.72 4,501.01 9,745.27 16,818.63 19,167.00 11,777.71 8,412.29 Mail & Mic’us. 537.44 442.08 586.92 629.50 455.01 454.84 489.51 639.26 853.80 963.05 812.66 842.07 Total. 9,537.80 8,163.34 13,285.62 10,515.12 11,155.55 9,099.99 7,241.19 12,894.48 20,899.08 24,815.33 15,375.77 11,447.21 Jan... Feb... March April. May... June.. July.. Aug... Sept... Oct ... Nov... Dee... Thro 1 West. 575 , 67IX 1,746 1,907X 2.215X 1,938 1,826* 907X 1,083 1,193 1.155 776X Movement of Passengers. Way Total Thro’ Way West. West. East. East. 7,926 8,501 882 7.S76X 8,327X 8,999 628X 7,86i-* 10,736 12,452 736X 9 842 8.832X 10,730 860X 8,527 9,763X 11,979 1.090X 9,131 8,339X 10,277 X 1,867 8,662 11,141 12.466X 1.425X 11,672 l'.189X 12,097 1,005X 11,'-09X 11,444 12.532 1,271 11,590 17,941 19,134 1/229X 17,570 9.793X 10,948X 1.465X 10,120 8,154 8,9J)X 1,470 9,154X Total East. 8.7 5 SX 8,479 10,57SX 9,387 X 10.221X 10,029 13.C97X 12,315 12,861 18.799X 11.585X 1<',624X Total.$32,915.74 113,378.55 7,636.14 15 .930.43 Movement of Passengers. February.... March. April . May. J une ......... July. September.. Oetober. November... December... Thro’ Way Total Thro’ Way West. West. West. East. East. . 134 642 776 159 702 135 741 876 152 726 235 1,255 1,490 228 1,193 243 758 1,006 163 755 286 884 1,170 255 855 133 885 1,018 204 796 134 761 895 151 732 185 811 996 134 791 218 1,130 1, ? 43 185 1,092 247 1,167 1,414 235 1,010 182 884 1,066 173 1*22 158 573 7 51 178 603 2,295 10,491 12,786 2.267 10,077 Total East. 861 878 1,421 918 1,110 1,000 883 925 1,277 1,295 995 781 As a southern branch of the Galena Air Line we notice the Sterling and Mock Island II. IS. M. S. Henry, Sterling, President. H. A. Rust, Chicago, Secretary. Nelson Mason, Sterling, Treasurer. David Leavitt, Sterling, Chief Engineer. This road is to run from Sterling to Rock Island, 50 miles. Nine miles of the road, from the Junction of the C. &. R. I. to Port Byron, are finished; it is all graded; the iron for the entire line is in Chicago, and it will be put down as fast as possible after spring opens. The next Trunk line is the CHICAGO, BUBLINGTON & QUINCY It. It. Total... 15,499 123,578 139,077 13,432 E3.305 136,737 As an extension we notice the Burlington and Missouri Bailroad. Edward L. Baker, New Bedford, Mass., President. J. N. Dennison, Boston, Mass., Secretary and Treasurer. J ohn G. Read, Burlington, Iowa, Vice President and Superintendent. This road is completed to Ottumwa, 75 miles west of Burlington. Its destination is the Missouri River. Peceipts. Passengers. Freight. January .... $4,214.30 $3,927.26 February.. . 3,886.87 6,973.56 March. 5,711.16 13,589.35 April. 5,356.52 14.896.34 May. . 5,753.73 15 589.08 dupe. 4,787.34 11,228.26 July. 4,406.44 9,442.53 August. 5,702 55 10,929 50 September... 6,615.40 11,823.55 October. 7,550.77 11,745.73 November... 5,320.06 10,555 46 December... 3,961.92 14,491.84 Mail &c. $468.75 468.75 468.75 606.69 475.00 475.00 475.00 475.00 475.00 475.(0 476.00 475.00 Total. $8,610.31 10,329.13 19,069.26 20,759.55 21,817.81 16,490.60 14,324.02 17,107.05 17,913.95 19,771.50 16,350.52 18,952.16 Total.$62,367.06 $134,195.91 $5,712.94 $202,275.91 Movement of Passengers. Thro’W. WayW. T’lW. Thro’E. 1,838X 329 January February, March .... April. May. June ..... July. August.. . September Octooer .. Nove’ber.. Dece’ber.. 305 281 518X 565X 542 349X 313X 479 458 629 X 444X 390 1.033X 9,9 1,3( 9 U53X 1,254 1,0 JO* 951X 1.062X 1,087 925X 847 942 1,260 1,827* 1,719 1,796 1,356 1,270 1,541* 1,545 ),555 1,29 IX 1,332 277X 4(7X 894X 520 419 335X 657 594 629X 501 518X Way E 1.073X 953 X 1J67 1.062X 1,0h6 1.050X 899X 1,126 969X 932X 867X 950 T’l. 1,402* 1,231 1,694 1,457 1,586 1,469* 1,235 1,683 1.554X 1,662 1,368* 1.468X Total.5,281 12,551 17,832 6,503 12,2(9 17.712X As a branch of the C., B. & Q. R. R. we have the John Van Nortwick, Batavia, President. Amos T. Hall, Chicago, Secretary. Amos T. Hall, Chicago, Treasurer.’ C. G. Hammond, Chicago, Superintendent. Max. Hjortotry, Chicago, Chief Engineer. This road connects Chicago with Burling¬ ton, Iowa. Length 210 miles. The table of receipts shows the business on the main line • the passenger movement includes also the fig¬ ures of the Quincy and Chicago road, which connects Galesburgh with Quincy, being for 310 miles of road. Peceipts. I860. January... February... March. April.. May. June. July. August ... September. October. ... November. December., Passebgers. ,$ 24,691.63 . 22,779.36 . 34,242.92 32,936.32 38,683."3 . 33,395.31 . 32,696.82 . 31,337.16 37.151.38 45,819,06 , 35,722.91 31, 13.85 Freight. 56,811.86 59,436.80 84,496.65 93,502.28 138,225.93 86,129.63 100,585.55 175,384.43 146,537.79 147,400.9 4 92,481.53 74,613.52 Mail & Mis’us. Total. 8,063.88 89,556.85 6.142.63 88,360.79 6,565.34 125, 14.91 6,597.47 133,036.97 7,186.33 184,100.34 5.S85.91 125,491.85 6,507.02 3 38,702.39 3,094.61 209,816.23 3,048.31 186,737.48 2.291.63 195,592.63 2.S99.65 131,107.* 9 2,925.09 108,553.46 Total.$400,375.76 1.255,605.91 60,097.4-8 1.716,179.09 Quincy and Chicago Bailroad. N. Bushnell, Quincy, President. John C. Cox, Quincy, Secretary and Treas¬ urer. Charles G. Hammond, Superintendent. This Road connects Quincy with the Chi¬ cago and Burlington Line at Galesburgh, 168 miles from Chicago. The cars run directly through to Quincy from this city. Its length is 100 miles. Peceipts. Mails & , Passengers. Freights. Mis’us. Total. January.$ 8,668.42 ll,2uo.56 1,388.61 21.46.5.59 February.... 8,146.32 14,8 9.36 10,030.45 29,496.13 March. 12,227.78 23.028.35 1,797.77 36,953.90 April. 12.60A81 20,397.98 2,586.47 35,594.26 May. 12,314.97 21,486.65 2,630.66 86,412.28 June. 10,720.15 1 3,649.63 2,651.67 27,021.35 July. 11,887.50 16.853.16 6,835.93 35,566.59 August. 9,767.37 19,804.18 4,279.53 i 3,851.08 September.... 11.897.67 24.272 .-j3 4,089.15 49,259.05 October. 12,584.40 27,259.05 1,050.05 40,893.50 November.... 10,015.21 19,930.82 861.98 3<>,8 7,11 December. 7,729.58 13,432.72 855.84 22,018.14 Total.$128,569.18 221,639.59 39,247.21 3 9,455.93 As an extension west from Quincy, we no¬ tice the 49 Hannibal and St. Joseph Railroad. Josiiua Gentry, President, Hannibal, Mo. J. T. K. Hayward, General Superintendent, Hannibal, Mo. O. N. Cutler, Assistant Superintendent, Hannibal, Mo. J. L. Lathrop, Secretary and Treasurer, Hannibal, Mo. ’ Josiah Hunt, Hannibal, Mo. This road runs from Hannibal to St. Joseph on the Missouri, at present the farthest point west reached by rail. Length 207 miles. Passengers. January..$ 2l.tiso.36 February. 25,098.10 March ... April. May. June. July August... Septe’ber. October.. Novemb’r Decemb’r 4 7 ,985.71 55,445.10 62.3 < 1.22 84,194.48 82.836.21 84.4 0.40 87,927.27 48,575.05 82,849.53 22.447.21 Receipts. Freight. $ 18,' 22.21 25,619.53 61,984.01 71,241.40 48,678.43 4-,359.43 83,405.89 86,92'.08 67,679.80 75,03 -.02 60,377,16 26,9 >0.11 Mail, &c. $ 3,308.51 8,-53.92 3.540.70 3,621.50 3,840.06 3.552.24 8,455 >16 3 761.47 3.667.70 3.924.24 4,012.68 3,889.36 $ Total. 43,021.08 54.071.55 113,4 >0.42 130,308.00 104,849.7" 81,102.15 69,697.26 75,082.95 109,274.77 122,538.31 97,239.37 53,276.63 Total.$140,776.64 $569,218.06 $43,927.64 $1,053,922.24 Movement of Passengers. Thro’ W. Way W. T’lW, Thro’ E. Way E. January 219% Febr’y.. 663% March.. 2,274% April.... 4,430 May .... 3,632>£ June.... 1,741 July .... 1,392 August.. 80034 Sept’ber. 87034 October. 95434 Novem’r 95034 Dece’ber 20934 3,380 3,444 4,483 3,72 >% 8,6i9 2,626 3,040 3.033 3,53834 3,707 2,462 2,235 3,59934 4,00734 6,75734 8,20234 7,251% 4,367 4,432 3,8 ; 334 4,409 4,66134 8,41234 2.444K 85234 52334 1,44334 1,178 1,7! 6 1,57234 1,693 1,93834 1,917 2,38434 1,771 1,015 rVay p ,318. . 1834 3,407 4,05434 2,98834 3,278 2.596 8,06' 34 85 8,14234 8 ,''9834 2,5''4 2,12034 T’lE. 3,671 3,93034 5,098 4,16.. 34 4,994 4,16834 *,75434 5,02334 5,05934 5,683 4,280 8,13534 Total.. .18,08334 39,290 57,37834 17,505 36,45934 53,96434 As an extension of the Rock Island we have the Mississippi and Missouri R, R. Gen. John A. Dix, New York, President. Hiram Price, Davenport, Secretary. F. H. Tows, New York, Treasurer. John F. Tracy, Chicago, Superintendent. P. A. Dey, Iowa City, Chief Engineer. Of the three divisions of this road, the first is completed six miles beyond Marengo, mak¬ ing 91 miles now finished. The second divis¬ ion is in operation fiom Muscatine to Wash¬ ington, 40 miles, and thirteen miles of the third division connect Muscatine with Wilton, on the main line, making in all 144 miles of com¬ pleted road. The road will be extended to Grinnell, 30 miles west of Marengo, in time for the fall business. This road should he com¬ pleted to the Missouri river at the earliest possible day, as it would give Chicago the con¬ trol of the Pike’s Peak trade, and also that of the Upper Missouri. Receipts. Freight. 11,930.63 8 ,*33.97 14,893.99 15,131.01 13,374.20 12,624.35 8,484.13 14,404.42 18,651.62 2",811.44 14,-99.56 10,469.97 January'.. February March.... April. May. June. July. August.. Septembe October.]. November December Passengers. .. $4,4.0.01 4,202.85 5.649.41 5,061.51 6,229.82 4,54/01 4,093.07 5,034.23 6,295.78 1,726.94 7.884.41 5,562.74 Returning to Chicago, our fifth great trunk line is the Total. Mail & Mis. Total. 16,385.54 3,430.61 16.50 52.75 36.32 115.82 16,467.46 20,559.90 10,192.52 18,604.02 17, 64.36 12,577.20 19,491.40 24,983.72 32,654.-0 21,784.27 16,032.71 69,231.08 164,014.19 3,652.03 236,897.30 CHICAGO Sc ROCK ISLAND R. R. Henry Farnam, Chicago, President. Francis H. Tows, New York, Secretary. E. W Dunham, do Treasurer. John F. Tracy, Chicago, Superintendent. E. H. Johnson, do Chief Enigneer. This road runs from Chicago to Rock Island where a splendid bridge, the only one now spanning the Mississippi, connects it with the Mississippi and Missouri Railroad. Its length is 182 miles. & Receipts. Thro’ West. January.. 373 February. 452 March.... 71 *% April. 71S% Movement of Passengers Total 1 hro’ May ... June.. July... August .. _ Septem’r.. 739% October... 234 Novemb’r. 188 December 153 646% 517% 376% 528 Way West. Mt. 684% 849 1,321 1,241 1,357% 976% 884 1.071 1J16 ..... 1,794% 11.017 1, '36 7,435 Way Total Thro’ West. West. West. 5,120% 6,105 8 " 1 % 6,613% 726 8,390% 939 7,525 903 7,609% 1,576 7,328 1,068% 8,002% 998 8,040% 1,174% 3,144% 10.6*0% 1,204 . 12,811% 1,541 8,571 1,176% 5,764% 7,"69% 6,283 6,252 6,351% 7,118% 6,969% 970 5,840 6,810 982 Way East. 5,619% 6,14 % 6,893% 6,117 7. *28% 6,2 6 % 7,268 J, i 9% 9,045% 10,852 7,412% 5,872 Total East, 6,421 6,870% 7,837% 7,020 8,804% 7,355 8,266 8,584 10,249 12.393 8,609 6,854 Total. ...13,802 84,605% 98,467% 13,110 86,154 99,264 Total.’...5,639 24,782 30,421 5,677% 24,855% 30,433 As a branch of the Rock Island we notice the Peoria and Bureau Valley R. R. This road connects the Rock Island Road at Bureau, 144 miles from Chicago, with Peoria. Length, 47 miles. It is leased at a rental of $125,000 a year to, and is run by, the Rock Island Railroad. As a projected extension we merely notice the Peoria and Hannibal R. R. Considerable work has been done on the line of this road. We have no report as to its present prospects. Its length is to be 139 miles. As a feeder of the Bureau Valley we notice the Peoria and Oquawka R. R. We have no report from this road. That portion of it which connects with our Chica- § 0 roads, extends from Gilman, on the Chicago ranch of the Illinois Central, to Galesburgh. 143 miles. * * As an extension of the Bureau Valley Road we have the 50 Illinois River R. R. R. S. Thomas, Virginia, President. M. H. L. Schooley, Virginia, Secretary. Francis Low, Havana, Treasurer. R. S. Thomas, Virginia, Superintendent. This road is to run from Peoria to Jackson¬ ville, 83 miles. It is now completed between Pekin and Virginia, a distance of 58 miles. The balance of the road is to he finished dur¬ ing the present year. It will add largely to the business of the Rock Island railroad, as it runs through a populous and very productive country. The next trunk line in order is the CHICAGO, ALTON AND ST. LOUIS RAILROAD. James Robb, Chicago, Ipeopivprs Chas. Congdon, New York, \ ^ ecei vers. Joseph Price, Chicago, Treasurer. R. B. Mason, Chicago, Superintendent and Chief Engineer. This line connects Chicago with Alton and St. Louis. The road has passed through all sorts of troubles, but it is now rapidly assum- in a position among our best managed and leading western railways. Length 284 miles. Receipts. Passengers. Freight. Mail * Mis. Total. January.... $22,600.87 29,775.76 3,‘267.66 55,734.31 February ... 2i,50S.33 30,126.^2 3,488.28 55,123.13 March. 29,241.87 42,103.44 3,344.55 74,689.86 April. 30,352.65 30,28 J .53 3,353.76 63,994.94 May . 34/88.36 47,822.90 3,40 4.5 L 86,210.77 June. 31,721.16 41,179.73 3,525.14 76,426.03 July . 29,388.01 48,461 J 9 3,603.77 81,45’.97 August. 34,063.13 66,129.40 3.442.58 103,635,11 September.. 37,289.46 54,739.89 2,893.27 94,927.62 October. 43,352.98 60,960.26 3,445.11 107,758 35 November.. 28,580.59 41,772.24 8,398.62 73,751.45 December... 24,586.14 35,702.61 3,647.91 64,936/6 Total.368,788.55 529,068.47 40,820.18 933,641.20 Thro’ Way Total Thro’ Way Total South. South. South. North. North. North Total....8,480 96,ll2 104,592 8,660 97,339 105,999 The next great trunk line is the ILLINOIS CENTRAL RAILROAD. W. H. Osborn, New York, President. N. M. Phillips, New York, Secretary. A. E. Burnside, New York, Treasurer. W. R. Arthur, Chicago, Superintendent. This road connects Chicago with Cairo, at the mouth of the Ohio, 365 miles; and at Cen- tralia, 112 miles above Cairo, with Dunleith, on the Upper Mississippi. The entire length of the road is 704 miles. Monthly Receipts. Passengers. Freight. Mails & Mis. Total. January.. $60,558.27 108,623.71 16,075.02 185,257.0 February.. 56,619.16 113,802.39 15,504.07 185,825.60 March.... 75,052.47 118,617.38 16,324.36 209,994.20 April. 66,978.49 101,198.21 15,581.09 183,758.79 May. 72,677.10 131,746.35 15,466.38 219,889.83 June. 63,227.56 109,648.68 15,184.35 188,060.59 July. 61,015.03 114,922.52 14,993.21 193,9-0.76 August.... 72,106.45 160,732.61 16,13’.62 248,970.68 September 83*893.58 158,712.83 17,031.63 259,643.04 October... 99,li3.08 203,257.55 18,688.96 321,059.59 November 69,896.08 156,435.89 16,831.67 243,163.64 December 62,550. 9 146/13.L1 16,«31.75 225,195.65 Total..$846,693.06 1,673,711.22 194,444.09 2,664,848.87 Movement of Passengers. Thro’ Way Total Thro’ Way Total Total South. Sotli. South. N’th. North. Lorth. Pas. January.. 236 17,204 17,440 490 18,014 18,504 35,944 February 200 15,88) 16,080 766 16,934 17,700 33,880 March... 219 19,195 19,414 1,313 21,261 22,574 41,983 April. 169 17,345 17,514 1,161 19,127 20,238 37.802 May. 295 18,7S6 19,981 920 90,980 21,910 40,9 M June. 200 17,821 18,021 697 19,515 20,212 38,233 July. 296 19,548 19,844 694 22,258 22,952 43,796 August.. 487 22,795 23,282 500 23,213 23,713 46,965 Sept.1,077 24,568 25,645 150 22,582 22,732 48,377 October..1,870 25,490 27,360 248 24.642 24,890 52,250 Nov’br ..1,278 20,196 2',474 343 18,608 18,951 40,425 Dec’br... 426 16,812 17,238 560 18,042 19,202 36,440 Total. .6,753 235,610 242,393 7,842 245,778 253,618 496.011 Land Department—•Illinois (Central Railroad. Col. J. W. Foster, Commissioner. J. M. Redmond, Treasurer. P. Daggy, Secretary. The entire sales of land since the Company commenced operations amount to $16,448,000. The operations of the Land Department for the last year are given below in detail: Original grant was, acres...2,595,000.00 Sold up to Dec. 31,1860, acres.1,260,273.46 Sold in 1860, 71,287.22acres.$1,137,547.40 Town lots. 85,621.32 $1,223,168.72 Prev. sis, 1,118,986.24acres..14,924,815.19 $16,147,983.91 Collections in 1860.$808,816.20 Whole number of purchasers in 1860.... 1,050 Average of acres in each purchase. 67 89-100 The most southerly of the the three Eastern Trunk lines is the PITTSBURGH, FT. WAYNE & CHI¬ CAGO RAILROAD. Wm. B. Ogden, Chicago, Receiver. G. W. Cass, Pittsburgh, President and Gen. Supt. Aug’s Bradley, Pittsburgh, Secretary. T. D. Messler, Pittsburgh, Auditor. J. P. Henderson, Pittsburgh, Treasurer. Aug’s Bradley, Pittsburgh, Superinten¬ dent E. D. Jos. N. DuBarry, Fort Wayne, Superinten¬ dent W. D. Sam’l Hanna, Fort Wayne, Vice President. Jos. H. Moore, Chicago, Commercial and General Agent. This road connects Chicago with Pittsburgh, and by the Pennsylvania Central with Phila¬ delphia and the Atlantic seaboard generally. Length, 467 miles. The officers have added to the usual figures a table showing the tonnage of the Road. It shows an increase over the previous year of 102,534 tons. Earnings. Freight Mail, Rent Passengers. Express. & Mis. Total. January....$D,925.44 8'/29.80 14,325.63 139,950.S7 February.. 45,402.24 92,1 9.03 15,033.02 152, 74.23 March. 66/8 \55 110,901.18 16,090.36 192,578.69 April. 64,328.21 101,8-0.34 16,3 -7.07 18;-,565.72 May. 72,697 11 101,192.22 14,941.23 188,830.66 June. 63,5 0.93 96,593.18 15’626.48 165,795.59 July . 56,175.48 31,!95.36 16,640.65 1^4,031.99 August.... 73,000.30 115,261.67 1-5,591.31 203,853.28 September 85,867.05 144/12.56 15,55\33 245,937.94 October... 99.966/7 17<’/89.43 15,8-30.02 2-6,836.02 November 75,527.60 140,404.82 15,320.34 2-31,252.97 Dec.(est’d) 68,177.22 114,615.46 18,084.75 190,877.43 Total... $805,614.80 1.341,021.14 188,449.29 2,335,0S5.23 Monthly Tonnage for the year ending , December 31 st, 1861. ,-Eastward.-> ,-Westward.-> Local. Thro’. Total. Local. Thro’. Total. January.. 10,424 7,3U l-,7n5 6,108 2,241 9,349 February. 11,701 6,189 17,891 12.186 6,051 18,233 Mareh.... 10,636 7,258 18,046 f,71S 16,416 22,164 April. 8,289 8,100 16,389 6.171 12,186 17,2-7 May. 9/59 9,289 18,818 6,802 10,784 16,586 June. >-,909 8/86 17/95 8,754 7,993 16,753 July. 10,046 7,7 7 l r ,763 6,203 11,602 17,865 August... 10,972 11,671 22/43 9,593 12/96 22,189 Sept’br... 8,234 17,046 2\2S0 6,763 10,578 16,341 October.. 9,531 20,002 29,533 9/98 11,666 2',094 Nov’br... 10,242 15,842 26,084 7,738 7/15 16,363 December 10,611 11/81 22,192 I4,0b9 6,724 30,813 Total....119,2.7 180,922 250,029 , 95,6S3 lip,428 215,111 1859... 105,521 84,176 189,697 81,547 91,862 122/00 Inc ... 13,686 46,6(6 60/32 14,136 28,066 42,202 Total Tonnage East and West.46 ,140 lc59. 362,606 Increase. •*•••••••#•••••*##*••••####••••• .102,534 51 Movement of Passengers. Thro’ Way Total Thro’ Way West. We t. West. East. East. January... 1,734 February.. 1,*>54 March.8,082 April.3,374 May.2,784 June.2,457 July.2,329 August.... 3,425 September 8,^77 Oetober... 3,831 November 2,506 December 1,893 10,400 12,134 10.782 IS, 836 13.782 16,864 14,150 17,524 14,528 17,312 14,727 17,184 17,493 19,820 18,042 22,067 17,729 21.606 22,518 26,239 18,279 20,785 15,557 17,455 2,671 10,555 2,436 11,326 8,115 13,961 8,518 12,046 4,036 IS,393 3,513 13,471 2,843 13,630 8,478 16,211 3,594 18.079 8,773 21,419 3,273 17,303 2,833 15,482 Total East. 18,926 13,562 17,576 15,564 16,429 16,939 16,478 19,689 21,673 25,197 20,581 IS,320 Total....32,849 18’,587 221,436 39.108 175,867 214,984 The next eastern trunk line in onr order is the MICHIGAN SOUTHERN & NORTH¬ ERN INDIANA RAILROAD. Elisha M. Gilbert, Utica, N. Y., President. M. L. Sykes, Chicago, Vice President. D. P. Barhydt, Office, 18 William street, N. Y., Secretary. Henry Keep, Office 18 William street, N. Y., Treasurer. Jno. D. Campbell, Office, Toledo, Ohio, Su¬ perintendent. This road connects Chicago with all the At¬ lantic cities from Maine southward. Its length to Toledo is 242 miles. It has a branch to De¬ troit and several other branches. The total length of track is not stated in the report given to ns. Beceipts. Passengers. Freight. M’ls & Mis. Totai. January . $39,822.31 79,W7.13 11,64'.ll 13',466.55 February... 43,450.53 67,941.80 3,903.06 120,294.94 March.61,155,43 101,1^1.42 7,«S9.'7 17c,305.94 April. 60,043.07 107,677.11 7,891.17 175,611.35 May. 67,307,13 103,437. <8 25,910.20 196,654.81 June. 53,462.24 77,421.22 15,628.36 146,511.82 July. 52,372.13 65,692.10 12,531.(0 130,595.73 August.. ... 64,972.13 126,091.50 8,381.84 199,444.97 September.. 79,366.60 148,171.13 8,-88. u 5 236,226.08 October .. ..100,722.S9 166,697.21 10,274.10 277,694.20 Nov’r est’d . 71,19 .14 132,226.79 7,585.82 211,0-5.75 Dccembr est 53,169.32 72,829.75 7,482.80 135,481.87 Total.. ..$749,036.97 1,249,341.14 132,912.78 2,131,293.S9 Movement of Passengers. Thro’ Way Total Thro’ Way Total West. West. West. East. East. East. Jan 1,509% 9,126 10,635% 1,422 9,254% 1",676% Feb 1,773% 9,970% 11,744 1,744% 9,58'% 11,325 Mch 2,999 12,745 15,744 2,027 11,026 13,9 -3 Ap’l 3,363 11,5 9 14,892 1,9/1 11,263% 13,189% May 4,637% 12,481% 17,119 1,780 10,146 11,924 J’ue 2,760 11,436 14,196 1,973% 11,779 13,752% J’ly 2,163 14,556% 16,719% 1,855 13,988% 15,843% Aug 2,835 13,793 16,628 2,186% 13,*87 16,073% Sept 4,139 15,596% 20,035% 2,70 % 14,815 17 , 516 % Oct 4,943 20,344% 25,287% 3,485 18,375% 22,300% Nov 3,611 14,150 17,761 2,659% 13,156% 15 ,Si 6 Dec 2.764% 10,600 13,364% 3,242% 10.831 % 13,073 To’1.37,798 156,32S% 194,126% 25^9J8 140,517% 175,515} The next Treat eastern line is the MICHIGAN CENTRAL RAILROAD. John W. Brooks, Boston, Mass., President. William B. Fowle, Jr., Boston, Mass., Secretary. Isaac Livermore, Boston, Mass., Treasurer. R. N. Rice, Detroit, Mich., Superintendent. J. M. Berrien, Detroit, Mich., Chief Engi¬ neer. This road connects Chicago with Detroit and by the Grand Trunk, the Great Western and the N. Y. Central, with the entire Atlantic seaboard. The Niagara Suspension Bridge connects the two latter roads. The distance from this city to Detroit is 282 miles. Passengers. January.... $43,614.94 February... 48,377.73 March. 94,355.94 April . 66,119.36 May. 79,9 10.96 June. 62,304.63 July. 62,408.87 August. 72,129.20 September.. 94,740. 5 October .... 101,127.64 November... 69,047.75 December.. 53,169.56 Beceipts. Freight. M’ls & Mis, 61,061.31 5,235.99 57,202.79 5,168.34 90,645.78 6,309.81 94,204.81 6,416.86 73.3 4.43 5,304.54 55,543.85 5,236.86 60.4 1.07 5,583.34 116,068.18 5,342.36 151,516.16 5,165.99 193,629.01 5,717.81 121,483.83 5,650.69 74,435.04 5,344.24 Total. 310,7-2.24 107,748.8a 160,311.63 164,741.03 158,509.93 123,085.39 128,39 3 .88 193.539.74 251,423.00 300,474.46 196,182.27 132.948.74 Total_$813,497.43 1,161,096.31 64,476.83 2,029,070.62 Movement of Passengers. Thro’ West. Jan. 1,399% Feb. 1,550% M’ch. 3,' 45% April 3,228 May 4,510% June 3,224 July 2,301% Aug. 3, 30% Sept. 4,245 Oct. 4,932% Nov. 3,264% Dec, 1,873 Way West. 8,173% 8,147% 10,774% 9,354 10,39:1% , 9 , 750 % 12,174% 11,159% 14,794% 16,690% 10,442 6,071% Total West. 9,573 9,698 13,820 13,082 14,910 11,980% 14,476 14,290 19,039% 21,623 13,706% 10,944% Thro’ East. 1 , 768 % 1,657 2,i33% 2,435% 2,986% 2,788 2,826% 3,179 3,278% 3,465 2,813% 2,239 Way East. 8,469 8,127 9,940% 8,837 8,952% 9,739 11,829% 11,334 14,821 16,176% 10,959 9,242% Total East. 10,177% 9,784 15,074 11,272% 11,939 12,527 1\656 14,513 18,099% 19,641% 13,772% 11,481% To’l.36,705 131,438 168,143 31,540% 128,397% 159,933 As a branch of the Michigan Central, we no¬ tice the New Albany and. Salem Railway. We have no returns from this road. It con¬ nects Michigan City with New Albany, on the Ohio, 284 miles. Trains run direct by the Michigan Central, the New Albany and Salem and other roads, through to Cincinnati. OTHER RAILWAYS IN ILLINOIS. The first east and west line south of the city is the Joliet and Laporte Railroad. Its name indicates its location. Its length in this State is about thirty miles. The Michigan Central have a lease of and operate the road. The Pe¬ oria and Oquawka Road is already noticed. The next road south is the Quincy and Toledo. It was formerly called the Great Western. It connects with the Quincy and Chicago Road at Camp Point. It runs through Naples, on the Illinois River, Jacksonville, Springfield, Decatur, and Danville, and thence to Toledo. It is proving of great advantage to the rich and rapidly improving part of _ the State through which it runs. Length in Illinois, about- 240 miles. A road—the Mississippi and Wabash—is in process of construction from Warsaw eastward, to connect with the Quincy and Chicago Road at Bushnell. Some twenty miles or more of it are completed. The next road is the Alton and Terre Haute. The name indicates its location, and its entire line is computed and in operation. Length in Illi¬ nois, 173 miles. The next road is the Belle¬ ville and Illinoistown, 14 miles. Next we have the Ohio and Mississippi, running across the State nearly due east from St. Louis. Its eastern terminus is Cincinnati. Length in Illi¬ nois, 147 miles. Perhaps there may be some road of recent construction that is inadvertently omitted; but our list is as near perfect as it can well be made. The following list embraces the roads com¬ pleted, in process of construction, or proj ect- ed, with their different branch and extension lines centering in Chicago. Where roads ex¬ tend beyond Illinois, they are in most cases traced only through a single State beyond our own. The trunk lines are set on the left of the column; the branch and extension lines are indented!: 52 Tiff] pq Chicago and Milwaukee. gg Kenosha and Rockford..* 80 Racine and Mississippi..........."..’.’.’ .* 150 La Crosse and Milwauxee to St! Paul about.. 375 Hudson and Superior.!!!!!!!!!!!! 150 r ,,. _ __ iT Branch to Byfieid!!.'. 80 Chicago and Northwestern—Chicago to Mar¬ quette and Ontonagon on Lake Supe¬ rior . ^ 453 Milwaukee and Prairie duChien.!!!!!! 192 Galena and Chicago Union. 42 I Elgin and State Line.. 34 Wisconsin and Central.V*.ign Beloit Branch...."!.*.".! 20 Beloit and Madison.'...!!!. 85 Mineral Point. !!!!!!!!!!!!!! 56 Prairie du Chien and La Crosse. 150 Dubuque and Sioux City. 331 Galena (Fulton) Air Line . * 435 Chicago. Iowa and Nebraska to St. Paul! 232 Line with the Iowa Central to the Mis¬ souri . 35 q . Sterling and Rock Island..’.'!!!!!' 60 Chicago, Burlington and Quincy...... 210 Burlington and Missouri. 220 Quincy and Chicago. !!.*!!! 100 Hannibal and St. Joseph. 207 Chicago and Rock Island.f .... * jgg Mississippi and Missouri, 1 st Division! 300 ,, ‘‘ 2 d “ . 100 * * 3d * * Peoria and Bureau Valley..'....! 47 Peoria and Hannibal. 130 Peoria and Oquawka. !!!!!"’!! 143 Illinois River. go Chicago, Alton and St. Louis.. 284 Illinois Central. , . Pittsburgh, Fort Wayne and Chicago!!! *!!! *! ’ 467 Michigan Southern and Northern Indiana.242 Monroe Branch.j gQ -»«-• . • Cincinnatti, Peru and Chicago. 70 Michigan Central. b ..!! 282 New Albany and Salem..!!!!!!!.!.!! 284 Total—11 trunk lines. and 29 branch and extension .7415 COlIKPliBTED RAILROADS. The following list embraces the trunk roads actually completed and in operation, with their branch and extension lines, centering in Chi¬ cago : & Chicago and Milwaukee. ^^85 Kenosha and Rockford.!.’’*!!! *!!! 48 Racme and Mississippi. 104 La Crosse and Milwaukee. * 200 Chicago and Northwestern . * 213 ~ . Milwaukee and Prairie du Chien :: !!!! 192 Galena and Chicago Union ... 121 Elgin and State Line ...!!!!!!!!. 34 W isconsin Central. !!!!!* 8 Beloit Branch. on Beloit and Madison. !!!!!!*'' 17 Mineral Point.” * .. 34 Dubuque and Sioux City!!.’!!!. gn Galena (Fulton) Air Line...." " “ 43Q Chicago, Iowa and Nebraska. 86 e Sterling and Rock Island. q Chicago, Burlington and Quincy. 210 Burlington and Missouri . 75 Quincy and Chicago.. . . .4™ Hannibal and St. Joseph.... 207 Illinois River. kq Chicago and Rock Island.*.43^ Mississippi and Missouri,’ist Division! 91 u “ 2d “ ... 40 3 d “ ... 13 Peoria and Bureau Valley.45 Peoria and Oquawka. .143 Chicago, Alton and St. Louis...!!. ' *' 2 84 Illinois Central. ' '7m Pittsburgh, Ft. Wayne and Chicago!!!!!!" * 437 Michigan SmiUioi-n - °t_ 1 By comparing this table with the footings of last year, it appears that in spite of continued embarrassments, 179 miles have been added in 1860 to our completed railways. It is to be hoped that during the present year arrange¬ ments can be made for the early completion of one or more of our Iowa roads through to the Missouri river. The roads running both east and west from Chicago, and Chicago her¬ self in every department of trade, are°losing immensely every year that the completion of these great thoroughfares is delayed. The total length of the railways now completed in the State of Illinois is about two thousand EIGHT HUNDRED AND FIFTY MILES. In 1850 there were only 95 miles, showing an increase in ten years of 2,755 miles—a degree of physi¬ cal progress which it is believed was never be¬ fore realized in any State or country within so short a period. What Illinois most needs is people to cultivate her rich and beautiful prairies, and if immigrants come as it is be¬ lieved they will, our population will number three millions in 1S70, and Illinois will take her place as the third State in the Union. The following table shows the earnings of all the railways from which reports were re¬ ceived, centering in Chicago, for the year 1860: Monthly Receipts. n . ..... Passengers. Freight. Ch. & Mil.. .33.77 45,106729 & Miss 87.&75.X4 155.S86.08 £• f & ^st 240,734.41 398,672.62 g; & £h. U . 341,383.94 1,043,332. i 6 En. L. 7,699.93 18,189-07 Min Point . 11,905.72 58,102.22 £ U t & , S >? 16,669.67 88,907.66 U -« & pj^ eb - 32,915.74 113,378.55 C. B. & Q... 400,878.75 1.255, 61 5.9 1 B. & Mo.... 62,367.06 1,34.195.91 Quincy & c. 128 , 69.18 221,639.59 H. & St. Jo.. 440,776.64 569,218.06 Ch. & R. I. . 346,985.34 788,938.54 Miss. & Mil 69,231.08 W,014.19 C & St.L. 368,758.55 529,062.47 Ill. Cent- 846,693.06 1,623,711.22 194’ 44 4 09 ^Et.W.&C. 805,614..so 1,341,041.14 188,’249.29 M : S AN I. 749,036.97 1,249,344.14 132,912.78 Mich. Cent.. 813,497,48 1,151,096.31 64,476.83 Total. Mail & Mis’us. 9.455.13 5.20 >.00 28,344.63 78,035.70 2.410.10 2,138.50 1,333.32 7.636.14 65,197.43 5,712.94 39,247.21 43,927.54 36,658.15 3,652.03 40,820.18 Total. 170,995.10 208,461.92 607,751.66 1,462,751.80 28,114.12 72,146,44 55,910.65 153,930.43 1,716,179.09 20 .275.91 389,455.98 1,053,9 32,24 1,172,582.03 236.897.30 938,64'.20 2,674,848.37 2,335,035.23 2,131,293.89 2,029.070.62 Southern and Northern Indiana. 242 Monroe Branch ' * Detroit 30 Branch. . m , r . , . Cincinnati, Peru and Chicago.!!!!!”! 28 Michigan Central. 0 .gg New Albany and Salem....!!! .*!!!'! ’ ’ 334 II trunk and 20 branch and extension lines, 4,915 .$17,690,114.07 The roads reported for 1860 are not precise¬ ly the same as those reported for 1859, and hence we cannot institute any general com¬ parison ; but those who have preserved our statistics can very easily determine the rela¬ tive figures for themselves. It will be found that almost every road has increased its aggre¬ gate earnings. The following table showsttie total earnings of ten trunk roads centering in Chicago for the last five years. The following table, compared with those of previous years, demonstrates the gratifying fact, that the lowest depth of depression has been reached. The earnings of nearly all our roads show a very handsome increase over those of the previous year. The tide has turned, and with good crops the increase will be as rapid and satisfactory as the decline was steady and discouraging. 53 gghjypppppp r? *-«■©•«• O 6 * C ' « S' O^S-fc” gpL,* » . P-: t*. Cj • • • «Q GO »-*■ ** CD Of -a io —* & 05 fcO o 05 05 CD >-*■ 8? i2 iO 8 O ♦~»- Cf o ►-*• ♦—^ CT 8 JD '►-*■ CD CD ilO M-05 . . *0I-*--3OQ0**C>S£C00tM ooj^ oo o © ^ -a o* j-a © oo t-‘1-3 l^OTQ*JO

jo os oo y-*yo yi yc to z: cd'oo'h- 1 UT CO C01-3 , «j®ooxopccCn -3 Jx CD J- 1 05 jkyJT M ^ cobroxbripcococo* CT-3CO—ICD—lOtO to to I © © t-i CO C5 CD l-i co 00 itx Or 05 GO CO Ol-3 & » Os OlMgjj CTt co 00 CO _ -- 05 --J 05 00 © 4^ 03 - _ yt oi jay 1 oyipj^- 00 1-3 be to 1-31-3 Or CO >-‘-03 00-3 05 00OCSI-00M. oS*0®H- 1 bolDl- 1 1 o © oo h - 1 tcoooMooowo*' KHOOtOppO-fl H-‘COO-3C®Oi04—* oodO-iosOsi-^M- to to to to O H- 1 l® CO CO h->- © to -3 CO pcs o bo i® CO >O 5 COl- i - 3 >^ 0 il- 1 ^ >®M-3mC5 01*3^ iyx_G0J® 05 _tSj -3 © CO > co os'd i - 1 -—3 -31c 05 t>(i0o-3dd®- pnppHKpW cotooobooil-i r -3 © CO CO © C5 CO Tlie table shows the very encouraging fad that the earnings of these ten trunk roads ex¬ ceed those of last year by $2,630,084.07. The;y also show a handsome increase over those oi 1858, and reach within little more than a mil¬ lion those of 1857. With the large surplus oi produce still to come forward, the active re¬ turn business it will stimulate, and it is hoped the revival of emigration and the increase oi the passenger traffic,we shall expect to see the earnings of these ten roads in 1861 equal those of 1856—the golden year of Western railway progress. An increase only equal to that of last year will accomplish so desirable a result. MOVEMENT OF PASSENGERS. The movement of passengers on our differ¬ ent railways affords the most valuable statis¬ tics in regard to western progress. Here as in the receipts of our roads the fact is demon¬ strated that the worst is over. The following table shows the movement of passengers on our three great Eastern lines during thje past year: Thro’ Way Total Thro’ West. West. West. East. P.Et.W.&C.32,849 188,697 221,436 3:',108 M.S. & N. 1.37/93 166,328 194,126 25,998 Mich. Cent.36,705 131,438 168,143 31,540 Way Total East. East. 175,876 214,984 149,517 17',515 128,397 15!*,988 Total....107,352 476,363 683,766 96,846 453,790 650,437 This table shows that these three roads brought to this city 33,268 passengers more than returned East. It may be assumed, therefore, that nearly, if not quite, that number of people brought by these lines be¬ came permanent residents of the West. In the following table we omit the tables of the Alton and St. Louis,and the Illinois Central roads, as they are so largely connected with the Southern trade. The Milwaukee road is included lor the reason that passengers go by it west and northwest from Milwaukee. The table shows the passenger traffic on five roads leading west from Chicago: Thro’ Way Total Thro’ Way Total West. West. West. East. East. East. C.&Mil....31,394 40,W 74,5U 32.2*9 3*,722 70,991 C.&N.W.. 1,515 82,596 84,111 1,656 73,912 75,568 G. & C. U...17.630 153,209 170,839 16,217 143/70 160,087 C. B. & Q... 16,499 123,573 139,077 13,432 123,305 136,737 C. & R. 1...13,802 84,665 98,467 13,110 80,154 99,264 Total.82.840 484,195 567,035 76,684 465^963 542,647 From this table it appears that the five prin¬ cipal roads leading west from Chicago left in the country through which they run or took to that beyond them, 24,388 more passengers than they brought back. In 1859 the figures were only 5,044—a very gratifying increase. Comparing the figures of the roads west with those east of Chicago, it appears that 9,880 remained in Chicago or left by the southern or other routes. The tables correspond suffi¬ ciently to show their general accuracy. • • • • • ^ SpWgpgpgP O c+* e. o *-*• co co -3 CD W&p!z!g |£-CO-3_ OOyt® t®. IdIexIi t®; SIWO^ oo co —a CO 4X OpipxtO lultx crc OT; CO to Or CO . to to i® © . co M. or 1-3 Id l-i "c* I ■- to 00 ^ . 05 00 . 2! »£> i_t Co CO CT a) o! OTOtO^. 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O Ok £} © e <© & Oo Co c*» CN SI o Ok >■ Ok Co Oi 3 a ta © a I* <-5 «k vs n» a 3 to 54: It should be remembered that the terminus of the Northwestern Railway is now where there is comparatively little through travel, hence the falling off in the through figures is only apparent, for the passengers that leave by the LaCrosse road are really through passengers, though for obvious rea¬ sons they appear only in the “ way” column. The following line, deduced from the tables of our three eastern railways, showing the ex¬ cess of the Western over the Eastern move¬ ment of passengers for the last five years, is most interesting and valuable : 1856. 1857. 106,950 94,978 1858. 1859. 1860. 42,516 17,574 33,268 Immigration reached its climax in 1856, and since then it steadily declined till last year, when it was nearly double the result reached in 1859. Here, too, the tide is changed. The crowd of the enterprising, the intelligent, the hardy sons and daughters of the Eastern States and of Europe, is again surging westward, and it will doubtless increase in volume until it far exceeds that which we welcomed to our West¬ ern homes in 1856. Let it come, for there is ample room west of the Lakes for all to carve out for themselves both fame and fortune. As usual, in the last of our statistical arti¬ cles, we present the following GENERAL SUMMARY OF THE BUSINESS OF CHICAGO, For tHe Year I860. Total number of miles of completed Railway now centering in Chicago, (in 1852 there were but 40 miles).... 4,915 Total number of miles of completed Railway iu the State of Illinois—all but 95 miles built within ten years. 2,850 Total earnings of all Railways cen¬ tering in Chicago for the year 1860. .$17,690,314.07 Total earnings of ten trunk lines cen- tering in Chicago in 1860.$15,289,199.08 Increase in 1860 over 1859 . 2,630,084.07 Total number of passengers moved westward over the three eastern lines.. ... 583,705 Excess of those coming west over those who returned. 33 2(53 Total receipts of grain in Chicago for the year 1860, (flour being ex¬ pressed by its equivalent in bushels) bushels. 36,504,772 Total shipments expressed as above, —being much the largest ever known in the history of the city... 31,256,697 Excess of shipments in 1860 over those in 1859 (bushels). 14,592,902 Total receipts of wheat (flour being expressed in bushels). 18,068,459 Total shipments of wheat expressed as above. 16,044,343 Total receipts of corn (bush). 15,487,966 Total shipments of corn. 13,743,192 Number of cattle packed. 25,209 Number of cattle shipped alive. 104.122 Total receipts of hogs. 275,095 Total shipments of live hogs. 133,612 Total number packed.. 101,816 Total receipts of wool (lbs.). 823,282 Total shipments. 773,755 Total receipts of salt, (lbs.). 223,018 Total shipments. 164,499 Receipts of lumber, (ft.). 264,591,172 1 otal value of the exports of cereals, cattle, hogs, hides, provisions, &c., from Chicago for the year _ !860.$33,737,489.83 Increase in 1860 over the year 1859... $9,456,599.41 Our twelfth annual review of the commerce and our ninth of the railways centering in Chicago, is now complete. These articles contain facts which will become more intense¬ ly interesting as years roll onward. The fig¬ ures for the last year’s business are full of promise. For the three previous years they obstinately refused to yield one gleam of hope. They formed a rapidly descending scale, and many recoiled as they compared them with former years of prosperity. Only those who had studied carefully the resources of the vast, teeming West, who had marked the economy, the intelligence, the enterprise and the energy of our people, could, through all those dark, frowning clouds of adversity, see the bright, smiling skies that would ere long bless the land. Now that prosperity has returned, let our people use their abundance with wise reference to the real welfare of the West. Let our railways be extended to the Missouri. Let farms be improved and manu¬ factories established, let churches be built and school houses, seminaries, colleges and uni¬ versities be founded and liberally endowed, that the West may become as distinguished for its intelligence and its virtue as it is for the beauty and the richness of its prairies and the magnificence of its lakes and rivers. The philanthropist and the statesman, the capital¬ ist and the scholar,—whoever is willing to toil for the benefit of posterity—has here a wide and a most inviting field for the exercise of his noblest efforts. Within the next quarter of a century, the power which will control the destinies of the Union must concentrate in that section, which has Chicago for its com¬ mercial metropolis. Let that power be im¬ bued with all that is wise and holy and expan¬ sive in our Christian civilization, and the lite¬ rature, the science and the religion of the world will vie with each other to do it honor. Our task is again completed. 1,2©0,©©0 ACRES FARMING FOR SALE BY THE ILLINOIS CENTRAL RAILROAD COMPANY. 1. There is no portion of the globe where all of the conditions of climate and soil so admirably combine to produce those two great staples, Corn and Wheat, as the Prairies of Illinois. 2. These lands are contiguous to a railroad TOO miles in length, which connects with other roads, and navigable lakes and rivers, thus affording an unbroken communication with the Eastern and Southern markets. 3. Over $100,000,000 of private capital have been expended on the railroad system of Illinois ; these works, together with the magnificent grant of one-thirty-sixth of the public domain for school purposes, must for all time keep individual taxation at a low rate, and afford every child facilities for acquiring a good education. 4. The State debt is only $10,105,398.14, and within the last three years, has been reduced $2,959,746.80; and we may reasonably expect that, in ten years, it will become extinct. 5. The State is rapidly filling up with population ; 868,026 persons having been added since 1850, making the present population 1,719,496,—a ratio of 102 per cent, in ten years. 6. The Agricultural Products of Illinois are greater than those of any other State. The Products sent out during the past year exceeded 1,500,000 tons. The wheat crop of 1860 approaches 35,000,000 of bushels, while the corn crop yields not less than 140,000,000 of bushels. 7. No where, can the industrious farmer secure such immediate results from his labor, as upon these prairie soils. 8. Since 1854, the Company have sold 1,300,000 acres. They sell only to actual cultiva¬ tors, and every contract contains an agreement to cultivate. The road has been constructed through these lands at an expense of $30,000,000. In 1858, the population of the forty-nine counties through which it passes was only 335,598, since which, 479,293 have been added, making the whole population 814,891,—a gain of 143 per cent. As an evidence of the thrift of the people, it may be stated that 600,000 tons of freight, including 8,600,000 bushels of grain and 250,000 barrels of flour, were forwarded over the line last year. PR9CES AMD TERMS ©F PA YSViEfSlT. The price of these lands varies from $6.00 to $25.00 per acre, according to location quality, etc. The terms of sale for the bulk of these lands will be one year’s interest in advance, at six per cent, per annum, and six interest notes at six per cent., payable respectively in one, two, three, four, five and six years from date of sale ; and four notes of principal, payable in four, five, six and seven years from date of of sale; the contract stipulating that one-tenth of the tract purchased shall be fenced and cultivated, each and every year , for five years from the date of sale, so that at the end of five years one-half shall be fenced and under cultivation. Twenty per cent, will be deducted from the valuation for cash, except the same should be at six dollars per acre, when the cash price will be five dollars. (pgp Pamphlets descriptive of the lands, soil, climate, productions, prices and terms of payment, can be had on application to J. W- FOSTER, Chicago, Jan. 1st, 1861. Commissioner. DAILY TRIBUNE I I 111 . ll'jj'i, , 13 C O 3VE IE* uxr No. 51 CLARK STREET. ClilCAG-O, WSVI. H. RAND, Superintendent. The attention of^ tca “l>oal M *“ f actarlng and other Corporations or Companies, and business men * mo isorth iv ESI, is directed to our facilities for executing any description of (I a :i \m ji I{ 5 l! i ''ill!' ' M ; i i t m ! ; PRINTING s' ;iii t*JN ! Sifj : i'l f | .*• i i i|[ llf' .iKh Which are such as to enahie us tooths iargest .ders, at short prices. We giye particniar SAVINGS BANK ASSOCIATIONS MANUFACTURING COMPANIES, RAILROAD CORPORATIONS, INSURANCE COMPANIES, LOAN FUND ASSOCIATIONS, town corporations. RELIGIOUS SOCIETIES, agricultural societies, BENEVOLENT SOCIETIES GAS LIGHT COMPANIES, ’ TELEGRAPH COMPANIES, COLLEGES, ACADEMIES, LIBRARIES, SCHOOLS, CHURCH ORGANIZATIONS ETC , ETC. * atrip* h- h OTe ge rv 0 "* 9 0f B ° 0k Tjpe ’ t0 wh!ch we are instantly adding the new "T- B °° k “ d Pa “ phlet W ° rk iS pt!nted ™ celebrated Adams- third , 6 . / tS smooth| y pncssed on Hoe’s Hydraulic. We spare no pains to make this depai tment of our business fully up to the demands of the times. Decorative Card and Poster Printing! S^ow Cards, Hand Bslls, Certificates, Etc- In one or many colors, got up in the highest style of the art. INSURANCE POLICIES AND APPLICATIONS, BANK CHECKS, NOTES & DRAFTS Handsomely printed on nice paper and bound to order. BLANKS USED BY STATE, COUNTY & CITY OFFICERS, Furnished at short notice. Wily ii i In ?iJpt' 5 VoSSSoS‘ b ' mt ““ ,c "‘ lrt « a upon WM. H. RAPID, Sup’t, 51 CLARK ST., CHICAGO. CHICAGO. CHICAGO HAKIM AO FIRE INSURANCE COMPANY' Capital, $100,000. J* YOUNG SCAMMON, President. H. B. BOX, Cashier and Secretary. Collections made and Drafts remitted to all parts of the Union. I. H. BURCH & CO., BANKERS AND DEALERS IN F0BE1GN AHD DOMESTIC EXCHANGE. CORNER LAKE & LA SALLE STREETS, CHICAGO, ILL. Collections attended to on all the principal cities in the U. S. and British Provinces. I. n. BURCH. J. R. VALENTINE. E A. TUCKER & CO., I®' d AND WHOLESALE DEALERS IN BOOKBINDERS’ STOCK. k * —* ^ . . a* - - — i i I » • *. , . - 128 & 130 Lake Street, Cor. Clark, H. Z. CULVER, } D. W. PAGE, l M A. HOYNE. j CHICAGO. — AND — No. 90 Washington Street. And every article required in a NEWSPAPER, BOOK OR JOB OFFICE, MANUFACTURED AND CONSTANTLY ON HAND. We are now making arrangements for a larger and better assorted stock of all kinds of Printing Materials than we have yet had, in order to meet the demands of our increasing business, and would especially CALL THE ATTENTION OF PBINTEBS AND PU BLISHERS TO MANY New Styles of Job Type, Scripts, Cots, AND TO OUR Which latter has received many flattering notices from the papers through¬ out the West. We have the Western Agency for the sale of R HOE & CO’S and S. P. RUG-G-LES’ Wade’s and Collins’ Black and Colored Inks, —AND— WOOD TYPE FEOM W. H. PAGE & 00., AND E. E. WEBB & 00. SPECIMEN BOOKS will be sent to parties wishing to order. !F1T cJS17E3JEt3E : 8.EIO ,l 2?"S"^»X3SrC3r Executed in a superior manner. D. L. DODGE, H. A. PORTER, Treasurer. Agent. CHICAGO, March 15th, 1361. 5 Gf. II. —i 02 on hH co co a a a a P a a a a a M a a o a a H a o H co a £ 0 CO 00 ■ puB r i paAoadoij •uoi^Bindoj t- rH 4 — CO rH CO CO 40 O CO co rH l'- 4 — 40 CO C 5 40 40 *o 00 00 04 o CO co ©^ 40 © t-h t-h CO cT CO rf 04 05 CO rH CO 40 00 40 4 - C 5 CO T—* 04 04 4 — 4 '- *c CO t-h of co" oo" co" CO co" co" of rH *o rH co GO t-h 04 CO T-H CO CO CO rH rH 04 lO t-H T-H 00 04 o Tp 40 rH © O 05 00 rH O^ r-H^ © © o" 04 40 04 4 — co CO t-h CO t- 4 - 4 h» o CO CO t- CO rH CO t- T-H rH ©_ 04 rH rH rH 05 o 10 00 •puBi paAoaduii CO 05 o rH CO 3 12 8 TT T-H o TH 05 CO 05 CO 40 04 CO CO aj 05 o 05 05 rH 40 o 04 OOiOri_ o o_ oT H Q h- Oa GO CM tr CM © &£ K5 Tp" co" 40" 40" Oa co" cm" 02 GO CO CO o 40 o* © CO © CM Oa CM rn CO hr 40 PH rH cf rH rH CD pH o ©a 40 CM t- CM r-H CM (M *G t- T-H fH ■H t- © C/2 rH CO 3 o CO O © 40 © h- CM *N © cO CD y—> rH od from the South to the East. Up to 1860, the West found a local market for an inconsiderable portion of her bread-stuffs and provisions in the South ; but, after supplying this local demand, the amount which was exported from New Orleans was insignificant, hardly exceeding two millions of dollars per annum.” f The annual report of the Secretary of the Treasury, for the year ending August 31, 1860, shows the amount of bread-stuffs and pro¬ visions exported to foreign countries from New Orleans and New York respectively, as follows : Wheat, bushels. Wheat Flour, barrels... Indian Corn, bushels.... Indian Meal, barrels.... Pork, barrels. Hams and Bacon, pounds From From New Orleans. New York. 2,189 1,880,908 80,541 1,187,200 224,382 1,580,014 158 86,073 4,250 109,379 890,230 16,161,749 The total receipts of grain of all kinds, at that port, in no single year exceeded 14,500,000 bushels, either for exportation or con¬ sumption in the interior, which are about the receipts at Milwau¬ kee, or Toledo. In 1859-60, the receipts were as follows : FLOUR. WHEAT. CORN. OATS, bbls. sacks and bbls. sacks and bbls. sacks and bbls, 965.860 339,348 1,722,637 659,550 These facts show conclusively that, with the navigation of the Mississippi unobstructed, the great mass of Western exports would flow through other channels. PRODUCT OF BREAD-STUFFS FOR EXPORTATION. The amount of cereals, which, in 1862, flowed out of the Upper Mississippi Valley and the region of the Lakes, en route for the sea-board, was, according to the Buffalo Trade Report, 136,329,542 bushels, which were respectively forwarded from the following points: 12 STATEMENT SHOWING THE SHIPMENT OF CEREALS FOR 1862. PLACES. W. Terminus B. & 0. R. R.*... “ Pennsylvania Central Dunkirk.. Suspension Bridge*. Buffalo. Oswego. Cape Vincent ...... Ogdensburg. Montreal. Rochester*. * Estimated. _ Totals FLOUR. BBLS. WHEAT. BUSH. CORN. BUSH. 690.000 890,696 1,095,365 875,000 2,846,022 235,382 48,576 576,394 1,101,475 1,000 112,061 149,654 30,435,831 10,982,132 316,403 689,930 8,012,773 150,000 24,288,627 4,528,962 249,369 1,120,176 2,649,136 8,359,910 50,699,1-30 32,985,923 OTHER GRAIN. BUSH. 550 000 1,622,893 10,173 2,750,000 3,849,620 1,467,823 49,047 18,865 519,896 6,622 10,814,939 Grand Total, (Flour reduced to bushels). 186,329,542 SHIPMENTS OF CEREALS FROM FOUR LAKE PORTS, IN 1862. PLACES. FLOUR. BBLS. WHEAT. BUSH. CORN. BUSH. OTHER GRAIN. BUSH. . 1,739,849 711,405 1,261,291 998,535 13,808,898 14,915,680 9,314,491 3,278,033 29,452,610 9,489 3,781,634 310,618 4,516,357 250,292 Detioitf . 122,109 4,711,080 41,317,102 33,554,351 4,888,758 Grand Total, (Flour reduced to bushels) * Amount received from Chicago deducted. + Amount received from Chicago and Milwaukee deducted. The mining population of Lake Superior absorb not less than 150,000 bushels of cereals, which do not appear in the above tables, and which will account for the discrepancies between the amounts shipped from the initial points, and the amounts forwarded ’from the secondary points. These tables are illustrative, as showing that, in this great grain-movement, the four lake ports furnish more than fifty per cent, of all the flour, more than eighty per cent, of all the wheat, and more than seventy-five per cent, of the cereals of all kinds ; while Chicago and Toledo together furnish more corn than finds its way eastward through all these avenues, and Chicago alone contributes more than forty per cent, of the whole gross product. 13 These statistics show to what gigantic proportions the grain-trade of the North-West—the growth of less than a quarter of a century— has attained. The first shipment of grain from Chicago was made by one of this Committee in 1838; but the earliest bill of lading preserved bears date Oct. 8, 1839, and calls for 1,678 bushels of wheat, to be delivered at Black Rock. PROVISION TRADE. The provision trade has assumed dimensions equally important. The following returns of the pork-packing in the North-West are taken from the Cincinnati Price Current, showing the number of hogs slaughtered, as well as forwarded: 1861-2. 1862-3. Ohio. 791,099 981,683 Indiana. 495,298 587,528 Illinois. 835,881 1,484,834 Iowa. 205,188 403,899 Missouri. 138,766 284,011 Wisconsin. 100,556 196,745 Totals . 2,566,788 Excess over preceding year. Aggregate weight in lbs. 606,788,684 The number of hogs forwarded by the 1861-2. New York and Erie Railroad. 124,792 Pennsylvania Railroad . 205,103 3,938,700 371,912 854,697,900 1S62-3. 136,007 171,490 329,875 307,503 No returns of the number sent through Canada, or delivered at Buffalo, have as yet been received. The Committee have not complete returns of the extent of beef-packing in the North-West. The shipments of cattle through one avenue alone—Detroit—amounted last year to 75,964. CORN CROP. But the great crop of the North-West is that of maize, or Indian corn, the yearly product of which is now not less than 500,000,000 bushels. It is easily cultivated, and yields an almost unfailing return. It is the cheapest food for domestic animals, and in a concentrated form, like beef, pork, lard, alcohol, and whisky, will bear transportation to every quarter of the world. In a crude.- 14 state, it is a commodity so bulky and perishable that, loaded with the existing rates of transportation, the prairie farmer often finds it more profitable to consume it for fuel than to ship it to the sea¬ board. That which is retailed to the New England operative at 60 cents per bushel, nets to him less than 9 cents—the difference being used up in freights and commissions. The consequence is, that only about five per cent, of this cereal, in its crude state, reaches the sea-board. Estimating the future by the past, it is impossible to assign limits to the productive power of the North-West. That power will keep pace with the world’s demand for cheap bread—a demand, always craving but never satisfied. Hostile legislation may under¬ take to confine its passage to particular channels, and interested parties to levy extortionate charges on its transit; but the recip¬ rocal interest of producer and consumer will be sufficiently powerful to sweep aw’ay all such obstacles. The universal sentiment of mankind, as well as the dictates of a sound political economy, demands that products of such vital necessity to the race shall be incumbered with the least possible restraints. MINERAL RESOURCES-LAKE SUPERIOR MINING- REGION. Prior to 1845, Lake Superior was regarded almost as a mare clausum ;—one or two vessels in the employment of the British and American Fur Companies being the only ones whose canvas whitened those magnificent waters. The trade of that region, now estimated at $22,000,000 per annum, requires about 200 vessels for its transaction. The copper-mining of this region has become one of the great industrial interests of the country, giving employment to probably 10,000 miners, and yielding an annual product which goes far to supply the wants for home consumption. The native metal—for under this form it is almost exclusively found—yields a copper¬ sheathing, which, for purity and tenacity, is far superior to any foreign product. The cupriferous belt extends, on the southern shore of that lake, from the head of Keweenaw Point to beyond the Ontonagon—the productive portion being about 100 miles in length, and from 2 to 10 miles in width. The following statement shows the annual yield in tons of the mines, from the commencement of mining operations up to the present year: 15 FROM 1845 TO 1862. Value. $290 2,619 107,550 206,400 301.200 266,000 348,800 300,450 508.200 805,000 1,437,000 2,400,100 2,015,650 1,630,000 1,932,000 2,520,000 3,180,000 4,000,000 IRON ORES. The ores occur in mountain masses, sufficient to furnish an unlimited quantity of the purest iron for all time. They occupy a belt from six to twenty-five miles wide, and extend from about the parallel of Chocolate river 150 miles west, into Wisconsin. The nearest point at which these ores approach Lake Superior is south of Marquette, distant twelve miles. A railroad has been constructed sixteen miles in length, so as to intersect three of these great deposits, and the amount of ore brought down each year is largely on the increase, as is shown in the following returns from the Marquette Journal , of January 16, 1863 : THE IRON PRODUCT OF THE LAKE SUPERIOR — SHIPMENTS OF IRON ORE. Jackson Cleveland Lake Superior Total Year. Iron Company. Iron Company. Iron Company. Gross tons. 1855. • 1,447 1,447 1856 . 4,497 7,100 11,597 1857. .13,912 12,272 26,184 1858. .11,104 19,931 31,035 1859. 30,344 24,668 65,679 1860. ....41,286 42,696 33,016 116,998 1861. 7,311 25,200 45,430 1862, 35,244 37,710 115,721 Total amount shipped to date. .. 414,091 AGGREGATE SHIPMENTS OF COPPER FROM LAKE SUPERIOR, Tons. fl>s. Shipments in 1845. .1300 44 1846 . . 29. H 1847. . 239. 44 1848. . . 616. << 1849. . 750. 44 1850. . 640. (C 1851. . 872. (( 1852. . 887. u 1853. (( 1854 .. . 2,300. It 1855 .. . 3,196. It 1856 .. . 5,726. it 1857 . . 5,759. tl 1858 .. . 5,896. It 1859 . . 6,041. it 1860 . _ 8,614. 44 1861 . . 10,337. 44 1862 .. . 10,000. 16 These ores are the peroxide, or specular variety, often nearly chemically pure, but generally contain a small quantity of sili- cious matter. There is hardly a trace of sulphur, phosphorus, or titanic acid, and the product is a fine, tough, fibrous iron. No mining is required, for the ores lying in great knobs, or ledges, are worked in an open quarry. These ores are in great demand in western Pennsylvania and northern Ohio, where they are mixed with the carbonates of the Coal Measures, by which combination the quality of the iron is vastly improved. There is no portion of the North-West which will be more bene¬ fited by an ample water-communication, than the Iron Region of Lake Superior. With cheap freights, these ores can be sent to the sea-board, or wherever cheap fuel obtains. As they yield over 50 per cent, of pure iron in the working, they will bear a long trans¬ portation. A railway is about to be constructed, uniting the head of Bay du Noquet of Lake Michigan, with the mouth of Choco¬ late river of Lake Superior, the distance being 46| miles. This is an important link in internal communication ; first, as affording an additional outlet for these ores ; second, as shortening the voyage to Lake Superior five or six days, and avoiding the difficult naviga¬ tion of the St. Mary’s river; third, as protracting the water- communication each season with that region at feast six weeks ; and fourth, as enabling us to preserve an uninterrupted intercourse with that region, in the event of a war with Great Britain. SALT-BASIN OF MICHIGAN. Within the last few years a valuable salt-basin has been devel¬ oped in the region of Saginaw Yalley, in the Lower Peninsula of Michigan, which is estimated to be 17,000 square miles in extent. The product in 1862 had reached 1,270,000 bushels—the result of twenty-two wells—and the number has now reached about one hundred, whose product for the present year is estimated at 4,000,000 bushels, which will find its principal market in the Western States. The product of the Onondaga Salt Springs, which last year reached 9,054,000 bushels, has heretofore been largely absorbed by the North-West, having been used in Nashville and even Leavenworth ; while not less than 1,360,000 bushels were shipped to Chicago and Milwaukee. 17 GOLD DEPOSITS OF THE ROCKY MOUNTAINS. Recent geological explorations would seem to indicate that the Rocky mountains are auriferous throughout their entire range in the United States, from Mexico on the south, to the British 1 os- sessions on the north, extending from latitude 31° 30' south, to 49° north, and from longitude 102° to the Pacific coast, embracing portions of Dakota, Nebraska, Colorado, all of New Mexico, with Arizona, Utah, Nevada, California, Oregon, and Washington Ter¬ ritories. The region comprises, according to the Commissionei of the General Land Office, seventeen degrees ol latitude, or a breadth of 1,100 miles, from north to south, and is of nearly equal longitudinal extension, making an area of more than 1,000,000 square miles. It is traversed from north to south, first on the Pacific side by the Sierra Nevada and the Cascade mountains, then by the Blue and Humboldt mountains, Wasatch, the Wind River chain, and the Sierra Madre, stretching longitudinally and in lateral spurs, crossed and linked together by intervening ridges. In addition to gold, Nevada and New Mexico are rich in silvei. In the galmon river district, the yield of gold for the present year is estimated at $ 20 , 000 , 000 ; while the whole yield of the region is estimated by the Commissioner at $100,000,000. These figures seem startling, when it is considered that, prior to the discovery of the California mines, the annual gold-product of the world was estimated at only $18,000,000. This region is rapidly filling up with adventurers, who are to be fed and clothed, and supplied with all the comforts and conveniences of civilized life. They must be bound to the parent States not simply by the ties of early association, but by those of interest. In all min- ino- enterprises, collossal machinery is required; the steam-engine must be employed to pump, to lift, to crush, to wash, and to perform a vast variety of processes which human hands could hardly accom¬ plish. It was politic to extend to this region a Pacific railway ; it will be politic to afford to its inhabitants, as far as practicable, a cheap water-communication. It is a matter of deep interest to them whether their supplies, for two-thirds of the distance, aie moved by rail or by water. . . These are the elements of a commerce, which, although m its infancy, has already assumed gigantic proportions, and is clamor¬ ing for additional outlets. 2 18 COST OP TRANSPORTATION - . This subject has been elaborately investigated by McAlpine, while State Engineer of New York, with the following results: Ocean, long vovage. “ short “ . Mills per ton per mile. Lakes, long “ . “ short “ . Hudson river. 01 Mississippi and St. Lawrence. Erie Canal, enlarged. Ordinary canals. Railroads, ordinary grades. Assuming these rates as being substantially correct, it will be seen that the relative cost of transportation by rail, as compared with the other modes of conveyance, is as follows: u a is a a a a a a a a a Ocean Transportation. Per Cent, greater. Great Lakes “ Mississippi and St. Lawrence Transportation . . .#jM Hudson Ct ...400.0 Illinois Improvement U .. .2571 Erie canal enlarged a .. .215.0 Ordinary canal a .. .150.0 These are the elements, from which any one interested in this subject, can compute the practical effects upon the productive in¬ dustry of the country, and the enlarged area it will give to culti¬ vation,—the result of increased avenues of communication between the Mississippi and the sea-board. The producer will have new motives to multiply his crops, while to the consumer will be held out the prospect of cheap bread. Viewed in its true light, the Railroad interest can interpose no valid objection. With industry active and remunerative, travel will increase, as well as the con¬ sumption of those articles which require a rapid transit, and for which this mode of conveyance is specially adapted. The re¬ sources developed along the lines of communication will more than compensate for any loss of through traffic, and the equilibrium between out-going and returning freights become far more con¬ stant than it now is. 19 I To illustrate the immense saving to be effected on the cost of transportation, by the opening of these two enlarged avenues between the Mississippi and the sea-board, the Committee have compiled, with great care, the preceding table, which shows the ordinary freights by water, and by rail; and what would be the actual cost, with a commodious water-communication. The result is, as compared with the summer-rates, a saving of one-half; and, as compared with the winter-rates, a saving of two-thirds. These rates amount to a virtual prohibition, in ordinary times, on the shipment of corn, a hundred miles west of Lake Michigan. It will thus be seen that the actual cost of transporting a bushel of corn from the Mississippi to the Atlantic, would be 13 T \ cts. To which add two elevator charges, l “ Tolls, say lj cts. on each improvement, - 3 “ 17 r \ cts. In the Chicago market in 1861, between June and December— the most active period of navigation—the price of corn vibrated between 20 c and 24c. The cost of transportation from the Missis¬ sippi to Chicago was 16 cents; while the cost of gathering, shelling, and hauling to a station, would exceed the difference between the rate for transportation and the Chicago price; so that, if a ^person had been gratuitously offered a given amount of corn, to be gathered west of the Mississippi, on condition that he sent it to the Chicago market, he could not have afforded to accept the gift. That year, the freights paid by one corporation on more than 1,500,000 bushels, were 15 T W cents from Chicago to Buffalo, and 17 t 6 o 6 o from Buffalo to New York, making, in all, 32 T 8 ^- cents a bushel. The subjoined statement shows the distances from some of the principal commercial points, to the mouth of the Illinois river; also, the cost of transporting a bushel of corn, via the improved water- communication : PLACES. Ft. Union... St. Joseph .. Pittsburgh .. St. Paul ..., Davenport .. New Orleans Memphis.... St. Louis..... Distance. Freight to Illi¬ nois river. Freight to New York. MILES. CENTS. CENTS. 1,900 15 8-10 32 6-10 508 4 2-10 21 4-10 1193 10 2-10 27 4-10 634 5 4-10 22 6-10 319 2 7-10 19 9-10 1,320 12 29 2-10 448 3 8-10 21 50 4-10 17 6-10 21 From this table it will be seen what an immense scope of country- will be made as accessible to New York, as Chicago and Milwau¬ kee are at this time. The pioneer, upon the farthest verge of settlement in the vicinity of a navigable river, will find his crops as remunerative as those of the Illinois farmer a hundred miles from the Lakes. * The construction of these works would add untold millions to the national wealth, and communicate an impetus to agriculture and settlement, such as has not been paralleled even in the past history of this region. NECESSITY OF ADDITIONAL OUTLETS. The testimony of commercial men is concurrent, that the existing avenues of communication between the Lakes and the sea-board are inadequate to accommodate the traffic. For the past two years, the warehouses of the Lakes have been, during the active period of navigation, gorged with freight; the rolling-stock of the railways has been worked to its full capacity; every craft that could float upon the Lakes has been put under steam, or canvas ; and the locks of the New York canal have proved inadequate to expeditiously pass the throng of boats, so that the voyage which ought to have been performed in nine days has been protracted to fourteen, and even twenty. THE NEW YORK CANALS. The Erie canal is the principal outlet through which the cereals of the North-West are conveyed to tide-water. Its dimensions are 70 feet wide and 7 deep, with locks 13 feet wide and 110 feet long, whose contents are about 13,800 cubic feet. The total length is 350.58 miles. To show the extent to which its transporting capacity is taxed, your Committee beg leave to call attention to some facts contained in the Annual Report for 18G2, of the Auditor of the Canal Board of the State of New York. The total tonnage, its value, and the tolls collected on the canals, during 1862, were as follows : Tons. Value. Tolls. 5,598,785 $203,234,331 $5,188,943. The value of Western products, passing through the Erie and the Champlain canals to tide-water, has increased more than 100 per cent, within the past four years. STATEMENT SHOWING THE EASTWARD-BOUND TRAFFIC OF THE ERIE AND CHAM¬ PLAIN CANALS FOR FOUR YEARS ENDING 1862. YEARS. 1859. 1 860. 1861. 1862. Tons. 2,121,672 2,854,877 &980,144 3,402,709 Value. . . $53,l75,3i2 $78,798,617 $81,332,759 $111,176,568 The proportion between TF&yand Through traffic was about 1.8. Turning to wheat, it will be found that less than one-tenth was local, while more than nine-tenths were drawn from the granaries of the North-West. STATEMENT SHOWING THE MOVEMENT OF FLOUR THROUGH THE NEW YORK CANALS TO TIDE-WATER FOR FOUR YEARS ENDING 1862. ( Wheat reduced, to Flour.) YEAR. Bbls. West. Bbls. N. York. Bbls arriving at tide-water. 1859 . 2,210,620 4,344,387 1,925,402 1860 . . 737,321 5,081,708 1861. 6,712,233 747,822 7,457,225 1862 . 7,516,397 843,685 8,360,082 The following is a statement of the total receipts of flour and corn —wheat being reduced to flour—at tide-water at New York, for 1862: Flour, barrels. Corn, bushels. B v f 1 an a 1 ..... . . 8,360,082 2,617,923 32,670,000 450,000 Bv Rail . * Totals..... 10,978,005 33,120,000 In 1855, Mr. Jarvis, a distinguished engineer of New York, pre¬ dicted that, in fifteen years, there would be an eastward movement of five millions of tons, the surplus products of the North-West. His prediction has been verified in seven years, or within one-half the time assigned. 23 COST OF MOVING THE CROPS. The amount of eastward-hound tonnage, including flour, con¬ veyed over the three principal trunk lines of railway, in 1862, is shown in the following STATEMENT FROM OFFICIAL REPORTS. Tons Eastward. New York Central Railroad. 616,177 New York and Erie Railroad. 471,314 Pennsylvania Railroad. 502,884 1,590,375 To which add by Erie and Champlain Canals...„ 3,402,709 Total ... 4,993,084 Now, if all of these Western commodities were reduced to as compact a form as flour in barrels, and we were to suppose that thirty per cent., as in the case of the cereals, came from the west of Lake Michigan, and thirty per cent, from east of that lake, and that the freights charged were in proportion to those on flour, dur¬ ing the past season, they would amount to more than $56,400,000, as the cost of transferring the annual products of the North-West to the sea-board. To this should be added the freights on about $11,000,000, which found their way through Canada. With improved facilities, such as have been proposed, costing not to exceed $17,000,000, the saving in the movement of a single crop would amount to $30,000,060. CAPACITY OF EXISTING OUTLETS. It must be borne in mind that these great thoroughfares are fast approaching their full capacity for transportation. The capacity of the enlarged Erie canal was rated by McAlpine at seven million tons; but this was on the supposition that the enlarged locks would expeditiously pass the boats. Already the tonnage of the main line and its affluents has reached five and one-half millions, and the voyage, which ought to be performed in nine days, is pro¬ tracted to fourteen, and even twenty. To show that these views are not exaggerated, your Committee beg leave to refer to the statement of a highly respectable body of gentlemen, representing the Corn Exchange of New York, and the Board of Trade of Buffalo, submitted to the joint Committee on Canals, of the New York Legislature, in April last, in which it is shown that the capacity of the locks has been reached the past season at 2,900,000 tons, and that there is an improbability of increasing the movement of tonnage by increasing the number of boats. “ The fact was shown that during considerable portions of the past three years, the Erie Canal had been taxed to its utmost capacity, not from deficiency in its main trunk, but from the impossibility of passing more boats through its locks ; that while the channel of the canals was sufficient to be navigated by boats of six hundred tons burthen, the present locks could pass boats of about two hundred tons only; that while the channel of the canals in question was 70 by 7, the locks were but 97 feet by 18 ; that multiplying boats would not increase the transporta¬ tion of tonnage, for the reason the limit of lockage had been already reached; that while the channel of the Erie and Oswego canals (with resources at command), were probably sufficient for the transportation of twenty millions of tons annually, the capacity of the present locks had been reached the present season at 2,900,000 tons. “The improbability of increasing the movement of tonnage by increasing the number of boats (the locks remaining as now), was strikingly illustrated by tables furnished by the Auditor of the Canal Department, viz.: The lockages for the three most active months of 1860 (September, October, and November), were 15,420 at Frankfort (near Utica, which locks are double). For the year 1861, there were added 619 new boats (and the fact is notorious that, during such remunerative seasons as 1860, 1861 and 1862, few boats go out of existence, but are repaired and kept in use); yet the lockages for the same months, at the same place, for 1861, were but 15,585, showing an increase of 165. For the year 1862, were added 850 new boats to the number in use in 1861 (an increase of 1,469 over the number of boats in use in 1860), yet the lockages, by the most extraordinary exeitions, by employing additional men, stationary power at the locks, abundance of water, and with singular exemption from breaks, were brought up to but 17,083 during the same period—an increase upon 1860 of 1,663; whereas, with adequate locks, the increased number of boats, for 1861 should have shown an increased lockage of 3,714, instead of but 165, and for the year 1862, a lockage of 8,994, instead of but 1,663. It should be borne in mind, while these lockages are actual, that the season of I860 w r as cut short of 1861 and 1862 fully two weeks, by early ice; that in 1860, boats which cleared at Buffalo on the 17th of November, were frozen in west of Albany, while in 1861 and 1862, boats reached New York which cleared at Buffalo as late as Novem¬ ber 26th ; therefore, had canal navigation of 1860 remained uninterrupted by ice as late as was that of 1861 or 1862, there is every probability the lockages of 1860 would have been as great as those of 1861 and 1862. These lockages represent the number of trips made by boats during the three months under examination ; therefore, the differences between the number of actual lockages proportional to the number of boats employed, compared with those of 1860, multiplied by the average tonnage of canal boats, unmistakably represent the loss of tonnage to the canals during that period. “ The inadequacy of the locks to the present channel of the canals was further 25 illustrated by the many miles of boats constantly accumulated at Rochester, wait¬ ing their turn at the Brighton lock, so called; and at Syracuse, at the first lock east of the junction of the Oswego canal, showing that while these boats had passed readily along the levels, they suffered detention only at the locks; thus, while ten to twelve days should be ample time to run a loaded boat from Buffalo to New York, eighteen to twenty-two are now required, consequently, a loss in time of nearly thirty-three per cent.” MULTIPLICATION OF RAILROADS AN INADEQUATE RELIEF. It is not to be supposed that the trunk lines of railway can accom¬ modate this growing commerce, for the reasons, first, that it will not bear this expensive transit; and second, that with their large passenger-business, and fast freight-lines, for the conveyance of merchandise and perishable articles, such as fresh meats, vegeta¬ bles, etc., constituting the daily food of the great cities, they combined could not convey eastward an additional million of tons. The four great American outlets, then, (the New York canals, the New York Central, Erie, and Pennsylvania railways), have a capacity, at the highest estimate, to accommodate only about two and one-half additional millions of tons ; and that, too, in view of an eastward-bound commerce through those channels, whose increase will at an early day reach the full limits of their capacity. These facts demonstrate the absolute necessity of additional outlets—cheap, commodious and expeditious—for Western com¬ modities, or production, up to the point already attained, must cease. To relieve the existing glut in transportation, it has been pro¬ posed to construct additional railways. When railroads were first introduced, it was supposed by many that they would supersede canals ; and that expeditious transport, though at an increased cost, would counterbalance the cheapness of water-communication. Experience, however, has shown that this supposition was fallacious, and the relative advantages of these two modes of transport are now fully understood; and per¬ haps, there is no more striking example of this than in the State of New York, where the Central railroad and the Erie canal stretch coterminous through that State. The one is employed for the expeditious transportation of passengers, of perishable articles requiring immediate consumption, and of those to which an en¬ hanced value has been communicated by the industry of man ; the other for those crude and bulky articles, which, in the absence of canals, would yield little or no return. In the one case, time becomes an element of value, for which the consumer is content to pay; in the other, it is a matter of slight importance. The Committee have already shown that, under the existing rates of transportation, the export of corn is bounded by the western shore of Michigan; but with an improved water-communication, it would be extended to the farthest coniines of settlement. Now, if the corn of the Western farmer, when charged with freights, through a water-communication, of twenty-five cents a bushel, between Chicago and New York, yields him no profit; if his wheat, charged also, with twenty-seven cents a bushel, is excluded from the markets of the world, except in case of public famine, what relief is it to him to construct additional modes of convey¬ ance, on which the charges are 100 percent, higher than by the existing routes ? EASTERN DEPENDENCE ON WESTERN BREAD-STUFFS, The cereals of the North-West having found their way to New York, it is proper to trace their distributionto show how much is required to feed the inhabitants of the sea-board, and how much remains to form the basis of our foreign commerce. By the census returns of 1860, it appears that New England raises wheat barely sufficient to feed her population three weeks; New York, six months; Pennsylvania is about self-sustaining; while Ohio yields a surplus of less than 3,000,000 bushels. In these States, during the last decade, there was a falling ofi* in the amount of production to the extent of 6,500,000 bushels, while the increase in the North-West exceeded 55,000,000 bushels. * FOREIGN EXPORTATION, After supplying the deficiencies of the sea-board States, the North-West has a surplus of bread-stuffs and provisions for export¬ ation, which, in four years has increased in value from $38,300,000 to $ 122 , 650 , 000 , which is—exclusive of specie—nearly 70 per cent, of our foreign exports. To this may be added $11,100,043, largely grain, which went out through Canada, making the aggregate over $133,750,000. This is shown by the annexed statement taken from the reports of the Secretary of the Treasury. 27 STATEMENT SHOWING THE VALUE OF THE DOMESTIC EXPORTS OF THE UNITED STATES, EXCLUDING SPECIE, FOR THE LAST FOUR YEARS. YEAR ENDING JUNE 30. ARTICLES. 1859. I860. 1861. 1862. Total Exports. $278,892,0S0 $316,242,423 $204,166,299 $181,875,988 Bread-stuffs and Provisions . 3S,305,991 45,271,850 94,866,735 122,650,043 Domestic Exports to Canada (largely grain). 21,769,627 11,264,590 11,016,664 11,100,069 Foreign Exports. 6,384,547 2,918,524 2,505,735 These statistics show that the export of bread-stuffs and pro¬ visions in two years increased nearly 180 per cent, in value, and in three years, 220 per cent. MATERIAL PROSPERITY OF NEW YORK. This vast mass of vegetable and animal food, moving from the West to the East, with all the regularity of an ocean-current, has enriched the region along its route. It has been the main source of revenue to the New York canals and railways. It is the prin¬ cipal mine, from which New York city has derived her opulence and commercial greatness. The highlands of the Hudson are the gateways of a commerce, such as Venice, in her palmiest days, never dreamed of. She, not simply by her geographical position, but by the extended system of internal improvements, constructed by the State and public corporations, has been enabled to exact tribute upon nearly every article, whether produced or consumed by the North-West; upon the raw material, as well as the manu¬ factured fabric; upon the proceeds of the outward voyage, as well as the return cargo. She has made herself the connecting link between two continents ; the centre to which converge all the great lines of trade ; the mart to receive and distribute the imports and exports of a continent. The Committee might go further, and show how much more lucrative to New York has been her commerce in corn, than in cotton; how the one, from the time it started from the banks of 28 the Mississippi, until it arrived at the sea-board, scattered riches in its path; how the other, leaving a Gulf port, simply touched at New York, and then departed for some English mart, leaving behind no substantial benefit. The one is like a noble river, fertilizing the region through which it flows; the other as bairen as the ocean on which it floats. In view of these facts, public sentiment requires, and has a right to demand, that the State of New York shall hold this great o * _ thoroughfare—this connecting link between the East and the West not for local aggrandizement, or State revenue, but as the trustee of the nation; and impose only such tolls on commerce as shall be required to preserve the integrity of the work, and ultimately pay the cost of construction. FOREIGN DEMAND FOR THE SURPLUS OF THE NORTH-WEST. The question of demand and supply remains to be considered ; whether the European nations will require Western bread-stuffs and provisions only to a limited extent, and that, therefore, production, up to that point, must cease ; or whether they will absorb our sur¬ plus, however great. In reply, it may be stated as a general truth, that there is not an instance in human history, so closely does popu¬ lation press on the means of sustenance, of a vast accumulation of food, beyond the wants of consumers. The existing population of the European States is estimated at- 280,000,000, of whom 150,000,000 are consumers of cereals to the amount of nearly 1,000,000,000 of bushels. The means to further production are limited by the obstacles interposed by nature, against which it is in vain for man to contend,—inhospitable mountains, barren wastes, and irreclaimable marshes. The most serious obstacle, therefore, to the increase of population will be the limits placed on the production of human food ; but, through the equalizing effects of commerce, it is safe to presume that there will, at all times, exist an active demand for our surplus bread- stuffs, in exchange for the peculiar products of their soil, climate, and industry ; and this demand will keep pace with the density of their population. Speculations, therefore, as to the probability of glutting the foreign market seem idle and misplaced. The dependence of Great Britain upon foreign supplies each year becomes more apparent. In 1855, it amounted to 59.02 per cent., and in 1860, it rose to 88 per cent. 29 STATEMENT, FROM OFFICIAL SOURCES, SHOWING THE AMOUNT OF WHEAT AND OTHER GRAIN, AND FLOUR, IMPORTED FROM THE UNITED STATES AND OTHER COUNTRIES INTO THE UNITED KINGDOM OF GREAT BRITAIN FOR FOUR YEARS ENDING 1861. WHEAT. 1858. 1859. 1860. 1861. United States. Qrs. 594,644 3,647,075 Qrs. 36,906 3,964,016 Qrs. 1,499,385 4,381,573 Qrs. Other Countries.... 2,507,744 4,405,071 Total. 4,241,719 4,000,922 5,880,95S 6,912,815 GRAIN—OTHER KINDS. Qrs. Qrs. Qrs. Qrs. United States. 399,807 9,948 475,178 1,779,652 Other Countries. 5,545,739 5,307,813 6,649,484 5,586,587 Total. 5,945,546 5,317,761 7,125,662 7,366,289 GRAIN—ALL KINDS. Cwt. Cwt. Cwt. Cwt. United States. 1,764,795 216,462 2,254,238 3,795,865 Other Countries.... 2,091,332 3,111,862 2,881,988 2,358,078 Total Cwt. 3,856,127 3,328,324 5,086,220 6,152,938 In Quarters. 1,101,750 950,949 1,453,205 1,757,982 FLOUR. United States. Qrs. 1 098 S71 Qrs. Qrs. 2,143,451 5,190,713 Qrs. Other Countries. 4,244,598 yo,7DJ 4,853,119 3,591,991 5,078,806 Total. 5,343,469 4,951,871 7,334,164 8,670,797 GRAIN AND MEAL. 1 Qrs. Qrs. Qrs. Qrs. United States. 1,500,481 109,275 2,624,005 5,89S,176 Other Countries. 9,793,224 10,161,499 11,873 971 10,696,738 Grand Total. 11,293,705 10,270,774 14,497,976 16,094,914 30 The imports for 1862 were, according to the London Gazette, as follows: . 9,542,359 Wheat, Quarters. 2 751 261 Indian Corn, Quarters. 7 314 331 Flour, Cwt. ’ ’ CONTINENTAL SOURCES OE SUTPLY. The great European port for wheat-shipping is Dai.tzic, on the Baltic. The wheat is raised in Galicia and Polant lorn \e o seven hundred miles inland, and brought to the sea-board in - bottomed boats, suited to the navigation of rivers usually shoal and abounding in rapids,-a mode of conveyance both edious and expensive, costing from 6 s. 6 d. (# 1 . 06 ), to 9s. . ( )> P Jto place it at Dantzic. These rates would be from 16 cents to 23 cents a bushel ;-higher than the rates between the Missis¬ sippi and the Atlantic, with an improved navigation. Another great source of supply is the Black bea ports The Dneister, the Dneiper, the Don and Volga aie naviga , abound in shoals and rapids. Wheat is sent to Odessa and Kertch by these streams ; and by land, it is broug it to mai *e l wagons, often from a distance of many bundle mi es. The route between Odessa and Liverpool is circuitous, and con¬ sumes as much time as is required to cross the Atlantic. It is necessary that the voyage be performed in the winter season m consequence of the heated waters of the Mediterranean f often happens that cargoes of wheat arriving in summe, have to be removed with the pick-axe. The price on board at Odessa consid¬ erably exceeds 40s. per quarter, and the expense of importing from 16s. to 18s. In 1861, England imported grain of all kinds _ . . 1,282,127 qrs. From Southern Russia. From the Baltic.* * ’ V i ’ From British America, a considerable portion of which was ^ ^ ^ <( derived from the United States. a From the United States. ’ From no other country did she derive a million quarters. ABILITY TO COMPETE WITH FOREIGN MARKETS. The average English price of wheat for the last quarter of a century, has been 54s. 6 d. per imperial quarter of 70 lbs., whic 31 would be equivalent to $1.42 for an American bushel. The conti¬ nental price is 6a. 6 d. less that being the cost of transportation to England, per quarter, which, on an American bushel, would equal ItiyV cents. ^ Now, with an improved water-communication, the cost of shipping a bushel of wheat from the Mississippi to New York and thence to Liverpool, would be_ By Canals, Lakes and Rivers Tolls, say. Cents. Three Elevator-charges_ j 5 Insurance and Commis-ions. , K Ocean, 3,150 miles, at $5 per ton..., Cost to Liverpool .... Where it would be worth .... , „ Netting to the Shipper. To which add Premium on Exchange ...106.6 Making. Which would be a discrimination of only 8 cents against the American producer, as compared with the continental price, and would make the average price of wheat $1.06 on the banks of the Mississippi; $1.00 at St. Paul; and 80 cents at Fort Union with the allowance of a margin of 10 per cent, for contingencies. * When we consider the character of the wheat-growino- region of the North-West, the cheapness of the lands, the fertility ofthe soil, and the facility with which it is cultivated,—that all of the processes of sowing, reaping, harvesting, binding, threshing and winnowing, are done expeditiously by machinery, the American tanner may successfully enter the lists of European competition and contend for a monopoly of the provision-market of the world! He need not depend on any accidental deficiency in the crops of Europe, but rely on a nearly unvarying market for all his surplus crops abroad. This traffic in human food will prove a greater power than ever cotton was, and give us a strength, and position among the nations of the earth, far above what we have already attained. J The Committee have thus imperfectly sketched the great features o this commeice; but, in traversing a field so vast, have been compelled to leave out many subordinate details. The facts ad¬ duced show how essential the construction of these works is to the future prosperity of the North-West, and to the whole country. 32 IMPORTANCE OF A SHIP-CANAL. The Committee have thus adverted to the magnitude of the redacts of the North-West, the burdens to which they ar sub- acted in their passage to the sea-board, and the extoli o w i^ hey enter into our external commerce and contn lational wealth. While almost every other industrial he country,-the coal and iron of Pennsylvania, lhe ““ no- of New England, and the salt of New York,—is protecte y liferiminating duties of thirty per cent., we search the statute- agriculture—the main-spring of all our prosperity. It is proposed to consider this question in three aspects, viz. : I. NATIONAL, As tending to bind together different parts of the Union and unitino- the people by the ties of mutual interests and sotia nections ; and as developing the resources of distant regions, an thereby contributing to the national greatness. II. COMMERCIAL, As affording a cheap and expeditious communication between regions widely separated, and as admitting of a free intei chang of the products of different climes, and of different industn , giving activity to labor, and a profitable return to capital. III. MILITARY, As connected with the defense of the country, using such a commu- waters to another, and of rapidly concenti ating ® widely asunder, thus making a small armament as efficient large one. 33 NATIONAL ASPECTS. CONSTITUTIONAL POWER OF CONGRESS. The Constitution empowers Congress to do all necessary acts to provide for the Common Defense, and to promote the General Welfare. Mr. Jefferson, in 1801, on assuming the duties of the Presidency, announced as among the leading objects of the Constitution—“the encouragement of agriculture, and of commerce, its handmaid.” Mr. Madison, the lather of the Constitution, in 1809, when called to the same exalted position, uttered a similar declara¬ tion,—“ to promote by authorized means, improvements friendly to agriculture, to manufactures, and to external and internal commerce; and, in 1810, he called the attention of Congress to the importance of devising a comprehensive scheme of roads and canals, “ such as shall have the effect of drawing more closely together, every part in the common stock of national prosperity.” As far back as 180V, Albert Gallatin, one of the most tar-seeing and sagacious of our statesmen, as Secretary of the Treasury, submitted an elaborate report to the Senate on the importance of constructing roads and canals by the Government, as a means of affording speedy and easy communication between remote parts of the country, to facilitate commercial and personal intercourse, and to unite the people by a still more intimate community of interests. In that report he states, “No other single power of gov¬ ernment can more effectually tend to strengthen and perpetuate that union, which secures external independence, domestic peace, and internal liberty.” There has, from the adoption of the Constitution, existed a class of men who viewed with extreme distrust every exercise of power on the part of the Government, for the promotion of the general welfare. All schemes to facilitate communication between remote territories, to remove obstructions in the pathway of commerce, or to develop particular branches of industry, have been pro¬ nounced unconstitutional ; while, on the other hand, all attempts to fortify the the approaches to our territory, to build up and equip an efficient navy, and to maintain a well-disciplined army, have been denounced as a wasteful expenditure of money. But the events of the last two years have taught us a far different lesson; and tha^ ours is not an exception to the history of other nations who have preserved their integrity only by the strong arm of power. 3 ! « To govern an extended empire,” using the words ot Gibbon, with a slight alteration, “ requires a refined system of policy; in the centre, a strong power, prompt in action and rich in resources; a swift and easy communication with the extreme parts; fortifica¬ tions to check the first effort of rebellion ; a regular administration to protect and punish ; and a well-disciplined aimy to inspire ear, without producing discontent and despair. THIS POWER REPEATEDLY EXERCISED. This power has been repeatedly exercised by Congress ;-for example, in the construction of the National Road, which was the first commodious channel of communication between the Valley o the Mississippi and the sea-board; in subscriptions to various canals, —the Louisville and Portland, the Delaware and Chesapeake, the Potomac and Ohio, and the Dismal Swamp canals; and more recently in the munificent grant of bonds and lands in aid of the construction of the Pacific railroad;—a measure called tor by every consideration of national unity, internal commerce, and military defense. NATIONALITY OF THIS COMMERCE. The commerce which floats upon a river like the Mississippi, draining half a continent; or upon the Great Lakes, whose shore¬ lines are longer than those of the sea-board States; oris pouied through an artificial channel like the New York canal, is as much national as that which is wafted over the Atlantic. \\ hen i is shown that eight-ninths of the cereals are derived, not lrom a single State,but from a group of States; and are moving,not to a local market, but to the markets of the world; iurnisli.ng to the navigating interest the outward-bound freight as well as the 1 etui n cargo, and conferring a direct benefit on the national bnanoM; and when the proceeds of these products are traced thiough all le ramifications of trade, it is evident that it is not simply the citizen of one State, but the Western producer, the consumer at home and abroad, the navigator, the importer, the consumer of foreign fabrics, and the Government itself, all have a direct interest m the result It is a measure whose benefits are not to be circumscribed by State lines, but one which connects three distinct systems ot navi¬ gation, and renders them available for external and internal com¬ merce, for national unity, and military defense. Every one is aware how largely the topographical features of a country influence its inhabitants in their social habits, their modes 35 of thought, and business pursuits. The words of Cowper contain a fund of political philosophy : “ Lands intersected by a narrow frith Abhor each other. Mountains interposed Make enemies of nations, who had else, Like kindred drops, been mingled into one.” But bridge these friths, tunnel these mountains, making them the great highways of commerce, and you unite the people by the ties of a common interest, which they will consent to sever only under the most pressing necessity. HOW TO CONDUCT A LONG WAR. The expenses of the Great Rebellion, reaching not less than $500,000,000 a year, must be levied on our national resources. It is the price which must be paid tor the preservation of our national unity. Taxes are assessed upon almost every article that contrib¬ utes to the wants, or the conveniences of the people ; but, however multifarious the tax-schedule, the revenue is derived from two sources alone :—the wages of labor, and the interest of capital. The ability of the people to sustain taxation depends on the reward given to labor, and the profitable employment of capital. The fact, therefore, that the national resources are taxed to so great an extent, for the purpose of sustaining the war, so far from being an argument against appropriations for the objects of internal com¬ merce, is the strongest reason why they should be made. The war must be made to sustain the war. The most hopeful feature in this contest is the general prosper¬ ity of the North, and the general paralysis of the South. In the one section, commerce is active, labor in demand, and wages are almost unexampled ; property is constantly advancing in value, im¬ migration has not fallen otf, population is increasing, while the opera¬ tives in every branch of industry—agriculture, manufactures and mining—are unceasingly occupied. On the other hand, the South exhibits a forlorn aspect. Over wide expanses of territory desola¬ tion reigns supreme. With the mouth of the great mercantile river, the Mississippi, in the possession of the Government, and their principal ports blockaded, they are thus cut off from the markets of the world. Their cotton plantations have almost ceased to be cultivated ; and while the demand for that staple abroad is unpre¬ cedented, at home it is almost valueless. A famine threatens the land ; and tumultuous crowds of women parade the streets of their 36 capital crying aloud for bread. Villages are depopulated, refugees frock to the lines of the army demanding protection, and loo commands almost fabulous prices. r. From the example of Netherlands, in her terrible but successful struggle for nationality, the North can derive a salutary lesson. Although, according to the historian Motley, a war had been raging for a quarter of a century without any interruption, population creased, property rapidly advanced in value, and labor was in active demand. Famine was impossible to a State which commanded the ocean No corn grew in Holland and Zeeland, but their ports were the granary of the world; and in one month eight-hundred vessels left their havens for Eastern ports alone. While the sea¬ ports rapidly increased in importance, the interior towns advanced as steadily The woolen manufacture, the tapestry, the embroi¬ deries of Gelderland, and Friesland, and Overyssel, became as 'famous as had been those of Tournay, Ypres, Brussels, and Valen¬ ciennes. The immigration from other countries was very great; it was difficult to obtain lodgings in the principal cities; new houses, new streets, new towns, rose every day; and when the Eng is 1 embassadors arrived in the Provinces, they were singularly un- nressed by the opulence and magnificence which surrounded them. The single province of Holland furnished regularly for war ex- menses alone, 2,000,000 florins a year, besides other extraordinary grants, which seemed only to make it more elastic A contempo- rary remarked that “ coming generations may see the foitifications .erected at that epoch in the cities, the costly and magnificent havens, the docks, the great extension of the cities; /or truly the war has become a great benediction to the inhabitants. By the cultivation of such arts,-domestic industry and external commerce,-they were enabled to carry on a war for eighty years, and bring it to a triumphant issue. , , In the midst of a desolating war, Louis XIV completed the cana at Languedoc, connecting the Mediterranean with the Atlantic, •which reflected more glory on his reign than all his military C °Nap e oTeon, while combatting with all Europe, devised and execut¬ ed schemes of national importance, which conferred imperishable benefits on France, and which went far to efface the effects of the ravages of ivar. 37 COMMERCIAL ASPECTS. There is no measure which would so materially benefit our exter¬ nal and internal commerce, as the creation of a ship-canal between the three great systems of navigation in North America,—the Mis¬ sissippi, the St. Lawrence, and the Atlantic. The Illinois valley, with a summit-level of only eight feet, and with Lake Michigan as an unfailing reservoir, affords an entirely feasible and practicable route ; and besides, what is a remarkable fact in the physical ge¬ ography of the region, its mouth is about the central point of con¬ vergence of the three great basins of the Upper Mississippi, Avith a drainage area of 1,24+,000 square miles,—the heart of a great continental system, of which the navigable and unnavigable rivers are the arteries and veins. Another striking geographical fact is that, taking Memphis and Liverpool as initial points, this route is found to be in a nearly direct line along the great circle of the earth, and is, therefore, the one in which the products of the Great Valley would naturally move to the markets of the world. The New York canal is con¬ structed through a natural depression of the Alleglianies, the most feasible to be found throughout their range from Canada to Alaba¬ ma. The North-West dates its prosperity from the time of the construction of this work, and its enlargement would form an epoch in a new career of prosperity, compared with which, the past would sink into insignificance. The facts which have been collated by the Committee show that the products of the North-West feed to a large extent the inhabi¬ tants of the sea-board States, and at the same time furnish the bulk of cargoes to our commercial marine; that, exclusive of specie, they constitute in value about 70 per cent, of all of our domestic exports, and in that proportion, contribute to the customs-revenue, in duty-paying articles for which they are exchanged ; that, while under the existing tariff, almost every other branch of industry is protected to the extent of 30 per cent., there has been no legisla¬ tion in aid of bread-stuffs and provisions ; that the connecting of these three systems of navigation, under the constitutional power- of Congress, by a ship-canal, while its cost would not exceed: $17,000,000, would result in a saving of $30,000,000 in the move¬ ment of the yearly crops, to be shared alike by the producer and consumer; that its practical effect would be to bring the lands on the outer verge of settlement 2,000 miles nearer the sea-board for 38 all the purposes of market; that products, like corn, now almost worthless for exportation, would be in active demand ; that under such a stimulus, the value of the public domain would be greatly enhanced, immigration become active, settlement extended,and our foreign commerce swollen to an unprecedented extent; and finally, that it would illustrate the great historical truth, that the only method of carrying on a protracted war is to increase the produc¬ tive industry of the nation. MILITARY ASPECTS. Great Britain occupies the northern portion of the continent, with a territory coterminous with our own, stretching from the Atlantic to the Pacific. She has constructed a series of short canals around the rapids of the St. Lawrence, with locks 45 feet wide and 200 feet long, and 8 feet deep ; and has connected lakes Erie and Ontario by the Welland canal, with locks 26 feet wide, 150 long, and 11 feet deep, and capable of ready enlargement. She has, also, constructed the Rideau canal, professedly as a military work, by an interior route, between Montreal and Kings¬ ton, with locks 33 feet wide and 142 long; and although the channel is only 5£ feet deep, yet it is capable of passing a danger¬ ous vessel, when buoyed up by lighters. She has a formidable fortress and depot of military and naval stores at Kingston, on Lake Ontario ; another at Malden, at the mouth of the Detroit river; and a third at Penetanguishene on Georgian Bay ; besides forts more or less impregnable at Toronto, Niagara, Port Stanley, Windsor, and Port Sarnia. Most of these points are intersected by railways, by which a large force can be rapidly concentrated. To oppose these formidable preparations, we have a few dis¬ mantled forts, which a half-hour’s cannonading with improved ordnance would batter down, and which, from their weakness, would invite, rather than deter attack; no lines of water-commu- ' < nication by which a war-vessel, larger than a canal-boat can be thrown into the lakes ; no naval or military depots ; nothing but a single steamer of 100 tons burden, mounting a single 18-pounder for aggressive or defensive purposes; nor can the number, under the treaty stipulations of 1817, be increased beyond one more on the Upper Lakes, one on Lake Ontario, and one on Lake Cham¬ plain. 39 The riclily-laden fleets, bearing the commerce of half the country sea-ward, and the populous cities and towns along the borders of the lakes, are at the mercy of the invader. Not a gun is mounted for their protection, nor is there a harbor of refuge four miles inland. It may be a startling fact, but it is nevertheless true, that a single battery planted on the Virginian side of the Ohio river below Pittsburgh, and a single gun-boat anchored near the south shore of Lake Erie, have the power to sever the great arteries of com¬ munication between the East and the West. A slight interruption of the calm regularity in the flow of bread-stuffs eastward, would cause a consternation as great as any disaster to our arms. We may repose in fancied security ; but should such a disaster occur, succeeding generations would not fail to brand as imbecile, the statesmen of this day, who neglected to defend the nation in its most vulnerable point. POSSIBILITY OF A RUPTURE. A year has scarcely elapsed since England, in contemplation of the possibility of a rupture with the United States, began to throw troops and munitions of war into the principal stragetic points ; an extended system of fortifications was projected, the local militia was enrolled and equipped—the whole placed under the command of one of the heroes of the Crimean war,—and the aristocratic organ of the nation, the London Times , declared that, with the opening of the navigation of the St. Lawrence, England would throw into the Lakes such a fleet of gun-boats as would give her the command of those waters. It will be recollected, too, that Mr. Seward, as Secretary of State, addressed a letter to the Governors of the States bordering on the Lakes, calling upon them, in the interim of Congress, to take steps to fortify the principal points of approach. It is thus apparent, that both governments regarded a rupture as imminent, and took steps to prepare for it. It is equally evident, that both regarded the Lake-frontier as the theatre of military operations, and commenced a concentration of the materiel of war at the principal stragetic points. While the happening of such an event is greatly to be deplored, still it must be confessed that there are yet irritating questions, which may require to be settled by the arbitrament of war. The / 40 fitting out in her ports of vessels to prey upon our commerce, with the tacit knowledge and assent of that Government, cannot but be regarded by us, as it has been by her, a violation of public faith and international comity. As if in anticipation of hostilities, we again hear of a large force being thrown into Canada, and of the shipment of military and naval stores. LAKE DEFENSES. The question recurs, what would be the cheapest and most effectual method of defending the Lakes, and enabling us to assert our supremacy over them in case of war ? The introduction of iron-clad vessels has effected a revolution in naval warfare, and no maritime nation would at this day confine its defenses to stationary fortifications. The existing forts on the American side, even if furnished with the most approved guns, would probably prove ineffectual to pre¬ vent the passage of iron-clads; and besides, stationary fortifications are unfitted for aggressive purposes. Of the lake craft, many might be extemporized into war-vessels ; but the bulk of them when covered with armor and laden with stores, would be incapable of entering the harbors. The question of lake-defenses was referred to the Naval Com¬ mittee of the Thirty-Seventh Congress, who, through Mr. F. A. Conklin, submitted a report which appears to have been written in ignorance of the great hydrographical features of the Lakes, and contains recommendations utterly impracticable. With harbors along the Lakes admitting vessels of but twelve- feet draft, a fact which seems to have been overlooked by the Com¬ mittee, they gravely state : “ Vessels of such a class as could traverse the enlarged canals, would be unequal to a contest with the Roanoke of our own navy, and still more with the La Gloire of the French, or the Azincourt or the Minotaur of the British navy. They ought not to be built for ocean warfare, nor for warfare on the lakes, unless the Govern¬ ment shall be constrained, when the occasion arises, to adopt the lock of a canal as the standard of a man-of-war, and to gauge a contest with England accordingly.’* Such a recommendation hardly deserves a passing comment, when it is stated that a vessel of the draft of any of those enumer¬ ated—twenty-five feet or more—would be excluded from every lake-harbor, and would be incapable of passing through the straits connecting the respective lakes. If such a policy were adopted, each lake would require its separate fleet, and would be incapable of co-operation. 41 But, it has been said that the defense of the Lakes is to be made at the mouth of the St. Lawrence. This plan may be acceptable to those residing on the sea-board, and who have no immediate interest in the result; but to those occupying the cities upon the shores, and owning the commerce which floats upon the waters, of the Great Lakes, this plan is far from satisfactory ; they will hardly * rest secure in trusting to a defense to be made at a distance of two thousand miles. The burning of Buffalo and Black Rock has not yet faded from the recollection of our oldest inhabitants. They have the right, by reason of numbers and the magnitude of the interests involved, to require such an armament as shall enable the Government, at once, in the event of war, to assert and maintain its supremacy on the Lakes. The representatives of the North-West in Congress have at all times cheerfully voted appropriations for fortifications, for ships, arsenals and naval depots, to pro¬ tect Ocean commerce ; and now they have a right to demand, as a matter of justice and reciprocal good feeling, that appropria¬ tions shall be made for Lake commerce,—a commerce wafted on waters whose shore-lines far exceed those of the Atlantic, and whose value far exceeds that of the external commerce of the country. They fail to perceive why one is sectional and the other national,—why one shore, laved by salt water, should bristle with masts and be dotted with forts; and the other, laved by fresh water, should be left defenseless. The West has reason to believe that, when this question is presented, in all of its proportions, the East will return a cordial and emphatic response. The Congress, up to July, 1861, had appropriated for defense against external aggression, more than nineteen and one-half mil¬ lions of dollars to the New England States; and more than twenty- nine and one-half millions to the loyal Middle States; while the amount appropriated to the Food-producing States reached a little more than six millions. In the first session of the Thirty-Seventh Congress, 1862, the appropriations for forts, ships, etc., reached fifty millions, not one million of which was given to the North-West. For the defense of the Lakes is required an iron-clad fleet to co-operate with stationary fortifications. In what manner shall they be introduced? The Naval Committee, with Mr. Conklin as their exponent, have suggested two plans : 1. By constructing a navy-yard on the borders of some one of the inland sheets of water tributary to the lakes. 2. By constructing vessels in parts, and transporting them to the places required ready to be set up. With regard to the first proposition it may be stated, that, while the Naval Committee admit that it would be an infringement of the treaty-stipulations of 1817 to construct war-vessels on the mar¬ gin of the GreatLakes, it is difficult to comprehend by what process of reasoning it becomes no infringement to construct them on an inland sheet of water, directly communicating with the Lakes, to be sent down whenever their services shall be required. We ap¬ prehend that the British Minister Resident would remonstrate with the Secretary of State, long before the first keel was laid. On the other hand, in enlarging these canals, we are but exercising a right which has been freely conceded to Great Britain. With regard to the second proposition, it may be stated that, to prepare the materials for constructing two distinct fleets, one for the Upper Lakes and one for the Lower, to be put up whenever the necessity may arise, and to transport them to these waters from parts far remote, would be far more expensive than the cost of opening these lines of internal communication; and besides, the usefulness of these fleets would be restricted solely to these waters. A third plan has been proposed, and that is to make use of the enlarged canals to transfer our iron-clads from one system of navi¬ gation to another, and thus save the expense of maintaining dis¬ tinct sets of fleets. The Naval Committee, through Mr. F. A. Conklin, maintain that, so far as relates to the enlarged New York canal, it is impracticable. We deem the testimony of Ericsson, the conceptions of whose inventive skill have saved us from national humiliation, and whose fame will live through the ages with un¬ dimmed lustre, of far more importance than any crudely-expressed opinions of this Committee. “ An impregnable war-vessel of 25 feet wide, and 200 long, WITH A SHOT-PROOF TURRET, CARRYING A GUN OF 15-INCH CALIBRE, WITH A BALL OF 450 POUNDS, AND CAPABLE OF DESTROYING ANY HOS¬ TILE VESSEL THAT CAN BE PUT ON THE LAKES, WILL DRAW, WITHOUT AMMUNITION, COAL, OR STORES, BUT 6 FEET 6 INCHES OF WATER ; AND CONSEQUENTLY, WILL NEED ONLY A CANAL WIDE AND DEEP ENOUGH TO FLOAT A VESSEL OF THOSE DIMENSIONS, WITH LOCKS OF SUFFICIENT SIZE TO PASS IT.” The cost of these enlarged communications, according to the estimates of engineers of the highest capacity and integrity, will not exceed $17,000,000; and yet the Naval Committee, through Mr. F. A. Conklin, without furnishing the country with one iota of proof to impeach the rrectness of these estimates, gravely assert 43 that the cost will exceed $45,000,000. With a like facility of pen, these estimates might have been swollen to $100,000,000, if there¬ by a purpose were to be subserved. The effects of this rebellion will survive for a generation ; and to insure the regular administration of the laws over a portion of the country, will require the maintenance of a force sufficient to put down every display of insubordination. It will be necessary for the Government to control all of the great lines of communication. For this purpose, no means would be so effectual as a class of iron¬ clad gun-boats drawing from 6 feet to 12 feet of water, and capable of navigating our rivers and entering our harbors. A class of the draft last named, by the aid of lighters, could pass through the Illi¬ nois and Michigan canal, from the Mississippi to the Lakes, and vice versa , and thus be made available, either to suppress insurrec¬ tion, or repel invasion. It may be said that fleets adapted to river-navigation are not adapted to lake-navigation ; to this it may be replied that they are well adapted to the defense of the straits, which are the most im¬ portant lines to be guarded. There are, according to the state¬ ment of Admiral Porter, not less than 60 vessels in the United States navy capable of passing the proposed locks of the Illinois and Michigan canal, and others are building of like capacity. Your Committee, therefore, are of the opinion that the cheapest and most effectual method of lake-defense is, not by the establish¬ ment of naval depots, or the building of fleets on these waters, both of which would be construed as a violation of the treaty- stipulations of 1817; nor by the erection of an extended system of land fortifications; but by opening such a line of internal commu¬ nication that gun-boats may readily be passed from one system of navigation to another, and be made available for defense, alike in the harbors of the Atlantic, on the Lakes, and on the navigable waters of the Mississippi. With these two links in the chain of communication completed, a vessel could be passed, by an internal route, from New Orleans to Chicago, Buffalo, New York, Trenton, Philadelphia, Baltimore, Annapolis, Washington, Norfolk, Rich¬ mond, Newbern, and Beaufort, making a distance of 4,300 miles ; besides rendering accessible the whole navigable system of the Mississippi and the Lakes. It would, therefore, become a matter of little moment, whether a vessel were built at Brooklyn, Annap¬ olis, Washington, or Philadelphia; or at Pittsburgh, Cincinnati, or St. Louis; the mechanical skill of every section of the country could 44 be called into requisition, and the vessel completed, with little in convenience, be transferred to the most distant waters. WAYS AND MEANS FOR CONSTRUCTION. The bill introduced into the last Congress proposed, for the construction of the Illinois communication, the appropriation of the bonds of the Government to the extent of about thirteen and one-half millions of dollars, redeemable in twenty years, and bearing six per cent, interest per annum, with the pledge of the tolls for the payment of accruing interest, and the ultimate pay¬ ment of principal, of which the traffic would afford an ample guaranty. The issue of these bonds, thus secured, would subserve all the purposes of a direct appropriation, and would command the confidence of capitalists at a time, when more than ever before there was redundant capital seeking investment. It would not involve the necessity of raising a dollar by taxation. If it be asked, why does not the State of Illinois execute the work, or confide its execution to a chartered company ; it may be said in reply, that the State cannot enter upon the work without first changing her organic law, which would require two or three years to accomplish; and while she is agreed on the policy of sur¬ rendering this route to the General Government, to be used as a national "highway, it is doubtful whether a like unanimity would prevail with regard to the State taking such action, even if con¬ stitutional impediments were not in the way. As to the second inquiry, the State, through her Constitutional Convention, has indi¬ cated her policy, in no event to surrender this work to a chartered company. < # If it be said that, however meritorious this work, the Govern¬ ment is not in a condition to incur fresh obligations, it may be replied that no debt is formidable, based on a great improvement, whose revenues are ample to meet the accruing interest, and at the same time to create a sinking-fund for the ultimate extinguishment of the principal. The railway debt of the United States exceeds eleven-hundred millions of dollars; and yet the only inquiiy of the capitalist, dealing in this class of securities, is, what will be the net earnings ? The consolidated debt of Great Britain is so enor¬ mous that it will never be paid ; yet, based as it is on the opulence of the Empire, it is regarded, the world over, as the emblem of financial stability. So far as relates to the New York portion of the enterprise, it f 45 may be stated that the Legislature of that State, by an act passed April 22, 1862, authorized the enlargement of one tier of locks on the Erie and Oswego canals, provided the expense thereof was paid by the United States ; in consideration whereof the last named party should have the perpetual right of passage through said canals, free from toll, or charge, for its vessels of war, boats, gun-boats, transports, troops, supplies, or munitions of war.” In conclusion, your Committee would state, that this is an enter¬ prise which, in whatever light it is viewed, ought to commend itself to the favorable consideration of the country. In its lowest sense, as a mere pecuniary investment, the bonds of the United States, based on the tolls of the. canal, would command the confi¬ dence of capitalists. As a commercial scheme, it would enhance the value of the public lands, and communicate a stimulus to agriculture, which would be felt to the farthest verge of cultivation. It would cheapen the price of our daily food, and swell to a vast extent our foreign commerce. As a national measure, it would establish, between the East and the West, closer commercial and political affiliations, and forge a chain which no convulsion could sever; while as a military system, it would prove the cheapest mode of fortifying a long line of frontier, and of controlling an immense inland navigation. In no other way, in the opinion of the Com¬ mittee, can Congress so effectually, in the language of the Con¬ stitution, “ PROVIDE FOR THE COMMON DEFENSE,” 01' “ PROMOTE THE GENERAL WELFARE.” J. W. FOSTER, Chairman. GEO. F. RUMSEY, CHARLES WALKER, WM. McIvINDLEY, R. McCHESNEY, WM. BROSS, JOHN B. PRESTON, Committee . « - ' SAMUEL B. BUGGLES, COMMISSIONER APPOINTED BY THE GOVERNOR OF THE STATE OF NEW YORK, % I Under the Concurrent Resolution of the Legislature, of April 22 , 1862, in respect to the / ENLARGEMENT OF THE CANALS i FOR NATIONAL PURPOSES. Transmitted by the Governor to the Legislature, April 8th, 1863. 6 ~ ! i P , o ALBANY : COMSTOCK & CASSIDY, PRINTERS. 1863. State of JjUto lortu No. no. IN SENATE, .April 8, 1863. «•«>» ✓ REPORT OF THE COMMISSIONER APPOINTED UNDER THE CON¬ CURRENT RESOLUTION OF APRIL 22, 1862, RELATIVE TO ENLARGING THE CANALS OF THIS STATE FOR NATIONAL PURPOSES. "State of new yore : Executive Department, ) Albany, April 8, 1863. $ To the Legislature: In compliance with jour resolution of this day I transmit herewith the accompanying report of the Hon. Samuel B. Rug- gles, commissioner appointed pursuant to the concurrent resolu¬ tion of the Legislature adopted April 22, 1862. HORATIO SEYMOUR. ... V * . - : - - ' I l' v . \ ■ . ••• ■ ■ In*. . ■' • ■ V . v: ’ Mf . :> (j » > l ■ • v ‘ ^ ^ * ' ■ • • * ' . . - 4 ■ Jfc , ■ . ■ • s* ‘ >» • 1 * I REPORT. To His Excellency Horatio Seymour, Governor of the State of New York: By virtue of the concurrent resolution of the Legisla¬ ture, adopted April 22d, 1862, and the appointment by your official predecessor pursuant to that resolution on the 6th of May following, the undersigned was specially delegated to attend at Washington, in behalf of the State, to invite the attention of the General Government to the measures proposed in the act of the said 22d of April, “ to adapt the canals of this State to the defence of the northern and northwestern lakes,” and to “ the great importance of those measures to the national interests.” Under the requirement of the letter of authority appointing the undersigned, he now respectfully presents the following REPORT: In the discharge of the duty committed to the under¬ signed, pursuant to the concurrent resolution of the Legis¬ lature of the 22d of April last, he has attended at Wash¬ ington on numerous occasions, and during a large portion of the period embraced in the two sessions of Congress, between the 12th of May, 1862, and the 10th of February following. Throughout that period he has endeavored, to 0 KEPOKT ON THE the best of his ability, fully to present the subject em¬ braced in the concurrent resolution of the Legislature, to the consideration of the President and of the Con¬ gress of the United States. In so doing, he has personally attended before the President and several of the Heads of Departments, and also before the various committees of the Houses of Congress, who have had the subject in charge. He has also attended and assisted at several meetings of members of Congress, informally assembled to con¬ sider the merits of the proposed measures, and has been en¬ gaged in constant and daily consultation and conference on the subject with individual members. The letter of authority un(jer which he acted, expressly permitting him to choose his “ own time and manner for accomplishing the object sought,” he has deemed it proper and necessary, by extensive correspondence and other¬ wise, to collect and embody the leading facts of the case, and to present them, from time to time, in behalf of the State, in written memorials and other statements, submit¬ ted to the President and to the members of Congress col¬ lectively and individually, together also with official let¬ ters from canal officers of the State, and other persons able to impart authentic information. Commencing with the 14th of May last, the undersigned has reported, from time to time, to Governor Morgan, and since the first of January last, to yourself, in i re spect to the condition and progress, including the defeat (believed to be temporary) on the ninth of February last, of the bill introduced into Congress to carry out the national measures proposed by the Legislature of New York. The report to your Excellency of the 2d of April instant, ENLARGEMENT OF THE CANALS. 7 refers to the important proceeding instituted on the 2d of March last, by a large number of the Senators and Rep¬ resentatives in the last Congress (ninety-eight in number), to call a National Convention at Chicago, on the first Tues¬ day of June next, practically for the purpose, among others, of presenting with undiminished force to the next Congress, the high considerations of national importance, military, / - commercial and political, involved in the adequate enlarge¬ ment of the canals between the valley of the Mississippi and the Atlantic. 4 \ For the more convenient examination of the whole mat¬ ter by the Governor, and also by the Legislature, should they wish to do so, the reports above mentioned are now embodied herewith in chronological order, and in connec¬ tion with other documents necessary to present the sub¬ ject intelligibly. The reports and documents thus arranged, will exhibit, among other matters— 1st. The preliminary legislative proceedings and other public movements, leading to the passage of the act of the 22d of April last, and explanatgry of the motives of the Legislature. 2d. The nature and extent of “the national interests” involved in the measures proposed by the act, and pre¬ sented in behalf of the State, pursuant to the concurrent resolution of the Legislature, to the consideration of the General Government. 3d. A connected history of the proceedings and measures in Congress for carrying into effect the purposes of the act, with some of the causes of the temporary defeat of those measures, especially including the great exaggeration of 8 REPORT ON THE the probable cost of the works proposed, and the unwar¬ ranted assumption of the want of capacity in the Erie and Oswego canals, to pass vessels required for national purposes. 4th. The immense increase in the agricultural products of the Northwestern States, crowding the canals of this State, enhancing the cost of transportation, and rendering it necessary to enlarge their locks without delay, with the beneficial effects of that enlargement on the commerce, prosperity and strength of the State and nation. 5th. The measures now in progress in the Northwestern States to obtain adequate channels for their commerce through Canada, wholly avoiding the canals and railways of New York—and also for obtaining aid and relief from the next Congress. \ • 6th. The further measures which, under the circum¬ stances of the case, would appear to be necessary and desi¬ rable on the part of the State, to effect the objects of the act of April last. i Respectfully submitted by * SAMUEL B. RUGGLES. Albany, April 3 d y 1863. \ A No. TABLE OF DOCUMENTS FORMING PART OF THE REPORT, 1. Resolutions of the Assembly of New York, March, / “ ***"*• "' * * ***• *■*«•» ...... a 4 2. Resolutions of New York Chamber of Commerce, • v A P ril 3d ..„. 3. Memorial to State Legislature of N. Y. Chamber of Commerce, April 14th.. 4. Extracts from reports of canal committees of the Senate and Assembly, April__ 5. Act of Legislature of New York, April 22d. 6. Concurrent resolution of Senate and Assembly, April 22d. 7. Appointment of Samuel B. Ruggles by Governor Morgan, May 6th. 8. Mr. Ruggles’ letter of acceptance, May 9th. 9. Mr. Ruggles’ report to Gov. Morgan, May 14th.. 10. Petition to Congress of Millard Fillmore and others .. 11. Proceedings of Canal Board, fixing size of en¬ larged locks, May 23d. 12. Mr. Ruggles’ report to Gov. Morgan, May 31st.. 13. Section proposed in act of Congress for enlarging the locks of the Erie and Oswego canals 14. Canal Auditor Benton’s letter as to the cost of enlarging locks... 15. Governor Morgan’s letter to Mr. Ruggles, June 3d 16. Canal Auditor Benton’s letter to Gov. Morgan as to mode of payment by U. S., June 2d. 17. Mr. Ruggles’ report to Gov. Morgan, June 5th .. 18. Mr. Ruggles’ report to Gov. Morgan, June 11th . 19. Memorial to the President of the United States in behalf of the State of New York, June 9th. P AGH, 11 12 12 15 21 22 23 23 24 26 27 28 31 32 33 34 35 37 37 10 REPORT ON THE 20 . 21 . 22 . 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. '33. 34. 35. 36. 37. 38. 39. 40. 41. 42. Page. Mr. Buggies* report to Gov. Morgan, June 14th . President Lincoln’s Message to Congress, June 13 Letter of thanks of Governor Morgan, June 19th. Mr. Buggies’ report to Gov. Morgan, June 19th . Letter from Governor of Massachusetts, June 23d Supplemental Memorial in respect to Canadian canals, June 28th-- Mr. Doty (Sec’y of Gov. Morgan) to Mr. Buggies, July 2d. Mr. Buggies’ report to Gov. Morgan, July 1st — Mr. Buggies’ report to Gov. Morgan, July 2d ... Mr. Buggies’ report to Gov. Morgan, Nov. 28th_ Extract from President Lincoln’s Annual Mes¬ sage, December. Besolution of thanks to the President by N. Y. Chamber of Commerce, December. Mr. Buggies’ report to Gov.. Morgan, Dec. 27th.. Memorial to Congress by N. Y. Chamber of Com¬ merce, Dec. 26th ......... — --- Mr. Buggies’ report to Governor Seymour, Feb. 9th,1863. Gov. Seymour’s letter to Mr. Buggies, Feb. 13th Statement to Congress of application of revenues of N. Y. canals, Feb. 4th. Statement to Congress of comparative exports of breadstuffs from New Orleans and New York, Feb. 5th. .. Letter of E. Bennett, engineer, as to capacity of Erie canal and cost of enlarging locks, with letter of Mr. S. G. Chase showing its present crowded condition........ — -- - * * • * Call for Convention at Chicago... Besolutions of Illinois Legislature. Besolutions of Ohio Legislature..... Further report by Mr. Buggies to Governor Sey- 55 56 57 57 59 60 63 64 66 66 69 69 70 75 84 86 86 88 89 93 94 96 97 mour \ FORMING PART OF THE REPORT. No. 1. % Resolutions of the Assembly of the State of New York, in March, 1862, in respect to the enlargement of the New York Canals for purposes of National Defence. On motion of Mr. Taylor, of Washington county, it was Resolved , That the State Engineer and Stirveyor be directed to examine the Champlain canal, with a view of enlarging the same to a sufficient capacity for the passage of gunboats through Lake Champlain, thereby connecting the tide waters of the Hud¬ son with the St. Lawrence and Lake Ontario—being a direct and expeditious route—securing by this means, an available and efficient protection to the northern frontiers of this State and the adjoining State of Vermont, in case of war, and adding largely to the revenue of the canal in time of peace, by reason of such enlargement; and that the State Engineer make an early report of such examination, with a view of bringing the subject before the General Government by a concurrent resolution of this Legislature. On motion of Mr. Alvord, of Onondaga county, it was Resolved , That the State Engineer and Surveyor be directed to cause to be made and reported to this House at the earliest possible moment, an estimate of the cost, and to report the feasi¬ bility of an enlargement of one tier of locks (through) the length of the Erie canal to 150 feet in length and 25 feet in width, for the consideration of the General Government, as con¬ nected with the subject of lake frontier defence. At the request of Mr. Alvord, the mover, the Oswego canal was subsequently included. i 12 REPORT ON THE No. 2. Resolutions of the Chamber of Commerce of New York, of the 3d April, 1862, in respect to the enlargement of the locks of the Erie and the Oswego canals. Resolved, That in view of the paramount importance to the city and State of New York of the commerce of the northern and northwestern lakes, and duly considering the unprotected condition of the cities and communities adjacent to those waters, with the dangerous facilities of access, for naval purposes, through the St. Lawrence and Welland canals now enjoyed by a foreign power, the Chamber of Commerce of New York regard, as a matter of the highest necessity, the enlargement, without delay, of one tier of the locks on the Erie and on the Oswego ca¬ nals, to a size sufficient to admit the parage of mail-clad vessels v adequate to the defence of our northern and northwestern frontier. » . Resolved , That a committee of five members be appointed to memorialize the governments of this State and of the Union, on the subject of the preceding resolution, and to invite the proper co-operation of the citizens and public authorities of our northern and northwestern communities. No. 3. Memorial of the Chamber of Commerce of New York, for enlarging the locks on the canals for the defence of the lakes, with a communication from Captain Ericsson. To the Honorable the Legislature of the State of New York: The memorial of the undersigned, a committee appointed on the 3 d of April instant, by the Chamber of Commerce of New York, respectfully represents: That the Chamber of Commerce of New York have duly authorized and directed your committee to memorialize your Honorable body on: The paramount importance to the city and State of New York, of the commerce of the northern and northwestern lakes; on the unprotected condition of the cities and communi¬ ties adjacent to those waters 5 and on the dangerous facilities of access, for naval purposes, through the St. Lawrence and the Welland canals, now enjoyed by a foreign power ; and to urge upon the governments of this State and of the Union, as a mat¬ ter of the highest necessity, the enlargement, without delay, of ENLARGEMENT OP THE CANALS. 13 one tier of the locks of the Erie and of the Oswego canals, to a size sufficient to permit the passage of mail-clad vessels adequate to the defence of our northern and northwestern frontier. Your memorialists are aware that the important subjects above referred to have recently received the full attention and careful consideration of able and appropriate committees both of the Assembly and the Senate, whose official reports, just made to the respective Houses, are of the most satisfactory and com¬ prehensive character. They embrace succinctly, but fully, the most important features of our lake commerce, and especially its present defenceless condition, and exhibit the necessity of the proposed enlargement of the locks on our canals, with a force and clearness which leaves little for your memorialists to add. They will only express their earnest conviction, with that of the numerous body they represent, that the highest interests of the State and of the American Union demand prompt and vigorous action by the proper authorities to secure to the vast interests, both State and national, at stake on our inland seas, that equality of naval defence, with that equality also of naval access, which was the true and only object of the diplomatic arrangement with regard to the lakes supplementary to th© treaty of Ghent. That equality of condition has been virtually destroyed, whether intentionally or not, by the construction of ship canals in Canada, of dimensions far beyond the require¬ ments of any existing commerce, and capable of placing powerful vessels of war, without a moment’s warning, upon that undefend¬ ed water frontier. As inhabitants of a city, to be severely taxed for municipal, State and national objects, it is gratifying to your memorialists to know that the necessary expenditure for securing our great inland seas, with their vast and rapidly increasing commerce, from all danger of naval aggression, present or future, will be comparatively small, and can be limited to the cost of enlarging one tier of tSe locks (ninety in number) of the Erie and Oswego canals; that their cost, if twenty five feet broad and 160 feet long, will not exceed three and a half millions of dollars, and if extended to 200 feet in length, may be kept within five millions. The Legislature hardly needs to be informed that locks of the latter dimensions, with the present enlarged channel of our ca¬ nals (being seven feet deep, fifty-two feet wide at bottom and 14 REPORT ON THE seventy feet at surface) will require no alteration of the channel, or bridges or any other structure on the canals. The only inquiry, then, remains, but it is one of cardinal impor¬ tance,'whether locks of these dimensions will pass mail-clad ves¬ sels adequate to the defence of the lakes ? On this point, your memorialists are now enabled to furnish evidence of the highest character, from a source no less distin¬ guished and reliable than Ericsson himself, whose invention of the “ Monitor ” has filled the world with his fame, and to whose vigorous and well directed genius our country already owes so much. From this eminent engineer your memorialists have just received a written communication, stating that a lock 25 feet broad and 200 feet long, will pass a mail-clad vessel carrying a gun of 15- inch calibre, with a bail of 450 pounds, and capable of destroy¬ ing any hostile vessel that can be put upon the lakes. That communication your memorialists now respectfully trans¬ mit herewith to the Legislature. SAMUEL B. RUGGLES, CHARLES H. TRASK, WALTER S. GRIFFITH, DENNING DUER, EZRA NYE, Lake Defence Committee of the New York Chamber of Commerce . New York, April 14, 1862. Communication from Capt. Ericsson, referred to in the pre¬ ceding memorial: New York, April 14 th, 1862. Sir—After full consideration of the subject of your inquiry, I have to state that an impregnable iron vessel, 200 feet long and 25 feet wide, constructed on the general plan of the u Monitor, will have sufficient buoyancy to carry a shot-proof iron turret carrying a gun of 15 inch calibre, with a ball of 450 pounds, and. capable of destroying any hostile vessel that could be put upon the lakes. Without coal, ammunition and stores, such a vessel will draw 6 feet 6 inches, and measure 18 feet in height from bottom of keel to top of turret. Before going into action a cer¬ tain quantity of ballast, in addition to coal, ammunition and stores, will be put on board, in order to attain what may be termed the fighting draught, of 8 feet. Yours very respectfully, «L ERICSSON. Hon. S. B. Ruggles, Chairman of Lake Defence Committee , / JV. F. Chamber of Commerce . P. S, The cost of a war vessel, as above suggested, will not exceed $200,000. ENLARGEMENT OF THE CANALS. 15 No. 4. Extracts from the Reports of the Canal Committees of the Senate and Assembly, referred to in the preceding Memo¬ rial. From the report of the Senate committee, consisting of Sena¬ tors Cook, Hutchinson and Connolly : “ The frontier line between the United States and the British possessions, in North America, from its commencement in the St. Lawrence river, westerly through the great lakes, forms a length of water boundary of about fifteen hundred miles; to this should be added a thousand miles of coast on Lake Michigan, of which one harbor, Green Bay, is as large as Long Island Sound. The American shore line of northern lakes, including bays, sounds and islands, is 3,620 miles. The British shore line, including bays, &c., is 2,629 miles. Our coast is studded with flourishing cities and villages, sur¬ rounded with fields rich in harvests of grain; and these great lakes, well termed inland seas, are crossed, in every direction, on both sides ot the boundary line, by large but unprotected fleets of steam and sail vessels, bearing freights which already exceed those of our seaboard. Shortly after the treaty of Ghent, a supplementary treaty was made between the government of the United States and that of Great Britain, in the following words: “ The naval force to be maintained upon the American lakes, by His Majesty, and the Government of the United States, shall, henceforth, be confined to the following vessels on each side, that is: “On Lake Ontario, to one vessel, not exceeding one hundred tons burden, and armed with one eighteen pound cannon. “ On the upper lakes, to two vessels, not exceeding like burden each, and armed with like force. “ On the waters of Lake Champlain, to one vessel, not exceed¬ ing like burden, and armed with like force. “ All other armed vessels on these lakes shall be, forthwith, dismantled, and no other vessels of war shall bo there built or armed. “If either party should be hereafter desirous of annulling this stipulation, and should give notice to that effect to the other party, it shall cease to be binding after the expiration of six months from the date of such notice. REPORT ON THE 16 I 9 ' “The naval force so to be limited, shall be restricted to such services as will in no respect interfere with the proper duties of the armed vessels of the other party;” Not only does this treaty prevent our placing on the lakes all v vessels of war, save those enumerated, but in case of unexpected hostilities, there is no channel, east or west, or south, from the seaboard or the Mississippi, through which gunboats could be taken to the lakes in time to prevent the total destruction of their cities, villages, harvests, fleets and commerce. On the other hand, Great Britain has secured herself against this danger on her part, by constructing canals and locks of sufficient capacity to pass gunboats of ample size for the protection of the cities, property and vessels of her subjects. The canals around the rapids of the St. Lawrence are built to pass vessels, from that river to Lake Ontario, 186 feet long, 44^ feet beam, and 9 feet draught. The Welland canal, around the Falls of Niagara, connecting Lakes Ontario and Erie, will pass vessels 142 feet long, 26 feet beam, and 10 feet draught. The Rideau canal, avowedly constructed for military purposes, occupies an interior line, comparatively remote from the frontier, and connecting Montreal with Kingston through the Ottawa river. Of these works we do not complain, nor can Great Britain justly complain of us, or view it as an act of hostility, if the United States government takes immediate measure to place itself on an equal footing. We shall but follow her example. The mere statement of the above facts, respecting the extent of the northern frontier, the magnitude of the interests and com¬ merce at stake, and their defenceless position through the exist¬ ing treaty, is sufficient to show that the opening into the great lakes of some channel of internal communication larger than any we now have, is strictly a national work, and plainly required by prudence as a measure of military necessity. The idea that our canals could be speedily enlarged to pass vessels of war, of sufficient power to be useful in the defence of our northern and western frontier, would have seemed visionary a short time since, but in our efforts to enlarge our canals, solely to meet the requirements of commerce, we have brought them almost to a size to pass such iron-clad steamers as the astonish¬ ing lessons just taught by the “Monitor” have demonstrated are to be our chief reliance, not only on our seaboard but also on all our northern and western water frontiers. ENLARGEMENT OF THE CANALS. It is also a matter of national interest that, with the proposed enlargement of the channels of n^%^>n between the Atlantic and great lakes, an increased commerce will be turned towards the seaboard through two important outlets which are to be opened from the Mississippi river to the lakes. One is the improvement of the Fox and Wisconsin rivers through the State of Wisconsin, from Green. Bay to Prairie du Chien, now nearly completed. This will be the outlet of the upper Mississippi. The other is a proposed ship canal from Chicago through the State of Illinois, by enlarging the present canal and improving the Illinois river. This will be the outlet of the lower Missis¬ sippi. Both will form great branches of a water route, of which the enlarged Erie canal must be the main trunk. Both are worthy of National and State encouragement. They are quite distinct, and not antagonistic. The ship canal from Chicago is one of great magnitude, the locks of which are to be 350 feet long by TO feet wide. It in¬ volves an expenditure of $9,292,-.'44 at the lowest estimate, and can be completed in five years. The present canal transports a laige quantity of grain, and yields a handsome revenue over ordinary repairs and expenses. The improvement of the Fox and Wisconsin rivers is 295 miles in length, of which about 175 miles are in successful opera¬ tion. Its locks are 160 feet long by 35 feet wide. The harbor of Green Bay is protected against storms and invasion by numerous bold and rocky islands. The lower Fox has had an uninterrupted navigation for the last two years, pass¬ ing steamboats and barges capable of carrying from eight to ten thousand bushels of wheat. The upper Fox is not yet fully im¬ proved ; nevertheless it passes boats andf barges of greater capacity than those of the old Erie canal. By these two important routes there will be in a few years an unbroken navigation between the harbor of New York and the Mississippi river. They will give a safe transit to our com¬ mercial and naval vessels through a fertile and populous region, and one too which has always been loyal to the Union. The necessity of such outlets has been demonstrated by an Unnatural rebellion, which willfully closed the lower Mississippi against the richest sources of her prosperity. The commercial and agricultural interests of the Valley of the [Senate, No. 110.J 2 REPORT ON THE w * i 18 ! «r rW Mississippi, of the great lakes, and of the Erie canal, will ever be the most important in our country. They are surely entitled to the same military protection that is given to a smaller com¬ merce on our Atlantic coast. This can only be provided, under our treaty with Great Britain, by opening channels from the east and west, through which iron-clad vessels can be moved without delay whenever the occasion may demand. The Erie, Champlain and Oswego canals are the only-possible channels for this purpose east of the lakes. According to the recent report of the State Engineer, (Assem¬ bly Document No. 8,) these canals can be adapted to the pas¬ sage of iron-clad steamers of the dimensions therein mentioned at the following cost: Enlarging the locks on the Erie canal..- ---- $2,815,900 00 Enlarging the locks ori^the Oswego canal....— 625,500 00 Enlarging the locks and prism of the Champlain canal..... 3,770,190 00 $7,211,590 00 This work can readily be paid for in six per cent, stocks of the United States Government, payable at a day sufficiently dis¬ tant to avoid any material increase of the present financial bur¬ dens or taxes of the country. For the comparatively trifling annual interest on its stock, the Government will secure perpetual transit, free from toll and charges, on all its vessels, troops and munitions of war. It will be- necessary and proper that the officers of the National Government be fully consulted as to the size and character of the proposed works of enlargement. The whole of this work, so important to the national defence, can be speedily completed. From the report of the Assembly committee, consisting of Messrs. Ogden, Loveridge, Murphy, Johnson, Beadle, Gere and Taylor : . ... “ The enlarged Erie canal is of itself a splendid though artificial river; its depth of water is seven and its breadth seventy feet. It is reliable, constant and well protected, and on its peaceful bosom is borne a vast tonnage, immense wealth and an almost imperial commerce. True, it is and was designed as a gieat com¬ mercial channel, a highway for the products, whether agricultu- ENLARGEMENT OF THE CANALS. 19 ral or manufactured, of a vast country to the best markets of that country and of the world • but it seems eminently proper that the ways and means thus furnished for the purposes of peaceful trade should be converted, in case of necessity, into a means of defence and pi otection to that trade. It will be an era in the history of the nation and of public expenditures, when money expended for pui ely defensive purposes shall, in the largest and best sense, seive the ends and multiply the facilities of internal trade. 1 he New Aork State canals were built for business and commeicial purposes j built before the day of iron-clad gunboats or steel-plated vessels, or floating and revolving batteries pro¬ pelled by steam; before the art of war and of defence had changed its character or assumed its present-aspect; but fortu¬ nately these canals exist j they are open water-courses, and are ready made to meet the wants and exigencies of the day and circumstances in which we live. The Erie canal is already of sufficient channel to float and pass the iron-clad gunboats pro¬ pelled by steam, and such as are on the Mississippi and in southern waters; now they are peculiarly adapted and essential for lake and harbor and coast defence. The locks on this canal are not, however, of sufficient size; they must be enlarged to make the prism of the canal available.” ‘ The New York canals touch Lake Champlain, Lake Ontario and Lake Erie. These are each important in a defensive, as well as commercial point of view, and it would perhaps be difficult to say which was most important; but they are separated from each other. The falls of Niagara interpose between Erie and Ontario' and Champlain stands isolated from both. Our canals, however, form a connecting link between all three. From Albany the Cnamplain canal reaches the head waters of the lake which bears its name, a distance of sixty-six miles. This canal enlarged, and with locks of requisite capacity, would pass gunboats from the Hudson river to the lake in twenty-four hours, and when there they would guard and protect for one hundred miles, our eastern border and the western border of V.ermont. They would also guard the entrance to the lake from Canada through the Richelieu river, which unites its waters with the St. Lawrence river. Gun¬ boats could also pass down the river to the St. Lawrence, and -thus aid in breaking'the chain of water communication between Lower and Upper Canada. This we submit is a most important view of the question. Our colonial, our revolutionary and our REPOET ON THE 20 l ' national history, each testify to the importance and the dangers of this old and very natural war path, and we are thus admonished of the necessity and importance of guarding it well and securely. The enlargement of the Champlain canal of capacity to pass gun¬ boats of the proper size to the waters of the lake, cannot fail to secure the attention of Congress, and the importance of the object sought must commend itself to favorable consideration. Returning to tide water, or the Hudson, whose waters unite with it, we find the mouth of the Erie canal. A double tier of locks exist, with only a partial exception, to Buffalo. These locks, in order to pass gunboats of the proper size to operate upon the lakes, should be from one hundred and fifty to two hundred feet in length, and twenty-five feet wide. Passing westward, these boats, on reaching Syracuse, a distance of about one hundred and fifty miles from Albany, could, by passing on the Oswego canal, reach Lake Ontario at the city of Oswego, a distance of thirty-eight miles. Passing still westward from Syracuse, to the depiessed valley or level where the surplus water brought by the canal fiom Lake Erie, and discharged into the Cayuga marshes and the water courses which lead from them to Lake Ontario, and the half-com¬ pleted “ Sodus canal” is reached. This was a work projected to unite the Erie canal with “Big Sodus Bay.” A comparatively small expenditure—say three hundred thousand dollars it is said would complete this work, and when done it would enable gun¬ boats, by a canal only ten miles in length, to pass from the Eiie canal to the waters of “ Big Sodus Bay,” one of the largest, safest and best guarded harbors on any of the great lakes, and where a naval depot could be established with entire safety and be easily protected at all times, the bay being some six miles in depth, with a breadth of from one to three miles, with bold shores, deep waters, protecting head lands and sheltering islands.” “In connection with the subject of defence, it may not be amiss to notice another aspect of the case. These improvements, so necessary for war purposes, will greatly facilitate and enlarge the trade and commerce of the country; will give increased capacity to our canals to meet the business wants and rapidly increasing productions of the country; and thus, while looking towards war, the ultimate and certain result would be to promote, develop and enlarge the arts of peace. This view of the subject? or this resulting, as well as the primary object and advantage, is eminently national and broad in its sweep. The commercial ENLARGEMENT OF THE CANALS. 21 advantages would, in much the larger measure, inure to the benefit of the western and southwestern States than to New York-; it would cheapen and facilitate to them the means of transit to the seaboard and eastern markets, for their surplus products, and carry wealth and thrift to them, more than to us; and this is the brighter side of the picture, and one which gives beauty and grace, adding to the dark necessity of war the silver linings of commeicial intercourse and gain. Should the defensive uses of the work be never required by reason of an uninterrupted peace, (and which desirable result would surely be greatly promoted by preparation to meet war,) still the money would be well and nationally invested as a commercial enterprise, to develop the resources, trade and wealth of the whole country; it would not oe like wasting money on useless works, or schemes purely theo¬ retical, or of doubtful utility.” No. 5. ' Act of flie Legislature of New York. AN ACT to adapt the canals of' this State to the defence of the northern and northwestern lakes, passed April 22, 1862. r 1 The People of the State of New For/r, represented in Se?iate and Assembly , do enact as follows: Section 1 . Whenever the Government of the, United States shall provide the means, either in cash, or six per cent, stock or bonds, redeemable within twenty years, for defraying the cost of enlarging a single tier of locks, or building an additional tiei in whole or in part, upon the Erie and the Oswego canals, induciing any necessary alteration of said canals, or other struc¬ tures, to a size sufficient to pass vessels adequate to the defence of the northern and northwestern lakes, the Canal Board shall without delay put such work under contract, in the manner required by law, to be constructed and completed at the earliest practicable period, without serious interruption to navigation; with power in the discretion of the Canal Board to direct the construction of new and independent locks, when found more advantageous. The said Canal Board shall, whenever the Government of the United States shall provide the means as aforesaid, construct a canal of the requisite dimensions and capacity, from the Erie 22 REPORT ON THE canal, at or near the village of Clyde, to some proper point os the Great Sodns Bay, or Lake Ontario. & 2. The Canal Board are also hereby authorized in like man¬ ner to enlarge the Champlain canal and its locks, and other struc¬ tures, to a size sufficient to pass vessels of like capacity, in case the Government of the United States shall in like manner pi o- vide the means required for that purpose. a 3. ’ The dimensions and character of all the work hereinabove mentioned shall be determined by the Canal Board, subject to the examination and concurrence of the War Department of the Government of the United States. Contracts for the work may be made payable in the said six per cent, stock and bonds of the United States, if the Commissioners of the Canal Fund shall so u On completing the said work on either of the said canals, the Government of the United States shall have the perpetual right of passing through the canals thus enlarged or bu.lt, free from toll or charge, for its vessels of war, boats, gunboats, trans¬ ports, troops, supplies, or munitions of war, subject to the general regulations’ prescribed by the State, from time to time, for m navigation of its canals. . . , _ i 5 Any moneys or other means which may be received from the Government of the United States, to pay for any of said work, are hereby appropriated to be expended for the purposes hereinabove mentioned. . , 6> But nothing in this act contained shall authorize the con- tracting or incurring of any debt or liability, directly or indi rectly on the part of the State, or the expenditure of any means or money of the State of New York, for the purposes specified in this act. No. 6. Concurrent resolution passed by the Senate and Assembly of New York, April 22d, 1862. Resolved, (if the Assembly concur,) That His Excellency the Governor be and hereby is requested to transmit to the Presi¬ dent of the United States a copy of the act passed by the pres¬ ent Legislature, entitled “ An Act to adapt the canals of this State to the defence of the northern and northwestern lakes, and to take such measures as he may find necessary and proper for inviting the attention of the General Government to the measures therein proposed, and their great importance to the national interests. ENLARGEMENT OF THE CANALS. 23 State of New York, ) In Senate, April 22, 1862. j The foregoing resolution was duly passed. By order of the Senate. JAMES TERWILLIGER, Clerk . State of New York, ) In Assembly, April 22, 1862. ) The foregoing resolution was duly passed. By order of the Assembly. J. B. CUSHMAN, Cleric. - ‘ ' No. 7 Letter of authority from Governor Morgan to Samuel B. Buggies. New York, May 6, 1862. Hon. Samuel B. Ruggles, Sir—Your knowledge of the canal system of this State, your experience in the use and management of our canal property, as well as your intelligence and patriotism, lead me to believe that I can best carry into effect the resolution of the Legislature by asking you, if consistent with your numerous duties, to devote as much time as may be necessary for the purpose of visiting Washington, and presenting the subject proposed in the law recently passed by the Legislature of New York (for adapting the canals of this State to the defence of the northern and north¬ western lakes,) to the consideration of Congress. You will choose your own time and manner for accomplishing the object sought. I shall be glad to have a report from you after your return to this city. I expect to leave for Albany to¬ morrow. , I am, with much respect, Your obedient servant, E. D. MORGAN. No. 8. Acceptance by Mr. Ruggles. New York, May 9th, 1862. Sir—I have the honor to acknowledge the receipt of your letter of the 7th instant, referring to the resolution of the Legis¬ lature of the State of New York, which requests you “ to take such measures as may be necessary and proper for inviting the 24 REPORT ON THE attention of the General Government to the great importance of the national interests” affected by the recent “ Act to adapt the canals of this State to the defence of the northern and northwestern lakes ;” and asking me “to devote as much time as may be necessary for the purpose of visiting Washington, and presenting the subject proposed by the law to the consideration of Congress.” Thanking you very truly for this gratifying proof of your con¬ fidence, I cannot hesitate to comply with your request. I may require two or three days, in which to collect and embody cer¬ tain matters of recent information in respect to the commerce of the lakes, which may be useful to Congress, but hope to be able t<5 leave here for Washington by the 12th instant. In accordance with your further request, I shall duly report to you, after my return, and also, if necessary, from time to time, until the matter shall be decided by the General Government. With high respect, Your obedient servant, SAMUEL B. EUGGLES. His Excellency Edwin D. Morgan, Governor of the Statejof New York , Sec., 4rc. No. 9. Report by Mr. Ruggles to Governor Morgan. Washington, May 14, 1862. Sir—Having arrived at Washington on the 12th instant, I have proceeded, without delay, to ascertain the condition of the busi¬ ness of the House of Representatives, in order to determine the most advisable mode of inviting their attention to the recent act of our Legislature to adapt the canals of the State to the defence of the lakes. I find, that as early as the 20th of February last, the committee on military affairs, through their chairman, Mr. Francis P. Blair, Jr., of Missouri, presented an elaborate and able report to the House, in favor of a ship canal from the waters of Lake Michigan to the Mississippi river, accompanying the report by a bill for its construction, by enlarging the existing canal from Lake Michigan to the Illinois river, and by improving the navigation of the river. In that report the whole merits of the work are examined in a large and patriotic spirit, not alone in its military and naval ✓ ENLARGEMENT OF THE CANALS. 25 aspects, but in its broader and more enduring influence on the commerce, wealth, population and power of the country. No attempt is made to narrow the discussion to the naked considera¬ tion of its merely naval value. The expanded and statesman¬ like question of its permanent commercial and political value, in developing and strengthening the lasting prosperity of the nation, and in strengthening the bonds of constitutional union, is fairly and thoroughly presented and examined. In so doing, frequent reference is made to the far-reaching effects, in all these respects, of the Erie canal, as a practical example of the national value, character and probable results of a work like that proposed for the West. » \ It was evident at once, that the same train of thought and illustration would be applicable to the works now proposed for enlarging both of our great national channels of navigation—- the one connecting the Hudson, and the other connecting the Mississippi w T ith the lakes—and that the success of both would be promoted by uniting them in a single bill. In addition to this, was the important consideration, that the bill for the west¬ ern work (which, for the sake of brevity, may be called “ The Illinois canal, 77 ) had been introduced so early in the session, that it was then ready for its final passage, so that it was yester¬ day called for the purpose, but at the request of several of the New York members was postponed until Thursday, the 23d inst. By that time our representatives will have the opportunity to consult with each other, and with the friends of the Illinois canal, and will then decide upon the course best to pursue. As far as I have yet been able to ascertain the views of the members from this State, they will be nearly unanimous in supporting the proposed measure of enlarging the locks of our canals. Mr. Spaulding and Mr. Corning are temporarily absent, and it is not thought best to convene the delegation for common consul¬ tation until they return, but meanwhile to confer fully with indi¬ vidual members. I have duly submitted the act of the Legislature, and the measures it proposes, to the consideration of Mr. Seward, Secre¬ tary of State, who is fully aware of their importance. I shall call to-day on the Secretary of War and the Attorney General, to consult them on the details of the bill, the execution of which may require their official action. 26 REPORT ON THE It is very possible that the British Minister may not re¬ gard the enlargement of our canal locks for military purposes with entire indifference, but it is believed that any decided manifestation of concern on his part would only operate to show more clearly the necessity of the measure, and thereby to aid its passage. Every proper care will be taken to give no just cause of offence, but the right of the United States to “ equality of access ” to the lakes, and the necessity of practically securing it, will be distinctly asserted. With much respect, Your obedient servant, SAMUEL B. RUGGLES. To his Excellency Edwin I). Morgan, Governor, fyc., fyc., #c. p, S._I go this evening to New York, for two days, intending to return here on Saturday evening. No. 10. Petition presented to Congress from Millard Fillmore, and others, inhabitants of Buffalo and other western cities, in favor of the proposed measure of enlarging the canal locks for the defence of the lakes. The undersigned citizens of-earnestly solicit Congress, in addition to provision made and contemplated for the defence of the northern frontier, to adopt, without delay, the measures necessary to secure the enlargement of the locks of the Erie and . Oswego canals to a size sufficient to pass vessels adequate to the defence of the northern and northwestern lakes, pursuant to * the provisions of an act of the Legislature of New York, passed April 22, 1862. This work accomplished, vessels more powerful than the Monitor could pass from New York to Lakes Erie and Ontario, or from the lakes to New York, or from either lake to the other, during the season of navigation. The immense national interests involved in the military pos¬ session of these waters can be secured in no other mode at so small a cost of time and money. We deem it not extravagant to assert that, if the proposed work were accomplished, no at¬ tempt would be made to wrest the control of the great lakes from our National Government. The equality of access to them, which was designed to be secured by our treaty with Great Britain, has been wholly destroyed by the construction of the ENLARGEMENT OF THE CANALS. 27 Canadian canals, and we are not permitted to build and main¬ tain war vessels upon the lakes. The superiority of our com¬ mercial interests over those of our neighbors, but increases the danger of sudden attack, and is no defence whatever. We have no impediment to offer, if, during the season of navigation, a fleet of British gun boats from the Atlantic shall propose to take possession of the entire chain of lakes and connecting rivers. A long line of flourishing cities and villages can thus be laid under contribution or be destroyed, while a commerce exceeding in value the foreign trade of the nation is either suspended or falls a prey to our ambitious rivals. Is it the part of wisdom to incur such risks? No other nation ever manifested such indif¬ ference to its vital interests, or overweening confidence in the preservation of pacific relations with the only power with which it was liable to serious differences. Recent events have shown how readily, and without notice, war clouds may obscure the hor¬ izon. Should we not profit by the lesson and be prepared for dangers that are always impending, while so considerable a por¬ tion of the continent owns European sway ? The National Government has expended large sums for the defence of the Atlantic and Gulf coasts. The interests of the North and West are equally entitled to such protection, and it is respectfully submitted that, by the adoption of the project in question, our inland frontier is amply defended, and a commerce of inestimable value to our Atlantic States and cities secured from hostile interruption. (Signed) MILLARD FILLMORE, ^ and many others. May 16, 1862. No. 11. Preamble, Resolution and Proceedings of the Canal Board of the State of New York, in respect to the dimensions of the Locks necessary for the purposes of the Act of the Legislature. STATE OF NEW YORK: Canal Department, ? Albany, May 23, 1862. ) - At a meeting of the Canal Board, held at the Canal Depart¬ ment, on the 22d day of May, 1862, the following preamble and resolutions were adopted : 1 V. - -t ■srr* 28 REPORT ON THE Whereas , The Legislature of the State of New York, at its last session, enacted the following “Act to adapt the canals of this State to the defence of the northern and northwestern lakes,” passed April 22, 1862. v (Here follows the act in full.) And whereas, certain duties are thereby contingently enjoined upon the Canal Board : Now, therefore, for the purpose of discharging what seem to be the present duties of the Canal Board in the premises, and to give such assistance in their power for the furtherance of the project, the Canal Board of the State of New York do hereby determine that, in case the Government of the United States shall make provision to execute the purposes of the aforesaid act, they will cause locks to be enlarged or constructed, of suffi¬ cient capacity to pass boats two hundred feet in length , twenty five feet in width , and of such draft of water as the canals will permit. STATE OF NEW YORK: ) , Canal Department. ) I have compared the following copy of a preamble and resolu¬ tion with the original minutes of the proceedings of the Canal Board, on file in this department, and do certify the same to be a true transcript therefrom, and of the whole of said original preamble and resolutions. In witness whereof, I have hereunto set my hand, and affixed my [l. s.] official seal, this 23d day of May, in the year 1862. (Signed) N. S. BENTON, Auditor. No 12. Further report by Mr. Ruggles to Gov. Morgan. Washington, May 31, 1862. Sir—Mr. Corning having returned to Washington, the New York delegation in the House of Representatives was duly con¬ vened to consider the subject of the “Act to adapt the canals of the State to the defence of the northern and northwestern lakes.” A large majority attended, the number present being twenty- three. Of the remainder, some were away in the army, and the others either indisposed or temporarily absent. At this meeting, the merits of all the works mentioned in the act were distinctly presented j including not only the enlarge- ENLARGEMENT OF THE CANALS. 29 ment of the locks of the Erie and the Oswego canals, so obviously and admittedly necessary for affording, in conjunction with the proposed enlargement of the Illinois canal, the means of un¬ broken communication, both military and commercial, between the Hudson and the Mississippi, but also the enlargement pro¬ posed by the act, of 'the Champlain canal, as important in opening direct and speedy access from the Hudson to the St. Lawrence, / • * at a point below Montreal, and also the branch proposed in the act, from the Erie canal to the safe and capacious harbor of Great Sodus Bay, as a valuable point of rendezvous for naval vessels on Lake Ontario. Hie immense and rapidly increasing amount of the commerce of the lakes to be protected, together with its present undefended and exposed condition, and especially the national character of the cargoes, both on the Illinois and the New York canals, as exhibited by official tables, were also brought in detail to the particular notice of the delegation, accompanied by general con¬ siderations of the vita^ importance of this vast interior lake trade, not only as a nursery for seamen, and in furnishing cargoes for foreign export, commanding in return a corresponding amount of duty-paying imports; but still more so in its higher and nobler function of cementing and consolidating the Union between the Last and the West, and in securing, in all contingencies, the political unity of this great portion of our continental republic. No specific action on the subject was asked or desired, at that particular time, from the New York delegation, as such. They ad¬ journed to meet again, when the necessary measures should be matured by the proper committees in Congress. It was moreover thought judicious by experienced advisers not to make the State of New York prematurely or unduly conspicuous in suggesting, still less in dictating any particular mode of action, but rather to par¬ ticipate as far as practicable with the West, and especially with the important State of Illinois, in urging upon Congress the works most urgently needed in a general system of national defence by means of adequate canals. With this view, Mr. Browning, of Illinois, introduced into the Senate a resolution of inquiry into the probable cost of enlarging u the JVew York and the Illinois canals” to a size adequate to the passage of gunboats. the measures proposed by the act of the Legislature of New Y ork would necessarily come up for consideration, first before the 30 REPORT ON THE military committee, to whom had been referred the petition of Millard Fillmore and others, inhabitants of cities adjacent to the lakes, for the enlargement of the locks of the Erie and the Oswego canals, as proposed by the act of our Legislature. On Wednesday last, that committee afforded me a hearing, at which the subject was discussed at considerable length, with the necessary statement of facts, and somewhat more broad¬ ly in its national aspect, especially embracing the present, and still more the future importance of the great food-pio- ducing region adjacent to the lakes, in securing to the nation, of.which it is a part, an essential and fundamental element of political power. The undefended condition of that vast intei- est was fully urged upon the committee. Their attention was also particularly invited to the importance and value of adequate naval communications through Lake Champlain, and with the harbor of Great Sodus Bay. At the close of the discussion, the committee unanimously and unhesitatingly agreed to report, as an additional section to the pending bill for the enlargement of the Illinois canal, a piovi- sion of three million five hundred thousand dollars, for enlaiging the locks of the Erie and of the Oswego canals, on the terms and in the manner proposed by the act of New York. The proper consideration and preparation of the details of the section, and the necessary consultation with the Secretary of War, whose previous approbation it was quite essential to obtain, caused a short delay, during which the House adjourned over until Monday next. The section will then be reported to the House, as soon as Mr. Blair, under its rules, can obtain the opportunity. I send you, herewith, a copy of the proposed sec¬ tion for your examination. It has been carefully drawn, with reference to the mode of action by the Canal Board required by the terms of the New York act, and also to secure the neces¬ sary certainty and promptness of payment to contractors. I believe it will effectuate its object, but I should nevertheless be. happy to receive such suggestions for its amendment as may be thought necessary by yourself, or by the Auditor of the Canal Department, whose long experience in the fiscal affairs of our canals would impart much value to his advice. I regret to add, that the committee were not willing to report any provision for the Champlain canal or the canal to Great Sodus Bay, to be appended to the Illinois canal bill. They may ENLARGEMENT OF THE CANALS. 31 possibly agree, on further consideration and examination, to report them as independent measure 3. On the suggestion of Secretary Seward, I have verbally sub¬ mitted to President Lincoln, in general outline, the subject com¬ mitted to my charge. Under the permission of the President, I shall present to him, without delay, the statements in writing, and somewhat more in detail, waiting only for the actual presen¬ tation to the House of the additional section, by the military committee, to be able to state to the President precisely what measure of aid by the General Government will be proposed. I am much gratified to add, that the President evinced great interest in the matter, regarding it as a measure of the highest importance, not only to his own administration but to the last¬ ing interests of the country. There is now good reason to ex- , pect, not only his favorable consideration, but very possibly his efficient co-operation at such time and in such mode as he may deem necessary and proper. With high respect, Your obedient servant, SAMUEL B. RUGGLES. His Excellency Edwin D. Morgan, Governor of New Yor/c , #c., Ac.', Ac. No. 13. Additional section referred to in the preceding Report. Amendment submitted by Mr. F. P. Blair, Jr., to bill H. R. 288. Amend by adding the following: Sec. 8. Ard be it further enacted, That the Secretary of War is hereby authorized and directed to cause to be enlarged, through the agency of the Canal Board of the State of New York, under the provisions of the act of the Legislature thereof, passed April twenty-two, eighteen hundred and sixty-two, entitled “An act to adapt the canals of this State to the defence of the northern and northwestern lakes,” one tier of the locks on the Erie canal and one tier of the locks on the Oswego canal to a capacity sufficient to pass vessels-of-war at least twenty-five feet wide and two hun¬ dred feet long from the Hudson river into Lake Erie and Lake Ontario, with such additional feeders and alterations of the chan¬ nels of said canals as may be necessary, with power to construct new and independent locks when found more advantageous, the United States to have the perpetual right of passage through said 32 REPORT ON THE canals free from toll or charge for its vessels-of-war, boats, gun¬ boats, transports, troops, supplies, or munitions of war, as granted by said act, it being hereby expressly understood and provided that the expense of all said work to be paid by the United States shall not exceed three millions five hundred thousand dollars. Before commencing said work, or any part thereof, the proposals to be received for its execution, with a sufficient specification of its dimensions and character, shall be submitted by said Canal Board to the Secretary of War for his approbation, who shall cause the same to be examined without delay by a competent engineer in the employ of the Government, and shall also cause such inspection to be made of the work as it proceeds, and of the vouchers rendered for the same, as he may deem necessary. Duplicate certificates of the work done shall be rendered monthly by the engineer or inspector so to be selected by the Secretary of War—one to the War Department of the United States, and the other to the Auditor of the Canal Department of said State; on receiving which, the Secretary of War shall pay to said Auditor the amounts therein certified, such payments to be made either in money or in the stocks or bonds of the United States, bearing interest at six per centum per annum, payable half-yearly, and redeemable at the pleasure of the Government after the expira. tion of five and within twenty years from their date. No. 14. Letter from Hon. N. S. Benton, Canal Auditor, to Mr. Buggies, in respect to the cost of enlarging the locks of the Erie and Oswego canals, and presented by him to the Committee on Military Affairs. STATE OF NEW YORK: Canal Department, Albany, Jlyril 30, 1862. J Hon. Samuel B. Ruggles, Dear Sir—1 have your letter of the 28th instant, and note the contents. I have this moment got sight of the State Engineer's report, which I inclose to you. I am somewhat disappointed at the contents. In my judgment, the estimate for enlarging the locks on the Erie and Oswego canals is large, when we take into consideration the situation and condition under which the work will be done. On examining the books in the department, I find the cost of building the enlarged locks on the canals ranged from $22,000 ENLARGEMENT OF THE CANALS. 33 to $25,000. There appear to be some few exceptions, where the price exceeds these amounts, owing to special causes. The com¬ bined locks at Lockport cost $164,000. If the locks are lengthened, by making the addition at the foot of the present locks, I do not see why the expense should exceed the original cost of the present locks. The expense of enlarging the weigh-iocks ($142,000) should be thrown out. The United States will have no occasion for their use; and besides, the State must resort to other means of ascertaining the cargoes of vessels carrying 400 tons, than the weigh-lock. It will cost less to enlarge the berm lock than the one on the towing path, for the reason that there will be less disturbance of the section work connected with the lock on the berm, than on the towing path side of the canal. It will look strange to see one complaining of an engineer’s estimate, on account of its being large. The cost generally exceeds the estimates. In this case, however, if the plans and specifications of the work are settled and fixed, and no alterations afterwards allowed in the plans, to increase the cost, I am clearly of opinion that the work can be done within the estimate. I assume, and such I believe to be the fact, that the engineer’s estimate is based upon the fact, that stone is to be used in the contemplated work. If composite walls with timber facings are used, you must see that the expense of the work must fall very much below the estimates. Yours respectfully, N. S. BENTON. N o. 15. Governor Morgan to Mr. Haggles. STATE OF NEW YORK : ) Executive Department, the House.] No. 17. Further report by Mr. Ruggles to Gov. Morgan. Washington, June 5, 1862. • &ir—The additional section, by way of amendment to the Illi¬ nois canal bill, providing for enlarging the locks of the Erie and of the Oswego canals, a copy of which was sent with my letter of the 31st ultimo, was duly offered in the House by Mr. Blair on the 3d instant, and was ordered to be printed with the 36 REPORT ON THE port from the committee on military affairs, accompanying that additional section. - * For the purpose of practically retaining priority for the bill, Mr. Blair, after the vote for printing the additional section and report, moved the recommitment of the bill, which proceeding, un¬ der the peculiar wiles of the House, gives him the power, as chair¬ man of the committee, to report it anew at any time when his committee shall be called, and thereupon to ask for it the im¬ mediate action of the House, without sending it to the com¬ mittee of the whole, there to slowly await its turn. He hopes to reach this point in a few days. His present report, as you will perceive, places the measure distinctly and almost exclusively on the ground of military necessity, although broadly referring, near the conclusion, to the superadded considerations of “ national interest/ 7 both commercial and political, and which, under the concurrent resolution of the Legislature, and your instructions, I was specially bound to present to the General Government in behalf of the State. The matters of fact necessary to give weight to those con¬ siderations, and then presented to the committee, will be fully repeated in a memorial in behalf of the State to the President, and also, if necessary, in a direct communication to Congress. Mr. Blair and other members are of opinion that a distinct rec¬ ommendation of the measure by the President to Congress, would be in the highest degree desirable. The President is, however, at the moment so much engrossed with the intelligence con¬ stantly arriving from the seat of war, that we have thought it better to refrain from obtruding the matter on his immediate attention. The earliest opportunity will, however, be taken to present to him the whole subject in all its national aspects, mil¬ itary, commercial and political. / A proper exhibition of the mag¬ nitude of our lake commerce, and its cardinal importance, present and prospective, as a fundamental element of national strength, cannot but exert a just influence in securing his concurrence in any measures needed to guard such an interest from even the possibility of foreign aggression. With much respect, Your obedient servant, SAMUEL B. BUGGLES. To His Excellency Edwin D. Morgan, Governor , fyc., fyc., $fc. ENLARGEMENT OP THE CANALS. 37 No. 18. Further report by Mr. Haggles to Governor Morgan, with the memorial presented to the President of the United States in behalf of the State of New York. Washington, June 11, 1862. Sir—On the 9th instant, I submitted to the President of the United States, the Memorial in behalf of the State, a duplicate of which is herewith transmitted, embodying and somewhat ampli- fying the views which I had previously presented to him in per¬ son. I am led to believe that it was favorably received, and that it will probably be transmitted by the President to Congress. The only difficulty which we now seriously apprehend is the unlimited amount of expenditure authorized by that part of the pending bill which directs the enlargement of the Illinois canal and improvement of the Illinois river, during an indefinite period, and pledges Congress to make yearly appropriations, which are magnified by ignorance or malice, or both, to twenty, thirty, and even fifty millions of dollars. A proposition will pro¬ bably be made to fix the amount in the bill at a sum not ex¬ ceeding ten millions of dollars. With high respect, Your obedient servant, SAMUEL B. RUGGLES. His Excellency Edwin D. Morgan, Governor, Sfc., §*c., fyc. No. 19. Memorial to the President, referred to in the preceding report. To His Excellency, Abraham Lincoln, President of the United States. The Legislature of the State of New York, on the 22d of April, 1862, passed an act to adapt the canals of the State to the de¬ fence of the northern and northwestern lakes. Their joint reso¬ lution, of the same date, requested the Governor of the State “to take such measures as he shall deem necessary and proper “ for inviting the attention of the General Government to the “ measures proposed in the act, and their great importance to the “national interests.” Pursuant to that resolution, the Governor, having transmitted to the President of the United States a copy of the act, duly au- REPORT ON THE 38 thenticated, specially delegated tlie undersigned, as having been officially connected for several years with the canals of the State, to present the subject proposed in the law to the consideration of the General Government. In the execution of that duty, the principal facts necessary to be understood have been verbally communicated to the President, but, under his permission, they are now respectfully laid before him in writing, and somewhat more in detail. They fall under the two general heads of the National De¬ fence and the National Commerce. I. The practicability of employing canals as engines-of national defence mainly arises from the recent unexpected but very import¬ ant discovery, that impregnable mail-clad vessels, comparatively small in size, are capable of effectually resisting vessels of vastly greater dimensions ; and further, that one such impregnable ves¬ sel would be able, in a few hours, to destroy a whole squadron of vessels of war of the description heretofore in use. This stri¬ king truth, so signally demonstrated by the recent achievement of the Monitor upon the waters of the Chesapeake, almost within the hearing of the National Capital, must inevitably work a rad¬ ical revolution in naval warfare. Among its other singular and immediate results, is the greatly increased importance which it imparts to canals of moderate volume, heretofore supposed to be useful only for carrying vessels of commerce. As carriers of im¬ pregnable vessels of war, they assume at once a new dignity. They rise to the rank of naval channels, and become necessary parts of the machinery of war. The interesting question then arises, what dimensions are re¬ quired for a canal to enable it to pass impregnable vessels ade¬ quate to the defence of our national waters, and especially the great chain of lakes? On this point testimony is at hand of the highest authority, derived from a source no less reliable than Ericsson himself, the inventor of the “ Monitor.’ 7 A letter herewith transmitted from that distinguished engineer and mechanician states: That an impregnable war vessel of 25 feet wide, and 200 feet long, with a shot-proof turret, carrying a gun of 15-inch calibre, with a ball of 450 pounds, and capable of destroying any hostile vessel that can be put on the lakes, will draw, without ammunition, coal or stores, but 6 feet and 6 inches water ; and, consequently, will ENLARGEMENT OF THE CANALS. 39 need only a canal wide and deep enough to float a vessel of those dimensions, with locks of sufficient size to pass it/ The Erie and Oswego canals of the State of New York, respec¬ tively connecting the Hudson river with Lake Erie at Buffalo, and Lake Ontario at Oswego, are 70 feet wide, and 7 feet deep j but their present locks are too small for the purpose in question. T. he cubic contents of a lock required to pass the impregnable iron vessel above described are about 38,500 feet. The present Erie and Oswego locks, which are but 18 feet wide, 110 feet long, and 7 feet deep, contain but 13,800 cubic feet. If enlarged to 26 feet wide, and 220 feet long (to admit the swing of the gates), they would contain 39,900 cubic feet. In point of capacity, the canals of Canada far exceed those of the State of New York. The locks of the series of canals around the rapids of the St. Lawrence, within the British dominions, which afford direct and easy access from the Atlantic into Lake Ontario, are 45 feet wide, 200 feet long, and 8 feet deep, and have a cubic capacity of 72,000 feet. The present locks of the Welland canal, which opens a similar passage from Lake Ontario into Lake Erie, are 26 feet wide and 150 feet long, with a cubic capacity of at least 31,200 feet, which may be readily increased to the full amount required, by lengthening the locks. The Rideau canal, which connects Montreal with Kingston, on Lake Ontario, through an interior route by way of the Ottawa river, is only 5| feet deep; but its locks are 33 feet wide, and 142 feet long. Their present cubic capacity is 23,430 feet, but if lengthened to 220 feet, would be 36,600. The greater width of the lock would measurably compensate for the shallow draught, and permit the passage of war vessels of dangerous dimensions. From this brief summary, it will be seen at once that the British Government, whether designedly or not, has secured to itself means of naval access to the lakes, far exceeding those the United States now possess, and that the only appropriate and ceitain remedy for this evil is the adequate enlargement, without delay, of the locks of the American canals leading into that im¬ portant chain of waters. On this point, the opinions of our intelligent and loyal citizens are very decided. Numerous peti¬ tions have already reached Congress from the inhabitants of the cities adjacent to the lakes, (including, among other eminent individuals, a former President of the United States,) in which they forcibly and truly state that “ the United States have no 40 REPORT ON THE impediment to offer if, during the season of navigation, a fleet of British gun boats from the Atlantic shall propose to take posses¬ sion of the entire chain of lakes and connecting rivers/ 7 and earnestly solicit the Government to adopt measures for their defence, without delay, by the enlargement of the locks of the Erie and the Oswego canals, expressing their opinion that “the immense national interests involved in the military possession of these waters can be secured in no other mode at so small a cost of time and money. 77 The country has learned with much gratification, that the committee on military affairs of the House of Representatives, in Congress, have already had this subject under attentive examination, as forming part of a general system of defence. In the comprehensive and truly national report recently made to the House by that committee, they express their earnest con¬ viction that “ a small fleet of light-draught, heavily armed, iron¬ clad gun boats could, in one short month, in despite of any opposition that could be made by extemporized batteries, pass up the St. Lawrence, and shell every city and village from Ogdensburgh to Chicago. At one blow, it could sweep our com¬ merce from that entire chain of waters. Such a fleet would have it in its power to inflict a loss to be reckoned only by hundreds of millions, so vast is the wealth thus exposed to the depreda¬ tions of a maritime enemy. 77 The vivid language of their report utters but the truth in declaring that the wide-spread cities and commerce of these great inland seas “ are now as open to incursion as was Mexico when invaded by Cortez. 77 It is no sufficient answer to assert that these canals of Canada, affording facilities of access so dangerous, were constructed only for commercial purposes. Nor indeed would it be true. 1 aught by the experience of the war of 1812, the attention of the most eminent British statesmen and commanders has long been occupied with the importance of these canals, not merely as com¬ mercial, but as military channels. Their struggles in that war to secure the naval command of Lake Ontario, together with the conflicts on Lake Erie and Lake Champlain, are well remembered. In 1814 the Duke of Wellington declared to the British Ministry “ that a naval superiority on the lakes is a sine qua non of success in war on the frontier of Canada. 77 The treaty of peace in 1815 was followed/in 1817, by the “diplomatic arrangement, 77 by which Great Britain and the United States mutually agreed to ENLARGEMENT OP THE CANALS. 41 dismantle their vessels of war on the lakes and reduce their naval force on eUch side “to one vessel of one hundred tons burthen on Lake Ontario, and one on Lake Champlain, each armed with one 18-pound cannon, and on the upper lakes to two such vessels, armed with like force.” In 1819, hut two years after that pacific arrangement, the Duke of Richmond, then Governor-General of Canada, transmitted to the Secretary of State for the Colonies a report from Lieut.-Gen. Cockburn in favor of a line of water communication, unquestiona¬ bly intended as a military work, leading from Montreal, by way of the Ottawa river and the interior chain of minor lakes, of which the Rideau is one, to Kingston, on Lake Ontario. In 1.823, it was determined that the cost of the work should be wholly de¬ frayed by the mother country, In 1825, a commission, of which Major General Sir J. Carmichael Smith was President, reported the estimated expense to the Duke of Wellington, then a member of the British Government, whereupon the canal, with connecting works on the Ottawa, was constructed, openly and avowedly as a military work, by the Royal Engineers, under the direction of the Ordnance Department. It was completed in or near the year 1831, at a cost exceeding a million sterling. The preamble of the act of the local Parliament in Canada, authorizing the tak¬ ing of lands for the purpose, passed in February, 1827, expressly recites, that “His Majesty has been pleased to direct measures to be immediately taken, under the superintendence of the proper military ^department, for constructing a canal connecting the waters of Lake Ontario with the River Ottawa, and affording a convenient navigation for the transport of naval and military stores.” In 1831, Colonel Durnford, of the Royal Engineers, in his testimony before a committee of the British Parliament, stated that provision was made for block-houses at several of the locks of the canal, and that the work being intended as a military communication, it was necessary that fortifications and works of defence should be erected at the entrance of the canal, and in its immediate vicinity at Kingston. A fortress of very consider¬ able strength was accordingly erected, and is now the most im¬ portant military work on Lake Ontario. The completion and defence of this interior line of water communication has been followed by the construction of a series of short canals, of much greater size, along the St. Lawrence 42 REPORT ON THE river and around its rapids. Their capacity very far transcends any commercial necessity which can reasonably be expected on that line of communication for a long time to come. In point of fact, the descending trade of the St. Lawrence (necessarily preponderating, like that of the Erie canal, largely over the ascending) is not one-third of that of the Erie canal. Never¬ theless, the existing locks of the Erie canal are adequate to pass a descending trade double of that it now enjoys; while, agaim the locks on the St. Lawrence canals, 45 feet by 200, have double the capacity of those on the Erie—from which three elements, it is arithmetically evident that the locks of the St. Lawrence have at least twelve times the capacity really required for any purpose of existing commerce. It was the deep conviction of danger in this inequality be¬ tween the canals of the two countries for the purposes of national defence, and the absolute necessity of regaining, without delay, that equality of naval access and condition intended to be secured by the treaty stipulation of 1817, which led the Legisla¬ ture of New York to pass the act of the 22d of April last. That such were the views of the Legislature fully appears from the reports on the subject made in their Senate and Assembly. The report of Mr. Ogden, chairman of the canal committee of the Assembly, substantially confirmed by that of Mr. Cook in the Senate, truly asserts that these large dimensions of the Canadian locks, “so far beyond the meagre wants of Canadian commerce at the time, suggest that the higher object of military defence was not lost sight of by far-seeing British statesmen in their construction; and they will not complain if, on a subject of so much moment, we follow their example. A preparation for defence, and provision for the rapid concentration of military and defensive power in time of need, could not be construed, by any logical or fair course of reasoning, into hostile intent; nor would it provoke criticism from a nation so careful as Great Britain in placing herself in defensive position. “Defensive measures are always pecific measures ; their bear¬ ing and tendency are towards peace; they avert rather than provoke war; induce caution on the part of rivals and antago¬ nists, and never provoke hostilities on the part of friends. It is submitted, with entire confidence, that the means of placing gun boats speedily and certainly on the border lakes will tend greatly to prevent war with our northern neighbor. She would ENLARGEMENT OF THE CANALS. 43 respect us more, and surely not fear us less, if we stand on a perfect equality with herself in the particular referred to.” In opposition to these sensible and patriotic views, it has been asserted that no real necessity exists.for enlarging the channels of our American canals for the passage of gun boats, but on the contrary, that the safety of our cities and commerce on the lakes may be fully and surely provided for, either by accumulating and storing materials for gun boats at points on the canals near the lakes, or, in case of war, by marching a military force into Canada, to seize and destroy its canals. In respect to the first of these expedients, it may be observed that, even if it could be lawfully and wisely adopted under the provisions and true intent of the existing treaty, the very mate¬ rials thus to be stored for any adequate number of vessels (esti¬ mated at $200,000 each), and probably destined only to decay through a long course of years, would cost very nearly, if not quite, as much as the whole expense of enlarging the ninety locks on the Erie and Oswego canals; and, furthermore, that we should much underrate the resolution and activity of our vigorous ad¬ versary in assuming that, with his large and powerful fleet of gun boats, ready at any moment to be precipitated into the lakes, he would give/us time to complete our vessels before the mis¬ chief would be done. In respect to the proposed seizure and destruction of the Ca¬ nadian canals, it may in like manner be observed, and that, too, in a spirit of perfect amity, that our British brethren, sharing with ourselves a descent from common ancestors, inherit, at least, a reasonable amount of courage, if not of obstinacy; that the matter of seizing and destroying their canals, however trifling it may seem, would hardly go by default ; and, at any rate, that their numerous and swift-sailing gun boats could ascend and ravage the whole coast of the lakes before our military columns of adequate force could be put in motion. Such, too, seems to be the present opinion of the British people, as manifested through their public journals. The leading article in the London Times of the 7th of January last, in reference to the disturbing affair of the Trent, then pending, declares : “That as soon as the St. Lawrence is opened again there will be an end of our difficulty. We can then pour into the lakes such a fleet of gun boats, and other craft, as will give us the complete and immediate command of those waters. Directly 44 BEFORE ON THE the navigation is clear, we can send up vessel after vessel with¬ out any restrictions, except such as are imposed by the size of the canals. The Americans would have no such resource. They would have no access to the lakes from the sea, and it is impos¬ sible that they could construct vessels of any considerable power in the interval that would elapse before the ice broke up. With the opening of spring, the lakes would be ours.” It was after a careful examination of this important matter in both Houses of the Legislature of New York, and taking into view not only the greatly exposed condition of her northern water frontier, but the immense stream of lake commerce pour¬ ing into her territory and through her canals and railways, not only from the mineral and grazing districts of northern Pennsyl¬ vania and Ohio, but from the truly imperial group of agricul¬ tural States adjacent to the upper lakes, that the act of the 22d of April was passed by large majorities both in the Senate and Assembly, placing all the State canals connected with the lakes at the service of the General Government. By the provisions of the act, the United States will become fully entitled, whenever it shall provide the pecuniary means for enlarging the locks on the Erie and the Oswego canals, to the perpetual right of pass¬ age through those canals “ free from toll or charge, for its vessels of war, boats, gun boats, transports, troops, supplies, or muni¬ tions of war.” The act grants a similar right of perpetual pas¬ sage, in case the Government shall provide the means through two other channels, one being a branch canal (now partially construct¬ ed) from the Erie canal to the safe and commodious harbor of Great Sodus Bay, on Lake Ontario, furnishing a very desirable rendez¬ vous for naval vessels ; the other being the enlargement of the Champlain canal, on the direct route of the old and natural war¬ path of our revolutionary history, and opening a channel of rapid and easy access to an important military point on the St. Lawrence river, below Montreal, where the chain of water com¬ munication between Upper and Lower Canada might be broken. The cost of enlarging the locks on the Erie and Oswego canals, to be paid by the United States, will not exeeed $3,500,000. That of the branch to the Great Sodus Bay is not yet definitely ascertained. The enlargement of the Champlain canal has been estimated by the State Engineer at $3,700,000; but with due economy may probably be considerably reduced below that amount. ENLARGEMENT OP THE CANALS. 45 The enlargement of the locks on the Erie and the Oswego canals can be easily completed in a single winter, and, if neces¬ sary, by the 1st of May next. Up to the 30th of September, 1861, the State had expended, in constructing these two canals, .and in enlarging their dimensions to the size required for the commerce of the lakes, the sum of $43,515,167. Their net tolls,- deducting repairs, are wholly devoted to the reimbursement of the debt incurred in their enlargement, and are kept at the low¬ est rate consistent with that object. These, then, are the prominent features of the canals which the legislative act of New York has placed at the service of the Government. In view of her peculiar geographical position in the Union, with three of the six great northern lakes (Cham¬ plain included) lying immediately on her border, she now feels entitled respectfully but earnestly to claim that the national duty of defending such a chain of seas, not only from imminent and immediate danger, but the remotest chance of assault and ravage by a maritime enemy, is among the highest and most im¬ perative obligations of the General Government. In entering into the Union, of which, through every change of circumstance, she has been a loyal member, she voluntarily and cheerfully sur¬ rendered to the General Government, without stint or reserva¬ tion, the rich revenues from foreign imports, which her geo¬ graphical position, commanding at once the ocean and the lakes, would have enabled her, with any views less comprehensive and national, practically to monopolize. For the sake of that priceless Union she gave up all to the common treasury, for the vefy purpose of enabling the National Government, then called into being, fully and faithfully to dis¬ charge its sovereign and transcendent duties, among which none was more conspicuous or emphatic than the solemn and perpetual obligation imposed by the Constitution, “ to provide for the common defence of the States. 77 She does not presume or desire to calculate the value x>r count the cost of that glorious national structure, and nevertheless, in view of the scanty measure of protection and relief she now asks, far less for herself than the loyal group of sister States richly clustering around the lakes, she cannot refrain from stating that the duties collected at the single port of New York, and faithfully paid over to the national treasury, already amount to $971,063,527 : of which immense 46 REPORT ON THE sum $355,235,855 is included in the single decade from 1850 to 1860. These duties, it is true, were eventually paid by the consumers of foreign products scattered broadcast throughout the nation, but it must be remembered that of those consumers a population of 10,858,005 are embraced within the States adjacent to the lakes, without including the narrow but very valuable strip of territory on those waters belonging to Penn¬ sylvania. How much, or, rather, how little, has been done by the General Government to provide for the common defence of the States around these inland seas from hostile attack, sufficiently appears from the fact, that the whole amount appropriated for every species of lake defence, up to the present moment, is but $1,676,- 650: while on the other hand, the cost of the fortifications alone on the Atlantic and the Gulf of Mexico, to say nothing of the hundreds of millions expended on the navy, has been $34,487,809. To these facts the attention of the General Government is now invited, in no spirit of complaint or supplication, but only of unaffected filial respect. New York did not complain, even in 1811, when the Government, then administered by President Madison, denied the petition presented in her behalf by De Witt Clinton and Gouverneur Morris, tw'O of her first Canal Com¬ missioners, seeking the scanty measure of aid which, at that early day, she really required for pushing the Erie canal through her nearly untrodden territory out to the great national wilder¬ ness around the lakes. The refusal, not particularly parental in tone or manner, served only to invigorate her youthful and unaided efforts, and compelled her to win alone the reputation she gladly would have shared with the ever-honored Union, of which she was, and is, and ever will remain, a dutiful and obedi¬ ent member. But the present exigencies of her canals, like those of the kindred canal of Illinois, are wholly national; the duty of adapting them to the common defence emphatically and exclu¬ sively national; and it wmuld be neither just nor generous to require either her or Illinois separately to burthen their people for objects plainly of primary interest and necessity to all the States. II. The question then arises, cannot the United States now afford to expend the amount necessary to defend these lakes, with their immense fleets of commercial vessels, from maritime aggression? and this brings us to the class of facts secondly ENLARGEMENT OP THE CANALS. 47 above proposed for examination, involving the national import¬ ance of the commerce of the lakes. They will conclusively show that the national commerce, for which the lakes afford the natural channel, constitutes a funda¬ mental and vital element of our national strength; that it has now attained such dimensions that the General Government can¬ not, wisely or safely, neglect or disregard it; and that, even for fiscal purposes, its pecuniary value is so great, with a prospect of increase so enormous, that the nation cannot afford, for a moment, to leave it exposed to any possibility of disturbance. Ihe present condition and past growth of this commerce will need to be stated somewhat in detail. It is so interwoven with the Erie canal, its great national outlet to the ocean, that the history of neither can be complete without including both. Ihe Erie canal, completed in 1825, with the scanty dimensions , °f forty feet wide and four feet deep, was regarded, for several years after its completion, by a considerable portion of our popu¬ lation, as a local work, mainly intended for the State of New York and its local commerce. Nor was this narrow view, at the time, particularly surprising, for, as late as the close of naviga¬ tion in 1837, of the total weight of the cargoes carried on the canal (somewhat inaccurately denominated in the official tables as its “tonnage”) being 387,506 tons in all, the local proportion furnished by the State was 331,251, while that of the cargoes coming from States west of her limits, and which, for brevity, may be called its “ national commerce/ 7 amounted only to 56,255. Notwithstanding this disparity, and the slender portion then furnished by the West, an effort was made in the Legislature of 1838, for nationalizing the canal, at least, in public opinion, by pointing out the latent capacity of the agriculture of the States around the lakes, and its inevitable effect in reversing the pro¬ portions then existing between the local and the national cargoes. Differences of opinion, honestly entertained, on such a point, could be settled only by time. Twenty-four years have now elapsed, and the following is the result: Tons reaching tide-water by the Erie canal ; 1837 1842 1847 1856 1861 Local. National. 331,251 56,255 258,672 221,176 618,413 812,840 374,580 1,212,550 291,184 2,156,425 48 / REPORT ON THE It will thus be seen that the proportions which, in 1838, were four to one in favor of the “ local 7 ’ commerce, were so entirely reversed that in 1861 they became nearly eight to one in favor of the “ national. 77 By further analyzing the official tables we shall readily detect the cause of this immense increase of the national commerce, In the rapid development of the agriculture of the west, which may be regarded as “ national agriculture, 77 in contradistinction to the local agriculture of New York. The comparative progress of this interior agriculture is strikingly manifest in the cargoes of wheat and wheat flour, carried by the canal, being, in barrels: Local. National. In 1837_ 747,676 284,902 1842 . 543,064 1,146,292 1847 . 791,106 3,989,232 1856 . 276,034 3,209,741 1861. 745,02-2 6,7T2,233 If to this be added the very important element of Indian corn, (the transportation and consumption of which have reached only their infant stages,) the contrast will be yet more striking. The “ national 77 wheat and flour carried on the canal in 1861, was______6, i 12,233 barrels. The “national 77 corn was. 6,796,390 13,498,523 The “local 77 wheat and flour was.. 745,022 The “local 77 was.210,510 - 955,532 showing a “ national 77 proportion in these two cereals exceeding thirteen to one. A similar disparity also exists in the products of “the forest, 77 being, in tons : Local. National. In 1831. 174,733 7,631 18 42 . 125,623 31,069 1847 *. 328,652 117,323 1856 .-. 173,608 335,797 I860 . 166,687 647,705 The fact may also be added, though rather incidental to the main subject, that the 494,057 tons of mineral coal transported through tho canal and its branches in 1861, were exclusively fur¬ nished by the coal fields and coal-bearing mountains of Pennsyl- * s ENLARGEMENT OF THE CANALS. 49 > &uia and Ohio, transmuted into gold by that very transporta¬ tion. It is on these facts that we claim that the Erie canal, with the Oswego canal as its co-equal and complement, has now practicallv become what its early projectors and friends insisted it would eventually become, a national canal. Like the national city of New York, geographically included within the limits of a single State, it belongs virtually to the nation. Its great office is to transport, not the trifling local products of any single State, but the accumulated products and fabrics of great groups of States to and from each other, and to and from foreign nations. Any measures for protecting its commerce, or in any way cheapening its means of transportation, inure to the benefit of the State of New York only in the scanty proportions above exhibited, being at present but one in thirteen for its most valuable cargoes; and even that proportion, small as it is, must steadily diminish under the resistless progress of our western agriculture. The Erie and Oswego canals carry but a portion of the com- meice of the lakes. Nearly all the merchandise which ascends the lakes, requiring expeditious movement, is carried, as it pro- perly should be, by the railways, which also carry a small portion of the descending cargoes. Of the descending agricultural products, the proportions of flour and grain coming from the lakes and carried eastward, in 1861, were as follows : From Buffalo.,--—... 5 1 } y per cent. Oswego .15 J Dunkirk and Suspension Bridge.9 “ Minor points in New York, ...Hi << £2 # 87 £ Descending the St. Lawrence to Montreal._...12A “ • £ 100 In respect to the total amount of the commerce of the lakes, it may be stated in general, that the descending portion consists mainly of agricultural products, with a moderate percentage from the forest and mineral regions; and that the ascending por¬ tion embraces the equivalent amount of manufactures, mer¬ chandise, and other products or property received in exchange. Its pecuniary value in both directions is between two and three hundred millions. [Senate, No. 110.] 4 50 REPORT ON THE This descending commerce is almost entirely the growth of the last twenty years. In 1837 it contributed to the Brie canal, in values, but $4,713,636. So slow was its early progress, that, as late as 1841, the- amount of wheat and flour received at Buffalo was only 5,785,960 bushels; and of Indian corn, but 201,031 / bushels. The wheat and flour increased in 1851 to 10,609,341; the corn to 5,988,775 do do 1856 to 14,095,911; do 9,633,277 do do 1860 to 24,014,324; do 11,386,217 do do 1861 to 37,973,175; do 21,026,657 being 59,007,832 bushels of these two cereals, with about two millions of smaller grains. The total amount of cereals of all descriptions carried on the lakes, and consisting almost exclusively of wheat and flour and Indian corn, as extracted from the carefully prepared reports of the Boards of Trade of their principal cities, is as follows : Bushels. Prom Chicago---—-- Milwaukee —__ Toledo-- Detroit__ Estimated for other ports 54,167,007 18,778,629 18,706,510 7,167,450 3,000,000 101,819,596 The proportions may not be entirely accurate, but they suffice for the main purpose, which is to bring boldly out the one gigantic and all but overwhelming fact, that the cereal wealth yearly floated on these waters now exceeds one hundred millions of bushels. It is difficult to present a distinct idea of a quantity so enormous. Suffice it to say, that the portion of it (about two-thirds) moving to market on the Erie and the Oswego canals requires a line of boats more than forty miles long to carry it. The whole hundred millions of bushels, if placed in a single line of barrels of five bushels each, would span the American con¬ tinent from New York to San Francisco, with a remnant nearly long enough to cross the Pacific. Shall not the American fleets, which yearly carry a mass of food so enormous, be protected from maritime assault and devastation? The limits of the present communication forbid the full consid- ENLARGEMENT OF THE CANALS. 51 ©ration of the transcendent importance of a cereal wealth so im¬ mense and capable of such enormous increase. Its existence is a new fact in the history of man. In quantity, it already much exceeds the whole export of cereals from the Russian Empire, the gieat compeer of the United States. Under the comprehen¬ sive and magnanimous statesmanship of that truly Continental Power, a magnificent system of canals, and river-improvements, and railways, steadily prosecuted through every political vicissi¬ tude, from the days of Peter the Great down to the reign of the present enlightened Emperor, connects its vast agricultural in¬ terior with the Ocean and the Mediteranean, through the Baltic, the W liite and the Black seas—encircling the empire with points of agricultural export, stretching round from Odessa to Riga and St. Petersburg, and thence away to Archangel—and yet its total yearly export of cereals was, in 1854, but twenty-seven millions of bushels, and in 1851 only forty-nine millions, being a little less than half the amount carried in 1861 upon our American lakes. It was the constant aim and effort of ancient Rome, even in the zenith of its power, to provision the capital and the adjacent provinces from the out-lying portions of the empire. The yearly crop contributed by Egypt, under Ptolemy Philadelphus, was fif¬ teen millions of bushels. Under the prudent administration of the Emperor Severus, a large store of corn was accumulated and kept on hand, sufficient to guard the empire from famine for seven years. The total amount thus provided was but one hun¬ dred and ninety millions of bushels. The product, in 1850, of cereals, in the five lake States of Ohio, Michigan, Indiana, Illin¬ ois and Wisconsin was 252,000,000 of bushels; being of wheat 39,000,000 and Indian corn 111,000,000. In ten years, as shown by the census of 1860, it increased to 354,000,000 bushels ; be¬ ing of wheat 18,000,000, and corn 215,000,000; the residues con¬ sisting of the smaller grains. Nor is this all. A prospect far more grand and national is just opening on the commerce of the lakes. The great and long- cherished measure of connecting their southwestern extremity, by an adequate water communication, directly with the Missis¬ sippi, near its confluence with the Missouri, and thus uniting, in one vast, continental system, the broad basin of the lakes with the great net-work of navigable rivers, outspread for thousands of miles over the wide expanse of the great central interior of 52 REPORT ON THE the Union, is now awaiting the decision of the National Legisla¬ ture, which, in view of responsibilities so august, might well resume the significant title of “ Continental Congress,” adopted by their fathers. Let us not attempt to lift the veil from a fu¬ ture so stupendous, inevitably destined to repeat, on a yet gran¬ der scale, that immense agricultural development around the lakes which has now become historical. The rich cereals of Missouri, and Iowa, and Minnesota, and Kansas, States just creep¬ ing from their cradles, are already numbered by hundreds of mil¬ lions of bushels, much of it perishing, or wastefully consumed for fuel, merely for want of this new avenue to the Atlantic. The prediction in 1838, that our great interior States must eventually “ become the common granary of the Union, and dis¬ charge the duty of supplying subsistence to the surrounding com¬ munities,” though seriously questioned at the time, is already nearly, if not entirely verified. The fundamental law of demand and supply, necessarily causing the most advantageous distiibu- tion of labor, especially in a continental nation, united like ouis under a common government, is now, at least partially, obeyed. The wheat crop of New York, whose principal and proper office is commerce, has already fallen to 8,681,000 bushels, hardly enough to feed her population for one-third of a year. The bushels produced in 1860 by all New England were but 1,077,- 000, sufficient only for three weeks’ consumption. Surely, if any portion of our whole republic is especially interested in securing the food-bearing vessels of the lakes from the possibility of cap¬ ture or interruption, it is the three millions of sagacious, loyal, and thrifty people who inhabit the granite ranges and rocky promontories of that ancient and noble family of States, who, finding it easier and better to spin than to plough, compel their numerous and sparkling waterfalls, so richly scattered over their rugged country, to purchase from the fertile West the bread which they require. The magic power of the Union so entirely abolishes East and West, that the fabrics of the East are prac¬ tically only the food of the West, reappearing in another shape, and, in that more portable and convenient form, increasing the sum of our foreign exports. It was a fortunate, if not a providential, coincidence, which led, in 1846, to the removal of the artificial and arbitrary restraints on the freedom of commerce created by the British corn laws, just as the vast agricultural power of our lake States ENLARGEMENT OP THE CANALS. 53 began to dawn on the civilized world. The imports of cereals into the British Islands instantly rose from '31,916,000 bushels in 1846, to 115,959,000 bushels in 1860; and it may be safely affirmed that the year will never again arrive when those islands will yield food enough for their own consumption. Despite any and every struggle, the stern necessities of hunger will bind them at last, with bands stronger than iron, to the nation that can feed them. Our table of exports of domestic produce for the last forty years are replete with instruction as to the commercial and fiscal value, for national purposes, of the commerce of the lakes. The total value of breadstuffs and provisions yearly exported to foreign countries, as exhibited by those tables, was $12,341,901 in 1821 ; and in 1836, had actually diminished to $10,624,130* and again in 1838, to $9,636,650. Up to 1845, it had increased only to $16,143,421, but in 1841, when the agricultural products of the great interior States began to pour in heavily from the lakes (as shown by that unerring barometer, the Erie canal), it rose at once to $68,701,921. Since that time it has fluctuated more or less, with the vary¬ ing necessities of the nations of Europe; but, in 1856, the amount had reached $77,187,301, which was again inceased in the year ending the 30th of June, 1861, to 4 $93,969,682, exclusive of $4,245,410 in cattle, hides, and tallow, which, for the present inquiry, might fairly be included. It is a fact of much sig¬ nificance that, in the year last mentioned, the total value of the cotton exported was but $34,051,482, and during the current year little or nothing, conclusively showing that we shall be compelled, at least for a season, mainly to rely on our export's of food and our manufactures, which are its direct or indirect derivative, for the means of importing the duty-paying foreign commodities from which the treasuary must derive its revenues, apart from taxation. The value of the manufactures exported in the year last mentioned (excluding those of cotton, which were $7,957,038) was $25,149,037, which, added to the $93,969,- 682 of food, makes a total export of $119,118,689. This sum will purchase its equivalent in foreign commodities, on which an average import duty of 25 per cent, would be $29,779,471 ; con¬ clusively demonstrating that the commerce of the lakes, for which these national canals furnish the necessary outlets to the seabord, has become eminently and emphatically national in its REPORT ON THE 54 character and consequences; that it constitutes a fundamental and vital element of our national strength, political, commercial and fiscal; and that, in all these respects, it has now attained a national importance that American statesmen will not willingly, and cannot safely disregard. With the view thus presented of the direct influence of these agricultural exports in securing duty-paying imports in return, it is really difficult to prescribe a proper limit of expenditure for securing the completion of cheap and capacious navigable chan¬ nels, by which to augment the quantity brought to the seaboard; but it is certain that, if the due enlargement of the New York and Illinois canals were to cost even $20,000,000, and should increase the yearly quantity but 10,000,000 of bushels, the import duties on the foreign commodities which that increase would purchase would very shortly reimburse the whole amount. In conclusion, it remains only to notice an objection, which possibly may be urged by individuals of timid temperament, that the great national work of uni ting.the Hudson through the canals and lakes with the Mississippi, by an unbroken water communi¬ cation, affording ample means, not only of public defence but of rapidly increasing the national commerce, and its consequent contributions to the common treasury, is a measure to be con¬ sidered only during a period of peace, and should not be under¬ taken or encouraged at the present time, nor until the pending effort to dismember the Union shall be finally terminated. This objection has no real force. On the contrary, if the nation has temporarily lost a portion of its resources, it needs all the more to foster and replenish the residue. If one-half of the body politic be paralyzed, it is surely wise to strengthen the other. Nor is the real ability of the Government to discharge all its duties impaired to any serious extent. Despite the sneers of open enemies or treacherous friends on either side of the Atlantic, our country, in substantial credit, in agricultural wealth,, in man¬ ufacturing power, and, above all, in every element of moral force, never stood higher. Nor would any national adversity, however severe, justify the abandonment or disregard of a distinct constitutional obligation, or the neglect of measures plainly calculated to increase our fiscal power, and encourage the industry and commerce of our loyal people. The hour of adversity is the time to try both men and nations. It is the opportunity kindly accorded to them by Pro- ENLARGEMENT OF THE CANALS. 55 vidence, to show to the surrounding world their steady courage, their calm consciousness of strength, their indomitable, self-sus- taining power. Such has been the example of every nation truly great. The British government bravely contending, all but single handed, for nearly twenty years against the colossal power of the first Napoleon, did not, for a moment, neglect to faster the commerce which enabled it to maintain that very struggle. The sturdy old Hollanders, after inundating all their land to resist their haughty enemy, fitted out a fleet to sweep the channel. It was amid the long and wasting wars of Louis the Fourteenth, that his great canal of Languedoc was constructed, under the consummate statesmanship of Colbert, to connect the Atlantic with the Me¬ diterranean. Its triumphant completion, immortalized by the historian and the poet, was solemnly celebrated amid the bene¬ dictions of the Church and the acclamations of assembled France. The American Lakes, with the enlarged canals of New York and Illinois as their chief accessaries, if laid down on the map of Europe, would reach from the Atlantic to the Volga, and open an unbroken navigation through a majestic line of principalities monarchies and^empires, for ages disunited, and widely differing in language, laws and‘race. By a beneficent Providence, this splendid series of connecting waters has been committed to the American Union, for its highest purposes, both in war and peace. It is for the honored head of the Government now to show that, fully recognizing this solemn trust, he is ready, with the co-ope¬ ration of Congress, to go vigorously forward and complete a work so important to the American people, for all coming ages. Respectfully submitted, in behalf of the State of New York, by SAMUEL B. RUGGLES. Washington, June 9, 1862. . No. 20. Further report of Mr. Ruggles to Governor Morgan. Washington, June 14, 1862. Sir—The President of the United States yesterday sent a special message in duplicate to the Senate and House of Repre¬ sentatives, commending to their consideration the memorial pre¬ sented to him in behalf of the State. 56 REPORT ON THE A copy of the message is transmitted herewith. The House directed the printing of five thousand extra copies, and made the bill the special order for Tuesday, the 24th instant. In the Senate, the memorial and message, on the motion of Mr. King, were ordered to be printed and to lie on the table, it being thought advisable to await the final action of the House, before taking action in the Senate. The delay is not injurious, as the measure is daily gaining strength. Resolutions of the common council of the city of New York, expressing their opinion of the national importance of a navigable communication from the Hudson to the Mississippi, ad¬ equate to the national defence, have recently been transmitted to Congress. The only opposition as yet openly manifested comes from a portion of the Pennsylvania delegation, but it is hoped that, in view of the direct interest of their State in defending that part of its territory adjacent to Lake Erie, they may think better of the matter. With much respect, your obedient servant, SAMUEL B. RUGGLES. His Excellency, Edwin D. Morgan, Governor, fyc., fyc., $c. ' • ' ' 7 4 * No. 21. Message of the President of the United States, accompany¬ ing the Memorial in behalf of the State. Executive Mansion, ) Washington, June 13 th, 1862. ) Fellow citizens of the Senate and House of Representatives: I herewith transmit a Memorial addressed and presented to me, in behalf of the State of New York, in favor „of enlarging the locks of the Erie and Oswego canals. While I have not given nor have leisure to give the subject a careful examination, its great importance is obvious and unquestionable. The large amount of valuable statistical information which is collected and presented in the Memorial, will greatly facilitate the mature con¬ sideration of the subject, which I respectfully ask for it at your hands. ABRAHAM LINCOLN. 57 ENLARGEMENT OP THE CANALS. Ho. 22 . • Letter of thanks from Governor Morgan. Executive Department, T t o ^ „ Albany, June 19, 1862. Hon. o a mu el B. Ruggles, Washington. D. C. ^ arQ directed by the Governor, who returned from New York last night, to acknowledge your letter of the 14th instant, and to express to you his thanks and gratification. I am, with much respect, Your obedient servant, L. L. Doty, Private Secretary . Ho. 32. Fuither Report by Mr. Ruggles to Governor Morgan* Washington, June 14, 1862. Sir—The letter from your private Secretary, signifying your satisfaction with the memorial presented to the President, has duly reached .me, for which I beg to thank you. It certainly will not lessen any effort on my part, to secure the success of the great national measure so important to our State and our country. As stated in former communications, the result may much depend on the good sense of the friends of the Illinois canal in fixing a definite and moderate amount of expenditure, and thereby commending the measure to the support of discreet members from other portions of the Union. It was not until Tuesday last, that the details were finally adjusted in the shape of an amend¬ ment, then presented to the House and ordered to be printed. This has caused a few days' more delay, that Congress may examine the amendment when printed, and fully understand its merits. It consists 1st. In limiting the total expenditure by the United States on the Illinois canal and river, to ten millions of dollars, the State ot Illinois to furnish the residue, say three and a half millions. 2d. In limiting the expenditure of the ten millions of dollars, at all times, to an amount, the yearly interest on which, at six per cent., shall not exceed the tolls of the canal for the then next preceding year. All the tolls to be received by the United States, ' until the principal and interest of its advances shall be fully reimbursed. 58 REPORT ON THE The bill thus amended, and retaining the three millions five hun¬ dred thousand dollars for the Erie and the Oswego locks, is specially set down for Monday next. Several of the New York members will probably participate in the debate, and especially Mr. Olin, from the military committee, Mr. Ely and Mr. Pomeroy. It promises to be of unusual interest, unless shortened by the late¬ ness of the period in the session. It is gratifying to state that Governor Andrew, of Massachu¬ setts, takes a deep interest in the measure, regarding it as adding increased strength to a link of vital importance in our chain of national Union. He has kindly offered to communicate to several of the New England members the views which he has expressed in the letter a copy of which is herewith furnished. If I might venture to make the suggestion, a correspondence between yourself and several, if not all of the Governors of the other loyal States, setting forth not only the military and com¬ mercial merits of the measure, but its paramount importance in strengthening the ties of national unity between the States on the Atlantic seaboard and those on our great interior waters, would certainly be productive of much good, both now and here¬ after. It is not without a certain feeling of national humiliation that I am obliged to state, that from the day of the passage of the law of our Legislature, adapting the canals to the national de¬ fence, an almost uninterrupted stream of malicious and scunilous publications has been permitted to issue from a portion of the press, in the great and prosperous city of Philadelphia, grossly assailing the motives of the authorities and the citizens of the State of New York, in asking from the General Govern¬ ment the proposed measure of national protection for the national northern frontier ;—most unworthily imputing it to sordid pri¬ vate speculation, and, in their own peculiar phraseology, stigma¬ tising it as “a mere canal job.” I have only to say that, m all the struggles of the last five and twenty years, to carry for¬ ward within our State the enlarged canal policy, now crowne with such rich results, it has never in any instance been found necessary to notice any of the numberless assaults on its friends, by ignorant or venal newspaper writers. Unless your ' Excellency should see something in the character of the present publications, as involving a deliberate assault upon our State authorities, to render necessary some notice of them, I shall do ENLARGEMENT OF THE CANALS. 59 nothing whatever to correct any of their misstatements, hut shall rely on the intelligence and vigor of our members of Congress effectually to dispose of them at the proper time. I took the liberty, by telegram to-day, to invoke your official influ- ence, if it should be needed, to facilitate the sending me at once two hundred and fifty copies of the map of the Canadian canals, recently made by our State Engineer. They are important in in¬ dicating the particulars of the project just commenced in Cana¬ da for constructing “ The Ottdwa ship canal ” a work requiring but twenty-nine and a half miles of artificial canal with four hundred and one miles of lake and river navigation, connecting Montreal directly with Lake Huron and the Strait of Mackinaw, by a line running nearly west from Montreal, through the Ottawa river, Lake Nipissingue and other minor lakes, the French river and the Georgian Bay, and saving at least three hundred and fifty miles in the present distance 'by navigable water, from Chicago to Montreal. The canal is to be twelve feet deep, with locks fifty feet wide and two hundred and fifty feet long, and capable of pas¬ sing vessels of one thousand tons burthen. In capacity and im¬ portance both military and commercial, it will far exceed that of any Canadian work now constructed. Its proposed dimensions and power need only to be stated, to arouse at once the earnest attention of the public authorities, both State and National. I propose to furnish the necessary particulars in a supplemental paper, to be appended to the memorial now before Congress. With much respect, Your obedient servant, SAMUEL B. BUGGLES, To His Excellency, Edwin D. Morgan, Governor , #c., £fc., fyc. No. 24. Letter from His Excellency John A. Andrew, Governor of Massachusetts, referred to in the preceding communi- * cation. Boston, June 23, 1862. Samuel B. Buggles, Esq. : My Dear Sir—I find it utterly out of my power to secure any half hour in which to write you an intelligent word in reference to the very important and weighty matter of your Memorial con¬ cerning the adaptation of the canals of New York and Illinois to REPORT ON TEE 60 the defence of the lakes. Nor indeed shall I find opportunity until I reach home, which I hope to do to-morrow night. But I need not assure you that you have my sincere good wishes and entire" sympathy. I wish my humble power could give you any valuable co-operation. Even if the argument on the facts were far less convincing than it is, I would promote this measure, as. an earnest of our unconquerable will to live and thrive as a con¬ tinental, independent, and beneficent power ; on the one hand, planting the seeds of- a richer and greater life, both moral and material, even in the midst of war • and, on the other hand, as an earnest of the cordial confidence and faithful trust entertained by the heart and brain of New England in our brethren of the imperial West. To refuse aught, which, uniting by artificial conveniences of commercial or military communication, the West and East, serv¬ ing, also, to bind our hearts, and mould our interests in more intimate union, would be narrow, even to selfishness, and selfish¬ ness is always narrow and always blind. Whatever makes man happy, prosperous, hopeful and free, is a blessing to us all. Spend whatever you wisely may for the development of the West, the industry, patience and skill of the New England people will know how to reap their share of the benefits of the expenditure. I am, with great respect and regard, Your faithful and obedient servant, * JOHN A. ANDREW. r No. 25. Supplemental Memorial in respect to the Canadian Canals. The map furnished herewith, with the accompanying notes, will more fully illustrate the statements of the memorial how be¬ fore Congress in respect to the adaptation of the canals of the State of New York to the defence of the lakes. It plainly exhibits the necessity, both military and commercial, of American channals capable of competing with the British. I. On the American side it shows the chain of navigation, as proposed to be improved, from the Hudson, through the lakes, to the Mississippi, consisting of the following portions : Miles. 1. The Hudson river, from New York to Albany. 148 2. The Erie canal, from Albany to Buffalo.. 352 ENLARGEMENT OF THE CANALS. 61 Milos. 3. Lakes Erie, Huron and Michigan, with their connecting straits and rivers, estimated at... 912 Total New York to Chicago.1,412 4. The Illinois and Michigan canal as enlarged. 50 5. The Illinois river as improved.266 - 316 Total New York to Mississippi river _ 1,728 II. On the British side, it shows : 1. The series of short canals around the rapids of the St. Law¬ rence, viz : The Lachine canal.. si ----- u 2 The Beauharnois canal.... 11 The Cornwall canal __ in . _ " --- “ 1 1 2 The Williamsburgh canal....12 . m ' - 43 2. The Welland canal, from Lake Ontario to Lake Erie_ 35 Total canal...... 3. Natural navigation on St. Lawrence and Lakes Ontario, Erie, Huron and Michigan...1,182 Total Montreal to Chicago...1,260 It also shows two interior Canadian routes, and their compara¬ tive security from military attack. 1. The Rideau canal from the Ottawa to Kingston, 83 miles. 2. The contemplated line of a new and very important work, called the “ Ottawa ship canal ” the surveys of which have been recently completed. The official report of those surveys by Thomas C. Clarke, Esq., “ Chief Engineer Ottawa Survey,” made in 1860, to the President of the Board of Public Works of Canada, states the dimensions of the locks to be 250 feet long, 50 feet wide, and 12 feet deep, with a canal channel 100 feet wide on the bottom, and capable of passing vessels of 1,000 tons burthen. The total length from Montreal to Lake Huron will be but 430f miles, of which 401J miles consist of natural navigation by lakes and rivers, and only 29 J miles of artificial canal. The line 62 REPORT ON THE is comparatively very direct, running nearly west from Montreal; the outlet of the canal into Lake Huron, at the mouth of French river, being within twenty miles of the same degree of latitude. This outlet, too, is near the Strait of Mackinaw, the entrance of Lake Michigan, which now furnishes nearly three-quarters of the cereal trade of the lakes. Of the 101,000,000 of bushels carried on the Lakes last year, 74,000,000 came from the ports on Lake Michigan. The supply of water for the ship canal is abundant. The basin of the Ottawa river, sometimes denominated on the maps as “ Grand” river, is 80,000 square miles, nearly three-fold of that of the Hudson. The summit level is 57 miles long, and will be created by raising the waters of Lake Nippissingue, and those of three other minor lakes, to the same elevation. As stated by the engineer, the waters are “ sufficient for any scale of navigation, and for all time to come.” The saving in distance between Montreal and Chicago, by this direct route over the present circuitous line through the lower lakes and the St. Lawrence, is 34 2 J miles. It has sixty-four locks, with a total lift of 665f feet. The Erie canal has seventy- one locks, with a total lift of about 590 feet. The work, in qual¬ ity, equal at least to that of the St. Lawrence canals, is estimated to cost $12,057,080, exclusive of the Lachine canal, which is al¬ ready completed. It can probably be finished as early as the pro¬ posed enlargement of the Illinois and Michigan canal. It is dis¬ tributed in the following divisions, natural and artificial: Lachine._.. Lake St. Louis.. St. Anne’s .. Lake of Two Mountains Carillon to Grenville_. Green Shoal.... Ottawa river. Chaudiere and des Chenes Des Chenes Lake. Chats... Chats’ Lake .... Snows’ to Black Falls_ River and Lake Coulonge. Chapeau and L’Islet. Deep river. Joachims’ to Mattawan— Miles of riv- Miles of er and lake. canal. . 13.31 8.50 . 24.70 1.19 . 7.73 5. . 55.97 .10 3.75 _ 26.69 2.61 1.70 . 19.28 .60 . 18.32 . 24.93 1.05 4.85 . 33.58 .14 . 51.74 2.26 ENLARGEMENT OF THE CANALS. 63 Miles of river Miles of and lake. canal. River Mattawan... 16.22 1.08 French river... 41.52 .82 Total... 401.44 29.32 This extensive line of interior waters, with short land portages, formed, for many years, the principal route for the vessels and voyageurs of the Hudson's Bay Company and the North-West Company. The distance from Chicago to Montreal, by the present route through the lakes, is. 1,260 miles. By the Ottawa route it will be but. 911 “ From Chicago to New York, by the Erie canal, it is 1,412 “ From these facts it is evident that the Ottawa ship canal, when completed, must become, in a commercial point of view, the most formidable rival, in Canada, of the Erie canal; while its military importance, in enabling the British Government to dispatch their squadrons of gun boats by an interior route directly from Mon¬ treal to the Strait of Mackinaw, can hardly be over-estimated. That ample passage, emphatically the open gate of the commerce of the West, is three miles wide, practically preventing its pro¬ tection by works on land, and unerringly pointing to the enlarge¬ ment of the New York and Illinois canals to a size adequate to the passage of mail-clad vessels of war, in sufficient numbers, as the only certain meaqs of defence. Respectfully submitted, on behalf of the State of New York, by SAMUEL B. RUGGLES. Washington, June 28, 1862. No. 26 . From Governor Morgan’s Private Secretary to Mr. Ruggles. Executive Department, Albany, July 2, 1862. Hon. Samuel B. Ruggles, Washington , _D. C . Dear Sir—The package of the Memorial to the President has been received, and a copy of it, accompanied by a letter from the Governor, has been communicated to the Governors of the several States. A copy has also been deposited in the State Library, and copies delivered to the several State officers. The remaining ones I will distribute with care, under direction of the Governor. I am very respectfully, your ob't serv’t, L. L. DOTY, Private Secretary . 64 REPOET ON THE Ho. 27. Further Eeport by Mr. Ruggles to Governor Morgan. Washington, July 1, 1862. Sir—Tlie fifty copies of the map of the canals connected with the lakes, transmitted to me by your direction, reached me in due season. They have been very useful, in exhibiting the char¬ acter, both military and commercial, and the comparative import¬ ance of the canals and water communications of Canada. The maps have been generally circulated among the members of the Hojise of Representatives, with an explanatory paper as a supple¬ ment to the State memorial, briefly stating the length of the various rival channels, natural and artificial, connecting the agricultural regions around the lakes with the seaboard. In that paper, a copy of which is sent herewith, the peculiar importance of the proposed “ Ottawa ship canal ” is set forth somewhat in detail. It is very necessary that the particulars of a work which may so seriously affect the commerce of the lakes, and the conse¬ quent prosperity and power of the State of New York, should be fully and generally understood, that by timely and intelligent legislation its mischievous effects may be lessened, if not wholly averted. This can only be done by the due enlargement of the locks of our canals connected with the lakes. The great struggle to pass the bill, pending in Congress for the purpose, came on yesterday in the House of Representatives. Its merits were fully and ably exhibited in the debate, which occupied several hours, and in which Messrs. Blair, of Missouri; Arnold, of Illinois; Ely, Pomeroy and Olin, of New York, earn¬ estly exerted their best efforts. They placed the measure on high and patriotic grounds, both in respect to the national defence and the national commerce. Mr. Van Horn, of New York, was also allowed by the House to print his speech in sup¬ port of the bill, which the lateness of the hour prevented him from delivering. The debate will be officially reported in the £ ‘ Congressional Globe,” a copy of which I will transmit to you. The objection which had been previously entertained by some of the members in respect to that portion of the bill which provided for the enlargement of the Illinois canal and improvement of the Illinois river, wholly at the expense of the United States; had been practically removed by amendments : 1st. By reducing the expen¬ diture by the Government to $10,000,000, with a proviso that the State of Illinois should pay any excess of cost. 2d. By pledging the ENLARGEMENT OF THE CANALS. 65 canal and its revenues, present and future, as security for reim¬ bursing the United States ; and 3d. By limiting the advance ot the $10,000,000, from time to time, to a sum for which the tolls of the preceding year should suffice to pay the interest. Under this provision, the amount to be advanced at present to the State of Illinois by the Government, in its bonds, would not ex¬ ceed three millions of dollars. In view of these amendments several of the members from New England, and particularly Judge Thomas, of Massachusetts, with¬ drew their previous objections to the bill, and consented to give it their support. But the amendments had no effect in re¬ moving the objections of the members from Pennsylvania, New Jerse} 7 , Maryland, Kentucky, and the districts adjacent to the Ohio river. The opening speech in opposition was by Mr. Val- landigham, followed by Mr. Thaddeus Stevens, of Pennsylvania, who, after offering an amendment to the bill, by way of derision, appropriating “one hundred millions of dollars to slack-water the Susquehanna river from its mouth to its source in New York, and then for constructing a ship canal to Lake Erie, at or near Buffalo,” and after asserting that “ the Susquehanna has water in it, but the Illinois only sometimes,” and expressing his fears that, “if you open a communication to it from the lake to furnish water for the river, you will drain the lake and find nothing but dry land,” with¬ drew the amendment and moved to postpone the consideration of the bill to the first Monday in January next. In that motion he was unanimously sustained by all the Pennsylvania members present, and by nearly all the members from the border States, and the districts adjacent to the Ohio. I greatly regret to be obliged to report that Mr. F. A. Conkling, one of the Representatives from the city of New York, supported this movement of Mr. Stevens. With that exception, all the Representatives present from the State of New York, twenty-five in number, voted in the negative, and succeeded in defeating the motion, by the vote of fifty-eight negatives to fifty-seven affirmatives. The vote on the final pas¬ sage of the bill will probably be taken in the House to-day or to¬ morrow; the result I will communicate to you without delay. With high respect, Your obedient servant, SAMUEL B. RUGGLES. His Excellency Edwin D. Morgan, Governor , fyc., Sfc,, fyc. [Senate, No. 110.] 5 « 66 KEPOKT ON THE No. 28. Further Report by Mr. Buggies to Governor Morgan. Washington, July 2, 1862. Sir—The House of Representatives have laid on the table the bill for enlarging the Illinois canal, &c., and the New York locks, by the close vote of 65 to 63. The ayes and noes duly reported in the “ Globe” show that of the New York delegation twenty-five voted against tabling the bill ; that seven were absent, and that one, Mr. F. A. Conkling, voted in the affirmative. The great mea¬ sure so urgently needed for the highest interests of the State and the Union is thus virtually postponed until the next session of Congress, in December next, when it may be presented under bet¬ ter auspices, and after more opportunity for careful examination by Congress and the country. On my return to New Yoik I will personally communicate to you, more in detail, the character of the opposition to the measure and its prospects at a future session of Congress. With high respect, Your obedient servant, SAMUEL B. RUGGLES. To his Excellency Edwin D. Morgan, Governor , £fc., #c., 4r c • No. 29. Report by Mr. Ruggles to Governor Morgan. New York, November 28, 1862. Sir—Under your instructions, I have visited Washington du¬ ring the present week for the purpose of submitting to the Presi¬ dent of the United States certain statements showing the great¬ ly increased importance of enlarging the capacity of the New York and the Illinois canals, and thereby cheapening the trans¬ portation of Western products to the Atlantic. I much regret to report that I found the friendly and kindly feeling on this subject, manifested by the President during the last session of Congress, had become materially modified by what he considers the grievous imposition practiced on the food pro¬ ducing States of the interior, in the greatly increased charges on their agricultural products levied during the present season by the New York carriers by canal and by- railway. He adverted with marked displeasure, to the fact which had been stated to ENLARGEMENT OF THE CANALS. 67 him, that the New \ork canal charges were raised immediately after receiving intelligence that the Confederate forces had seized a portion of the Baltimore and Ohio railroad, adding, quite em¬ phatically, that until he could be satisfactorily assured that ade- quate measures would be adopted to terminate this abuse, he should feel but little inclined to exert his influence or authority to secure the enlargement of the New York canal locks. In answer, I begged to assure the President that the raising of the rates of canal freights, as to the truth of which I was not in¬ formed, was in no respect the act of the State or of its canal autho¬ rities; that the rates of toll received by the State had not been raised at all; that the State had never drawn from its canals a sin¬ gle dollar, not required to reimburse the principal and interest of the moneys expended in their construction ; that the tolls had been constantly kept at the lowest limit consistent with that object,even falling at times so much below it as to render direct taxation ne¬ cessary, to an amount now exceeding five millions of dollars, to supply the deficiency ; that the alleged increase in the charges of canal transportation was exclusively the act of forwarders or boat owners, over whom the State had no control; that the increase of price was the natural and inevitable result of the rapid aug¬ mentation of western agricultural products, suddenly Creating a demand for canal transportation beyond the capacity of the canals or of the existing boats ; that the most effectual and in fact the only remedy would be, to increase the capacity of the canal locks with all practicable dispatch, and thereby permit the use of larger boats, carrying larger cargoes ; and finally, that the canals being entiiel} open to the citizens of all the States alike, the people of the West were at perfect liberty, either now or hereafter, by them¬ selves or their agents, to engage in their navigation, and thereby either diminish or share the undue profits now complained of. In respect to any alleged increase of charges by the railway companies of New York, it was further urged that the Erie canal, with its locks duty enlarged and an adequate supply of boats of increased capacity, would practically become the regulator of the pi ices of transportation, and prevent any necessity of resorting to any legislative measures, which might be suggested in any quarter, for compulsorily reducing the charges for freight on the railways. These statements were subsequently presented more in detail 68 REPORT ON THE to Mr. Seward, Secretary of State, with statistical facts, for the consideration of the President, exhibiting the rapid advance of the agriculture, products and wealth of the food-producing States adjacent to the northwestern lakes and the upper Mississip¬ pi. [These exhibits are embraced and somewhat amplified in Doc. No. 33, post.] The Secretary fully admitted the pressing na¬ tional necessity, in the present crisis of our public affairs, of ex¬ erting every effort, by cheapening transportation or otherwise, to prevent any alienation of these large and powerful communi¬ ties from the States on the Atlantic 5 and expressed his earnest desire that decided measures should be taken without delay, by the State authorities and the railway companies of New York, to show distinctly to the West that no undue or needless burthen on its products should or would be permitted. Since the date of my last report, July 2, 1802, the canal bill which had been laid on the table of the House of Representa¬ tives, as therein stated, was taken from the table and specially postponed to the 18th of December next, and it will probably be definitely acted on before the next meeting of our State Legislature, or any public official communication from the Governor. I beg leave, however, respectfully to suggest that, in the interval, the Canal Board might, by a timely and well considered expression, duly transmitted to Congress, materially aid the passage of the bill, and at any rate remove any inju¬ rious impression, that the State authorities will participate in any way in burthening unduly the agriculture of the west. Such an expression, from such a source, with evidence that the revenues of the canals are carefully adjusted to the due reimbursement of their cost, and that the canals are virtually regarded and treated by our State authorities as national works, intended for the highest national purposes, would do much to neutralize the recent insidious attempt in the Confederate Con¬ gress to seduce the Northwest from its loyalty, by offering, as a boon, the free navigation of the Mississippi. In considering the subject, the Canal Board would doubtless bear in mind that the tolls on the enlarged canals of Canada have recently been greatly reduced, if not wholly removed, and that the commercial consequence is already plainly visible, in the steady increase in that portion of the agricultural products of the west, borne east¬ ward through the lakes, but diverted from Lake Erie down the St. Lawrence. ENLARGEMENT OF THE CANALS. . 69 How far, under the peculiar circumstances above referred to, President Lincoln will Feel inclined to include the enlargement of our canal locks, in his forthcoming message, is not yet known. But it is quite certain that the interests of the State demand that the pending measures, now so greatly increased in import¬ ance, should be actively and fully defended in the session of Con¬ gress just at hand } and for the reason, among others, that a final decision by the Government may leave our State fully at liberty to adopt any further measures, which its own resources may permit, for protecting its commercial interests, and maintaining its proper and loyal attitude in the Union. With much respect, Your obedient servant, SAMUEL B. RUGGLES. To His Excellency, Edwin D. Morgan, Governor , 4rc., #c., No. 30, Extract from the Animal Message of President Lincoln, sent to Congress on the first Monday of December, 1862. U I su bmit a statement of the progress made in the enterprise of constructing the Pacific railroad j and this suggests the ear¬ liest completion of the road, and also the favorable action of Congress upon the projects now pending before them for enlarging the capacities of the great canals of New York and Illinois, as being of vital and rapidly increasing importance to the whole nation, and especially to the vast interior region hereinafter to be noticed at some greater length. 1 purpose having prepared and laid bcfoie you at an early day some interesting and valuable statistical information upon this subject. The military and com¬ mercial importance of enlarging the Illinois and Michigan canal, and improving the Illinois river, is presented in the report of Colonel Webster to the Secretary of War, and now transmitted to Congress. I respectfully ask attention to it.” No. 31. Resolution of thanks by the Chamber of Commerce of New York to President Lincoln, for the preceding recommen¬ dations in his Messag At a regular meeting of the Chamber of Commerce of New Yoik on the first Thursday of December, 1862, it was unani¬ mously, REPORT ON THE 70 Resolved , That in view of the pressing necessity in the present crisis of our public affairs of strengthening every bond of union between our Atlantic and Pacific coasts and the great food-pro¬ ducing States of the interior, and of the especial importance to the city and State of New York of securing, without delay, ade¬ quate channels of trade and the most efficient means of intercourse between the distant but vital portions of the Republic, the grateful acknowledgments of this Chamber of Commerce are justly due and are hereby respectfully tendered to the President of the United States, for the recommendation in his recent an¬ nual message, in which he invokes the favorable action of Congress in behalf of the earliest completion “of the Pacific railroad, and also in regard to the measures now pending before them for enlarging the capacities of the great canals in New York and Illinois, as being of vital and rapidly increasing im¬ portance to the whole nation/ 7 Resolved , That a copy of this resolution, duly authenticated, be transmitted to the President. No. 32, Further Report by Mr. Ruggles to Governor Morgan, New York, December 2*7, 18&2. Sir_My last report, dated the 28th of November, stated some¬ what at length the particulars of the interview with the Presi¬ dent of the United States on the subject of favorably noticing in his then forthcoming message, the measures pending in Congress for enlarging the capacities of the New York and Illinois canals for military and commercial purposes. It also stated the reasons urged on that occasion for exempting our canal authorities from any portion of the censure which the President then ex¬ pressed in respect to the exorbitant charges imposed on the products of the West by the carriers of. New York. It also re¬ ferred to -certain statistical exhibits submitted to Secretary Seward, for the consideration of the President, in respect to the vast and rapid development of Western agriculture, which had so crowded all our existing channels of commerce as to render the enlargement of our canal locks the only effectual remedy for the evils in question. Our State authorities have doubtless participated in the grati¬ fication which has been so generally expressed, at the favorable notice of this subject by the President in his message, and ENLARGEMENT OF THE CANALS. 71 have hardly failed to observe the emphatic language in which he adverts to the great interior region, including the group of eight food-producing States, north of the Ohio and on the upper Mis¬ sissippi, to which the improvement of the canals of New York and Illinois has now become so vitally important. “ This great interior region,’’ says the message, “ is naturally one of the most important in the world. Ascertain from statis¬ tics the small proportion of the region which has yet been brought into cultivation, and also the large and rapidly increasing amount of its products, and we shall be overwhelmed with the magnitude of the prospect presented.” Immediately after the reading of the message in the House of Representatives, Mr. Roscoe Conkling moved a resolution, which was adopted, directing its Committee on Naval Affairs to ascer¬ tain and report the cheapest, most expeditious and reliable mode of placing vessels of war upon Lake Ontario and the other great lakes, and also the time and cost of completing the work. I have been permitted by that committee to attend once before them, and, in behalf of the State, briefly to urge the considera¬ tions which rendered the enlargement of the locks of the New York canals necessary and desirable for the purpose of the public defence. In the main they were the same which were presented in June last in the memorial to the President, of which you have been pleased to express your approbation. It was thought to be wholly unavailing to dwell at length before that committee, on the great commercial advantages to result from the ^enlargement of the canals in question, or to discuss, on that -occasion, any question as to the power of the National Government to contribute to the construction of canals intended merely for commerce, however national in char¬ acter. But it was distinctly and earnestly insisted, that a navi¬ gable channel, if fairly desirable as a mode of national defence, should not be rejected as unconstitutional or inadmissible, merely because it might also be useful as an avenue of national com¬ merce ; and further, that the very growth of the commerce its enlargement might facilitate, enhanced to the same extent, the pre-existing constitutional duty to defend it like any other pro¬ perty of the country, from foreign aggression. The committee have not yet reported to the House on the subject of the resolu¬ tion thus referred to them. On the 18th of December, the bill which had been specially REPORT ON THE 72 postponed to that day, was again postponed to the 6th of January next. I have recently learned that, on the 6th of January, a still further postponement will probably be asked, for the purpose of recommitting the bill, now ready for its final passage, to introduce an important amendment in respect to the Illinois canal and river improvement, by increasing the appropriation for that object from the $10,000,000, now proposed by the bill, to $13,346,824 needed to cover the whole estimate^ cost of the work. I deem it important to call the attention of yourself t and our canal authorities to the probability of such a movement, that you and they may consider how far it may be wise or desir¬ able, in behalf of the State of New York, to avail of the same opportunity to propose any, and if any, what addition to the sum of $3,500,000 proposed in the pending bill for enlarging the locks of the Erie and the Oswego canals. That sum, after due consideration in April last, was regarded by Mr. Benton, the Canal Auditor, and other experienced State officers, as practically suffi¬ cient. But whether it will continue to suffice, in the very possible event of a considerable inflation of prices by a national paper currency, and how long such inflation may probably con¬ tinue, are financial questions peculiarly proper for the con¬ sideration of the Commissioners of the Canal Fund and the Canal Auditor. I would venture, however, most respectfully to suggest, to those patriotic and far-sighted public officers, that in view of the higher and more enduring interests of the State, involved in the success of the pending measure, its friends in Congress may well expect that no increase will needlessly be ask¬ ed, which would seriously hazard the passage of the bill. It should be duly considered that while the bill requires the Illinois canal and river improvement, and all their appendages and revenues, to be conveyed to the United States as security for the eventual repayment of the $13,346,824 and interest, the $3,500, 000 appropriated for the New York canal locks is to be repaid only by the grant to the Government, of the perpetual right of passage for its vessels of war, troops and munitions, through the Erie and the Oswego canals, free from tolls. In truth, it has required no little effort to reconcile some of the members of Congress to this feature in the bill, and it has only been done by showing the very large amount (exceeding $43,000,000) which has been expended by New York, in bringing the Erie and the Oswego canals to their present con- ■ENLARGEMENT op the canals. 73 dition; that of that sum a large amount, exceeding five millions of dollars, has been levied, by direct taxes, on the people of the State ; that those canals were needed and are now used to a far greater extent for carrying the crops of the West than those of the State itself, being in fact in the proportion exceeding thirteen to one ; that the great commercial object sought by the proposed enlargement of the locks was the reduction, with all practicable dispatch, of the cost of transit for western products; that the whole canal history of the State has shown that the tolls of those canals have been uniformily, exclusively and scrupulously applied to the reimbursement of the moneys expended in their construction and maintenance ; and that even if the advance of $3,500,000 by the General Government for national purposes should operate to increase the commerce and consequent revenues of those canals, it would only hasten, to the same extent, the final reimbursement of their cost, and the consequent reduction of the expense of transit for the vast agricultural products of the West to the lowest attainable limit. It has also been especially shown to Congress that, under the peculiar provisions of our State Constitution, adopted nearly twenty years ago, when the paramount importance of the com¬ merce of the West was not universally admitted, the loan which would be required for paying the cost of the enlargement in ques¬ tion could not be effected by the State without a long and serious delay, in securing the necessary amendment of the Constitution by two successive Legislatures, and subsequently by the people. Although these explanations have done much to remove the objections to the proposed appropriation, I feel bound to express serious apprehensions, that in view of the ample revenues derived by the State from its canals during the past season, and espe¬ cially of the large proportion received from western products, coupled with the heavy tribute, counted by rapidly increasing millions, levied by our canal boat owners and forwarders, it may be regarded, by at least a portion of Congress, as somewhat ungracious for the State to ask for any addition not absolutely necessary, to the $3,500,000 now proposed to be paid by the General Government. If, however, our State authorities think otherwise, it will be necessary to decide without delay on the amount, that it may be stated to the committee on military affairs by the 6th of Jan¬ uary next. Some amount at any rate must be definitely fixed, as 74 REPORT ON TffE there is no probabilit}^ whatever that Congress will agree gen¬ erally to enlarge the locks, without distinctly limiting the sum to be advanced for the purpose. The suggestion has been occasionally made, that Congress should decide separately on the merits of the New York and of the Illinois appropriations ; but whether such a separation would promote the success of either is very doubtful. They are gen¬ erally and very properly regarded as component, integral parts of one continuous line or system of national navigation from the Hudson river to the Mississippi. In truth, a portion of the mem¬ bers, more particularly interested in the great and rapidly increasing agricultural products, and the urgent commercial necessities of the northwestern portions of the Union, embraced in the extensive and fertile States of Wisconsin, Iowa and Minne¬ sota, with the vast interior prospect opening beyond their west¬ ern limits, would prefer even to add to the pending bill a moderate provision for cheapening the transit of their crops to the ports on Lake Michigan, by way of the Fox and Wisconsin rivers. It is gratifying to perceive that as the subject is becoming bet¬ ter understood, and especially by the intelligent members from New England, the prospects of the bill are improving. Their vote in July last was nearly two to one against the bill, but they have now come almost unanimously to comprehend and to feel the full importance of the proposed measure, not only in cheap¬ ening the food and consequently the manufactures of the east¬ ern States, but in its higher political effects in strengthening the ties of the national Union in the present eventful crisis. Their general feeling is to ally the East closely with the West, and that whatever is to be done should be done at once. I cannot close this my last official communication during your executive term now just expiring, without thanking you personal¬ ly and sincerely for the prompt, efficient and cordial manner in which you have sustained the efforts which have become necessa¬ ry for the due discharge of the important duty you have entrust¬ ed to my care. I shall return to Washington by the 6th of Jan¬ uary, there to await any communications or instructions from your official successor or the canal authorities. With high respect and regard, Your obedient servant, SAMUEL B. RUGGLES. To His Excellency Edwin D. Morgan, Governor of New York, ^fc., fyc., fyc. ENLARGEMENT OF THE CANALS. 75 No. 33. Memorial of the Chamber of Commerce of New York to Congress. r l he portion of this memorial now furnished embrace, among othei matters, the statistics submitted to Secretary Seward, for the consideration of the President of the United States, and above referred to in the report to Governor Morgan of the 28th November, 1862, document No. 27, ante. The memorial was pre¬ sented to the Senate of the United States on the 7th of Janu¬ ary, 1863, and was printed by their order, as Senate document, 37th Congress, 3d session, No. 12. After setting forth the legislative proceedings of the State and of the United States, on the subject embraced in the pend¬ ing bill (fully presented in the documents hereto preceding), the memorial proceeds as follows: “ These two great naval channels in New York and Illinois, so much alike in topographical character—the one connecting the Atlantic through the Hudson river with the eastern extremities of Lakes Ontario and Erie, and the other connecting the Missis¬ sippi and its wide-spread territories throughout the great central interior with the southwestern extremity of Lake Michigan, are naturally regarded as integral portions of one harmonious plan, of which each of the parts, being eminently national in character, became none less so by being united. The naval importance of thus conjoining the lines of navigation through the interior of the Union, and thereby rendering all the naval force of the Lnion available at all needed points, was fully recognized in a communication to the Committee on Military Affairs by the Se¬ cretary of the Navy, on the 30th of June, 1862, in which he states that “ the naval vessels then constructed, or under con- • ' struction, on the western rivers, (including those purchased,) are nearly forty in number, 77 and further, that “ the dimensions of the proposed locks, with a depth of seven feet, will be sufficient to allow all of those vessels to pass into the lakes j 77 to which he adds, that “ the Navy Department regards it of great import¬ ance that the gun boats should be able to pass between the Mis¬ sissippi and the lakes. 77 The propriety of the legislative action now invoked at the hands of Congress, your memorialists would respectfully place upon the following grounds : 1 . The constitutional duty to provide for the “common defence 77 76 REPORT ON THE was a primary and cardinal object in creating the National Govern* ment. Its Constitution prescribes no other obligation in terms more clear, unequivocal or unrestricted. The duty necessarily embraces every locality within the national limits, where the property or persons of the citizens of the United States may be assailed, and it necessarily includes eVery available mode of pro¬ viding for their defence. 2. It is clearly shown by recent discoveries and otherwise, that mail-clad vessels, capable of passing through navigable canals of sufficient size, are fully adequate to the defence required. It is, therefore, as constitutional and legitimate to construct or enlarge such canals for the passage of vessels, as to open roads on land for the passage of troops or artillery. No just reason can be assigned why the separate States or their citizens, either indi¬ vidually or in association, should bear the burthen of construct¬ ing either roads or canals needed for the national defence. 3 . A navigable channel, if admitted to be desirable or useful for naval purposes, cannot fairly or properly be rejected as uncon¬ stitutional or inadmissible, merely because it may also be useful as an avenue of commerce; but, on the contrary, the very magni¬ tude, and especially the national character of the commerce it may facilitate, enhances to the same extent the pre-existing constitutional duty to defend that commerce, in common with all the property of the country, from foreign aggression. 4. Congress does not exhaust its duty, merely by defending the seaboard by fortifications and navies, but is bound to extend equal protection to all our inland national waters, and pre-emi¬ nently to the great chain of lakes, which it shares as a frontier with a foreign power. The exterior contact of the nation is as complete on the lakes as on the ocean. The neglect or abandonment of the duty in respect to the lakes, in the face of immense expenditures for protecting the coast of the Atlantic and the Gulf of Mexico, will greatly aggrieve the large and loyal population whose commerce is now afloat on those inland seas, and seriously infringe their rights as members of the National Union. 5 . Under existing diplomatic arrangements our whole lake frontier now lies wholly undefended, with its populous and flourishing cities and communities, stretching for more than a thousand miles from Ogdensburgh to Chicago, and its crowded fleets of commercial vessels, now exceeding thirteen hundred in ENLARGEMENT OF THE CANALS. 77 number, all exposed, at any moment, to capture and devastation. How soon the danger of actual assault is to become more palpable and imminent, may depend on political contingencies beyond our control, and upon a vacillating European opinion, the result of which we are now quite unable to discern. It is surely enough for a wise and prudent government to know, that such an assault is physically possible, and, with any present means of defence, wholly irresistible. The fact stares the nation in the face, that mail-clad vessels from the royal or imperial navy yards of Europe may at any time, when navigation is open, within thirty days lay Ogdensburgh, and Oswego, and Rochester, and Buffalo, and Cleveland, and Toledo, and Detroit, and Milwaukee, and Chicago in ashes. We surely need not depict, in full, the deplorable consequences of such a calamity; the utter paral} T sis and prostration of our national credit and national reputation, which would instantly follow the seizure of an artery so vital in the body politic; the withering effects of the blow upon the national treasury, in cutting off the rich stream of agricultural exports now furnishing in so large proportion the means of purchasing duty-paying imports; the fearful consequences, social and political, of intercepting the daily bread not only of all Southern New York, but of all New England; the unparalleled humiliation of losing, at a single blow, our whole chain of lakes, with the total disappearance of our national flag from all their wide-spread waters; and last, not least, the inef¬ faceable shame of longer submitting in silence, and with folded arms, to the insolent and reiterated menaces of all these evils, with which our struggling nation has been threatened by its enemies in Europe. Surely, if‘it were necessary to expend hun¬ dreds of millions instead of the scanty seventeen millions now required to avert such a catastrophe, the representatives of an intelligent and patriotic people should not hesitate a moment to do so. 6. The peculiar feature of the proposed enlargement, distin¬ guishing it from every other military or naval expenditure, with¬ in our experience, is its greatly enriching effect on the commerce of the country, immeasurably exceeding the amount to be ex¬ pended. Nor is that commerce, except to a very slight extent, local in 'character, but, on the contrary, is eminently national, dealing not alone with single States, but whole groups of States. The Erie canal has now become the principal outlet to the At- 78 REPORT ON THE lantic of the eight great food-producing States, embracing Ohio, Indiana, Illinois, Michigan, Wisconsin, Minnesota, Iowa and Missouri. The Avheat and Indian corn (including flour) export¬ ed by those States through the Erie canal actually exceeds the amount of similar products sent by New York, by more than thirteen to one, the corn alone being more than thirty to one. Any enlargement of its commercial capacity would consequently benefit those interior States (so far as the transportation of cereals is concerned) in the same proportion. In a mere local or narrow sense, New York might possibly lose in money, by an improvement which should diminish the sum now needlessly ex¬ pended within her limits in carrying to market the products of her sister States, but in a higher and better view, as a loyal member of the National Union, and sharer in the national wel¬ fare, she would largely gain. The same holds true of the Illinois canal. Its enlargement as proposed (at an estimated cost of $13,346,824), with locks seventy- five feet wide and three hundred and fifty feet long, and the Illi¬ nois river improved by dams of moderate height, (only seven in number,) will open a capacious and constantly available channel of three hundred and twenty miles for steamers of the largest class from the Mississippi and all its confluents into Lake Michi¬ gan, greatly cheapening and facilitating the commerce of all the States now congregated in its wide-spread valley. In effect, the adequate enlargement of these two canals in New York and Illi¬ nois, with the lakes as a common bond of union, will create and call into being a new and an improved Mississippi, running east- wardly through our northern chain of waters to the Atlantic. 7. The capacity of the present locks of the Erie canal, 18 feet by 110, does not permit the passage of boats carrying more than seven thousand bushels of wheat. The enlarged locks, 26 by 220, wfill pass boats carrying from eighteen to twenty thousand bushels, and will also materially facilitate their economical and c expeditious movement by steam-power. The enlarged ship-locks on the Illinois canal will pass vessels carrying at least forty thousand bushels. Grain delivered in such masses can be readily transferred by elevators, into vessels fully suited to the navigation of the lakes, at half a cent per bushel. 8. The rapid increase of the agriculture of these interior States lias so crowded the Erie canal with boats of the present size, ENLARGEMENT OF THE CANALS. 79 that they frequently accumulate in masses several miles in length, seriously lengthening their trips, and thereby much enhancing the cost of transportation. Experienced boat owners state their opinion, that the proposed enlargement will shorten the trips at least one-third. Intelligent shippers at Chicago and elsewhere further state that the increased expedition to be secured on the Erie canal, will practically operate to secure greater regularity and economy in the transportation by vessels on the lakes, so that the total saving between Chicago and New York will be not less than fifteen cents per bushel, irrespective of the reduction in the New York State tolls, which may reasonably be expected from the large increase in the quantity to be carried. Of the cereals actually carried on the lakes, more than seventy per cent, are furnished from Lake Michigan, while thirty per cent, of the total cereal product of this interior group is fur¬ nished by the three most western States lying beyond the Missis¬ sippi. The enlargement of the Illinois canal will effect a further saving of fve cents a bushel, between Lake Michigan and the Mississippi, but it will not materially reduce the total cost of •transportation to the Atlantic, without also enlarging the locks of the Erie canal, as every accession of products from the Missis¬ sippi must operate to swell the crowd of boats of the present size, and thereby aggravate existing evils. 9. A saving in transportation of fifteen cents, or even of ten cents per bushel, would immediately and powerfully stimulate production in these interior States, and especially on the Missis¬ sippi, where the producers are now compelled, at times, and es¬ pecially in the earlier spring or later autumn, to pay as high as thirty and even forty cents per bushel. It so nearly exhausts all the value of their Indian corn, that they frequently prefer to consume it on the spot for fuel. 10. The proposed saving in the cost of transportation, by redu¬ cing the price of food throughout the nation, becomes a matter of general national interest It will be shared between the pro¬ ducers in the West and the consumers, and especially the manu¬ facturers in the East, stimulating and rewarding the industry of both. It would suffice of itself to pay the freight across the ocean (which does not exceed an average of fifteen cents a bushel), and very possibly to turn the scale in favor of American agriculture competing in trans-Atlantic markets with the grain¬ growing regions on the Baltic and the Danube. In short, it will 80 REPORT ON THE powerfully accelerate the great continental career of our new world, and secure its supremacy as the permanent and pre¬ destined feeder of the old. In thus invigorating and developing our vast dormant agricultural power, it will not only strengthen our existing political fabric, but it will render an indissoluble union between our food-producing interior and the Atlantic sea¬ board, a positive and vital necessity for Europe. 11. This saving, by immediately increasing our foreign ex¬ ports, will speedily and materially benefit and relieve the na¬ tional treasury. The whole excess will be exchanged, directly or indirectly, for duty-paying imports, which will yield to the treas¬ ury, under a moderate tariff, at least twenty-five per cent, in coin for every additional bushel exported. It would need only an increased export of eighty millions of bushels, worth in Europe a dollar a bushel, yielding in duties on return imports twenty millions of dollars, to fully reimburse the seventeen millions now required for the enlargement of the canals in ques¬ tion. The exports of flour, wheat and Indian corn, from the port of New York alone during the present year, up to December 11th, have been forty-eight millions of bushels. A bonus of fifteen cents practically saved in transportation would very soon carry up the* quantity to the additional eighty millions of bushels re¬ quired, while the great national channels thereby freed from debt would remain in constantly increasing vigor, to exert their beneficent influence through the coming ages of our national ex¬ istence. 12. Similar results would be experienced, though for a time on a more moderate scale, in the increased export of “ provi¬ sions,” including in that denomination most of the animal pro¬ ducts, such as beef, pork, bacon, lard, &c., &c., which Europe has recently been learning to consume, and is now consuming in rapidly increasing quantities. Practically, these “ provisions” consist of Indian corn, manufactured by feeding into that partic¬ ular form, to be more portable to market. The vast capacity for producing Indian corn by our North American continent, must largely influence our future history and well deserves the thoughtful attention of our public men. 13. Commerce in food affords a stable and permanent basis of prosperity for our cities, whether in the interior or on the sea¬ board. Chicago and New York, by dealing largely in food, have been greatly aided in bearing the heavy pecuniary brunt of the ENLARGEMENT OF THE CANALS. 81 pending war. The timely and providential substitution of bread- stuffs and provisions for export, in lieu of cotton and other southern products, has fully sustained New York through its most trying crisis. Its foreign commerce in exports and im¬ ports for the year of war ending July, 1862, actually exceeds by some millions of dollars the amount for the year of peace ending July, 1860. The amount in 1862, was... $340,019,930 In I860, it was ... 336,985,356 Increase. $4,034,574 14. The yearly amount of wheat and Indian corn already sent through the lakes from these interior States, ev$n with the pre¬ sent oppressive rates of transportation, is about one hundred and ten millions of bushels, being somewhat less than one-fourth of the total product, the remainder being fed to animals or other¬ wise disposed of, leaving a part unharvested in the field. The ’■yearly saving of fifteen cents per bushel, on the portion now exported, would amount to $16,500,000. With such a stimulus, we can hardly overestimate the future export, after the lanse of a very few years, still less the future product. The. President of the United States, in his recent annual mes- sage, in calling the attention of the country to the vital import¬ ance of this great interior region, with its vast adjacent territory yet to be settled, and in view of the grandeur of the future plainly foreshadowed in the statistics of the past, declares him¬ self “ overwhelmed with the magnitude of the prospectjpresented.” The facts, indeed, are striking, perhaps startling, but the Ameri¬ can people, whose interests are vitally concerned in their proper examination, have the right to ask, and they do ask, that they may be fully investigated by the American Congress, and that, too, for the very purpose of adequately guiding the legislation now required for the national safety and welfare. They are few and simple, and readily accessible. The fundamental fact, to which all the others are subordinate, is the extent of the surface covered by these eight food-producing States. It embraces the enormous area of 262,549,000 of acres, nearly all of it much exceeding in fertility the average of Europe, and probably of every European empire or kingdom, with the single exception, perhaps, of Belgium. Its surface is more than [Senate, No. 110.J 6 82 REPORT ON THE doable that of France, and at least seven-fold greater than that of England. Of this enormous field for future American effort, up to the year 1850 only 26,680,340 acres, little exceeding a tithe, had been brought into cultivation. In the single decade from 1850 to 1860, a brief transition period from infancy to early youth, no less than 25,146,341 additional acres were taken from forest and prairie, and turned into farms. That mere addition alone would nearly cover all the arable and pasture land of Eng¬ land, the result of many centuries of agriculture, but estimated by English statistical writers at only 28,000,000 of acres. If like causes produce like effects, it surely will be philosophi¬ cal and safe to assume that the actual results of the decade thus exhibited will furnish a reliable rule of progress, by which, in the absence of%iy known disturbing causes, our rulers may esti¬ mate, at least approximately, the future advance of the immense interior region committed by Providence to their care. The actual conversion into farms of the 25,146,341 acres of forest and prairie in the brief period of ten years, was effected by a popula¬ tion numbering at the close but 8,957,700 inhabitants, who had gradually, but steadily, grown from 5,403,665 in 1850. Here, then, is a cardinal and governing fact—-not a poetic dream or idle fancy, loosely floating in any conjectural, imaginary Future, but a solid, immovable fact, firmly imbedded in the immutable arithmetic of the Past. It is emphatically one for the whole American people profoundly to consider, and especially in the present hour of national trial, requiring all their courage and all their intelligence. In estimating the future they may close their eyes, if they can, on that inexorable, geometrical ratio, under which the morally certain increase of our interior population, not to be arrested by any earthly power, will afford an increased basis equally certain for agricultural results correspondingly increased, but they never can exclude the simple arithmetical truth, that with only the actual rate of past progress, many of us may live to see the final and crowning result of the few remain¬ ing processes of only ten years each, by which the magnificent remnant of this broad domain, embracing the 210,742,718 acres slumbering in their virgin state in 1860, will be wholly yielded up to the vivifying embrace of man, and the highest arts of civili¬ zation and peace. The enormous increase of agricultural products, and also of pecuniary wealth, furnishing a like measure of generative power ENLARGEMENT OF THE CANALS. 83 for each of these decades, stands vividly recorded in the recent census. The yearly product of wheat and Indian corn, in these eight interior States, which amounted to 266,389,000 bushels in 1850, (more than five-fold the quantity needed to feed their human inhabitants,) increased in 1860 to 485,181,000 bushels, actually exceeding in amount the whole cereal product of the United Kingdom of Great Britain and Ireland, with a population of twenty-nine millions, and falling but little, if any, short of that of France, with a population of thirty-six millions. The com¬ parison is important, not only in showing the inherent superiority of our soil and its unequaled facilities for easy culture, but the serious political hazard incurred by foreign nations in attracting too many of their people to commerce and manufactures, and thereby diverting an undue proportion from agricultural industry, the most permanent and unfailing basis of a nation’s strength. The fact certainly sheds a flood of light on our own fast coming future, as the dominant feeding nation of the world. Come what may or will of political change, this grand interior division of our republic, with a present population of nine millions, produc¬ ing nearly five hundred millions of bushels, will be able, by the year 1870 or 1875 at farthest, unless prevented by some vast and unimaginable calamity, yearly to furnish to the Union and to surrounding nations at least one thousand millions of bushels. The statistics of the census also exhibit, not less impressively, the immense pecuniary results of this agricultural development, affording a similar guide for the future. With the question now before the country, of the expediency of devoting seventeen mil¬ lions of dollars to the speedy development of this great interior, the pecuniary consequences will not be deemed unimportant. The assessed value of all the “ cultivated lands ” of the eight States, at the commencement of the decade in 1850, was $751,- 711,000, while that of the whole “real and personal estate,” including the lands, was $1,116,000,000. At the close of the decade, the assessed value of the “cultivated lands” had risen to $2,106,836,000, while the total value of the “real and personal estate” ascended to the immense amount of $3,926,000,000, exhibiting a clear addition of pecuniary wealth, in this brief period, of two thousand eight hundred and ten millions of dollars. Can our Government need any further incentive to a vigorous and intelligent administration of its civil affairs, in promptly developing its vast, but comparatively dormant resources? » REPORT ON THE 84 Your memorialists will seek no further, on the present occasion, to penetrate the future of this great interior region, so truly de¬ nominated by the President of the United States, in his recent Message, “ the most important in the worldstill less, to fix the epoch when, augmented by the wide-spread and precious metalliferous regions stretching off across the Continent from the Missouri to the Pacific, and bound in loyal union with the Atlantic division of the Republic, it may challenge comparison with the proudest empire in human history ; but they are well assured that they utter not the voice alone of the Chamber of Commerce of New York, but of the whole American people, in respectfully but earnestly asserting that the great material inter¬ ests now existing, so plainly requiring and deserving national aid and protection, cannot safely or wisely be ignored 01 neglected, but, if vigorously and prudently developed by intelli¬ gent and well directed legislation, will prove fully adequate to our utmost emergencies, whether in peace or war, and to ar_y conflict, present or future, at home or abroad, which may be required by the national interests or the national honoi. SAMUEL B. RUGGLES,. E. NYE, DENNING DUER, CHARLES E. TRASK, WALTER S. GRIFFITH, Committee of the Chamber of Commerce of New York on Lake Defences. New York, December 26, 1862. No. 34. Report of Mr. Ruggles to Governor Seymour. Washington, February 9th , 1863. gir—The various official communications made by me to your official predecessor since the 9th of May last, under the concur¬ rent resolution of the Legislature of the 22d of April, under which he requested me, in behalf of the State, to attend at Wash¬ ington to invite the attention of the General Government to the subject of adapting the canals of the State of New York to the defence of the lake, have doubtless informed you of the progress made, up to the date of your accession to office, of the bill intro¬ duced into Congress for appropriating $3,500,000 for the purpose in question. ENLARGEMENT .OF THE CANALS. 85 I have now to state that, the bill then pending, after alteration of some of its details, and particularly by increasing to about $13,500,000, the amount to be appropriated for the Illinois canal and river, came up this morning for its final passage, when Mr. Diven offered a substitute, which was adopted by the House, providing that no part of the sums thus appropriated should be advanced until the States of New York and Illinois should have respectively completed the works in question. The question then recurring on the final passage of the bill thus substituted, it was defeated by a vote of *72 nays to 60 ayes. I regret to state that six of the New York delegation, to wit: Messrs. F. A. Conkling, Kerrigan, Odell, Wheeler, Chamber- lain and Fenton, voted against the bill. The opposition w~as mainly found in the delegations from Penn¬ sylvania, New Jersey, Maryland, Kentucky, Ohio and Indiana. All the members from New England, with three exceptions, voted for the bill. I am not able this evening to furnish more minute details as to the vote, and as to the character of the op¬ position which has been arrayed against a measure declared by the Legislature of our State to be of such “ great importance to the national interests.” , After my return to New York, to-morrow, I will fully report such facts in my possession as may be interesting to the Execu¬ tive or the Legislature. Meanwhile it may be important to state that the members from the Northwestern States may very probably deem it advisable to bring forward during the present Congress separate bills, providing separately for the canals needed for na¬ tional objects within their limits. Whether, in such an event, it would be deemed proper or desirable for the State of New York to interfere at all in the matter, or to permit the subject to be again presented in its behalf to the consideration of the present Congress, is a question on which further instructions from the Executive authority of the State may properly be expected. With high respect, Your obedient servant, SAMUEL B. RUGGLES. To his Excellency Horatio Seymour, Governor of New York , #c., fyc., fyc. 86 REPORT ON THE No. 35. Governor Seymour to Mr. Ruggles. * Albany, February 13 th, 1863. My Dear Sir—I have received your letter of the 9th instant. You can best judge of the propriety and necessity of staying longer at Washington. Truly yours, &c., HORATIO SEYMOUR. Hon. S. B. Ruggles. No. 36. Application of the Revenues of the New York Canals. The attention of Congress is respectfully solicited to the fol¬ lowing facts in respect to the revenues of the New York canals, and their necessary application. They are taken from the offi¬ cial report of the State Canal Auditor, made to the Legislature in 1862. Assembly document No. 3. 1. The total amount expended from the 4th of July, *1817, to the 30th September, 1861, in con¬ structing and enlarging the State canals was._ $59,560,548 The amount paid to the latter date for interest on the moneys borrowed by the State for the pur¬ pose ----- 30,391,543 $89,952,091 2. The gross tolls received from the canals during that period were... $76,298,440 Deduct cost of repairs, superinten¬ dance, and collection.* 21,916,961 Net amount._.— 54,381,489 Leaving balance advanced by the State.. $35,570,602 This amount of $35,579,602 has been raised by the State as follows, viz : 1. By sales of State lands.. _ _ $320,518 2. By indirect taxes, viz : On sales at auction. 3,592,039 On salt... 2,055,458 On steamboat passengers.u. 73,509 ENLARGEMENT OF THE CANALS. 87 3. By direct taxes on the property of all the people of the State, whether adjacent to or remote from the canals.t.. 5,537,258 —- 11,588,572 The residue has been raised on loans, on which there remained due at the close of the fiscal year, September 30, 1862 ..._ $23,991,030 This sum will be reimbursed in about twelve years, by the steady application of the surplus tolls of the canals. Of the direct taxes thus paid by the people to the amount of $5,537,258, and which will be increased to at least six millions by further payments in 1862 and 1863, the sum of $3,841,149 was levied in the four years from 1858 to J.861, inclusive, having been rendered necessary by premature reductions at that time in the rates of toll on the canals, and which were expressly made for the purpose of fostering the agriculture and commerce of the western States. • *- The net tolls of the canals are wholly applied to the reim¬ bursement of the moneys actually advanced by the State as above shown. Its whole policy as shown by its canal history for the l^st forty years, has been to reduce the rates of toll as speedily as possible, consistently with the reimbursement of the cost of the canals. The State Constitution specifically appropriates the tolls of the canals to the payment of the debt incurred in their construction, and also expressly prohibits any sale, mortgage, lease, or other disposition of the canals. After the large amounts already paid in taxes by the people of the State, it would be wholly unreasonable and unjust to burthen them with further taxes, for the purpose of enlarging the locks for the national defence of the lakes, or for cheapening the transit of Western products. They will cheerfully bear their portion of the national burthen. The Constitution strictly confines the expenditures on the canals to the completion of the works, including the locks, on the limited scale proposed more than twenty years ago, and which by a law of the State are declared to be “ completed.” There is no 88 REPORT ON THE practical mode of promptly securing the enlargement of the locks now so urgently required by the highest national considerations, as well of political union, as of military security and commercial advantage, but the proposed appropriation by the National Gov¬ ernment. An amendment of the State Constitution to permit the enlargement, at the expense of the State, could not be obtained without serious difficulty and long delay. Submitted, in behalf of the State of New York, by SAMUEL B. BUGGLE$. Washington, February 4, 1863. No. 37. Statement of comparative exports of Breadstuffs and Pro¬ visions from New Orleans and New York, showing the proportions sent through the Mississippi and through the Lakes respectively. 1. The annual report of the Secretary of the Treasury for the year ending August 31st, 1860, before the rebellion closing the Mississippi, shows the amounts of breadstuffs and provisions exported to foreign countries, from New Orleans and New York, to be respectively as follows: From New Orleans. From New York. Wheat, bushels__ . 2,189 1,880,908 Wheat flour, barrels .. . 80,541 1,187,200 Indian corn, bushels. . 224,382 1,580,014 Indian meal, barrels.. . 158 • 86,073 Pork, barrels. . 4,250 109,379 Hams and bacon, pounds.. . _ . 890,230 16,161,749 Butter, pounds_ . 95,857 4,725,146 Cheese, pounds. . 88,691 14,410,717 Lard, pounds.. _ __ . 11,055,480 18,562,131 Tallow, pounds.. . 1,909,155 8,634,418 Skins and furs (dollars)_ . $350 $1,394,912 2. From the annual statements reported to the Chamber of Commerce of Cincinnati, it appears that in the year ending August 31st, 1860, the exports of breadstuffs and provisions from Cincinnati were destined as follows, showing a proportion exceeding three-fold going northward : ENLARGEMENT OF THE CANALS. 89 Southward. Northward. To New Other ports Porta up By canalg Orleans. down the river, and rail- the river. ways. Pork and bacon, bbls., hhds., tierces and boxes, 92,496 10,858 20,960 92,719 Wheat, bushels-;. 1,155 10,186 55,005 255,149 Flour, barrels. * . 35,146 57,773 132,682 252,707 Corn, sacks. 9,044 14,596 17,786 7,441 Lard, barrels. 12,485 1,600 6,006 39,969 Lard, kegs. 30,037 2,743 3,611 19,310 3. The receipts at Chicago, from 1860 to 1862, of wheat and corn, including flour reduced to bushels, as shown by the reports • A of its Board of Trade, were as follows : I860. 1861. 1862. Wheat, bushels. 16,054,319 22,013,830 21,902,765 Corn, bushels. 13,743,172 24,186,382 29,761,026 29,797,481 47,100,112 51,663,781 4. The receipts at, and exports from New York, of wheat and corn, (including flour reduced to bushels,) for the year 1862, up to December 18th, were as follows: Receipts of wheat and flour, bushels. 52,902,270 Receipts of corn, bushels. 17,578,960 -- 70,481,230 Exported from New York in the same period : Wheat and flour, bushels.. 37,947,572 Corn, bushels..,. 11,902,509 49,860,021 Respectfully submitted In behalf of the State of New York, by SAMUEL B. RUGGLES. Washington, February 5th, 1863. No. 38. Additional Evidence in respect to the present capacity of the New York Canals, and the cost of enlarging their locks. In addition to the evidence now before Congress, as to the capacity of the New York canals, their present crowded condition, and the actual cost of enlarging their locks for naval and com¬ mercial purposes, the following documents are respectfully sub¬ mitted to the consideration of Congress : 90 REPORT ON THE Letter from E. Bennett , Esq., late Resident Engineer of the Erie Canal Enlargement. Washington, D. C., January 9, 1863. Dear Sir—“I have the honor to acknowledge the receipt of your letter, making the following inquiries: 1st. How long have you been an engineer on the enlargement of the Erie canal, and upon what portion have you served ? 2d. When was the enlargement completed to the full depth of seven feet required by law, or what sum, if any, would now’ be required to complete thp canal to*its full depth ? . 3d. What would be the cost of enlarging the locks on the Erie and Oswego canals to a size twenty-six feet wide and two hundred and twenty feet long ? 4th. Will a mail-clad gunboat, or any other vessel, in passing a canal lock, add anything to the strain on the lock walls ? In answer to your first inquiry I beg leave to state that I was appointed a resident engineer by the Canal Board on the tenth day of February, 1856, and, as such engineer, was placed in charge of that portion of the canal lying between the east line of the county of Wayne and the village of Macedon. On the first day of June, 1851, my jurisdiction was extended so as to include that part of the canal lying between Macedon and the city of Roches¬ ter. On the first day of June, 1861, my location was changed, and the canal between Brockport and the city of Buffalo was assigned to my charge. The Legislature of the State, in the spring of 1862, enacted a law, that the canals should be declared completed on the first day of September of that year. In answer to your second inquiry, I have to state that, although the law declared the canals completed, yet practically a small amount of work yet remained to be done, in “ bottoming out, 77 in a few localities, to give seven feet depth of water. After my change of residency, I found, by a careful examination between Brockport and Lockport, that by some error the contractors had not excavated to the depth required, in some instances from six to twelve inches. All the contracts of the unfinished sections had been closed, either by the Canal Board canceling the same, or by the acceptance of the work by the officers in charge. Under this state of affairs, the Canal Board temporarily limited the draft of boats, navigating the canal, to five feet nine inches, and the contracting Board proceeded without delay to re-let the work for completien. Owing to a scarcity of labor, the “ bottoming ENLARGEMENT OF THE CANALS. 91 outwas not fully completed last winter, but it can be easily done, before the opening of navigation next spring, at a cost not exceeding thirty thousand dollars. At small expense, the entire canal can be opened for navigation next spring, with seven feet depth of water. In answer to your third inquiry I state that, I did, at different times, make careful estimates for enlarging the locks on that por¬ tion of the Erie canal assigned to my charge, including the combined locks at Lockport. From these estimates I have no hesitation in saying that, with labor and materials at ordinary prices, the Erie canal locks can be enlarged to the required dimensions of twenty-six feet by two hundred and twenty feet, for a sum not exceeding $2,816,000, as estimated by Hon. Wm. B. Taylor, State Engineer and Surveyor. I have been informed by capitalists that they would gladly enter into contract for less than this sum, and deposit with the Auditor of the Canal Department any required security for the faithful performance of the work. I have not been professionally employed on the Oswego canal, and therefore can only speak from general information as to its structures, but I have no reason to doubt that its nineteen locks could be enlarged to the required dimensions for the sum of $625,500, as estimated in April last by the State Engineer. If the locks should be enlarged to the size contemplated, two boats of the present size might pass through the locks at a single lockage. It is probable, however, that some increase of water will be necessary on portions of the canal, which could be readily furnished by additional feeders at a moderate expense. It is almost needless to add that a vessel of any description passing through a canal lock adds nothing to the strain on the walls, as it necessarily displaces only its own weight in water. Respectfully yours, ENSIGN BENNETT, Late Resident Engineer Erie canal Enlargement. Hon. Samuel B. Ruggles. REPORT ON THE Letter from Mr. S. G. Chase, of Albany , {now engaged in canal transportation ,) the statements of which were fully confirmed before Committees of Congress , by the Hon. E. S. Prosser, of Buffalo. _ ^ Albany, December 1 Oth. 1862. Hon. S. B. Ruggles, Dear Sir— In answer to your inquiries (through Mr. Prosser) as to the time required for canal boats to make the passage from Buffalo to Troy at various periods, I report as follows: During the season of 1859 and summer of 1860, and up to the time the large crop of the latter year began to come forward in full volume, the average time of the boats, towing by relays of horses, day and night, was nine to ten days. During the fall of 1860, and about all the season of 1861 and 1862, the number of boats and quantity of property moving east¬ ward were so large, and 'the detention, in waiting to pass the locks, so great, that the average time of making the passage from Buffalo to Troy was increased full forty per cent. Indeed, for the latter part of this season, 1862, the detention has been much greater, causing fifty, and even sixty per cent, of increase. Many of the boats leaving Buffalo from the 1st to the 15th of November, were fifteen to eighteen days in reaching Troy, without any breaks in the canal, and with plenty of water, whereas boats leaving Buffalo as late as the 26th of November, when there had been but four leaving for the previous ten days, came through to Troy in eight to nine days, there being then no delay at the locks. I am, therefore, fully of the opinion that, unless we can have large locks, it is not practicable to increase the tonnage through the canal, nor will the rate of freight be likely to diminish, for the cost of transportation is very nearly in proportion to the time consumed in making the trip. But if we can have the locks large enough to admit the passage of boats as large as can navi¬ gate the canal to advantage, we can pass through a very largely increased quantity, and the rate of transportation will be greatly reduced, very nearly in proportion as the cargo is increased, and the time required to make the passage diminished. In the pre- ^ sent state of affairs, increasing the number of boats will only increase the delay at the locks, and may thereby lessen somewhat even the present tonnage and increase the cost of transportation. Respectfully, S. G. CHASE. ENLARGEMENT OF THE CANALS. 93 No. 39. Call for Convention at Chicago. Regarding the enlargement of the canals between the valley of the Mississippi and the Atlantic as of great national, commercial and military importance, and as tending to promote the develop¬ ment, prosperity and unity of our whole country, we invite a meeting of all those interested in the .subject, at Chicago, on the first Tuesday in June next. We especially ask the co-operation and aid of the boards of trade, chambers of commerce, agricul* tural societies and business associations of the country. Washington, March 2, 1863. Edward Bates, (Attorney General United States,) Mo. MEMBERS OF THE HOUSE. A. G. Riddle, Ohio, H. L. Dawes, Mass., Justin S. Morrill, Vt., S. Hooper, Massachusetts, Schuyler Colfax, Ind., Augustus Frank, N. Y., R. E. Trowbridge, Mich., Jos. Segar, Virginia, F. C. Beaman, Michigan, A. Scott Sloan, Wis., Alfred Ely, New York, Gilman Marston, N. H., Sanfil F. Worcester, Ohio, Benj. F. Thomas, Mass., Thomas D. Eliott, Mass., A. A. Sargent, Cal., Geo. W. Julian, Ind., Wm. Morris Davis, Penn., J. N. Goodwin, Maine, James S. Rollins, Mo., Thos. L. Price, Missouri, Horace Maynard, Tenn., F. W. Kellogg, Mich., John H. Rice, Maine, A. W. Clark, New York, Isaac N. Arnold, Illinois, E. B. Washburne, Illinois, A. B. Olin, New York, E. G. Spaulding, N. Y., Portus Baxter, Vermont, Geo. P. Fisher, Delaware, Cvrus Aldrich, Minnesota, * Samuel L. Casey, Ky., W. D. Mclndoe, Wis., W. P. Sheffield, R. I., J. M. Ashley, Ohio, F. F. Low, California, John W. Wallace, Penn., T. G. Phelps, California, William J. Allen, Ill., F. B. Fouke, Illinois, Wm. R. Morrison, Illinois, Wm. Kellogg, Illinois, Stephen Baker, New York, G. W. Dunlap, Kentucky, J. C. Robinson, Illinois, Chas. Delano, Mass., . A. J. Clements, Tenn., S. W. Sherman, N. Y., Theo. M. Pomeroy, N. Y., REPORT ON THE 94 E. E. Fenton, New York, Burt Van Horn, N. Y., M. F. Conway, Kansas, Dwight Loomis, Conn., C. H. Van Wyck, N. Y., Jno. F. Potter, Wisconsin, Owen Lovejoy, Illinois, Jesse 0. Norton, Illinois, John Hutchins, Ohio, Edward Haight, N. Y., Geo. C. Woodruff, Conn., B. F. Granger, Mich., Jno. C. Alley, Mass., Samuel C. Fessenden, Me., Jas. H. Campbell, Penn., A. S. Diven, New York, E. B. VanValkenburg, N. Y., Wm. Windom, Minn., E. Franchot, New York, Elijah Ward, New York, Wm. Vandever, Iowa, Jas. B. McKean, N. Y., W. E. Lansing, N. Y., E. P. Walton, Vermont, Wm. H. Wallace, Wash. T., A. L. Knapp, Illinois, Amasa Walker, Mass., Edward H. Smith, N. Y., A. S. White, Indiana, S. Edgerton, Ohio, H. P. Bennett, Colorado Territory. SENATORS. J. E. Doolittle, Wis., Y. 0. Howe, Wisconsin, H. M. Eice, Minnesota, M. S. Wilkinson, Minn., J. B. Henderson, Mo., E. Wilson, Missouri, Z. Chandler, Michigan, J. M. Howard, Michigan, Jas. Harlan, Iowa, Chas. Sumner, Mass., Henry Wilson, Mass., Ira Harris, New York, S. G. Arnold, E. I., L. Trumbull, Illinois, W. A. Eichardson, Ill., J. H. Lane, Kansas, S. C. Pomeroy, Kansas, Jas. Dixon, Conn. No. 40. Joint Resolution of the Legislature of Illinois, in relation to enlarged facilities of transportation between the Great Lakes and the Atlantic Coast and Europe. *■Adopted unanimously by the Senate and House of Representatives of the State of Illinois , the 14^4 day of February, 1863. Whereas, It is of the first importance to the great producing States of the Northwest, interested in the transportation of their various productions to the seaboard and to Europe, by the way of the great lakes and the rivers and canals connecting those lakes with the Atlantic ocean, to secure to themselves the most enlarged and liberal avenues of communication possible, without reference to the fact whether such avenues are furnished by their ENLARGEMENT OF THE CANALS. 95 own or another Government , provided they secure to said States and tlieir people the greatest value for their productions at home, by transporting them to the markets of the world, at the least cost and expense; And whereas, From the recent action of the Congress of the United States, under a combination of circumstances as urgent as it is probable can ever again be brought to bear upon the ques¬ tion, that body declined to aid in opening such enlarged facilities as the necessities of the great food-producing West so imperiously demand ; And whereas, The capacity of these northwestern producing States in the single staple, never failing and cheaply grown crop of Indian corn or maize, can scarcely be estimated, and would somi amount to hundreds of millions of bushels per annum, were enlarged and consequently cheap means of transportation pro¬ vided, securing at once an income for the outlay, and a profit to the producer and consumer at home and abroad, and developing at the same time mines of wealth in our broad prairies, equal to the greatest happiness and desires of those who inhabit them; And whereas, The rivers and canals of Canada can readily be improved and adapted to the most liberal means of transportation from the western States to the Atlantic ocean, and with mutual advantage to the constructor of such avenues, and all having occasion to avail themselves of them; furnishing, at the same time, the means of avoiding in a good degree the heavy tolls and charges that now so enrich the State of JVew York, at the expense of the western farmer : Be it therefore Resolved by the Senate of the State of Illinois , the House of Representatives concurring herein , That a State commit¬ tee of five citizens of the State be appointed by the Governor, with full power and authority on behalf of this State, to petition or to proceed personally to the Provincial Government and Par¬ liament of Canada, and to the Government of .Great Britain, if deemed by them advisable, for the purpose, in any proper man¬ ner, of respectfully presenting to those Governments the statistics of production and trade of the western States, seeking enlarged and cheaper outlets to the East and to Europe, for their products by the way of the lakes and of the rivers, and new or enlarged canals of Canada; and to respectfully solicit from said Govern¬ ments all proper consideration and action upon a subject of such great and rapidly growing importance to them, as well as to the 96 REPORT ON THE western States, interested in such enlarged facilities of inter¬ course with the Atlantic ports and with Europe. Resolved , That our neighboring States, similarly interested, be, and are hereby respectfully invited to appoint like Stale com¬ mittees to act and co-operate with the committee hereby appointed for the attainment of the objects herein set forth ; and that the Governor be and is hereby requested to send copies of this joint resolution and invitation to each of the States so interested, and to our Senators and Representatives in Congress, and to furnish an authenticated and official copy of the same to the committee hereby appointed, and that the preceding preamble and resolu¬ tions be printed for the greater convenience of so doing. No, 41, Resolutions of the Legislature of Ohio, read in the House of Representa¬ tives of the United States February 6, 1863. “ Whereas, large expenditures of money will be required for the payment of the current expenses of the General Government, and the prosecution of the war in putting down rebellion; and whereas, bills have lately been introduced in the Congress of the United States, contemplating the expenditure of a fabulous sum of money for the construction of a ship canal in the State of Illi¬ nois, and for the enlargement of the canals in the State of New York; and whereas, the true policy of the Government, in times like the present, should be to confine its expenditures strictly to its absolute necessities, and to suspend all proposed improvements and other enterprises that are not immediately necessary in the prosecution of the war ; therefore, “ Be it resolved by the Senate and House of Representatives of the State of Ohio, That we do hereby earnestly and solemnly protest against the proposed ship canal in the State of Illinois, and the enlargement of the canals in the State of New York, or any other expenditure of money not absolutely necessary for the mainten¬ ance of the General Government and a vigorous prosecution of the war against rebellion. “ Resolved , That our Senators in Congress be, and are hereby instructed, and our Representatives requested, to use all their power and influence against the passage of any law looking to projects of internal improvements which are not immediately necessary for a vigorous prosecution of the war to a successful conclusion. ENLARGEMENT OF THE CANALS. 97 “ Res olved, That the Governor is hereby requested to transmit a copy of this preamble and resolutions to each of our Senators and Representatives in Congress, with a request that a copy of the same be laid before their respective Houses.’ 7 Ho- 42- Further Report by Mr. Ruggles to Governor Seymour. Albany, April 2d, 1863. Sir—In my report to your Excellency from Washington of the 9th of February last, I stated the defeat of the measure to en¬ large the Illinois canal and the locks of the Erie and the Oswego canals. I also stated that it was then in contemplation by some of the members from the Northwestern States to introduce, with¬ out delay, into Congress, separate bills for the enlargement and improvement of the canals and rivers within their respective States, connecting Lake Michigan with the Mississippi river. Having asked your instructions as to the necessity of my remaining in Washington to propose a separate measure in be¬ half of the State of New Tork, and the matter having been left to my discretion by your letter of the 13th of February, and see¬ ing no sufficient prospect of adequate action at that late period of the session, I did not remain. The circumstances attending the defeat of the measure have- excited a wide-spread feeling of regret, if not of indignation, throughout-the country ; and it may be confidently expected that the populous and powerful communities, already so deeply inter¬ ested in the cheap navigation of the canals and rivers connecting the lakes with the Hudson in the East and the Mississippi in the West, will persevere, with constantly increasing energy, in press¬ ing upon the General Government the national duty and necessity of pioviding for the due enlargement and improvement, for na¬ tional purposes, of those canals and rivers. On the 2d of March last, ninety-eight Senators and Representa¬ tives, members of that Congress, issued a call (which was also signed by the Hon. Edward Bates, Attorney General of the United States) for a Convention at Chicago on the first Tuesday in June next, of “all those interested in the enlargement of the canals between the valley of the Mississippi and the Atlantic,” as being of “great national, commercial and military importance, and as tending to promote the development, prosperity and unity of our whole country.” The terms of the call, a copy of which is here¬ with furnished, evidently include the canals and the inhabitants [Senate, No. 110.] 7 4 98 REPORT ON THE of Canada as well as those of the United States. That such was the purpose, of at least a portion of the signers, is sufficiently manifest from the joint resolutions passed by the Legislature of Illinois, on the fourteenth of February last, avowedly in view of the then recent refusal by Congress u to aid in opening en¬ larged facilities for the great food-producing West,” and appoint¬ ing Commissioners to treat with the provincial authorities in Ca¬ nada, and, if necessary, with the Home Government at London, for the opening of adequate channels through Canadian territory, wholly avoiding the canals and railways of New York. In the report made to your official predecessor, on the 14th of June last (accompanied by the supplemental memorial presented in behalf of the State of New York to Congress,) his attention was specially invited to the serious injury to the commerce and prosperity of the State and of the nation at large, which would result from the construction of the Canadian channels in question, and particularly “ the Ottawa Ship canal.” It is stated that the Legislature of Wisconsin has united with that of Illinois in this measure of appealing to the Canadian au¬ thorities, either by the passage of similar resolutions, or by the appointment of Commissioners, or both. A copy of the resolu¬ tions of the Legislature of Illinois is herewith furnished. As it is altogether probable, that these Commissioners will attend and participate in the proposed Convention, in behalf of their respec¬ tive States, it will remain for the public authorities of New York to consider and decide how far, and in what manner, if at all, its interests shall also be represented on that occasion. If I might be allowed to express any opinion in the matter, I would most re¬ spectfully suggest that the most unequivocal, emphatic and satis¬ factory mode of manifesting the wishes and representing the interests of New York on that occasion, w,puld be the actual com¬ mencement, by the State, before the meeting of the Convention, of the work of enlarging the locks of its canals to a size ade¬ quate to the necessities of that great interior commerce, on which our highest interests so vitally depend. It is true that under the provisions of our State Constitution for securing the punctual payment and rapid diminution of the debt incurred in constructing our canals, the pecuniary means of the State, which could be annually applied to the proposed enlarge¬ ment of the locks, must be comparatively small, and that with only those unaided means, from five to seven years will probably be " ' ’ i . —x ENLARGEMENT OF THE CANALS. 99 required for enlarging all of them; but, nevertheless, the actual, visible commencement of the work distinctly mark¬ ing the inauguration of a liberal and enlarged policy, would do much to allay the excitement of our Northwestern brethren, and induce them to look at home for the means of relief, rather than seek for aid from a foreign Power. It would also exert a very salutary influence in disarming objections, and preventing misap¬ prehensions in the next Congress, in respect to the cost of the work, in showjng, by actual experiment in putting under contract a portion of the locks, what would be the cost of the whole. In view of any further application to Congress it becomes important that our State authorities should distinctly under¬ stand the causes of the defeat of the canal enlargement bill in the last Congress, that they may judge how far that defeat is to be taken as a deliberate and final decision on the part of the government of the United States against the measure in question. In stating those causes, I have no wish or purpose in any way unkindly or disrespectfully, to animadvert on the con- •duct or motives of any of our National Representatives. I shall confine myself strictly to the evidence furnished by their officially published reports, speeches and votes. From these it unmistake- ably appears— 1. That the opposition to the measure was mainly geographi¬ cal. Of the New England members, only three voted against it. From the northwestern States, only three. Pennsylvania, New Jersey, Maryland, Kentucky, Tennessee, Southern Ohio and Southern Indiana were nearly unanimous in opposition. It is due, however, to justice to add, that Mr. Wallace, of Pennsylvania ;• Messrs. Segar and Whalley, of Virginia, and Mr. Casey, of Kentucky, in a spirit of true nationality, discarding local preju¬ dice, voted for the bill, and that Mr. Segar ably defended it in a published speech, not orally delivered for want of time. Notwith¬ standing the geographical opposition thus arrayed, the bill would have passed the House, if it had received the support of the six of the members of the New York delegation, who voted against it, as stated in my report of the 9th of February. 2. It was earnestly urged in debate, by members from Southern Ohio and Southern Indiana, that the measure in question was an unjust and unnatural attempt to divert into the lakes an existing commerce now enjoyed by the cities and communi-. ties south of New York. On this point, the following extracts REPORT ON THE 100 % from the officially published speeches of Mr. Vallandigham, of Ohio, and Mr. Yoorhees, of Indiana, are quite explicit. “Sir,” said Mr. Vallandigham, “this bill strikes a deadlier blow at the interests of eight States and five of the principal ci* ties of this Union, than any measure ever before proposed to Congress. It is a proposition to take away the entire trade, and a large part of the travel of the Mississippi and that vast country beyond it, from the States of Indiana, Kentucky, Ohio, Virginia, Maryland, Pennsylvania, Delaware and New Jersey, and to direct that trade and that portion of travel in the direction of one single State, and for the benefit of one city alone, both already bloated with prosperity. It proposes to strike down the material interests of St. Louis, Cincinnati, Pittsburgh, Baltimore and Phi¬ ladelphia, for the benefit of New York.” A member —“And Louisville.” Mr. Vallandigham —“ Yes, and Louisville, too ; and I may add Wheeling, also.” At a subsequent stage of the debate, Mr. Voorhees said: “ So far as I have any right to speak for any portion of the . great West, we, for the present at least, in our present con¬ dition of finance, are satisfied with the channels of communica¬ tion which the Almighty has created for us. We shall be satis¬ fied to be in possession of the channel of the Mississippi river ; it is better than any of your canals. You cannot compete with what the Almighty has done in that valley. And you cannot turn back the course of trade ; you can no more turn back the current of the trade of that broad and fertile agricultural region against its natural tendencies to the Gulf of Mexico, than you can turn the waters of its great river backward towards their source.” In order to anticipate and weaken the force of these objections, a statistical exhibit (a copy oDwhich is herewith furnished,) was prepared by the undersigned from official returns and other au¬ thentic sources, for the use of members in debate, to show the comparatively trifling amount of exports of breadstuffs and pro¬ visions to foreign countries from New Orleans, compared with that from New York, even in 1860, before the outbreak of the present war, while all the States had the unobstructed use of the Mississippi; and that as a channel for carrying bread- stuffs and provisions, its commerce was almost exclusively local, and confined to what is commonly called a “ way business.” ENLARGEMENT OF THE CANALS. \ 101 The exhibit also showed that the amount exported northwardly from Cincinnati towards the lakes, in the same year, 1860, actu¬ ally much exceeded the amount exported from the same point southwardly down the Ohio in the direction of New Orleans. Fully admitting the incalculable importance of the Mississippi as a bond of national union for the great communities in its val¬ ley, and also its commercial value as a channel of interchange between those communities, it was nevertheless contended that, in the world-wide problem of feeding Europe by food-producing America, the river flowing into the Gulf of Mexico, remote from the places both of production and consumption, and through a climate unfavorable to the production of food, was not an°ele- merit of cardinal importance. The all-important statistical fact, that daring the last year of peace New Orleans exported to all foreign countries but 629,1*76 bushels of cereals of every description, and even of ham and bacon but 890,230 pounds, while -New York, in the same year exported 9,324,022 bushels of cereals, and of ham and bacon • 1M61,749 pounds (and in 1862, cereals alone to the immense amount of 49,860,021 bushels), was adduced to show, that the highest object of the pending measure was not to promote or favor any merely local commerce or local improvement, but to so enlarge the great national chain of canals, and to improve their connecting rivers and waters, as to cheapen to the utmost the tiansit to the seaboard of the truly national mass of food to be sent across the Ocean. 3. The cost of the works proposed in the bill, and for which $16,846,824 was therein proposed to be appropriated in the bonds of the United States and especially the amount to the State of New York for enlarging the locks of its canals, and therein fixed at $3,500,000—had been very largely exaggerated in the report made to the House by the Committee on Naval Affairs on-the 8th of January last. To do them no injustice, the following extracts from their report (Congressional document, H. R., 37th Congress, 3d session, No. 4), are herewith furnished. They can hardly fail to receive due attention from our State authorities : To present clearly their view of probable costs, the Commit¬ tee submit the following recapitulation : “ Estimated cost of enlarging the locks of the Erie and Oswego l( ^ anals V. •>---- . $8,000,000 Estimated cost of enlarging the channel and locks 102 REPORT ON THE of the Champlain canal...— “ Estimated cost of enlarging the Illinois and Michi¬ gan canal, and of forming a ship and steamboat navigation from Lockport to the Missouri (Missis¬ sippi) river..—- “ To which may be added, for bridges and other structures, alterations in the channels of the ex¬ isting canals at the short curvatures, land dama¬ ges, &c...... 10 , 000,000 20 , 000,000 $38,000,000 1 , 000,000 $45,000,000 “If to this sum be added the cost of excavating the Erie and Oswego canals to a depth adequate to pass a gunboat drawing 6 \ feet, we shall have an aggregate of not less than $50,000,000/ No proposition for enlarging’either the channel or the locks of the Champlain canal was before the House. The report also denies the capacity of the Erie canal (and par¬ ticularly for want of water) to pass gunboats of 6| feet draught, stated by Captain Ericsson to be sufficient for the defence of the lakes. After stating that the draught of boats during the season of navigation of 1861 was limited by the Canal Board to 51 feet, the report asserts that: “During the dry season, the drain upon the supply of water on the central portion of the canal for the use of the enlarged locks would be such as to ren¬ der it impracticable to maintain even this depth of water.” It furthermore asserts that the existing locks have been already so far weakened by certain alterations, “as, in all probability, to be unable to withstand the impinging of the great weight of a gunboat , such as has been described.” It will at once be seen, that if these allegations even approach the truth, the fact should be precisely ascertained without delay by the State authorities, unless indeed they already are posses¬ sed of accurate information showing them to be wholly groundless. From an official connexion, during several years, with the canals of New York, the undersigned feels not only authorized, but bound to aver in answer, that the allege^ amounts of $8,000,000 for “ enlarging the locks of the Erie and Oswego canals,” of $7,000,000 “ for bridges and other^structures, alteration of chan¬ nels, land damages, &c.,” and of $5,000,000 for “ excavating the ENLARGEMENT OF THE CANALS, 103 Erie and Oswego canals to a depth adequate to pass a gunboat drawing 6J feet,” are not only wholly unsupported by any ade¬ quate evidence but are utterly extravagant, preposterous and “ fa¬ bulous,” and will be so regarded after due examination by any competent and impartial engineer in the service of this State or of the United States. It is not improbable that in the present inflation of prices of labor and materials some addition may be necessary to the $3,500,000, estimated by Canal Auditor Benton in April last, as sufficient for the purpose, but that amount cer¬ tainly need not be increased beyond five millions at the utmost, unless some needlessly expensive mode of constructing the locks should be adopted. With the judicious economy practiced by the Delaware and Raritan Canal Company in ‘enlarging its locks, several years since, to the present dimensions of 24 feet wide and 220 feet long, the cost would very little, if at all, exceed the / $3,500,000 proposed in Congress. The locks of the Delaware and Raritan canal which were thus • enlarged, are fourteen in number, with an average lift-of eight feet each, and now permit the constant and easy passage of steam propellers of 500 tons burthen. They were all enlarged in a single season, during the suspension of navigation from December to April. One of the principal proprietors of that canal, Mr. Stevens, of Hoboken, has recently stated to the undersigned that during the present war, the United States gunboat “ Naugatuck,” with her shot, shell, armament and stores on board, drawing 64 feet of water, passed through the canal, (which is 43 miles long), and its fourteen locks, in eleven hours. In respect to the allegations of the report in question as to the want of sufficient depth and of an adequate supply of water in the Erie canal, and as to the danger from the impinging of the great weight of a gunboat, the undersigned thought it sufficient to pro¬ cure from Mr. E. Bennett, an engineer of intelligence, experience and integrity, and a Resident Engineer, for several years, on the Erie canal Enlargement, and then at Washington, a letter for the information of Congress, clearly showing the alleged want of depth to have been only temporary, and that a full supply of water, if any increase should be required* could readily be obtained—and simply stating that a gunboat could displace only its own weight in water. A copy of the letter is furnished here¬ with. In point of fact, the “least depth” of water, in the season of i 104 REPORT ON THE 1862, (as officially certified by the Hon. W. B. Taylor, State Engineer and Surveyor, from the monthly returns), in the Central or “ Middle Divsion 77 of the Erie canal, which has comparatively the smallest supply of water, was six feet and eleven inches. He further states, that an abundant additional supply can be ob¬ tained, if required, by additional feeders, at a cost of $300,000, and further that “ those large supplies will provide for the high¬ est possible trade of the Erie canal, with the enlarged locks, and cover all contingencies. 77 The undersigned finds it necessary thus to deny and rebut the assertions of the Report in question, because of their power for mischief, in emanating officially from a standing Committee of Congress. The interests of the State of New York imperatively demand that assertions, so injurious to the character of its great channel of trade, should not stand on record uncontradict- ed; and especially in view of any future proposition to the General Government. The State authorities would do well to request from the President of the United States, or any officer under his authority competent to the duty, such a thorough scrutiny of these assertions as will effectually prevent their repetition. Their mischievous effects were fully perceived in the vote on the final passage of the bill on .the 9th of February. After the debate had actually commenced, Mr. Holman, of Indiana, who had ac¬ tively opposed the measure, stated that resolutions had been recently passed by the Legislature of Ohio, and which, at his request, were then read to the House, protesting against the ex¬ penditure, by the General Government, of the “fabulous sum of money 77 required to construct -the works proposed in the bill in question. He also stated that similar resolutions had been pass¬ ed by the Legislature of Indiana. The production of the resolu¬ tions, a copy of which is herewith furnished, operated at once to compel or induce several members of the House, who, up to that time, had supported the bill, to vote against it. # The undersigned does not deem it necessary on this occasion to classify geographically or otherwise, the individual members respectively voting in the affirmative or the negative. They will sufficiently appear in the official publications of the proceedings ' of Congress. But in justice to some of the members from the State of New York, whose names do not appear on the record, it is proper and necessary to add, that they were cordially, and some of them actively in favor of the bill, but having been pre- * ENLARGEMENT OF THE CANALS. 105 vented by illness and other unavoidable causes from attendance in the House, had “ paired off ” with members avowedly opposed to its passage. Such was the case with Mr. Corning, Mr. Vib- bard, Mr. Delaplaine, Mr. Steele, Mr. Pomeroy, Mr. McKean, and Mr. Duell, all of whom, if present, would have voted for the bill, and one of whom, Mr. Pomeroy, had previously supported it in a speech of eminent ability. The principal burthen of the debate, in behalf of the State, on the final passage of the bill, devolved on Mr. Olin, acting chairman of the Committee on Military Affairs, who sustained himself and the great interests committed to his charge, with remarkable energy and spirit, in the face of violent personal oppo¬ sition, which became at times quite abusive. Mr. Dawes, of Mas¬ sachusetts, briefly but ably addressed the House on the national importance of the measure in strengthening the bonds of political union between the East and the West. The peculiar claims and necessities of the Northwestern States were vindicated in the debate with dignity, fidelity and force by Messrs. Arnold, Wash¬ burn and Kellogg, of Illinois. A full and authentic republication, not only of this debate, but of all the previous proceedings, reports, debates and votes in the last Congress, on this great and beneficent measure for providing adequate channels for the defence, the commerce, and the con¬ tinued unity of our common country, while it would do justice alike to friends and enemies, would furnish a chapter of no little in¬ terest and importance in the history of the struggle of the last fifty years to improve the internal navigation of the State of New York and of the American Union. With high regard, Respectfully, your obedient servant, SAMUEL B. RUGGLES. To His Excellency, Horatio Seymour, Governor , fyc., #c., fyc. Albany, April 3, 1863. [Assem. No. 174.] 8 ? 1 f ILLINOIS STATE GAZETTEER. 33 cx P ose d to the heat of the sun, may be e: sily converted into wooded land, by destroying with the plough the tough sward which has formed itself on them. There are large tracts of country where a number of years ago the farmers mowed their hay, that are now covered with a forest of young, rapidly-growing timber. • AGRICULTURE. If anj State of the Union is adapted for agriculture, and the other branches of rural econ¬ omy relating thereto, such as the raising of cattle, and the culture of fruit trees, it is pre-emi¬ nently Illinois, whose extremely fertile prairies recompense the farmer at less trouble than he would be obliged to incur elsewhere, in order to attain the same results. Her virgin soil, adapted by nature for immediate culture, only awaits the plough and the seed, in order to mature within afewmonths golden ears of the most beautiful Indian corn, the heaviest wheat, and such other species of corn as are indigenous in the temperate zones. Here the husband¬ man is not obliged for whole years to squander his best strength in clearing the primitive forest, hewing down gigantic trees, and rooting out stumps and weeds, in order to gain, after each and every year of toilsome labor, in the sweat of his brow, another patch of arable ground; but the soil only wants common tilling; here the farmer is not obliged to gather the stones from his acres, the soil being but little encumbered with them. Here no manure is wanted to fertilize the soil; it consists here of a rich, black mould, several feet deep, that is almost inexhaustibly fertile, and capable of producing the richest fruit, year after year, for entire generations. The Illinoisian farmer who cares not to improve the land, or enhance its fertility, as he should, has nothing to do but to plough, sow and reap; less labor is here required than at other places where th% usual demands of agriculture must first be satisfied. Hence a man of small means can more rapidly acquire wealth in this State than at places where he must waste his best time and strength in occupations not required here. The vegetable products of Illinois are especially, Indian corn, which is the staple com¬ modity; wheat, which thrives well in all parts of the State ; and also oats, barley, rye, buck¬ wheat, potatoes, sweet potatoes, flax, hemp, peas, clover, cabbage, rapes, and the ordinary pot-herbs, tobacco, and the bean from which the castor-oil (ol. rieini) is obtained, are culti¬ vated here; of the latter, enough is raised for home use. Cotton, in the southern part of the State, is now being cultivated to some extent; and sorghum so extensively everywhere, that it will soon become a great staple. SOIL. In regard to agriculture, the soil of Illinois is divided into three classes. On the prairies it is a vegetable mould of different depths, on a substratum from three to four feet thick, of rich mulatto loam or clay, being in most cases entirely free from stones, and requiring only a single tilling in order to produce all the various species of corn and fruits peculiar to these latitudes. The wild grass growing on the prairies furnishes a very nutritious article of food, which will at once account for the universal renown of the beef of Illinois. The bottom lands skirted by the rivers are of extraordinary fertility, but exposed to frequent inundations, and covered with tall forest trees. Here the vegetable mould attains a depth of from three to twelve feet; its inexhaustibility is easily accounted for by tl consid¬ eration that the rivers, impregnated with the humus of the prairies through which they flow, deposit it in the bottom lands, whenever a rise of the water causes the latter to be inundated. The soil of the openings, covered with scattered trees of the forest, and these mostlv oak, though not as good as that of the prairies, will yet yield as fine a crop without any manure as can be obtained in the Eastern States with the aid of manure. But it should be added that the character of the soil differs in the different sections of the State. The substratum is clay (this is invariably the case in Central Illinois), which precludes the idea that the fertility of the soil ever could be lost. By injudicious tillage the lands may, after years, tire, but can never be worn out. Upon the large water-courses, and in the extreme north and south, the soil is sandy, and the substratum sand and gravel, with some clay. In Central Illinois the soil is without sand; on the undulating, or rolling'prairie^ the 3 34 JOHN C. W. BAILEY’S soil is of a mulatto, or yellow cast; on the level lands it is black ; but no difference can be discovered in the fertility of these two kinds of soil, both producing equally well all kinds of grain and grasses. The depth of the black soil is from twenty to thirty inches ; the yellow from fifteen to twenty-four inches. It is the prevailing opinion that the level or table-lands stand a drought better than the rolling. The soil in Central Illirois pavtakes largely of lime* stone, without the appearance of the stone itself, therefore rendering it the more valuable and easy of cultivation, and causing it to stand a long and continued drought, with less injury to growing crops than those portions of the country where, rock is interspersed through the culti¬ vated lands. Breaking the Soil. —It is difficult to place a man in any situation where he feels more like an honest conqueror than he does when turning over the verdant turf of the prairies. His plough must have a keen edge, and cut from twenty-two to thirty-six inches wide. A thin sod of two or three inches thick is cut smooth and turned completely upside down. The bottom of the furrow and top of the reversed sod are as smooth as if sliced with a keen knife. Every green thing is turned out of sight, and nothing is visible but the fresh soil. When the prairie is broken, and the sod has time to decompose, the land is thoroughly subdued, and in a good condition for any crop—not a stump or a stone in the way, over a whole quarter section; free from weeds, rich, fresh and mellow; it is the fault of the farmer if it is not kept so. FACILITIES OF CULTIVATION. There is probably no state in the Union where there are greater facilities for cultivation of the soil than in this. Its great productiveness and breadth of prairie, with so little of ob¬ struction to any kind of machine, however large, has stimulated invention upon invention, in endless variety. Our advertising columns indicate this from many of the manufacturers of plows, reapers, drilling machines, cultivators, grain separators, etc., in which great ingenuity and skill has been expended. We may truly add, that some of the most beautiful and exeellent agricultural machines, are to be found manufactured in almost every large town in the State. Besides this, the public spirit of Illinois farmers induce them to buy freely every improved machine, and the encouragement thereby given to inventors, is an immense stimulent to the development of improvements which are annually introduced in considerable number, and ex¬ hibited at the annual state and verious county fairs. [Furnished by John P. Reynolds, Esq.] THE ILLINOIS STATE AGRICULTURAL SOCIETY Was organized by a convention of the friends of agriculture, convened for that purpose in Springfield, January 5th, 1853. A constitution was adopted and the following officers elected to serve for the year 1853— 1854: President, James N. Brown, Sangamon county; Vice Presidents, George Hascall, Winnebago county; John A. Kennicott, Cook county; J. E. MeClun, McLean county. Smith Fry, Peoria county; M. Collins, Adams county; Francis Arenz, Cass county; H. C. Johns, Piatt county; C. W. Webster, Marion county; J. Mitchell, Wayne county ; Recording Secretary, Paschel P. Enos, Sangamon county; Corresponding Secretary, Bronson Murray, LaSalle county ; Treasurer, E. N. Powell, Peoria county. The object of the Society is stated, in the constitution, to be “ the promotion of agricul¬ ture, horticulture, manufactures, mechanics and household arts.” On February 8th, 1853, an act of the Legislature was passed and approved by the Governor^ incorporating the Society, and on February 11th, an act was passed and approved, appropriating one thousand dollars per annum for two years to the Society for the promotion of the objects of it8 organization. The annual exhibitions have been held as follows: 1853-1854, at Springfield; 1855, at Chicago; 1856, at Alton ; 1857, at Peoria; 1858, at Centralia; 1859, at Freeport; 1860, at Jacksonville; 1861, at Chicago; 1862 was to have been held at Peoria, but the military authorities taking possession of the grounds, and converting them into camp of rendezvous no ILLINOIS STATE GAZETTEER. 35 exhibition could be held ; 1863, at Decatur; 1S64, will be held at Decatur, commencing Sept. 12th, and continuing six days. In the main these annual exhibitions have been eminently successful. I ield Trials of implements have been held at Jacksonville, Bloomington, Dixon and Decatur, and their good results have been most plainly manifested. It is now the settled policy of the Society to award no premium to any agricultural implement or machine without first testing its merits in competition on actual trial. Besides these shows on the fair grounds and trials on the field, the executive committee meet annually in January, at the rooms of the Society at Springfield, and award premiums on essays, farms, nurseries, gardens, orchards, field crops, dairy and vineyard products, and, in addition to all these methods of diffusing information, the society issues a quarterly journal and publishes biennially a volume of transactions. Correspondence is maintained with the State Horticultural Society, all the county agricul¬ tural societies in the State (some 95), with the societies of other States, and the U. S. Department of Agriculture at Washington—the most kindly relation existing with each. Under the fostering care of the Slate Agricultural Society and kindred organizations, the development of the resources of Illinois has progressed with great rapidity, and she is rising with quick and certain strides to a position not second to any other in all the essential elements of a great commonwealth. The officers of the Society at present are: Executive Committee—President, Wm. H. Van Epps, Dixon—elected in 1860; Ex-President, Lewis Ellsworth; Vice Presidents, Charles H. Rosenstiel, Freeport; A. J. Mattson, Prophetstown; R. H. Whiting, Galesburg ; R. H. Holden, Bloomington ; J. W. Singleton, Quincy; A. B. McConnell, Springfield; W. Kile, Paris; H. S. Ozburn, Pinckneyville. Board of Counsellors—Ex-President, James N. Brown, Berlin; H. C. Johns, Decatur; C. W. Webster, Salem. Treasurer, John W. Bunn, Springfield; Recording Secretary, John W. Bunn, Springfield ; Corresponding Secretary, John P. Reynolds—office at the rooms of the Society, Springfidd. NATURAL RESOURCES OF ILLINOIS.. (X/v-^V [Prepared by C.' D. Wilber.) t General Geology.— The geological features of the State of Illinois are not of a complex character, and can be easily described. Thorough surveys, made by D. D. Owen, Dr. Norwood, Mr. Worthen, and the recent survey under the direction of the State Natural History Society, have made apparent the leading facts concerning the natural resources of nearly every county in our commonwealth. The whole series of rock formations may be classified and arranged as follows, beginning at the bottom of the series: I. Lower Silurian—1. Calciferous sandstone, 100 ft. thick; 2. St. Peter’s sandstone, 150 ft.; 3. Galena, or Trenton limestone, 300 ft.; 4. Hudson River group, 100 ft. II. Upper Silurian —1. Niagara limestone, 300 ft. III. Devonian—1. Oriskanv sandstone, 50 ft.; 2. Hamilton group, 120 ft.; 3. Black slate, 40 ft. IV. Mountain Limestone , or Sub-Carboniferous —1. Kinderhook group, 100 feet.; 2. Burlington limestone, 200 ft.; 3. Keokuk limestone, 100 ft.; 4. St. Louis limestone, 200 ft.; 5. Ferruginous sandstone, 100 ft.; 6. Chester limestone, 250 ft. V. Carboniferous— 1. Millstone grit, 300 ft.; 2. Coal measures, 900 ft. VI. Tertiary —1. Clay beds, &c., 200 ft. VII. Quaternary —1. Alluvium, 150 ft. The entire average thickness of all the rock formations is nearly 4,000 feet. The general dip or inclination of these formations in Northern Illinois is toward the south-west, giving the Silurian divisions to this part of the State, limited by a line drawn nearly parallel with the Chicago & Rock Island Railway. Along the Mississippi River the dip is east and west, on an anticlinal axis, breaking in two parts the great western coal field. In Southern Illinois, along that portion of the Ozark range within our limits, the inclination is nearly north and south. The extensive and varied inclination of our geological formations, caused by these axes of elevation, cut through in all directions by our large river system, permits an easy study of ou 36 JOHN C. W. BAILEY’S rock, mineral and coal treasures. Thus the Mississippi River, from Dunleith to Cairo, a dis¬ tance of 600 miles, falls 320 feet, cutting through inclined strata, an equivalent of over 3,000 feet in thickness. The Silurian division, or, region of quarries, occupies Northern Illinois, afid comprises an area of 17,000 square miles. The Mountain Limestone district, called sub-carboniferous, affording also excellent quarries, occupies the western part of the State, commencing a little above Rock Island and terminating near Golconda. Its area is about 6,500 square miles. The Carboniferous, or Coal district proper, covers the largest portion of the State. Its area is 35,000 square miles, and includes the following counties, and parts of counties, the coal boundary dividing unequally the counties bordering on the coal field:—Rock Island, Henry, Mercer, Knox, Stark, Bureau, Putnam, Marshall, LaSalle, Grundy, Livingston, Kankakee, Will, Iroquois, Ford, McLean, Woodford, Tazewell, Peoria, Fulton, McDonough, Warren, Hancock, Adams, Brown, Mason, Cass, Menard, Morgan, Scott, Sangamon, Logan, Dewitt, Macon, Piatt, Champaign, Vermilion, Edgar, Douglas, Coles, Ciark, Cumberland, Shelby, Moultrie, Christian, Montgomery, Macoupin, Greene, Jersey, Madison, Bond, Fayette, Clinton, Marion, Clay, Effingham, Jasper, Crawford, Lawrence, Wabash, Richland, Edwards, Wayne, White, Hamilton, Jefferson, Franklin, Perry, Washington, St. Clair, Monroe, Randolph, Jackson, Williamson, Saline, Gallatin, Pope, Johnson and Hardin., The general railway system of Illinois intersects or passes through different parts of the great coal field, each railroad having coal subjacent, as follows-.—Illinois Central, 372 ( miles; Chicago & Reck Island, 106 miles; Chicago, Burlington & Quincy, 228 miles; Chicago & Alton, 200 miles •. Logansport,, Peoria & Burlington, 108 miles; Great Western, 192 miles; Terre Haute, Alton & St. Louis, 175 miles; Ohio & Mississippi, 140 miles. Coal mining has just begun to assume importance. The principal mining operations have been confined to working coal in ravines, either by stripping off the upper surface, soil, clay, &c., or by drifting or driving lanes, opening laterally. The proximity of our coals to the surface, permits this mode in all parts ,of the State, except the interior, where, on account of drift beds, the coal strata are from 200 to 400 feet below the surface. The average depth to the first working bed of coal does not exceed 50 feet. There are four strata or beds of coal in various portions of the'great coal field, only two having been worked to any considerable extent. The following section of the shaft at LaSalle, exhibits the coal beds their thickness, distances apart, and depths from surface : 1st bed—6 feet below surface; thickness, 6 inches. 2d bed—178 feet below ; thickness, 5 feet. 3d bed—235 feet below ; thickness, 6 feet. 4th bed—385 feet below ; thickness, 4 feet. The distances apart are respectively 172 feet, 57 feet, and 147 feet. Since coal seams occupy a general level, like a floor, the depth at which any given seam of coal may be found, can be usually determined by the topography of the country. The principal coal shafts are located at LaSalle, Braceville, Fairburv, Sheffield, Kewanee, Colchester, Aiton, Bellville, Caseyville, Danville, Duquoin and St. Johns. Coal is also extensively mined in ravines, viz : at Morris, Canton, Bryant Station, C. B. & Q. R. R., Murphvsboro, Peoria, and at various points along the Vermilion and Illinois Rivers. The The total amount raised from the mines per annum, is estimated at 650,000 tons. The demand is rapidly increasing, and judging from recent discoveries of coal in new localities, we shall soon exhume and consume l,00o,000 tons per annum. The whole amount consumed in the United States is about 20,000,000 tons. Great Britain, with a coal field one-third as large as ours, consumes each year from her own mines 80,000,000 tons. France 6,000,000 tons. Belgium 10,000,000 tons. It is easy to infer the future importance of our coal trade. The Illinois coal field is estimated by Prof.' H. D. Rogers, to contain 1,277,500,000,000 tons! The Pennsylvania coal field contains 316,400,000,000 tons! All the coal fields of North America, 4,000,000,000,000 tons! The coal fields of Great Britain contain 190,000,000,000 tons ! The economy of coal burning is obvious from the following facts: If wood cost per cord $6, and coal, per ton, $4,50, the latter is cheaper in the ratio of 65 to 100 on passenger trains, and on freight trains, in the ratio of 71 to 100. ILLINOIS STATE GAZETTEER. 37 With a train of five cars, the expense with wood as fuel, was seven-eights of a cent per mile ; with coal, one-half of a cent per mile. In the yearly statement of the chief engineer of the Illinois Central Railroad for 1860, we find the cost of running freight engines using coal, was 17.81, and the same using wood, 26.60, or in that ratio per mile. The cheapness of coals is, more apparent especially in manufacturing, when we consider its power to produce a large amount of heat. To illustrate, let us compare the hea ing power of several combustibles : seasoned wood will yield 2.567° of heat ; turf, 2.732 °; bituminous coal, 4.082°; anthracite coal,. 4.170 °; coke, 4.352. For domestic purposes the economy of coal over wood is still greater. In respect to quality, the Illinois coals, which are all bituminous, compare favorably with any American coals. As a general rule, preference is given to eastern coals, which undergo a thorough inspection, cleaning etc., before they are sent to market. In the Western States there is little or no care in mining, hence, our coals are said to abound in sulphur and earthy ■* matter. The impurities referred to can be easily disposed of by selecting and screening at the mines. The complaint, however, will not pass away until we bake or coke our coals, as in France and England. This can be done in large ovens, made for the purpose, near the coal markets. The cost of making excellent coke need not exceed 30 cents per ton. We must make the best of our coals. We can not import largely, and cannot change or mend our coal strata, but we can make them meet every want; smelting ores, driving engines, cooking, heating, etc., by a simple and cheap process. They will serve future gene¬ rations, 100,000 years, and then not be exhausted. Very careful chemical analyses have been made of xAmerican coals, and the following results have been obtained : COMPARISON BETWEEN THE COALS OF THE ILLINOIS COAL-FIELD. AND THOSE OF THE APPALACHIAN COAL-FIELD, BROUGHT TO THE CHICAGO MARKET. Designation. Distance from Chicago Thickness Seam. Fixed Carbon. Hygrom Moisture. Volatile Matter. Ash. Chemist. ILLLINOIS. Miles. Feet. Inches. DuQuin,. 284 6 10 61.20 7.00 38.60 3.20 Blaney. Murphysboro’ . . . 290 3 06 57.30 38 20 4 50 Silliman i Danville, (Upper,) 170 ) 53.40 43.20 3.40 J Blaney. “ (Middle,) U f 6 56.80 44.40 2.80 U “ (Lower,) u f 55.60 33.20 k_ _ J 11.20 u “ (Average,) 57.90 7.60 29.50 3.50 u Anvil Roch, (Upper) 4 54.45 2.00 32.55 11.00 Owen. “ “ (Middle,) 3 04 54.40 3.00 33.60 9.00 ii “ “ (Main,) 6 04 59-50 2.00 36.00 2.50 U " “ (Little,) 3 60,40 2.00 33.60 4.00 u Morris, . 60 57.20 11.00 23.80 8.00 Blaney. 57.40 10.40 23.00 9.20 U Little Rock, .... 100 54.40 8 60 32.50 4.18 a LaSalle, (Upper,) 93 4 60.00 12.00 25.00 3.00 u “ (Middle,) U 5 54.00 12.00 29.00 5.00 % 4 (Lower,) From 3 06 48.60 10.40 29.00 11.40 u OHIO. Cleveland. _ Hammondsville, 100 4 51.08 46.44 , 2.47 Newbe’y. • • • • 4 4 65.60 29.20 5.20 Blaney. McIntosh, .... 100 2 06 44.87 38.73 16.39 Newbe’y. Brier Hill, .... 80 i 06 61.24 35.96 2.79 U Tallmadge, .... 40 4 06 53.40 41. 29 2.28 Mather. Chippewa, .... 50 4 06 54.05 42.89 3.06 Newbe’y. Bolivar, .... 75 50. 22 47.04 2.73 i* J a PENNSYLVANIA. • Pittsburg, .... 101 6 44.93 36.76 7.07 Johnson.* Ormsby, .... 64.40 • 33.20 2.04 Blaney. Darlington, .... 102 10 17.27 34.72 48.00 Newbe’y. 88 JOHN C. W. BAILEY’S These analyses show that we have a number of beds of coal in this State, which equal, in every respect, the very best coals of the Mississippi and Ohio valleys. In thickness and other requisites for cheap and profitable mining, they are not surpassed by those of any other portion of the west, and there is only needed enterprise, capital and energy, to develop a source of wealth in our State., at present scarcely thought of, and which is incalculable. Iron is found in considerable quantity in the southern part of the State. In Hardin county large deposits have been found in a long range of hills, bearing north-east and south west. Adjacent are extensive coal bods, containing coal of excellent quality. Iron manufacture has been commenced in this region, and extensive arrangements are being made to prosecute this branch of industry. About two and one-half miles west of the Illinois Central Railroad, and nearly four miles north of Jonesboro’, on Section 34, Town 11 S. Range, 2 West of 3d P. M., there occurs a ridge bearing east of north and west of south, which rises quite abruptly to the hight of more than 200 feet above the valley. This ridge has appropriately received the name of the Iron Mountain. The base of the hill for 50 feet or more consists of fissile shale, succeeded by 80 „ feet of chert, intermingled with masses of hematitic iron ore, often in a state of great purity ; the whole being capped by a cherty limestone, 79 feet thick. These deposits have been slightly explored, but there is little doubt that here is stored an inexhaustible supply of very rich ores, and under circumstances whieh admit of their being profitably wrought. These deposits belong to the sub-carboniferous series. The largest deposits of iron ore hitherto discovered, and of quality unsurpassed by any, are in the State of Missouri, 100 miles from St. Louis, by the Iron Mountain Railroad, and 40 miles from the nearest coal basin—Murphysboro—a few miles from the Mississippi River. They form a part of the Ozark Range of Mountains, which'are exceedingly rich in Minerals, iron occupying the summits, and lead being found along the sloping sides. The principal wonder of this extensive range, however, is Pilot Knob, so called from being used as a land mark, or guide to travelers in the early settlement of the country. It is 581 feet high, with a circumference at the base of six miles. It is simply a solid iron cone, so nearly pure, that, with a blacksmith’s forge, horse shoes have been made from the ore direct. It is estimated to contain 60,000,000 tons, of a quality equal to the best Russia Iron. The Iron Mountain proper is six miles north of Pilot Knob. Its entire mass, which *s a Specular Oxide, contains 1,655,280,000 cubic feet, or 230,187,375 tons! But this is only a fraction of the ore at this locality. The nature of the ore, the plutonic character of the associated rocks, and the position of the mineral beneath the level of the valley, and the sedimentary rocks at the base of the mountain, all indicate its igneous origin, and that it extends downwards indefinitely. It will yield 3,000,000 tons of iron for every foot of descent. Shepherd Mountain, two miles distant from Pilot Knob, is both a Specular and Magnetic Oxide of Iron. The ore occura in large dikes, running in various directions, cutting the mountain into sections. Large quantities of this ore have been sent to Pittsburg, and manu¬ factured into steel, no other ore on the continent being of equal value for this important purpose. One cart find on this mountain large masses of natural magnets of great force lying loose or projecting from the main dikes of ore. They are intimately connected with our industrial interests, because all coals for smelting these rich ores, must be taken from our State, or the ores must be carried to the coal. The Laclede Iron Company of St. Louis have been manufacturing iron in this manner, during the past seven years, with a degree of success which indicates that St. Louis will become one of the great iron marts of the world. A similar transportation of ores, from Lake Superior to Chicago—w r here coal and coke from our vast coal fields can be easily and cheaply obtained, has been inaugurated, to meet the demand for iron manufacture in the States and Territories of the Northwest. Lead has for many years been a leading article of export. The Great Lead, or Galena district occupies a portion of three States, Illinois, Wisconsin and Iowa, and extends, accord¬ ing to James Hall, State Geologist of New York, over an area 87 miles in length and 45 in width, containing 4,000 square miles. The amount of lead annually raised and exported from this district is about 30,000,000 lbs., the cash value being nearly $2,000,000. Although ILLINOIS STATE GAZETTEER. 30 mining has been carried on during a period of fifty years, it is estimated that not more than one thousandth part of this vast lead deposit has been taken away. The ore—Galena—is always found in combination with sulphur, forming a sulphuret. It is easily reducible in a common open furnace or oven; hence the large profits realized in this branch of industry. It is found in chambers or pockets, sometimes called leads or lodes. These chambers are generally found in a direct line, east and west—a fact of great value to miners. They are also foundat various levels, the lower range or course of chambers containing the largest amounts of ore. Associated with Galena, the ores of zinc are found in large quantities. They have until recently been regarded of but little value, on account of the cost of separating zinc from its ore, which, like Galena, is a sulphuret. With good success, experiments have been made to separate them, and several manufactories have been erected. Of these one is at LaSalle, and another at Mineral Point, Wisconsin. Silex, or deposits of sand suitable for glass manufacture, are found in Northern and Southern Illinois. They have been caused by the disintegration of St. Peter’s sandstone through aqueous and atmospheric agencies, which have also distributed these sands in the lowlands along the principal rivers. A superior quality of glass has been made from these beds of silex. The supply of sand for the glass factories of Pittsburg is derived mainly from such deposits, found below Cape Girardeau, on the Mississippi River. The question naturally suggests itself—Cannot we manufacture glass at far cheaper rates, since we have all the materials required near at hand ? Salt abounds in the south-east portion of the State, in Saline, Gallatin and Hardin counties. 50,000 bushels per annum have been manufactured, no attempts having yet been made to produce salt on a large scale. Salt water has also been found, by deep borings, in various parts of the State. Clays, for pottery, crockery, porcelain, &c., are distributed in great abundance. In Southern Illinois we have the greatest variety of valuable clays for all purposes. An extensive deposit of pure clay occurs near Mound City, adjacent to the Grand Chain, as it is called, on the Ohio River. It has a light yellow color, and produces beautiful ware. The proprietor of the pottery works at Mound City succeeded in manufacturing a great variety of ware, and coating or lining each article with an uniform thickness of glass. This result or discovery is very desirable, especially in fruit jars, which was the leading article of the establishment. The range of mountains running across Southern Illinois is interspersed with beds of clay, or kaolin—that is, such clays as will produce the finest qualities of crockery. We have visited many of these deposits, some tinged with delicate hues, and others almost pure white. They will prove, at no distant day, a source of great profit to the enterprising manufacturer. A considerable number of kaolin beds have been discovered near the Illinois Central Railroad, in the vicinity of Cobden and Anna, which are eligible situations for manufactures of this new and important traffic in our State. The manufacture of pottery from our own clays is now' attracting considerable attention. Several establishments on an extensive scale are in active operation. The largest of these is located at Peoria, and is under the direction of the American Pottery Company. A peculiar clay has been found at Utica, on the C. & R. I. R. R., which is extensively used in the manufacture of cement. It consists of a stratum several feet in thickness, occuring in the Silurian series of rocks. It is burned as lime, simply to expel the volatile organic matter, water, &c. The same stratum occurs in other portions of the State, under similar conditions. Building Stone, Quarries, dec .—The principal building material, or dimension stone, throughout the State is limestone, the finer qualities of which, susceptible of polish, are called marble. A few excellent freestone, or sandstone quarries have been opened in Morgan, Jackson and Union counties. The strata of limestone vary in thickness from six inches to four feet, affording stone for every purpose. Nearly every county in the State, excepting a few in the interior, whose surfaces are deeply drifted with clay beds, &c., is furnished with quarries. The principal stone quarries are at Athens, Lockport, Joliet, Alton, Grafton, Quincy, Rock Island, Port 40 JOHN C. W. BAILEY’S Byron, LeClaire, Freeport, Galena, Rockford, Batavia, Aurora, Kankakee, Makanda, Shawneetown, Cobden, and Rock Quarry, near Golconda. The material for the white front, or marble buildings which have been erected in Chicago during the past ten years, has been taken from Athens, sixteen miles distant. The St. Louis quarries are situated at Grafton, near the mouth of the Illinois River. Soil*'. —The most interesting chapter in the history of our natural resources justly pertains to the soil commonly called Prairie soil. It is the most ingenious contrivance for obtaining a competence ever placed in man’s possession. Its construction indicates a most careful disposition of all the elements needed for the successful culture of grains and grasses. “The most noticeable feature is the very large quantity of nitrogen which these soils contain, being nearly twice as much as the most fertile soils of Great Britain.” “Taking the soil at an average depth of ten inches, an acre of prairie will contain upwards of three tons of nitrogen, and as a heavy crop of wheat with its straw contains about fifA-two pounds of nitrogen, there is thus a natural store of ammonia in this soil sufficient for more than a hundred wheat crops. In Dr. Yoelcker’s words, ‘it is the large amount of nitrogen, and the beautiful state of division, that impart a peculiar character to these soils, and dis¬ tinguish them so favorably.’ I have never before analyzed soils which contained so much nitrogen , nor do I find any record of soils richer in nitrogen than these." COMPOSITION OF PRAIRIE AND OTHER FERTILE SOILS. ' PRAIRIE SOILS. WHEAT SOILS FROM SCOTLAND. Analyzed by Professor Voelcker, Analyzed by Professor Anderson, ft Consulting Chemist of the Royal Chemist to the Highland Agri’l Agri’l Society of England Society of Scotland. Mid East Perth- Berw i’k- No . 1. No . 2. No . 3. No . 4. Lothian. Lothian. shire. shire. Or" Matter & Water of Com. 7.54 5.76 9.77 9 05 10.19 6.33 8.55 6.67 Alumnia. 6.67 6.55 8.58 8.74 6.93 5.54 14.04 7.36 Oxides of Iron. 4.95 2.57 4.13 4.30 5.17 4 41 4.87 4.32 .35 1.84 1.13 1.22 1.39 .83 2.70 Mag-nesia. 1.03 1.53 .82 .61 1.08 .74 1.02 1.63 Potash . . *. 1.69 1.40 1.20 1.29 .35 1.71 2.80 .55 Soda .82 .53 .83 .50 .43 .67 1.43 .36 Phosphoric Acid. .08 .05 .12 .12 .43 .14 .14 .24 Sulphuric Acid. .07 .05 .14 .08 .04 .10 * .09 .05 Silicia. 75.04 80.68 71.75 74.11 71.55 74.39 63.19 73.52 Water. 2.58 4.42 2.70 2.50 Carbonic Acid and Loss . . .74 .53 .82 .09 .03 .17 .05 .12 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 Containing Nitrogen . . . .30 .26 .33 .34 .22 .13 .21 .14 Equal to Ammonia .... ..36 .31 .40 .41 MECHANICAL ANALYSIS. Clav. 64.14 46.76 58.90 62,75 Li nffe. 1.37 3.35 1.84 1.13 Sand. 26.95 47.13 29.49 27 07 Organic Matter. 7.54 5.76 9.77 9.05 100.00 100.00 luO.OO 100.00 Illinois has just begun to develope her natural resources. The foregoing condensed state¬ ments will serve as a means to indicate her rate, of prosperity and future rank among the States of the Union, with the development of such natural facilities by a rapidly increasing and industrious population, every citizen of Illinois can look with an easy confidence and a just pride upon the advancing importance of all the interests of our great commonwealth. w NATURAL HISTORY SOCIETY OF ILLINOIS. Organized June 30£/i, 1858; Chartered February 22^,1861. Museum in the State Normal University at Bloomington. Number of Specimens collected, 60,000. Officers—President, George Yasey, Ringwood, McHenry county. Yico ILLINOIS STATE GAZETTEER. 41 Presidents, J. W. Velie, Rock .Island: B. G. Roots, Tamaroa; Geo. W. Batehelder, Bloom¬ ington. Directors, O. S. Munsell, E. R. Roe, W. H. Stennett, Bloomington, McLean county. Trustees, John P. Reynolds, James Shaw, F. Brendell, Edmund Andrews, E. M. Prince* Curator, Joseph A. Sewall, Bloomington. Treasurer, Ezra M. Prince, Bloomington. Record ing Secretary, C. R. Parke, Bloomington. Corresponding Secretary, C. D. Wilber, Bloomington. Description of the Museum—( See Engraving.) » The State Normal University has been made the depository for all collections in the various departments of Natural History which may be made under the auspices of the Society and also for such collections as may be donated. For this purpose, two large halh in the University building have been united by an arch, affording a spacious gallery one hundred feet in length and thirty-three feet wide. This hall, called the Museum of Geology and Natural History, has been fitted up in the most approved style, from plans furnished by Richard II. Holder, Esq., of Bloomington, who visited the Museums of the Philadelphia Academy of Sciences, the Boston Academy, and the Salem Museum. The following is*a brief outline of the plan adopted: Arranged along the floor, in front, near the windows, are twelve glass structures or houses, each four feet by eight feet and ten feet high, furnished with shelves and bases, for the depart, ment of Ornithology. In these structures, which are of pure French ghiss, the birds are arranged in families, each with its name and habitat. At present they are chiefly occupied by the birds of Illinois. Across an aisle, four feet in width, are placed twelve structures, made also of plate glass, corresponding with the structures for birds. These are in the form of parallelograms, each three feet by twelve feet, and surmounted by a glass show-case of the same dimensions and eight inches in depth. In the lower spaces are placed specimens of our coal flora, such as Lepidodendra, Sigillaria, etc., which are too large for shelves. These, as they are all of one geological epoch, are grouped with reference to the localities whence they were taken. The glass show-cases above are devoted to carboniferous fossils and shells. In the rear of the parallelograms is an extended bureau of drawers, divided into two sections, at the middle of the room. Each division contains four hundred and eighty drawers, and each drawer is fifteen by eighteen inches, and three inches in depth, furnished wittfa glass cover, and arranged in series of ten ; every two series, or twenty drawers, being pro¬ tected by folding doors. These are devoted to Botany and Entomology. In the southern division of the Museum are placed the minerals of Illinois and the adjacent States, presenting a typical view of the mineral wealth of the Misssssippi Valley, and designed to illustrate what is termed Economical Geology. For example : all the varieties of Iron ore> with samples of every process of its manufacture, are arranged by themselves; Lead, its ores and oxides ; also, Copper; Coal, its varieties and products; Soils, with accompanying analyses, etc., etc. The corresponding northern section is occupied by a collection of crystals, arranged according to the basis of each order, viz.: Carbonates, Silicates, etc. Each specimen is accompanied with its specific name and the name of the locality, also of the person donating the same to the Society. A space above these sections, in both divisions, is devoted to such collections as are pre¬ served in alcohol, viz.: Reptiles, Fishes, Crustacea, etc. A series of paintings, by Bryant, illustrating the principal geological epochs, are placed in line at the top of the last described sections, and, when finished, will occupy the entire length of the Museum. Of this series four are now complete. The principal design of the Society, in regard to this general collection of Natural History, is to furnish the greatest possible number of Object Lessons in each department, and so arrange the objects or specimens that they will convey to the student or observer a correct view of the order or philosophy of Nature; in short, to make of the Museum a well arranged volume, whose illustrations, indicating the order of creation, were prepared by the Great ^Artist, who laid the foundations of the earth. The following extracts are copied from the Secretary’s last annual report: The enterprise which had for its object the building of a Museum and Library of Natural MUSEUM OF THE NATURAL HISTORY SOCIETY OF ILLINOIS, ILLINOIS STATE GAZETTEER. 43 History of the State of Illinois, was commenced with the beginning of the financial crisis of 1858 , when ‘ hard times ’ was written throughout the length and breadth of the land, and when all labor of such sort as this must be done by personal exertion, rather than be paid for at any price. In estimating the costs, at a fair price for the labor of each individual, who has spent his time in the several departments, including, also, the real cost of the railroad and express facilities, the amount, thus far, exceeds $23,000, which must be taken as the estimate or value * of the Museum. If we might be allowed to say a word concerning our success, it would be that no collection, of equal size and value, was ever made in this country in so short a time—a result attributable to a good combination of resources, and a hearty co-operation of Naturalists ; and so thoroughly has the work been done, that several departments are nearly completed, viz : Botany, Con- chology, Geology and Mineralogy. It is most natural, therefore, having nearly exhausted several fields already mentioned, to look beyond our State boundaries to other portions of this great natural district, the Mississippi Valley ; and with the present facilities and combinations, it is believed that one general and complete museum of this great valley could be made with less expense and toil than has pertained to the building of the present one. The great aim of such a collection as we propose is simply to present a type of all the species of existence in the various kingdoms of nature, ancient and modern, arranged in groups, according to the type or affinity of each group. It is a human attempt to represent, as far as possible, the divine idea of creation, by a real panorama of objects. And when we consider that in the two kingdoms of nature—animal and vegetable—there are four hundred thousand species, one may realize the magnitude of such a work. It would be extravagant for us to attempt a complete collection, representing the natural histoiy of the earth, but it is quite within our compass to obtain a collection including all the species of the Fauna and Flora of Illinois—modern and ancient. During fifteen years past, certain persons in Illinois, interested in the encouragement of science, had endeavored to procure appropriations to do the same work which we have so well nigh completed. The Legislature was petitioned to make extensive appropriations, but without success; no one, of course, being found willing to undertake such a work without substantial guarantees from the State Treasury. Now, however, the end has been attained without cost to the people, and in such a manner that, in many portions of the State, a repetition of the work will not be required. By the judicious use of this great collection, under proper regulations, students'who attend this institution, from all parts of the State, can obtain a general survey of our material resources, and will learn one important fact at least, that our home facilities for education, by the new or reformed method of object lessons, are unequalled. Let the pupil see this fine array of the ‘ medals of creation show him the beginning of vegetable life on the planet; hold up the rude fucoid that has reared its tiny frond on the shore of the ancient ocean, and millions of years after, has been succeeded by the mighty oak, the crown of all; let him see the dawn of animal life, as the beds of the old Silurian seas reveal it; let him trace, step by step, the rise and progress of new modes of existence, and observe the adaptation of the earth to new types of life, as they came in stately march down through the vista of the past • accompany the student through the long ages, from the chaos in the background, forward into brighter and brighter light, until the culmination of the grand plan, in the advent of the human race, and ask him, after this long survey, if the works of God do not impress him with higher conceptions of the wisdom, beneficence and accompanying presence of the great Creator ? Of this work, the late Superintendent of Public Instruction, Hon. Newton Bateman, thus remarks : “This Museum is of inestimable value to the University, affordihg rich and inexhaustible materials for ‘ object lessons,’ and exalting the conception of every student as to the amazing resources and imperial wealth of this great commonwealth. And not the least of the benefits 44 JOHN C. W. BAILEY’S flowing from the Museum to the University, is the strong incentive to the study of Natural Science, so wonderful, so instructive, so inspiring and glorious, afforded by the contact of the students with the strange and beautiful things of earth, air and water, which are garnered in that treasure-house of nature. Not a few, it is to be hoped, will there learn to love the study of God in His works, and be allured by the pure and simple tastes which it inspires, away from the dust and smoke of the political arena and the grosser pleasures of sense, into the sweeter and fresher fields where Goldsmith, Wordsworth, and all the brotherhood of the pure and good and gifted, have ever delighted to linger and muse and adore. “It is to Prof. C. D. Wilber, the able and untiring Secretary of the Natural History Society, more than to any other man, that the University and the State are indebted for this munificent contribution to the scientific and educational resources of the State. Identified with the movement from its incipiency, he has toiled on with unselfish ferver and zeal, day and night, summer and winter, in evil report and good report, undismayed by opposition, unchilled by coldness and apathy, self-supported, turning aside only to recruit by public lectures his exhaust4d t resources—until the magnificent collection stands as the trophy of his labors.” .EDUCATION. [The following excellent sketch has been furnished by S. A. Briggs, Esq., Editor of the Illinois Teacher, and will be deemed of much interest to the public on the important question of Education.] Recognizing the just moral claim of every child to an education commensurate with the im¬ portance and dignity of his obligations and duties as an upright and loyal citizen, and the cor¬ responding obligations of the State to make adequate provision for such an education for‘all, the Legislature of Illinois, in February 1355, passed “ an act to establish and maintain a system of free schools.” This was the first strictly free school law ever adopted in the State, and although amended in 1857, 1859, and 1861, most of its essential provisions remain unchanged. By the provisions of this act the common school fund consists of certain monies derived from various sources, amounting at the close of 1862 to $4,978,842.74, denominated the per¬ manent school fund, upon which the State pays an annual interest of six per cent; together with such a sum as may be produced by the annual levy and assessment of two mills upon each dollar’s valuation of all the taxable property in the State. The supervision of the common schools of the State is vested in a State Superintendent, elected biennially, whose office is at Springfield, and whose duties are those usually pertaining to such an office. Hon. N. W. Edwards, Hon. II. H. Powell, Hon. Newton Bateman, and Hon. John P. Brooks have successively filled this office, the latter being the present incumbent. The local superintendence of each county is in the hands of a county School Commissioner, also elected biennially. His duties are to apportion the State funds, to visit, as often as prac¬ ticable, the several schools in his county, and to carry out the advice and instructions of the State Superintendent. For his services in visiting he is allowed two dollars a day to the amount of one hundred days. He is also required to examine all persons desiring to teach in his county, and provision is made for issuing three grades of certificates of qualification. Each towpship is placed for school purposes in the hands of three Trustees, holding office for two years. It is their duty to lay off the township into districts, so as to suit the wishes an the convenience of a majority of the inhabitants of the township, and they also apportion the school funds among the districts. Section 16, in every township, is set apart to be sold for school purposes. Each district elects three directors, one of whom goes out of office annually, whose duty it is to establish aud support free schools for six months in every year, and, by vote of the dis¬ trict, for such longer time as the latter may desire. No district is entitled to its share of the public money unless it has had a free school for at least six months during the year preceding the distribution. The directors also have power to improve school houses, and procure fuel, furniture, libraries and apparatus. In order to give a higher grade of schools than would otherwise be possible, a majority of the directors of several districts may unite the whole into a union district, placed under the control of three persons, appointed by them, styled “ Directors of Union School.” ILLINOIS STATE GAZETTEER. 45 As a public recognition of eminent qualifications and distinguished success, the State Superintendent is authorized to grant perpetual certificates to such persons as shall pass a satisfactory examination, produce evidence of success in teaching, and who have had an experience of three years, one of which was in this State. At the three examinations held previous to the close of 1862, 51 State diplomas were issued. In the larger cities and incorporated towns, the school system depends upon a special charter, and is under the control of a board of education or other officers. Its general features, however, Correspond to the State law, and these towns receive, of course, their share of the public fund. The following table exhibits, in a condensed form, the educational statistics of tne State since the adoption of the present system: No. of Districts. No. of Male Teachers. No. of Female Teachers. i Children under 21. Children bet. 5 and 21. Children attending School. Av. No. of months of School. Av. Months Wages to male Teachers. Av. Months Wages to female Teachers Amount expended for all School Purposes. Av. rate of tuiton per scholar. 1856 6,813 4,952 4,369 696,348 312,293 45,33 27,10 921,297 2.84 1857 *6,709 6,331 4,886 547,625 286,267 365,407 6.75 29,15 19,68 2,210,010 2.74 1858 8,154 7,503 5.878 812,680 472,254 440,339 6.83 29,66 19,48 2,705,051 3.14 1859 8,606 7,904 6,000 851,556 504,631 451,404 472,247 6.8 29,42 19,20 2,171,495 3.06 1860 8,956 8,223 6,485 896,248 546,194 6.9 28,82 18,80 2,259,868 3.19 1861 9,089 8,010 6,716 924,636 570,254 473,044 6.4 28,30 18,65 2,095,455 3.10 1862 1863 9,443 7,713 7,381 975,802 613,014 516,037 6.5 25,00 16,03 2,007,312 2.55 The State Normal University, located at Bloomington, was organized by act of the Legislature in 1857, and went into operation in October of the same year. Itis^inder the control of the State Board of Education, appointed by the Legislature. Each county in the State is entitled to send two pupils, and each representative district a number equal to the number of representatives in said district, all of whom receive gratuitous instruction. The building stands upon a commanding eminence, overlooking the city, and^is the largest and best appointed school edifice in America. Richard Edwards, probably the most experienced and most successful Normal school teacher in the country, is at the head of a strong and well- chosen faculty of instruction, and, with an attendance in 1863, of 438 in all the departments, the institution gives promise of an extended and permanent usefulness. (For further infor¬ mation see Bloomington.) The Illinois Teacher , published at Peoria, and edited by S. A. Briggs of Chicago, is the only educational journal in the State. It has an extended circulation, and is an important auxiliary to the educational interests of Illinois. It is the officiel organ of the State Super¬ intendent, each number containing his decisions upon questions, of school law submitted to him. It has contributed much to the support and development of the free school system, and is worthy to be named among the permanent educational agencies of the State. Illinois contains numerous academies, private schools and colleges, which are doing much good, but as they are not required to make returns to the State Superintendent, no general statistics are to be had outside their own published report. The best known of these institu¬ tions are: Illinois College, Jacksonville, founded in 1830; Shurtieff College, Upper Alton, founded in 1835 ; McKendree College, Lebanon, founded in 1835; Female Seminary at Monticello ; Knox College, Galesburg, founded in 1837; Lombard University, Galesburg; University of Chicago; University of St. Mary’s of the Lake, Chicago; Female Seminary, Rockford; Clark’s Seminary of Aurora; Lind’s University at Lake Forest; and the North¬ western University, Evanston. Prominent among the literary associations of Illinois, are the Historical Society, of Chicago, Rev. Wm. Barry, Secretary, founded in 1856; the Illinois Literary and Historical Society, located at Alton ; and the Illinois Natural History Society, C. D. Wilber, Secretary, whose fine museum is in the Normal University building at Bloomington. 46 JOHN C. W. BAILEY S Further Information concerning the private institutions of learning, and the literary associations, may be found by referring to the several towns in which they are located. ILLINOIS INSTITUTION FOR DEAF' MUTES. [Furnished by Phillip G. Gillett, Esq., Principal.] The law incorporating this Institution was enacted in February, 1839, at the instance of Hon. 0. H. Browning, who was then representing Adams county in the State Senate. Of the twenty gentlemen who constituted the first Board of Trustees, but one, the Hon. Wm. Thomas, now President of the Board, yet remains identified with its interests, having for twenty-five years maintained an unfaltering demotion to the unfortunate class of persons for whose relief and amelioration it was designed, and often rendered the Institution itself efficient aid by his counsel and means in trying times, when both counsel and means were needed. To the constancy and unswerving determination of Judge Thomas that the expecta¬ tion of its founders should not be disappointed, are the friends of the Institution largely indebted for its advanced and honorable position among similar Institutions of the United States. In 1846, the school was opened under the superintendence of Thomas Officer, A. M., who had been appointed Principal of the Institution, and for nine years succeeding served in that capacity. In the selection of Mr. Officer for this responsible position, the Board of Trustees were exceedingly happy, and the Institution peculiarly fortunate. It would be diffi¬ cult to conceive of one more admirably suited by temperament, energy and talents, both natural and acquired, with the highest Christian principle, to inaugurate and conduct an enter¬ prise of Christian benevolence, than this gentleman, in whom these qualities were most happily combined. To the suavity of the Christian gentleman, securing for him at once public confidence and esteem, he added a rare facility in the instruction of mutes a profession in itself separate and distinct from all others, requiring a peculiar cast of mind and no small amount o^experience to secure efficiency. The Institution is healthfully located near the town of Jacksonville, and has large, beauti¬ ful and commodious buildings, warmed with steam and lighted with gas. It is the largest establishment of the kind, supported and patronized by one State alone, in the Union. It has received since its opening six hundred and thirty pupils, of whom about two hundred and forty yet remain on its rolls. The amount of light and knowledge which have here been dis¬ seminated among the children of silence, who by their peculiar misfortune are shut out from the usual avenues of instruction, the great day alone may reveal; of one fact, however, with honest pride, we are assured, that the usefulnes of this Institution, and its relative standing among those of a similar character and purpose of our country, are fully commensurate with the honorable position of Illinois among the States of the American Union. It has of late years received from the Legislature a support which, by the exercise of judicious economy, has been adequate to its requirements. No citizen of Illinois who has yet visited the Institution, and witnessed the order and system there prevailing, together with the proficiency, happy and grateful countenances of its pupils, has been known to complain of the small, though necessary, taxation for the support of this nuble charity, which, with the other two State Institutions located near Jacksonville, constitutes a most striking exponent of the Christian sentiment of our people, and the power of our advanced civilization. Deaf mutes resident*in Illinois, between the ages of ten and thirty years, are here edu¬ cated, being furnished with board, tuition, &c., free of charge. The Institution for eight years past has been under the superintendence of Philip G. Gillett, A. M., to whom communications respecting admission of pupils, and business pertaining to the Institution, should be directed. INTERNAL IMPROVEMENTS. Illinois and Michigan Canal was laid out by the Canal Commissioners in the spring and summer of 1836, under authority conferred by “An act for the construction of the Illinois and Michigan Canal, approved January 9, 1836.” Sec. 32 of that Act is as follows: “The Commissioners shall examine the whole Canal route, and select such places thereon as may be eligible for town sites, and cause the same to be laid off into town lots.” ILLINOIS STATE GAZETTEER. 47 In compliance with this law the Board of Canal Commissioners, then consisting of Wm. F. Thornton, Wm. B. Archer, and Gurdon S. Hubbard, proceeded to make the selections of town sites as required, as soon as the survey of the route of the Canal had progressed sufficiently to indicate the proper points for future towns. The selections were made with reference to the future business of the Canal, the accommodation of the adjacent country, and for the purpose of realizing the greatest possible amount from the sales of Canal property, and, accordingly, the Engineer was instructed to so construct the Canal through these towns as to give the requisite business facilities. Consequently ample basin room was given in the original construction of the Canal in most of the towns laid out by the said Commissioners. The town site for Lockport was selected because upon the plan of the Canal then adopted, (which was to make a “ deep cut,” so as to draw a supply of water directly from Lake Michigan,) the lake level would here run out, and the first lock or locks be located. The Canal Commissioners, as well as many other persons of intelligence, probably at that time over-rated the advantages of this locality for a commercial manufacturing town, but it cannot be doubted that had the canal been completed on the original plan, and the net work of railroads by which the whole country has since been threaded, not been constructed, the condition of Lockport would have been widely different from what it now is. There were then no considerable towns anywhere in Northern Illinois—Chicago itself being only a village of moderate size and small business, giving but little evidence of the unprecedented growth which has since characterized it. Joliet, only five miles below the site selected for Lockport, it is true, had at that time, been laid out and established as a county seat, but it contained but few inhabitants, and the natural advantages of its position were not such as to preclude the existence of other rival towns in this region of country. Besides the anticipated advantages of having a canal navigation from Lake Michigan to this point, of sufficient capacity to pass vessels of the average size then navigating the lakes at an ordinary stage of water in Lake Michigan, without the interruption of a lock, and of creating a very extensive hydraulic power by drawing water therefor directly from the lake, the land selected for the future town was as favorable for the purpose as could be found in the State. All of the section except the bottom land was then covered with a fine growth of timber, nearly all of which wa3 cut off within a few years after the commencement of improvements. Could a portion of the finest of these trees have been preserved, they would have added immensely to the beauty of the place. The land upon which the village is built rises gently from the river to the canal some twenty feet, and the canal is from 150 to 200 feet from the foot of the main bluff so called, which here rises abruptly some 25 or 30 feet. From the main bluff the ground has a very gentle ascent to the east for the first 300 or 400 feet, and from thence rises more abruptly— but not so much so as to make it very difficult or expensive to construct streets of easy grades —to the level of the country lying immediately east of the village. When the canal survey was made in the spring of 1836, there was no one residing on the land sub-divided into lots by the Canal Commissioners, they therefore selected the town site of Lockport, and determined to build a canal office there, it being known that the construction of the canal would require the expenditure of a large amount of money, and it was thought that the place must derive a very considerable advantage from that expenditure. The growth of towns on the canal, as on the railroad lines, has been promoted by these means of communication. This canal has now become one of the prominent objects for the Government to enlarge and improve, as a defense of the conntry. Congress and a National Convention have been considering the nature of the improvement—the advantages and cost to the country, and there can be no doubt that as soon as conflicting interests can be reconciled, and opposition be removed, that the patriotism of the country will provide the means, through this canal, to bring war vessels, gunboats, &c., through from the Mississippi to the lakes, so as to become a defense against foreign invasion. The Chicago and Alton Railroad.— Forms a through line from Chicago to St. Louis, a distance of 281 miles. Trains run between the two cities without change of cars. The line was opened in 1854, under the name of the Chicago and Mississippi Railroad, and 48 JOHN C. W. BAILEY S passed through a series of financial embarassments, from that time till the commencement of 1860, when the bond holders took possession of the property, and appointed a receiver. Since that time the line has steadily progressed, and ranks now among the most valuable railroad property in tne West. The Capital of the Chicago and Alton Company, on January 1, 1864, was.$8,290,989 Represented by Sinking Fund, bonds 7 per cent. "8°>,000 First Mortgage Eonds, 7 per cent. 2,400,000 Income Bonds, 7 per cent. 1,100.000 • $4,085,000 Preferred Stock, 7 per cent,. 2,422,596 Common Stock,.... 1,788,343 $8,290,939 The Earnings in 1363, were.^’Sl’s^O^ Expenses,.*. Profit... W, 8M.8S The Company, in addition to paying interest on oil its bonds, pays dividends on both classes of stock. In the later part of 1863, the Company completed a lease of the Joliet ajid Chicago Road, in perpetuity, at an annual cost of $145,000. The Company has been using the St. Louis, Alton, and Terre Haute Road, between Alton and St. Louis, but it is expected they will have an independant track of their own this year. The engineers are now making the necessary surveys. The line passes through most of the large cities and towns in the State, among them Lock- port, Joliet, Wilmington, Pontiac, Bloomington, Atlanta, Lincoln, Springfield, Carlinville and Alton. The country, through which the road passes, is among the best cultivated in the State, especially the country from Bloomington to Alton. Chicago, Burlington & Quincy Railroad Line.— This line of road is under one manage¬ ment, and is composed of the following roads: Galena & Chicago Union, between Chicago and Junction. ....... 30 miles. Chicago, Burlington & Quincy, between Junction and Galesburg, and Peoria & ^ Burlington..•/•'*.. ? 00 « Quincy & Chicago, between Galesburg aud Quincy. ^ Making in all. '•••• . 364 mlleS * The earnings of the line for the fiscal years ending April 30 were in— „ 1862. 1863. For Freight. $1,677,263.38 $2,369,770.85 For Passengers..... 478,817.18 584,306.80 For Mails and Miscellaneous. 90,003.61 83,29 4.89 . . $2,246,084.17 $3,037,372.54 Earnings per mile._ $6,170.56 _ $8,344.43^ This line of road has been constructed under authority of acts of the Legislature, creating several distinct corporations, whose roads, when completed, have been consolidated lor economical management. Its first charter was granted February 12th, 1849, to the “ Aurora Branch Railroad Company,” extending from the Junction to Aurora, a distance of thirteen^ miles. Under a subsequent charter, this road was extended to Mendota, a distance of forty three miles, and Was opened for business to that point in November, 1853. The Central Military Tract Road, extending from Mendota to Galesburg, eighty miles, was opened for business in January, 1855. The balance of the line was opened about January, 1856. • ... . j The Company are now constructing a new road from Chicago to Aurora, which wi • ready for use in May, 1864, after which they will dispense with the use 'of the Galena roa . The country through which this road runs was, in 1854, at least three-fourths baie prairie It is now rare to find any but cultivated fields along its line. BT S. WATERHOUSE, ST. LOUIS. EDITION, - - - - 20,000 COPIES. ♦ ST. LOUIS, MO., STEREOTYPED AND PRINTED BY AUG. WIEBDSCH k SON. 1867. CORRESPONDENCE. The origin and design of this pamphlet on the Resources of Missouri are explained by the following letters. To the Editor of the N. Y. Tribune. Sir : At the request of the State Board of Immigration, of which I am President, Professor Waterhouse has prepared the accompany¬ ing papers for publication. They will serve to answer thousands of inquiries made from every part of the United States. The pub¬ lic interest manifested in the subject of these papers justifies me in asking their publication in your paper. I am, very respectfully, Your obedient servant, THOS. C. FLETCHER. Jefferson City, Mo. Gov. Thos. C. Fletcher, Hear Sir : The accompanying papers are hasty and informal expositions of the advantages which Missouri offers to the immigrant. In many instances, it has been found impossible to illustrate the resources of this State by recent statistics. For the last six years, no full record of industrial products has been kept. The civil war materially deranged every branch of business. So largely did it interrupt the operations of agriculture, mining and commerce, that the statistics of these departments during the rebellion would, even if they were accessible, convey an altogether erroneous and inadequate impression of the capabilities of Missouri. But time does not impair the force of a fact. If freshness adds to its interest, age does not detract from its truth. A decade of years has not deprived the statistics upon the minerals of Missouri of their power of producing conviction. And, though the facts which are familiar to our citizens may be new to Eastern and 3 4 European emigrants; the only vital point is the efficacy of these facts to impress upon the public mind a full comprehension of tho resources of Missouri. Hoping that a general knowledge of our economic advantages will convert many emigrants from other States and countries into immigrants and citizens of Missouri; I am ; with high regard; yours truly, S. WATERHOUSE, St. Louis. This series of papers has been revised and enlarged. It is hoped that the errors w r hich have escaped correction are not suffi¬ ciently grave to weaken the force of the general conclusions. In some instances, from the impossibility of obtaining trustworthy statistics, approximate estimates have been given ) but these estimates express the best judgments of men practically conversant with the subjects under discussion. These articles are mere “advertisements” of the material re¬ sources of Missouri. The very object of the series precluded any thorough treatment of the several topics. A fuller discussion would have made a pamphlet too large for general circulation. The very kind and gratifying reception which a generous pub¬ lic has already given these articles induces the hope that a further indulgence will be granted to sincere efforts for the material growth and mental culture of our noble State. S. W. Washington University, Juno 1st, 1867. GENERAL ADVANTAGES OF MISSOURI. January 11, 1865, was the most eventful date in the history of Missouri. It was the birthday of liberty. It ushered Missouri into the sisterhood of free States. The act of that day will bless Mis¬ souri through all coming time. It will invigorate every form of business life, and stir the State to an early achievement of material greatness. Slavery benumbed the faculties of Missouri. States quickened by the incentives of freedom displayed a readier intelligence and prompter solutions of the problems of political economy. With all its superior advantages, Missouri, paralyzed by the torpor of servile institutions, was subjected to the humiliation of seeing itself far sur¬ passed in rapidity of growth by younger and smaller States. The tables of the census are registers of its comparative poverty. Such figures are not liable to the suspicion of rhetorical exaggeration. Slavery degraded labor, palsied enterprise, created injust social dis¬ tinctions, fostered a dangerous aristocracy, retarded the progress of industry, and finally plunged Missouri into the horrors of civil war. No free State conspired against the life of the nation. Slavery sowed the seed which has ripened into so fruitful a harvest of death. By its insurrection against lawful authority, it forced the nation—un¬ willing to submit to assassination, or to commit suicide at the re¬ commendation of traitors—to the ordeal of arms. Missouri bought her freedom with the costly treasure which is coined in the mint of battle. Her trial was severe. Desolate homes and burned villages are the monuments of her fraternal strife. Agricultural labor was interrupted, commerce was prostrated, life and property were in¬ secure, turbulence and carnage reigned supreme. But patriotism has triumphed. The devoted gallantry of our Federal soldiery has vanquished the assailants of republican liberty. Victory has re¬ stored to the Nation unity and the possibility of greatness. Missouri will enjoy a liberal share in the splendor and rewards of triumph. Bedemption from slavery, and a free participation in the prosperity which will flow from the re-establishment of the Union, are benefits of priceless value. Such gains will more than compensate for the losses of war. The advance in the price of real estate already re¬ quites Missouri for the enfranchisement of her slaves. The Ordin¬ ance of Emancipation has inaugurated a better era. The State already begins to feel the generous impulses of freedom. A new life is invigorating the body politic. Enterprise, commerce and manufactured are stimulated. Capital is flowing into the State. 5 6 Corporations are forming for the development of our internal re¬ sources, and factories are rising for the fabrication of domestic materials. The unsunned wealth of our mines is coming to the light in larger quantities. The pleased earth is yielding to the hands of free labor a richer store of golden grain. Processions of immigrant wagons are moving along all our highways. It is estimated that there was during last August and September an accession of 25,000 people to the population of the State. There is a fresh vitality in the very air of Missouri. The domain which the Ordinance of Emancipation has restored to. freedom is imperial. Missouri contains more than 67,000 square miles. It is half as large again as New York, and more than eight times the size of Massachusetts. It would make a score of German principalities. Larger than England and Wales, or Scotland and Ireland, it is equal to one-third of the area of France. The State is 318 miles long by 280 broad. Of its 43,000,000 acres, at least 35,000,000 are valuable for the purposes of agriculture or mining. The geographical advantages of Missouri are peerless. The State lies not only in the center of the Mississippi Valley, but near the heart of the continent. Its metropolis, lying upon the Pacific Eailroad, will be the half-way station between the oceans, and the great central emporium for the distribution of the productions of the Mississippi Valley. That destiny is inevitable. It is the glor¬ ious necessity of physical geography. Missouri, lying between the parallels of 36 deg. *30 min. and 40 deg. 36 min. north latitude, en¬ joys the golden mean of the temperate zone. The salubrity of its climate is proverbial. Its chief defect is a liability to sudden changes. The summers are long and warm. The winters are gen¬ erally short and mild. On the parallel of St. Louis, the fall of snow is seldom more than two or three inches deep, and rarely remains on the ground a week. Sleigh-rides are infrequent and unsatisfact¬ ory. They illustrate the pursuit of pleasure under difficulty. The balmy airs of the Indian summer temper to delightful softness the tardy approach of winter. The average temperature of November, 1865, was 46 deg. 39 min. ; in 1866, it was 45 deg. and 6 min. * Semi-tropic fruits mature in Southern Missouri, while the productions of a higher latitude flourish in the northern portions of the State. The soil of the river bottoms and rolling prairie is inexhaustibly fertile, and even the mining regions are capable of supporting a large agricultural population. The surface of Missouri is varied and undulating. Hills and mountains diversify and intersect the State. The copious streams which flow from these elevations fertilize the valleys, and afford a motive power which the level prairie can never suppiy. Missouri invites manufacturers to her borders with the offer of rich facilities. If natural adaptation is any index of des¬ tiny, then this State will ultimately become the workshop of the Mississippi Valley. * The result of observations made on the northern front of Washington University, at 9 A. m. If it had been a southern exposure, or a later hour, the average would, of course, have been appreciably higher. According to another record, the mean tempera¬ ture was above 47 degrees. Missouri is heavily wooded. Her forests contain fuel and ti'm- bor amply sufficient to meet the wants of a population of 10,000,000. The mineral wealth of the State is illimitable. Probably no equal area on the face of the globe surpasses Missouri in the rich¬ ness and variety of her minerals. Her vaults are stored with almost every kind of ore which the arts of man require. The key to all this wealth is a spade. The lock which secures this treasure is earth—any man can pick it. During the rebellion Missouri was cruelly vexed with evil spirits. But these have at length been cast out, and now the State, though rent and scarred by convulsions, is restored to sanity and health. It is now ready to commence an unobstructed career of development. The motives of freedom, fertility of soil, salubrity ot climate, wealth of minerals, facilities for commerce and manu¬ factures, and ease of railroad and river transportation are the mat¬ erial advantages which invite the capitalist, the tradesman and the artisan of every clime and nationality to a home in Missouri, to a co-operation in the development of its measureless resources, and to an enriching participation in its prosperity. AGRICULTURE OF MISSOURI. Missouri presents to the farmer those conditions of climate which are most favorable to husbandry. The cold of the Northern latitudes restricts variety of production and blockades communica¬ tion with icy barriers. The heat of the South enervates energy and invites to indolence. Missouri enjoys the genial mean which per¬ mits the widest range of products and the full exercise of physical powers. The thermometrical record kept at Jefferson Barracks— latitude 38 deg. 28 min., elevation 472 feet—shows that the mean annual temperature for twenty-six years, is 55.46 deg. The highest- monthly average is 85.80 deg., and the lowest 18.54 deg. The mean annual rain-fall is 37.83 inches. The thermal and hydral averages of the season are : Spring, 56 15 deg. Summer, 76 19 11 Autumn, 55 63 " Winter, 33 85 “ 10.56 inches 12.88 “ 8.02 “ 6.37 “ It seems as though it would only be neccessary to advertise these advantages of climate to induce agricultural emigrants to avail themselves of such a genial co-operation of nature. Of the 35,000,000 acres of arable land in Missouri, 2,000,000 are the alluvial margins of rivers, and 20,000,000 high rolling prairie. 8 The richness of the soil is practically inexhaustible. In bottoms the mold is sometimes six feet deep. Some farms, after bearing with¬ out artificial fertilization twenty five successive crops, have yet failed to show any very great decrease in productiveness. The strength of the land and the length of the season permit two har¬ vests to be gathered from the same field every year. Winter wheat or oats can always be succeeded by a crop of corn fodder, or Hun¬ garian grass, from the same ground. This is an advantage of mat¬ erial importance to small farmers. The composition of the soil varies with the geological formation. But the main elements—clay, lime, sand and vegetable mold—commixed in different proportions, form a rich marl or loam which the facts of harvest prove to be highly fruitful. The following statistics, which are given by Mr. Parker, may in some instances largely exceed the average yield, but still they illustrate the possible productiveness of the soil: Hay, tons 2 or 3 Wheat, bushel per acre 25 Oats, (< a _ Corn, (C “ 100 Potatoes, “ {( _ Tobacco, lbs “ 800 Hemp, “ “ 2200 Holt. Howard. Saline. Pettis. •— .— * 2 or 3 — 40 40 50 40 — 50 50 125 100 100 100 — — 300 150 — 2000 1200 800 1500 1500 1300 1200 These counties are not selected on account of superior fertility; they are taken as samples for the simple reason that I have not been able to procure recent returns from other counties. In some of these products, the figures indicate a productiveness which is below the average of the richest districts. The table refers to special harvests and farms, and does not aim to express the mean fertility of the several counties or of other years. The average yield of wheat in Missouri is from 15 to 25 bushels an acre. Little facts are often suggestive of the fruitfulness of the soil. Sweet potatoes have been raised in Missouri which weighed ten pounds apiece. Apples and turnips have been exhibited at our fairs which measured respectively six and eight inches in diameter. Melons and pumpkins have been produced which attained the rela¬ tive weights of 40 and 100 pounds. Corn sometimes reaches as high as sixteen feet, and sorghum twenty feet. In good seasons, farm¬ ers occasionally cut four tons of hay to the acre. In all these cases, the average is of course much below these figures. These ex¬ ceptional instances are cited to show what vegetable monsters the richness of the soil sometimes brings forth. Yet, notwithstanding this wonderful wealth of soil, more than 25,000,000 acres of land in Missouri are suffered to lie fallow. There are to-day 4,000,000 acres of unentered land in this State. Nearly all of this land is rich in agricultural or mineral resources. Under the Homestead Law, 160 acres can be purchased for $18. Improved farms can be bought at from $5 to $30 an acre. * Timothy 3 —Clover 4 —Hungarian Grass 5 tons. 9 According to a recent estimate of the Agricultural Bureau, the average price of farm labor in Missouri is $18.00 a month with board, and $26.75 without it. The water of Missouri is abundant and healthful. Perennial springs and copious streams are found in every part of the State. The alluvium which the Mississippi holds in solution does not impair the salutary quality of its waters. The undulating surface of Mis¬ souri affords advantages of drainage and water-power which are denied to level prairies. This is an important consideration. The necessity of thorough drainage to highly successful husbandry has been established, and the emigrant who would prefer the plains of other States to the gentle inequalities of Missouri, would betray a costly ignorance of his own interests. The products which thrive in Missouri are too numerous for separate enumeration. The list would be an inventory of the pro¬ ductions of the temperate zone. All the cereals grow with rank luxuriance. The soil is rich in the chemical elements of which the different grains are composed. Cotton is produced in the Southern portion of the State. The amount per acre varies from 200 to 400 pounds. During the war, it was a very profitable crop. The soil of Missouri is suited to the culture of Sorghum and Imphee. Their rank growth and great productiveness strongly recommend a more general cultivation of these vegetables. No portion of them is worthless. The juice is refined into excellent sugar and syrup, the leaves make good fodder, and the fiber of the stalk is manufactured into paper. Hemp and tobacco are two of the main staples of Missouri. Equal to the best growth of Kentucky and Virginia, they are a vast source of wealth to the State. Few crops yield a larger profit. Missouri produces more than forty-five per cent, of the hemp of the United States. Missouri is admirably adapted to the cultivation of fruit. Apples, pears, peaches, plums, cherries, currants, strawberries, blackberries, quinces, apricots and nectarines, reach a rare size and delicacy of flavor. Trees and vines grow rapidly and bear largely. In south¬ ern Missouri, the winters are so mild that fruit trees are seldom injured by inclemency of the weather. The season, which even in northern Missouri permits plowing by the middle of March, cannot be very severe or protracted. In open winters, farmers have not infrequently done their plowing in December and January. In the gonial climate of Missouri, the farmers may enjoy from May to November an uninterrupted succession of fresh fruits. Apples can bo produced in illimitable quantities. The trees mature at least five years earlier than they do in New England. Peach trees continue to bear from fifteen to twenty years, and apple trees from twenty- five to thirty years. Two thousand bushels of peaches have been gathered from a single acre. Fruit culture is one of the most lucra¬ tive branches of husbandry in Missouri. Unless the prophecies of scientific men are false and the obvious intentions of nature are thwarted, Missouri is destined to be the 10 \ iii 6 ^ fird. of America. There has boon no elaborate investigation since the geological.survey of Professor Swallow. But the familiar¬ ity of the facts which his researches developed does not diminish their truthfulness. It is estimated that there are in Southern Mis¬ souri 15,000,000 acres adapted to the culture of the grape. This land, is situated 1,000 or 1,500 feet above the level of the’ ocean. Hature has, in many localities, moulded the surface into terraces as if on purpose to facilitate the labors of the vine-dresser. The composition of the soil is remarkably like that of the celebrated vine lands of Germany and France. Chemical analysis shows that the soil abounds in lime, soda, potash, magnesia, and phosphoric acid; and these are the principal elements which enter into the structure of the vine. The soil is dry and light, the air equable and comparatively vaporless; the water abundant and pure. These are the identical conditions under which the luscious vintages of the Old World attain their perfection. The success of our vineyards has been seriously diminished by the inexperience of our vine-dressers. Unfamiliarity with the best methods of treatment, and ignorance of the varietiesbest suited to our conditions of climate and soil, have materially lessened the profits of grape-growing in Missouri. , r ^ et tlie following averages, based upon the statistics of Mr. IIus mann, m his excellent treatise on “ Grapes and Wine/' show, that, even under the existing disadvantages, the culture of the vine has been highly lucrative. The approximate expense of preparing a vineyard is indicated below. Variety of Grape. Delaware . -Morton's Virginia Ilerbemont...... Catawba. Concord .... Cost per Acre. ..$875.00 .. 660.00 . 625.00 . . 465.00 . . 410.00 The mean results per acre of one of Mr. Uusmann's vineyards, from 1849 to 1865 inclusive, are as follow: No. Vines. No. Gal. Price per Gal. Gross Value. Net Profit, 8276 - 529. $1.50 $253.00 $163.00 The cost of 2 J acres, planted in 1861, was: 1700 Norton's Virginia, at $20 per 100 .$340.00 400 Concord, “ 25 “ “ 100.00 350 Delaware, « 50 “ 11 .* # 175 00 150 Ilerbemont, " 25 u “ . !!!!.*!! 37.’50 50 Cunningham, “ 50 “ “.25^00 Other assorted varieties. 100.00 Expense of preparing land, $50 per acre. 125.00 Erection of trellis, $150 per acre. 375.00 Interest on capital. 100.00 Total $1,377.50 The products of this vineyard were: First year, layers and cuttings. $339.00 Second u Third “ Fourth u Third u Fourth u Fifth “ « .1,200.00 “ 2,500.00 " 4,000.00 2,000 lbs Concord grapes at 16cts. net. . 320.00 9 010 a u, « u 24 “ 11 . 489.60 a u u (( u « 1,030 1,300 gal. Concord, Mort. Virg. at $2.50 per gal. 2,575.00 (( u 4.00 (c u 5,200.00 125 u Herbemont u 3.00 u u 375.00 40 u Delaware u 6.00 u u 240.00 30 a Cunningham “ 4.00 u u 120.00 10 u Clinton u 3.00 u u 30.00 50 (( Other kinds u 3.00 u u 150.00 336 lbs Hartford Prolific, at 20 cts. per lb 67.20 57,000 plants at $100 per 1000 . ... 5,700.00 Gross value.$23,305.80 Deduct the interest on capital at 5 per cent.$500. cost of plants, trellis &c.1,277. labor for the 1st year. 150. 2nd a . 300. <( u u a u u a u u (( « u u a <( u u u u 3rd 4th 5th u u (( u 400. 500. 500.- -$3,627.00 Met profit.$19,678.80 The following exhibit shows the annual returns of Mr. M. Poe- schei/s new vineyard: Year. Area. Grog* profits. 1863 .21 acres.$3,900.00 1864.'.5 “ ... 5,450.00 1865.“ .1 4,237.50 Total.«23,587.50 The averages of Mr. Poeschel’s old vineyard, from 1S47 to 1863 inclusive, were : Acres Gal. per acre. Price per gal. 4.4 986 81-54 The statistics of Mr. Wm. Poeschel’s vineyard are: Year. Area. 1857 .1J acres 1858 .1| “ 1859 ....If “ 1860 .2 “ 1861.2 “ 1862.2 “ 1863 .2J “ 1864 .2J “ 1865 .5 “ Gross profits. $1,402.50 275.00 375.00 1,846.80 783.50 1,742.12 2,512.00 630.00 8,290.00 20J acres $17,856.92 9 years 12 Under favorable circumstances, two acres of vines yielded the wins: results: following No. Variety. Gallons. Price per Gal 850. Delaware. .... 40 .$6. 00 100. Ilerbemont ... .... 125 . 3 00 500. Concord . ....1,030 . 2.50 1,200 . Horton. ...1,300 . 4.00 Other vines Cuttings .... Amount. $240.00 375.00 .5,700.00 Total value .$14 457.20 Deduction of cost, labor and interest... 1 , 000.00 -^ et Profit of two acres in one year..$13,457.20 These figures exhibit a profit which is certainly ample enough to satiety every reasonable expectation of gain. In 1865, the value of the grape crop in the vicinity of Hermann was appraised at $150,000. If we may be guided in our estimates y European statistics, the vinelands of Missouri are able to afford a pleasant and remunerative occupation to a population triple the I'nnrnoo^no 8 °f/ he State >. and to P ield an annual vintage of at least 1,000,000,000 gallons of wine. The physical structure of Southern Missouri is a prophecy of rich and delicious vintages, which the sagacious enterprise of our citizens should speedily fulfil. .Almost all the valuable varieties of forest trees abound in Mis¬ souri. -.he pine, oak, ash, elm, walnut, hickory, maple, gum, r:, CU ^ cott ° nw ° od ; cypress, chestnut, sycamore, linn, beech, catalpa and tupelo are found in different portions of the State. Rhr>w*°i}° Win ^ ta , kei , 1 from Parker’s suggestive volume, shows the magnitude which some of these trees occasionally reach : County. , r, i t iiee - Cjrcurn. in feet. Height. Dunklm... . CataIpa . ]Q . 0O Uape Girardeau.Sweet Gum. 15 iqo p “. . “ .white Ash. Pemiscot.Elm. 22 . 100 TT .Cypress. 99 195 b°Tf d ;.White Oak. Stoddard.Beech. is ion • . A.Tupelo.so.120 Mississippi.Spanish Oak.28.no .Sycamore. 43 . . The magnitude of these statements excites distrust. But I thUA° r a ™ f ve "‘> in 8 'W there is no error in the figures, n ZiuZl T h Ve « etab,e S iante demonstrates a marvelous eovlvb 1° Lar 8 e districts of southern Missouri are heavily of th A'U • lmber - For the Purposes of ship-building, the live oak t, ‘ 1 ( f unsurpassed by any that grows in the Mississippi : ln „ the southern counties, there are millions of acres of qUrd ;T e ow P “ e wbioh the hand of man has uot touched. of Pine°t tlT w e 0Ur f ? e l in diam eter, and shoot up to a height - v e “" Energy might easily coin this timber into a fortune. 13 Last .year about $(>0,000 worth of tar, rosin and turpentine was brought to St. Louis from these pineries and sold at a large advance upon the cost of manufacture. The cultivation of grass brings the farmer liberal profits. Clover, timothy, red-top, Hungarian and herds-grass grow with spontaneous exuberance. The yield varies from one and a half to three tons an acre. In the culture of this crop, improved machin¬ ery enables the farmer to secure large returns for a slight outlay of labor. The richness of the herbage is favorable to stock-raising. Cattle occasionally graze all winter. It is seldom necessary to feed them more than two months and a half. The luxuriant verdure of our alluvial bottoms and loamy uplands would fatten cattle enough to supply the markets of the country. The farmer has the advant¬ age of the open prairie—his herds can feed at will upon its verdant pasturage. The stock raiser adjacent to a prairie can make a profit¬ able use of its vast commons. The hilly region of southern Missouri is admirably adapted to sheep grazing. A moderate use of Mis¬ souri’s ability to raise sheep would remove the necessity of import¬ ing into this country 100,000,000 pounds of wool annually. The alpaca of Peru is a hardy animal, and thrives upon the scantiest pasturage. Our national Bureau of Agriculture has re¬ commended the naturalization of this animal in the United States. The hardihood of the alpaca and its abundant yield of wool justify the attempt. Southern Missouri affords the finest opportunities for the trial of this experiment. Our farmers may find in the introduction of this new breed a rich reward for their enterprise. In this way, portions of the State too uneven or sterile for the purposes of agriculture may be reclaimed to profitable uses. At all events, the experiment is worthy of a trial. The mulberry tree grows wild in Missouri. It is hardy and rank. With cultivation, it would answer every want of the silk-grower. The Chinese silk worm, which has been imported from France and naturalized in this country, would find in the abundant foliage of the ailanthus tree rich materials for its glossy fabric. The softness of. the climate is peculiarly favorable to the health and industry of this little manufacturer. The castor bean richly repays the labor of cultivation. An acre will yield from fifteen to twenty-five bushels. During the last four years the price has varied, in consequence of competition, from $2.50 to $5.50 a bushel. The oil factories of St. Louis alone are able to express 200,000 bushels of castor beans annually. At the present price of castor oil, the manufacturers can afford to pay from $2.50 to $3 a bushel. Flax is a quick crop. In three months from the time of sowing, the farmer can receive the profits of his industry. The yield of an acre is from fifteen to twenty-two bushels of flaxseed; or, when flax and barley are sown together, from ten to fifteen bushels of flaxseed, and from sixteen to twenty-two bushels of barley. The average weight of straw to the acre is from one and a half to two tons. The crop is unfailing. Its certainty is a strong recommendation. 14 The annual capacity of our St. Louie mills for the manufacture of linseed oil is 250,000 bushels. For the last three years, the seed has been worth $2.50 a bushel. The millions of dollars which this country is now paying for imported castor and linseed oil ought to enrich American producers. The culture of flaxseed and the castor bean challenges the favorable attention of the farmers of Missouri. The cultivation of the beet may yet expand into an important branch of Western agriculture. The enormous productiveness of this vegetable may enable it to enter into a profitable competition with cane in the manufacture of sugar. The necessary brevity of this article precludes a fuller discussion of the agricultural interests of Missouri. Our limits only permit the mention of our leading staples. But this brief enumeration of our principal products or capabilities suffices to show the rare adaptation of Missouri to the uses of agriculture. The Agricultural Bureau at Washington is efficiently promoting the interests of American husbandry. It is intelligently exploring the productions of the world, determining their value and testing their adaptation to the needs of American agriculture. Our farmers ought to avail themselves of every judicious and practical suggestion which emanates from this Bureau. They cannot afford to neglect the results of scientific investigation. The liberality of the general Government has given to Missouri 830,000 acres of public lands. This gift is sufficient for the organization and partial endowment of an Agricultural University. Such an institution, organized upon a practical basis, might render an important service to the farming interests of Missouri. It would elevate agriculture to a science, and promote alike the cultivation of the mind and the soil. It would diffuse throughout the State the latest results of scientific inquiry and experiment. It would suggest new, less expensive and more profitable processes of culture. It would liberalise the mind by broader views and nobler conceptions of the independence and dignity of the farmer’s life. The husbandry which is prompt to take the hints derived from chemical analysis and actual trial, will always produce the most fruitful harvest. Our soil and climate are favorable to every staple of the temp¬ erate zone. In every direction, there are unopened avenues lead¬ ing to wealth. Bich lands and certain competency are the prizes which the intelligent immigrant will draw. For the prudent and industrious settler there are no blanks. In this State, agriculture will assuredly bless its skilful follower with independence and worldly store. St. Louis, easily accessible by river or rail, furnishes a ready and unfailing market for every production of the husbandman. The exuberant West invites the farmers of the Old World and of New England to forsake their ungrateful wastes for a soil which will show a richer appreciation of their tillage. 15 MINERALS OF MISSOURI. * Missouri may safely challenge the world to produce its superior in the number, extent and value of its minerals. The immensity of its mineral wealth subjects even a truthful exposition to a sus¬ picion of exaggeration. r ihe sober calculations of geology seem to be mere figures of rhetoric. The imperfect explorations which have been made have disclosed the superiority, but not the full mag¬ nitude, of^ the metallic resources of Missouri. Some of the vaults of nature’s bank have been opened, but the treasure is too vast to be counted. The earth has hoarded in its coffers an unminted and incalculable wealth. The inventory of the mineral resources of Missouri enumerates springs—whose waters are impregnated with salt, sulphur, iron and petroleum—jasper, agate, chalcedony, litho¬ graphic stone, vitreous sand, granite, marble, limestone, plastic and fire-clays, metallic paints, hydraulic cements, mill and grind-stones, fire-rock, kaolin, emory, plumbago, nickel, cobalt, zinc, copper, sil- ver, gold, lead, coal and iron. Most of these minerals occur in quantities that are literally inexhaustible. In case of many of these articles, the mines and quarries of Missouri could easily supply the market of the world. If an incomplete geologic survey and the rude efforts of unscientific miners, who have as yet scarcely touched the vast deposits of the State, have disclosed such results, we may justly expect far richer developments when an exhaustive investi¬ gation has been made, and systematic mining been extensively pros¬ ecuted. Of silver and gold, traces only have been discovered. Cobalt and nickel exist in profusion. Zinc is very abundant. Its masses have often retarded the mining of more valuable ores. Thousands of tons of this metal, thrown away by the lead miners as a vexatious and worthless im¬ pediment to their progress, might be with a profitable cheapness reclaimed to the uses of commerce. The ore is very pure. Copper has been found in 15 counties. At IlincITs Mine, 800 pounds of ore gave 272 pounds of good copper. In this locality, the gangue is red clay, chert and magnesian limestone. At Hives’ Mine, the ore lies only 20 feet below the surface. The deposit is several feet thick, and contains a rich proportion of copper. The copper Hill Mine has yielded 100,000 pounds. The ore from the Stanton Mines gives, according to two analyses, 48.41 per cent of pure copper. The ore is usually a sulphuret or carbonate. But very little attention has been paid to the zink and copper mines of Missouri. The larger profits of other kinds of mining have diverted public enterprise from a fair trial and full develop¬ ment of these ores. The success of the copper works at Frederick- * The materials of this article are almost exclusively derived from the able Reports fif Professors Swallow and Litton in the Geological Survey of the State of Missouri* V town would justify more extended operations in this neglected branch of mining. > Lead has been discovered in more than 500 localities. Its purple veins run through 20 counties and intersect an area of more than 6,000 square miles. The richness of these mines is exhibited by the following statistics: Pounds of L«ttd. Total yield of Perry’s mine to 1854. 12,000,000 “ “ Valle’s “ . 13,000,000 " “ Franklin’s “ from 1824 to 1854. 20,000,000 Yield of Shibboleth mine in 1811.. 3,000,000 u Washington and St. Francois Counties from 1841 to 1854. 50,000,000 Annual yield of Washington county... 3,000,000 Total u Virginia mine.10,000,000* Yield of Williams’ mine in 9 months of 1854. 145,000* " Frazer’s (l 1 month. 100,000* r ^ or 0lir acquisition of Eussian America, the area of this country was 500,000 square miles larger than that of tne Umtpd States. Its present population is nearly 10,000,000. Of its principal maritime cities, I ara contains. 30,000 inhabitants. Pernambuco. 80 .,000 *j alna .130,000 “ Kio Janeiro.400,000 “ The exports of Brazil are coffee, hides, sugar, caoutchouc, rose¬ wood, mahogany, Brazil wood, cinchona, logwood, cotton, rice, sarsapan la, sassafras, ipecacuanha, cacao, vanilla, cloves, cinna¬ mon, and tamarinds. • x 5 1 va ^ ue commodities imported from Brazil into the United States was Brazil wood. $32,000 Eosewood. .*. h ipa Hair . 81)460 . 513 450 India rubber. 771 qon Rawhides .1,930^220 Coffee ... .. 16,091,700 in 1857, this country imported from Brazil 197,000,000 pounds of coffee, worth $17,980,000. In the same year, Brazil exported to foreign markets 256,000,000 pounds of sugar. In exchange for these valuable commodities, Brazil needs lard, pork, hams, flour, pine lumber, agricultural implements, textile fabrics, and other manufactures. These articles are the chief staples of western growth and production. The Mississippi Talley is able to supply most of the commercial wants of Brazil. St. Louis, as the mam distributing point of the West, ought to take the lead in this gian sj stem of mercantile exchanges. A vast commerce must soon spring up between the metropolis of this Talley and the ports of Ameiica. But, at present, our exports to Brazil are entirely disproportioned to our ability to meet the commercial wants of that country. In 1854—55, the trade of England with South America was five times as large as that of the United States. In 1860, the value of our American imports from Brazil was $20,000,000 “ exports to “ “ 6,000,000 39 These figures show that this country is not a successful compet¬ itor for the rich trade of South America. More energetic rivals are enriching themselves with the opulence of this commerce. The wants of the United States and Brazil are complementary. Bach country needs the productions of the other. The West is the fruitful and main source of those commodities which South America requires. St. Louis, as the chief emporium of the Mississippi Valley, is able, by the vast expansion which it can cause in this tropic trade, to turn the commercial balance in favor of the United States and itself become the central distributing point of Brazilian staples. But St. Louis can never realize its splendid possibilities without effort. The trade of the vast domain lying east of the Rocky Mountains and south of the Missouri river is naturally tributary to this mart. St. Louis, by the exercise of forecast and vigor, can easily control the commerce of 1,000,000 square miles. But there is urgent need of exertion. Chicago is an energetic rival. Its lines of railroad pierce every portion of the Northwest. It draws an immense commerce by its network of railways. The meshes which so closely interlace all the adjacent country gather rich treas¬ ures from the tides of commerce. Chicago is vigorously extending its lines of road across Iowa to the Missouri river. The completion of these roads will inevitably divert a portion of the Montana trade from this city to Chicago. The energy of an unlineal competitor may usurp the legitimate honors of the imperial heir. St. Louis can not afford to continue the masterly inactivity of the old regime. A traditional and passive trust in the efficacy of natural advantages will no longer be a safe policy. St. Louis must make exertions equal to its strength and worthy of its opportunities. It must not only form great plans of commercial empire, but must execute them with an energy defiant of failure. It must complete its projected railroads to the mountains, and span the Mississippi at St. Louis with a bridge whose solidity of masonry shall equal the massiveness of Roman architecture, and whose grandeur shall be commensurate with the future greatness of the Mississippi Valley. The structure whose arches will bear the transit of a continental commerce should vie with the great works of all time, and be a monument to distant ages of the triumph of civil engineering and the material glory of the Great Republic. Since these sentences were written, a company, composed of men of large' means and sterling integrity, has been incorporated for the purpose of erecting a bridge across the Mississippi at this point. The executive and financial ability of its members is a guarantee of efficient action and an early accomplishment of this great work. The length of the bridge, together with its approaches, will be about 3500 ‘ feet, and the probable cost $5,000,000. The material of the structure will be steel. Chas. Ix. Dickson is Pres¬ ident of the Company, and James B. Eads, the distinguished inventor, is Chief Engineer. 40 qt qww, ste P s / or the erection of a bridge across the Missouri forWarcS %££&»% be sss-- o W .rr^T^^« sx affoid employment to thousands of laborers, and give fresh imnnW to the prosperity of St. Louis. b “ impulse , . ^ , f ! 11 ' aad persistent presentation of the superior claims of navyiHi*? ^^ lldtaterid whlh a Mis^n andTme^polis W ° d b ° an0ther S ° U1 '° e ° f - ealtb to be illn8th e ted°L O ffi mpr0V !“ entS i. Up0n the blleiness of the city may cost *450 am h Jj h t ° peratl0n8 . 0f om ' cit T elevator. The elevator to h!ndde 00 |°on non ^ a , ca P ao W of 1,250,000 bushels. It is able October lSfi^° 0 p “ a day ' Pt b ega« to receive grain in amounted to 600,M0 bushels 20™'000 ?T7 ^ HS , reCeipte from Chi on no Thi ih , ’ .°; 000 of which were brought directly s^sn.nfr ^ t 1 * as Liieapei man it can be carried to the Atlantic by rail. cereaTs h \Ite 1 i; 1 veo W i ?iC V Ur elevator affords for tbe movement of ■v r . . . ® en rise to anew system of transportation Thp ississippi Valley Transportation Company has been organized for the conveyance of grain to New Orleans in barges Steam tims of immense strength have been built for the use of the comlv They cany no freight. They are simply the motive power Tbev save delay by taking fuel for the round trip. Landing only at the Bv^thhfee’ they stopbarel y loi ‘g enough to attach a leaded barq eveloped. The industrial products of the country will reach aggregates which will startle the statistician. The Mississippi valley, whose annual yield of cereals now exceeds 1,000,000,000 busheis, will become the granary of the world. Metallurgy will utilize in countless forms and uses the rich products of our mines. Our manufactories will create capital, economize material, natur¬ alize gold, nationalize comfort, vindicate our industrial independence, and satisfy our American wants with domestic productions. The exchange of commodities, in obedience to the laws of demand and-sup- 64 &r[ Yr# m ply will freight our railroads with the merchandize of a vast internal trade. Our vessels, laden with richer cargoes than the fabled freights of classic argosies, navigating every stream and traversing every main, will expand our inland and international commerce into still grander proportions. The restless energies of the Anglo- American character will achieve a greatness that will surpass precedent, and justify to mankind the soundness of our faith in the incentives, stability and excellence of republican institutions. In the accomplishment of this great national destiny, Missouri will do her full part. Emerging from her fierce conflict with treason, triumphant yet sorely wounded, she will not now, with her brow radiant with the new luster of freedom and her loins girt with the untarnished cincture of loyalty, yield to any of her sister States in the generous rivalries of peace. But her present industrial force is not equal to the development of her resources. She urgently solicits assistance. She seeks the co-operation of the self-reliant laborers of New England, and of the two hundred thousand sturdy immigrants who are annually landing at the port of New York. She promises a cordial welcome and liberal compensation to the higher classes of trained and skilful workmen. She especially needs educated labor. She appeals to an intelligent self-interest, and invites the potters, goldsmiths, watchmakers, vinedressers, silk- weavers, glassmakers and metallurgists of Europe to come to her heritage and better their condition. Free Missouri, instinct with the spirit of progress and loyal to the genius of republican liberty will welcome the immigrant to the enjoyment of her boundless advantages, and enrich his industry with generous recompense. Millions may accept the proffered hospitalities without exhausting the ample board which Missouri spreads upon her table lands. 65 RICH FARMS AND GOOD HOMES! AT LOW PRICES AND ON LIBERAL TERMS! I3NT 3NT ORTH IMIXSSSSO'O'iO.I.. THE HANNIBAL & ST. JOSEPH RAILROAD COMPANY OFFER FOR SALE OYER OF THE Best Prairie, Timber and Goal Lands in the West! IN FORTY ACRE LOTS OR MORE, 03XT «27XN7"0> OH. -3TE3.A.:E*.J© 2 AT PRICES RANGING FROM $2,40 to $3, $4, $5, $6, $9, $12, $15, &c., AVERAGING UNDER $10 PER ACRE. 20 ner Cent, is Deducted from 10 Years Credit Price if My paid in 2 Teal’s! Free Fare.— Exploring Land buyers should get tickets at Land office in Hannibal, in order to have fare on this Railroad refunded or allowed on first payment for land. Town lots in towns on the Railroad are sold for one-third of value down, one-third in one year, and one-third in two years with interest. These Railroad Lands are located in twenty counties in North Missouri, about as follows: COUNTIES. ACRES, COUNTIES. ACRES. Pike ’. Linn., Ralls. Carroll.. 18 ft Marion. Livingston. Lewis. Grundy ... 4. 56n Knox. Caldwell.. Monroe. Daviess. Shelby. Clinton. Randolph. DeKalb,. Macon. Buchanan ... . Chariton. Andrew. Hannibal and St. Josepta R. R. Eand Circulars, Giving full particulars, are furnished gratis, and persons wishing to enlist their friends to emigrate with them should apply for all they want to circulate. A SECTIONAL MAP, showing the exact location of the lands, is sold at thirty cents. Apply by letter or otherwise to GEO. S. HARRIS, Land Commissioner H, & St. J. E. R., HANNIBAL, MO. 5 It will extend 235 miles, and with connections, reach St. Paul and Dubuque. Its West Branch, with eastern terminus at Moberly, where it forms a junction with the main line, will touch Brunswick, 39 miles, and then stretching across the rich counties of Chariton, Carrol, Ray and Platte, reach the Missouri river again on the western lirni* of the State at Kansas City and Leavenworth, 280 miles from St. Louis. Of the North Missouri Railroad will connect at both places with the Union Pacific Railroad Eastern Division for Denver City and San Francisco : at Atchison with the Central Branch of the Pacific Railway, and at St. Joseph with the Council Bluffs and Omaha Railway. It is a matter of special remark, that the route of the North Missouri Railroad from St. Louis to Kansas City will be 15 miles, and to Leavenworth 35 miles shorter than by any other line. Will soon bo running from the main line at Centralia to Columbia, Boone County. And another still is seriously contemplated iJBIRLY TO EMifllimL, Giving another eastern terminus on the Mississippi, 150 miles above St. Louis. Such are some of the features and outlines of the North Missouri Railroad, and its extensions, comprehending nearly 500 MILES OF RAIL ROAD LINE, All in the State of Missouri. . It will be a magnificent monument to the enterprise and foresight of its builders, and at the same time an immeasurable benefit to the State. It will form a link in the great lines that cross the continent, and thus bo of advantage to the nation, while it builds np and increases the value of the localities in which it is laid. 67 Is located in a territory, on tho whole, equal to anything in the United States though now but sparsely populated. The counties through which it runs, must become populous centres, both on account of the various crops that can be easily produced, and marketed, and because of its additional rich mineral wealth, and its healthy climate at once temporate and beautiful Passing over our verdant prairies, belted with timber, and intersected with streams are delighted. Nature here has done her best, but a?ks for (he busy hand of industry and art to create fresh beauty, and new wealth. A few years since, there were hardly any settlements or towns from St. Charles to Macon. Now, there are That have started up on the prairies, and are growing with rapidity. They are' fortunate, who early find out the resources of Missouri, and invest at the low prices of the present time. There is no finer country for stock or sheep raising than North Missouri. The short winters, the nutritious grasses, the climate, with the low price of lands, and easy access to market conspire to favor Missouri in the business of wool growing and stock raising, beyond most of her sister states. Audrain and the counties south and west of it kre peculiarly adapted to the culture of fruits of the finest qualities and in great abundance. If in any thing Missouri is sure to excel, it will be in the culture of the grape. Wine, of the most superior kinds is made on the Missouri river. Some vine¬ yards produced from $500 to $2000 to the acre in past years. Through all these various counties the prices differ according to location and advantages, and range from $5 TO $38 FOR IMPROVED AND BNHP'OYED LANDS. Some of these lands, for which $10, and $!5 per acre are asked, are superior to lands in the Eastern States, for which $50, to $100 are demanded. DISTANCE FBOM $T> tOtttS* St. Louis. 0 Bellefontaine. 4 Bridgton.14 Section.16—17 Ferry Landing .19 St. Charles.20 Dardenne. O’Fallon. Perruque. Gilmore.39 Wentzville . 42 Millville.49 Wrights.52 Warrenton.58 Pendleton.64 Jonesburg.68 High Hill. 73 Florence... 77 Montgomery. 83 Wellsburg. 90 Martinsburg... 94 Jeffstown.101 Mexico.108 Thompsons....#.114 Centralia....121 Sturgeon.130 Renick.140 Allen.147 Cairo . 153 Jacksonville.158 Butler.162 Macon.168 QTICE TO EMIGRANTS. Parties desiring further information about the lands on the North Missouri Railway are referred to: HON. JAMES S. ROLLINS... Columbia, Boone Co. JUDGE J. P. CLARK,. Mexico, Audrain Co. . GEN. JAMES SHIELDS,. Carrolton, Carrol Co. JUDGE L. SALISBURY. Salisbury, Chariton Co. JUDGE DAYIS... Brunswick COL. FREDERICK MORSEY. Warrenton, Warren Co. N. B. COATES, ESQ.,. Huntsville, Randolph Co. W. R. SAMUEL, ESQ.*. “ “ “ (OF MISSOURI.) ONLY ALL SAIL LINE TO MAN'S A® CITY, Lawrence, Fort Riley, Junction City, AND AND DIRECT ROUTE TO "Weston, Atchison, St. Joseph, Council Bluffs, AND ALL POINTS ON THE UPPER MISSOURI. TWO THROUGH TURKS LEASE ST. LOUIS AS FOLLOWS: Mail Train every Morning, except Sunday, Express Train every Evening, except Saturday. SLEEPING CAMS ON EXPRESS TRAINS. THROUGH TO LEAVENWORTH WITHOUT CHANGE, Connecting at WYANDOTTE with Trains on Union Pacific Railway, F@i ummsm* rnmmum, FORT RILEY & JUNCTION CITY. Sleeping Overland Stages and Freight Lines for Denver Oily and San f a Is Rita from the Western Terminus of the Union Pacific Railroad, other lines also branch out in every direction, running daily stages and reaching every important point in Middle, Western and South-Western Kansas, And the States and Territories adjoining. A great inducement to emigrants and those who propose to select choice farm? for settlement and culture, is the munificent land grant donated to the Union Pacific Railway hy the general Govern¬ ment, of 1,200.000 acres. This tract comprises the celebrated Delaware and Pottawattamie Indian Re- eerves, consisting of the Finest Land for Agricultural and Grazing Purposes, with an abundance of choice timber, water and coal, to be found in the Western States or Territories. These lands are row in the market to actual settlers, at the low price of from TO $iO PER AOKE, Upon the most convenient terms to the purchaser. TICKET OFFICES IN ST. LOUIS: Mo. 42 FOURTH STREET, under Planter’s House, AND AT THE DEPOT, COR OF SEVENTH & POPLAR STREETS. w. 0. LEWIS, C. I. PBATT, T. I c KISS 0 €K a Gen’l Ticket Agent Passenger Agent.. Sup'L 71 (OF MISSOURI.) THE OILY ALL BAIL LIKE TO TOPEKA, MANHATTAN, THE MOST BISECT ROUTE TO ALL POINTS IN WESTERN AND SOUTHERN MISSOUB KANSAS AA TsJ" ID T 3H£ IE2 TERRITORIES. ALSO TO Western* AteWseEU St, Jq,< GOUMCIL BLUFFS, Am All POINTS IN THE UPPER MISSOURI* THROUGH TICKETS For sale at all the principal E. E. Offices. RICHEST Lands in Kansas! L1M1 DEPARTMENT A i The UNION PACIFIC RAILWAY COMPANY, EASTERN DIVISION, are now offering for sale ’ 2,000,080 ACRES OF LAID In the Most Fertile and Productive Portion of the State of Kansas, Comprising some 250,000 acres situated in the VALLES' OP THE RAW OR KANSAS RISER! Known ns the “DELAWARE INDIAN RESERVE,” and 850,000 acres known as the POTTAWATTAMIE RESERVATION” Together with some 300,000 Acres of Congressional Lands!! i a ^ ove . \ anc ^ s East of Fort Riley. The Company have also more than 1,000,000 acres of land for sale west of Fort Riley, in the rich valleys of the SMOKY HILL, THE SOLOMON MB SALINE RIVERS. These lands are unsurpassed for fertility. The SOIL IS BLACK LOAM FROM TWO TO THREE FEET IN DEPTH, and are all convenient to rail road communi¬ cation, lying FOR TWENTY MILES ON EACH SIDE of the ' Great Highway ef Travel to the Pacific Ocean l In the list of Grain and Stock growing States Kansas stands preeminently first. The mildness and evenness of its climate renders Stock raising both easy and remu- neiat.ive, Cattlo graze for eight months of the year, and the extensive prairiee afford an unlimited supply of winter provender without the labor of cultivation. Corn planting may he commenced during the months of April, May and June* Wintei \\ heat, owing to the absence ot frosts, matures in June, and the average yield is 30 bushels per acre. Corn yields from 50 to 100 bushels per 'acre, dependent" 5 on th® manner in which it is worked. SMALL FRUITS Aie giovn to great advantage. Peaches, Pears, Apples, Plums and Grapes very rarely fail to produce abundantly. The culture of the Grape is easy, and wine-making will in the future be one of the most lucrative ursuits. There is an 73 Abundance of Pm?© Water For farm and other purposes. The Eastern part of the State is particularly well watered with constant streams. Springs are numerous, and where they are wanting good water can be obtained by digging from 15 to 30 feet. g Hie valley of the Saline River is rich in SALT SPRINGS, and several companies are already manufacturing Salt for Eastern markets. companies are , T ^ e 5 e ? n abundant supply of timber in the Eastern part of the State, consisting ? lr i' ” alnu > Eackberry, Elm and Hickory, and groves of Cottonwood and some iiarcl wood are found along all the streams west of Fort Riley. BUILDING MATERIALS* -dhe finest quality of Lime stone for building purposes is found throughout the State of Kansas and crops out m the Bluffs along the valleys of all the rivers. Sandstone is aho found m many places. Timber is supplied by numerous saw mills in successful operation along the line of the Road. o AJEa,, A stratum of coal underlies the entire eastern portion of the State, cropping out along the various streams in seams of from 18 to 20 inches. A vein, some three feet thick, has been reached by borings at Fort Leavenworth. Veins of a greater thickness occur near 1' ort >_.cott, and in the Sac and Fox lands. New deposits are constantly being discovered. The Climate of Kansas is Remarkably Healthful. There are no prevailing diseases, and consumption is almost unknown. The atmosphere is clear, dry and invigorating. Rains are frequent, the annual fall of rain exceeding that of western New York. COMMOW SCHOOLS. fhe educational facilities are good. The common schools are endowed with large grants of land, and Normal Schools are in successful operation in various parts of the btiite. Through the facilities offered by the Railroad to emigrants seeking homes in the West, Kansas is rapidly tilling up with an active, enterprising and intelligent popu¬ lation. It has been estimated that the population w &3 increased 50,000 souls during the year 1866. ® THE UNION PACIFIC RAILWAY COMPANY, E. 0., Now offer these lands for sale at from $1,25 TO $10,00 PER ACRE! and in tracts to suit purchasers. For further particulars, maps of lands, terms &c., address JOHN F. DEVEREUX, Land Commissioner, TOPEKA, KANSAS, Or CHAS. B. LAMBORN, Secretary U. P. E. W. CO E. D* 74 John T). Perry. President. VV. W. Wright. <««*n I Sup’t. Chas. B. Lamborn, Secretary. X. E. Oakes, Gen’l Agent.. Adolphus Meyer, Vice President. AV. .) Palmer, Ti-i-h Mirer. S T. Smith, Andiior. Jno. &1. Webster, Gen’l Freight & Ticket Agt. SmoKy 3BC±ll El.o'UL'fee! OPEN FOB BUSINESS From Wyandotte and Leavenworth, on fbe Missoni* ISiver, to Fort Riley, Junction City, and Abilene, Kansas, I JAd. BLACKMAN. .TAS R TMTftQ AM03 COTTTXO, _ ' ' S ' TMOS. 0. SCOTT lAUsSIO, BAKTON BATHS, Vice Pres. Penn. Central R. R. J0ST AH FOGG, j N0 . R. LIONBERGER. b WILL EXTEND FROM third street, on Washington ave., across to Bloody Island and. th.8 Dyk©, . ^ 18 '° Cate . d I at the ver J centre Of the city. Washingtoi Avenue is the widest and finest street in St. Louis. The Company 0WN ah absolute and exclusive right of way. Some of the heaviest railroad corporations and banking institutions m the country have taken stock in the Company. TK1 HRmira&B? SURVEYS Of the work are neorly completed. Two assessments on the stool subscnptKin have already been paid, and two more will be callec m fiist of next August. V GEO. H. REA, President, St. Louis. WM. II. SCUBDER, Secretary, St. Louis G. G. RUSSELL, Superintendent, St. Louis. J. T. BURBEAU, General Agent, New Orleans. OFFICE: OW WHARF BOAT* FOOT OF PIBM $TREET t ST. LOUIS. THIS COMPANY IS NOW PREPARED TO TOW BARGES & TRANSPORT FREIGHTS TO NEW ©KLIMS & WM TO8NT IN AS QUICK TIME AND AT LESS PRICE THAI BY MY OTHER METHOD OF TRAHSPOETATIOH 81 WHOLESALE DEALERS IS los. 8 10 M h MAIM ST. ? ST. LOUIS, LEO. We invite the attention OF THIS TO OUR TED STOCK. 6 82 H. 8ENTER. J. P. COLLIER. R. RANKEMf. Successors to CABOT & SENTEB, WHOLESALE KEEP CONSTANTLY ON HAND 1 LM ID ill SELECTED STICK AND FANCY GROCERIES, WHICH THEY OFFER TO THE TRADE AT No. 305, Old No. 70, NORTH SECOND STREET, 83 W m * If* Memimm Co . 9 IMPORTERS AND JOBBERS OF DRY GOODS, NOTIONS, &€., NO. 513 NORTH MAIN ST., Are daily adding new importations of Staple and Fancy Dry Goods, purchased for cash, and offer greater inducements to Cash Buyers than any other house in tho West. Their NOTION DEPARTMENT is now unexcelled by any house in the Western Country. They have now in store the best selected and most extensive stock of HOSIERY AND GLOVES, Ever exhibited in the United States, and are constantly receiving by direct importation a complete assortment of all the most popular brands of Which they offer at greatly reduced prices to merchants purchasing for cash. This House, selling exclusively for cash defies competition, and asks tho trade to call and examine their magnificent stock of Staple and Fancy Dry Goods. Their facilities for purchasing are far superior to those of any of their competitors, and their Enables them to purchase their entire stock at Wm Mo Benton 4 3 Having determined to adhere strictly to Can afford to offer GREAT BARGAINS TO GASH BUYERS. 84 f COR. MAIN STREET AND WASHINGTON AVE„ BTn XiiODIS, MO. DIRECT IMPORTERS. We have in stock and r.re daily receiving some choice patterns of sM AM® TABLE AND POCKET Which we offer to the trade at the lowest market quotations. 7 TO WMK H WE iEUTE TIM ATTENTION OF THE TRADE. Al.o a large stock of TRACE CHAINS, LOG CHAINS, COIL CHAINS, HALTER CHAINS, G” HORSE NAILS, ANVILS, VICES* And a general assortment of A large slock of everv description of above Seales always on hand, and sold at “Manufacturers 5 Prices 5 ’. Sole Proprietois of "Mendenhall’s” Improved Patent Hand loom, For Missouri, Kansas, and all the Territories. Agents for ‘AMERICAN FILE COMPANY’S” FILES. A large and well assorted stock always on hand. Warranted equal to any American File, and sold at “Manufacturers’ List Pi ice. 55 Also Agents for HIBRTHG’S FIRE AM BURGLAR PROOF SAFES. A full stock of Hunt’s Awes, “Ames’” and “Rowland’s” Shovels and. Spades, Ricks, Miners’ Tools , Builders’ Hardware and Railroad Supplies, always on hand, Which we offer at lowest market lates. 85 AND M j c Dealing direct both with foreign and home manufacturers in all his wares and having the exclusive control of the Mound City and Kansas Shapes of WHITE GRANITE QUEENSWARE In the United States, offers inducements in the magnitude and. variety of his Stock, and uniform low prices, that cannot fail to suit Western Buyers and more than compete with any market in the United States. Dealers will be supplied with circulars and full list of shapes and sizes upon application. 87 A GOOD COOKING STOVE Is one of the most necessary and desirable articles of household economy, and if properly managed, will promote the health, comfort and happiness of every member of the family. NO COOKING STOVES Have ever been brought before the public which attained so great a popularity or met with more favor than the CHARTER OAK AND * OVER 100,000 OF THESE CELEBRATED Have been sold under full guarantee, and we offer them as reference wherever found. a fifsf m W. HACKtYITl.ii. LM/JS Has but one damper, and is so simple in~its construction that a child can manage it. The ovens are larger, hake more uniform, and the Stove heavier than any Cooking Stove of corresponding size ever made. HOUSEKEEPER STOVE DEALERS AND TINNEBS Can rely upon being supplied at the lowest rates, and will find it to their advantage to send for and examine our price List and Catalogues before purchasing elsewhere. Address EXCELSIOR MANUFACTURING COMPANY <312 & 614 MAIN STEEET, 7 ST. LOUIS. 10. 88 in Ell MANUFACTURERS AND DEALERS IN aGC!I@IT Hard war CARRIAGE TRIMMINGS AND e?|>^ 10. 14 NORTH MAIN STREET, Sf® HAVE ON HAND Tbs Largest & Best Assorted Stock of Goods, To be found in the West, comprising every variety and pattern of BUCKLES, STIRRUPS, BRIDLE BITS, SadUdll© Ue©©@» W©fe% Mags* HARNESS TRZMMIMGS, HAMES AND COLLARS, HARNESS, SJCmTWO & BBJDtE tEATHSBS s »Springs* B@tts» AND Carriage Trimmings generally. Most of our staple goods we manufacture, and in addition to this advantage, are prepared to sell many goods at eastern manu¬ facturers’ prices. Orders solicited. HAYDEN, WILSONS & ALLEN. 89 ST. XiOUIS ■0 Manufacture every description of ¥ITMFIEB STOfflE PIPE s TO 2 INC III ;s IN DIAMETER, FOR SEWERS, CULVERTS, DRAINS, AQUADUCTS, , Als, ’> cgs . Jar ] ottles. Pots, Crocks. Pans. & n ., SEVERAL M^W PATTERN'S qf OfCDMIMjEV TOPS pricii; Lis r r . f 12 inch Socket Pipe, per foot. 12 “ Jtinjr “ “ .. .60 cents ...55 ..75 “ .1 00 “ .1 oO “ 3 incli Socket Pipe, per foot,.. .18 cents 4 “ “ *• “ ...20 | 6 “ “ “ “ ;]0 8 “ “ « ii ;;;; 0 1 9 “ “ “ a . id 10 0 “ “ “ “ •• • 55 “ CHIMNEY TOPS $2 to 5 each' .tench Traps $1 to $10 each. Junctions, Curves, Elbows and other Irregulars each counted same as three feet of pipe. Stoneware 15 to 17 cents per gallon ^Orders by mail, addressed to .be Secretary, promptly attended ‘to, and ship, meats made to all points accessible by river or railroad, on receipt of money. Manufactory, S. E. Cor . 7th & Russell Arc . OFFICE, no. 223 SOUTH THIRD STREET, ST LOUis’ MO. STEPHEN PAKTRII'GB. Pres. WM. W. STICKNEY, Secy. SLIGO,” “G. D. H,” “TYRONE,” Every Description of Size. * LAT, S?OUM), SQUARE, OVAL, HOOF, SHEET, FEOIT SEARS, BOILER PLATE, HORSE SHOES AND MAILS Plow £ Hast Steely @,11 sixes^ BXiiLCKSMlTHS’ TOOLS, AND ALL KINDS OF WOOD WORK FOR WAGON & PLOW MAKERS* to current'market ^ratesf' 00 * 3 unsur P as sed, and our price, mode to coofo™ TERMS CASH. Orders solicited and carefully executed. GEO. D. HALL, Sligo Iron Store, No. 1007 NORTH SECOND STREET, ST. LOUIS, MO. 90 THE GROVER & BAKER ELASTIC STITCH ARE RECOMMENDED FOR TUB In the Ease of Learning, in freedom from getting out of order, for its great range of work, the beauty of its stitching, FELLING, QUILTING, TUCKING, HEMMING, BRAIDING, CORDING, For the Elasticity of its Stitch, which admits of the strain direct upon the fabric, and not upon the thread, so that it will never break or rip, making the most durable of machine-sewing. ©ROWER. & BAKER, 511 NORTH FOURTH STREET, ESTABLISHED IN 1846, -AND— ALMER. WEBER k CO’S PRINCE'S MEtODEONS, SCHOOL ORGANS, Mmsieal iastra»©ai% to® BALMER & WEBER, MO. 209 NORTH FOURTH STREET, SOLE AGENTS. Any piece music to be found at this house. 91 IMPORTERS AND DEALERS IN No. 200, Old No. 48, Main Street, CORNER OF pine, —AND— AGRICULTURAL WORKS. PACTQiBVs: e©B„ BLl^irra & CASS AVINUIg, OFFICE: Corner Second and Cherry Streets, ST. LOUIS, MO. MANUFACTURERS OF PORTABLE CIRCULAR SAW MILLS. STEAM ENGINES & BOILERS, op all kinds. COX & ROBERTS’ PATENT THRESHER & CLEANER. BALL’S OHIO MOWER AND REAPER. HAND AND POWER CORN SHELLERS. COTTON GINS. COTTON PRESSES. CANE MILLS. DRAG SAW MILLS. WOOD SPLITTERS. HORSE POWERS AND CASTINGS, op every DESCRIPTION. 02 JOSIAII FOGG. JOHN McLENNAN. LOTJIS, BY AUTHORITY OF THE STATE OF MISSOURI. Office: 513 Olive St., betw. Fifth & Sixth. Assets, January 1, 1S(57, $1,395,103 13 AND RAPIDLY INCREASING. l>i v irth Ssaacii Street, ST, LOUIS, WlQ » PROPRIETORS OF THE M ■VNUFACTURE AND DUAL. IN EVERY DESCRIPTION OP Merchant Bar, Boiler Plate and Iron. Car Axles, Railroad and Boa! Spikes, Boiler Rivets. &c,, &c. JAS. HARRISON, Pres’t. JULES VALLE, Vice Pres’t. CHAS. A, PILLEY, Sec’y, AMERICAN IRON MOUNTAIN f OMPANY, tRQ.NI MOUNTAIN, MO., St. Louis Office: 003 North Second Street, MANUFACTURE AND DF.AT. IN IRON MOUNTAIN, MALLEABIE, CAR WHEEL, MILL AND POUNDRY PIU IRON, AND IRON MOUNTAIN ORE. ODD FELLOWS’ HALL, CORNER OF FOURTH & LOCUST STREETS, ST. LOUIS, HO, THIS IS A FULL C3UUE CMICIAL OH BUSINESS C3LLE3E. IN ALL ITS DEPARTMENTS PERFECT. The President is a practical Accountant and Teacher of Twenty-six Years' standing in this city. The entire routine of the respective departments is founded upon ACTUAL BUSINESS, and made to conform to the exact re¬ quirements of the Counting-house; and Book-keeping as adapted to the Whole¬ sale, Retail, Banking, Manufacturing and Commission Business, c&c. Hundreds of the oldest and most prominent, business-men and b^ok-keepers of this city have been educated in this Institution, to whom personal reference will be given upon application to JONATHAN JONES, Fourtii and Locust Streets. COLLI MS & HOLLIDAY, No. SI® Cars? St., St. Ia«m£s, Mo. HJS &■ MANUFACTURERS OF STATIONARY & PORTABLE STM ENGINES & BOILERS, MOLAY AND CIRCtlLAB SAW MILLS, Saw and Christ Mill Machinery, Rolling Mill and Blast Furnace Fasti sags, Wrought Shafting and House Work, Barker & Johnston’s Water Wheels, Tobacco and ILard Press Screws, and Compound Tobacco Presses, I^ard Betties, and Iron and kind • CASTINGS, of every also, Quartz Mills and Smelting Furnaces of the most approved descriptions. Particular attention paid to Steamboat WorJc. wmwm KNITS A STOCKING COMPLETE!! Forming the Heel and narrowing off the Toe as it goes along. It Sets Up its Own Work, Widens and narrows by varying the number of loops, the same as in hand-knitting. No other machine in the world can do any one of these things. It knits a yard of plain work IIV T EOT MIIVTITISS, A pair of socks complete IN HALF AN HOUR, and an endless variety of fancy fabrics. Every’Machine’Warranted to Work as Represented. BLLCGX & The Champion l| Ef of 136 first pre¬ miums iu two H Jf seasons. ‘‘Its seam isstronger and less liable to rip than the Lock Stitch. * ’— ‘‘Judges' Report of the Grand Trial." Send for the “Report,'' and. Samples of work, containing both kinds of stitches on the same piece of goods. Agents wanted. M. W. LEET, Cen’i Agent, No. 11 N. Fifth St., ST. LOUIS, MO. 95 TPIE REPOSITORY & SALE Of the celebrated Carriage Factory HOOK? 01 Are at the old stand of T. B. EDGAR, Nos. 409 & 411 North Third Street BETWEEN LOCUST ANB VIWE STREETS, Me *© a this Manufactory is dem- onstrably the largest in the coun¬ try outside of the limits of New York. The capital of the Com¬ pany is almost unlimited, and the best material, and with th^finest woTmanslrip^com^ses every new styfe eS S h“et! bl,SmCSa - The P“ Wic * invifed to ____ LATHAM - OAED ? Supirintendent. JAMES RICHARDSON. W. C. FORD. Richardson & Co, m wm BIPORTERS’ AND MANUFACTURERS’ AGENTS, Nos. r04 AND 706 1ST. MAIN STREET, it. &e&sg, a#. MUSIC f STOKE, No. 205 N. Fourth street, ST. LOUIS. SEND FOR CATALOGUE AND PRICE LIST. CORNER FIFTH & WALNUT STS., Under Southern Hotel GENERAL AGENTS IN THE WEST FOR THE MASON & HAMLIN CABINET mUGiAN, FOR FAMILIES, CHURCHES & SCHOOLS, AND- MADE BY GEO. STECK & 00., JAMES W, VQSE, AND DECKER & 00. Send for circulars and price-lists. Orders sent by mail will be carefully fil 7 ed. All our instruments are fully waranted for five years. We sell for CASH ONLY, and at SMALL; PROFITS. Address : st. &mm> m®.