Chapter XIV

Agricultural interest — Means of transportation — Railways and vessels — Lumber — Vessels cleared — Lake cities and Atlantic ports — Home-market — Breadstuffs — Michigan flour — Monetary panics — Wheat — Importations — Provisions — Fruit — Live stock — Wool — Shipping business — Railroads — Lake Superior trade — Pine lumber trade — Copper interest — Iron interest — Fisheries — Coal mines — Salt — Plaster beds.

We copy from the Detroit Tribune of 1860, a somewhat elaborate and lengthy article containing recent and highly important information in regard to the industrial interests of Michigan. Though there are portions of this article which we have to some extent anticipated in some of our previous chapters, we consider it highly important to extract largely from it, because of its more recent date. To all interested in the development and future growth of the Northwest, it will prove most valuable. The writer, Mr. Kay Haddock, commercial editor of the Tribune, says:—

"We know of no similar extent of country on the globe so highly favored by nature as our own State, which but twenty-three years since emerged from the chrysalis condition of a territory, but which to day, by the quickening influence brought to bear upon her natural advantages by an enterprising and enlightened people, possesses elements of wealth and greatness that might well be coveted by empires. The characteristics for which she is pre-eminent are neither few in number nor ordinary in character. She occupies the very front rank in respect to important minerals, as well as in the extent and quality of her forest products, while her fisheries are altogether unrivaled, and, like her mines and forests, are the source of exhaustless wealth. With regard to the extent and diversity of her natural resources, it would indeed seem difficult to over-estimate them. Predictions that seem visionary to-day, are to-morrow exceeded by the reality, as some new treasure is revealed. A glance at the map is of itself the most eloquent commentary that could be presented with reference to her geographical position. As nature does nothing in vain, the shipping facilities afforded by the noble inland seas that clasp our shores, are a sign and promise of the commercial greatness that awaits us in the future. We may well be proud of the condition of our agricultural interest—that great interest which underlies every other; which alike gives to the wealthy his opulence and the beggar his crust. Our farmers have unmistakably indicated their determination to accept of no secondary position in the quality of their wheat, and their wool is not only rapidly gaining the first rank as respect the amount produced, but is sought for with avidity for its superior quality by all the principal manufacturers of the country. Pomona, too, has thrown her influence in the scale. The region that has thus far been devoted to the culture of fruit, in proportion to its extent, cannot be surpassed in the Union, if indeed it can be equaled. Such is a faint picture of the 'Peninsular State.'

"The snail-like progress hitherto made in the settlement of a large share of the State, is an enigma to those not versed in our early history. While occupying the position of a dependent of the central power at Washington, we were so unfortunate in some instances as to have men placed over us with whom personal interests were paramount to the great interests of the territory, which, at the critical period when the seeds of prosperity should have been planted, was fatal to our advancement. Next came the era of Utopian projects of internal improvement, by which our people were saddled with an onerous load of debt. In the mean time immigrants were misled by false reports concerning the character of the soil in the interior of the State, and there were no roads by means of which they could satisfy themselves of the true character of the country. They therefore passed on to find homes upon what then seemed the most attractive prairies of the far West. But there is at last a great change in the tide of affairs. The value of our timber is justly regarded as greatly overbalancing the doubtful advantage of settling upon prairie land, and the active demand that has recently sprung up for it must constantly make a still greater difference in our favor. Lands long held in the iron grasp of speculators are rapidly coming into the possession of actual settlers. Our State is being intersected by a system of roads, which will ere long demonstrate the necessity of an extension of the system. Our course is indeed onward and upward.

"Having seen a statement, given upon the authority of some gazeteer, to the effect that about six million dollars were invested in this State in manufacturing, which we felt assured was a libel upon the State, we have taken steps to procure statistics of the more important industrial establishments throughout the entire State. We find that in the manufacture of pine lumber alone, there are about seven million dollars invested, exclusive of the standing timber of proprietors, which perhaps might properly be included as part of the capital."

Such indications of thrift, enterprise, and prosperity in a region that twenty-four years ago was a howling wilderness, it may be safely said, is without a parallel. The other counties, we are tolerably safe in estimating, will swell the amount to $10,000,000, making, with the lumber manufactories, and the $2,148,500, invested in the iron manufacture, more than twenty million dollars!

The apathy of the citizens of Detroit in availing themselves of the magnificent advantages possessed by the city for prosecuting manufacturing upon an extensive scale, is wholly inexplicable. There is a mine of unproductive wealth in our midst that might at once be placed at compound interest. It now lies dormant in the sinewy arms of men and the nimble fingers of women and children. There is thus a moral aspect in this question that addresses itself with peculiar earnestness to the philanthropic. But it were a philanthropy that would lay up treasures on earth. Daily, almost hourly, raw material takes its departure from our city destined to be received at eastern manufactories, there to be worked up and returned to us for our consumption, by which we are taxed with the freight both ways, in addition to losing the profit of the manufacture. Every property holder has a direct interest at stake. If a liberal sum were to be subscribed to-morrow for investment in this important branch of enterprise, the direct benefit that would accrue to the real estate of the city would be at least double the amount invested.

The Western States look with deep interest to the Grand Trunk Railway, and are hopeful that it may prove a great benefit to them in enabling producers to reach the markets of European consumers at a cheap rate for carriage. Unquestionably great benefits will grow out of the opening up of the great thoroughfare. At the same time there are questions of grave importance to shippers which will soon have to be met, and nothing can be lost, while something may be gained, by meeting them at the outset.

We set out, then, with the proposition that the bulky products of the West must be carried by water and not by rail, and will state a few facts that in our humble opinion will place this proposition beyond all cavil. So for as figures can be obtained, and correct calculations made, it has been demonstrated that freight cannot be moved on American railroads for less than one cent per ton per mile. This is actually the first cost, even in the coal regions of Pennsylvania. It is therefore fair to presume that the Grand Trunk, with conceded advantages of superior and economical management, cannot move freight at a less cost, and that the figure named will yield nothing to the stockholders in the shape of dividend. It is true that freight has been carried at an actual loss, and, as we are about to show, the same thing will to some extent be done again, but if persevered in this can only result in ruin, and no one will assert that it ought to be taken as a legitimate basis for future calculations. It follows, then, that $8,80 is the lowest sum for which a ton can be moved from Detroit to Portland, the distance between the two cities being eight hundred and eighty miles. This showing may not be relished by those most immediately interested in the Grand Trunk Railway, nor may it be palatable to the producers of the West, who have built high hopes on this road as an outlet to the Atlantic, but it is useless to attempt to shut our eyes to obvious facts. The West has for years possessed shorter and consequently cheaper routes to the seaboard, and in winter the cost of reaching-the Atlantic cities has always been and now is from 100 to 200 per cent, greater by rail than during the navigation season by the cheaper mode. This is easily proved. Let us look at the distance by the old route by the way of Suspension Bridge:

Detroit to Suspension Bridge, is 232 miles; the Bridge to Albany, 300; Albany to Boston 200; total 732.

Thus we see that the whole distance from Detroit to Boston is seven hundred and thirty-two miles, or one hundred and forty-eight less than from Detroit to Portland. As regards shipments from Detroit to Boston, via the Grand Trunk, the matter is worse, for we have to add one hundred and three miles from Portland to Boston, making the old route two hundred and fifty-three miles shorter to that point than by the newly opened road. It is evident therefore, that the West is not likely to gain anything permanently by the new route, except in so far as it may open up some local trade, which, inconsiderable at first, may eventually assume considerable importance. Of course, what is true regarding Detroit, is also true with respect to every point west of us.

Every one conversant with trade must admit that goods can be carried as cheap from any port in Europe to New York as to Portland. The distance from New York to Detroit, via Albany and Suspension Bridge, is six hundred and eighty-two miles, or one hundred and ninety-eight miles less than from Portland to Detroit. Goods ought certainly to be carried cheaper from New York to Detroit than by a route near two hundred miles further.

We learn that the New York Central Railroad Company are now perfecting a plan for ticketing passengers and goods from any point in the Western, Southern, and Southwestern States, and vice versa. Thus at least one important advantage to the West is already apparent, growing out of the comprehensive action of the Grand Trunk managers, while the action of the New York Central is the sure precursor of a momentous era in railroad annals. The present year is likely to witness the first battle in a war for the European and domestic trade of the West, that may in the end turn the entire current into other channels. It will be a strife of giants, and the prize the most magnificent ever battled for, either in the tented field or in the nobler contests of nations for commercial supremacy. That prize is the carrying trade of an empire fast rising into manly vigor, and destined to attain to a point during the present generation that will dazzle the world with its vastness and grandeur. On one side will be arrayed the Grand Trunk Railway, with its sixty million dollars of capital, backed by the government of Canada, and sustained by every merchant of the British North American colonies, aided by powerful friends in Europe—men of character, standing and capital, who will strain every nerve to supply their darling road with business, in which they will have the sympathy of the whole English people—for in both England and Canada the Grand Trunk is looked upon as a great triumph of national engineering skill, while at the same time it gratifies the national pride, as it gives the world one more convincing proof of that indomitable pluck that is the chief secret of the great celebrity attained by the merchants of the "fast anchored isle" for commercial enterprise.

On the other side will be marshaled the forces of the "Grand Trunk" lines of railroad leading to the Western States from the Atlantic seaboard. The most prominent on the list is the New York Central Railroad, with her natural allies, the Great Western of Canada, the Hudson River Railroad, and the Western Railroad of Massachusetts. Next in order, as parties in the struggle, are the New York and Erie, the Pennsylvania Central, and the Baltimore and Ohio Railroad, not to speak of the local roads in Ohio, Indiana, and Michigan, that will be affected more or less in the contest for supremacy.

The Grand Trunk will fight under one banner, and that banner will carry on its broad folds the commercial prestige of the British Empire, and will have the sympathy of the British people. This, which will probably carry with it, as a coincident, plenty of the "sinews of war," will be decidedly a vantage ground to stand upon.

The American interests will come into the field under different leaders, having no unity of action, and hating and fearing each other; who have never had confidence in each others' words or actions; who have never displayed any generosity toward each other; whose dealings with each other have been marked by cheating and bad faith, as the breaking of all convention treaties has proved. Under such a load of demoralization, all of them combined are perhaps not more than a match for the Grand Trunk. One of the American roads will have to stand in the van and sustain the first onset, and the elected one will be the New York Central. In every point of view it is the one best able to do so. It is managed and controlled by men of large experience and iron will—men who do not know what defeat is, and who, come what may, will show that their metal has the true ring.

The result of such a contest none can foresee; albeit after the smoke of the battle is cleared away, the wreck will only show that it has been a costly and useless fight for the stockholders, and the conviction that God's highways are superior to man's will gain strength, insomuch as to assume far more practical importance than it has hitherto attained. The only method of carrying on a successful trade between the Western States and the seaports of Europe, is by water, and to this conclusion all must come, in the end, on both sides of the Atlantic.

In order to make the trade productive of substantial benefit to all interested in it, the West must have free course down the St. Lawrence, and an enlargement of the Canadian canals, so that vessels of say eighteen hundred tons can pass down to the ports of Montreal and Quebec without unloading, and continue on their way to Europe without breaking bulk. A depth of fourteen feet water, with locks of corresponding capacity on the canals would accomplish this important end. The multifarious and rapidly increasing products of the Great West, her timber, flour, wheat, corn, oats, rye, barley, pork, beef, butter, lard, cheese, meal, and every description of agricultural produce could then be laid down in the ports of England so cheaply that it would greatly reduce the cost of the necessaries of life, and give a new impetus to the manufacturing interest of Great Britain. At the same time it would directly tend to cheapen every article that the West requires to import, thus proving of double advantage to our producers. In both cases the producer and consumer would be brought face to face, to the obvious advantage of all concerned. The manufacturing prosperity of England depends upon an unlimited supply of cheap labor, and that supply cannot be had unless she can supply such laborers with an unlimited supply of cheap food. The West has the capacity not only to furnish an inexhaustible quantity of cheap food, but it can purchase and consume a larger amount of the productions of English skill and labor than any other section of the world. Why, then, cannot both parties hit on some scheme that will bring them more closely into the fellowship of trade? It can be done, if both will unite to obtain an unimpeded outlet via the St. Lawrence for vessels and steamers of heavy burden. So far as Quebec and Montreal are concerned, it is very difficult to say whether the consummation of the proposed enlargement would redound most to their benefit, or to that of our Western lake cities. In both cases the gain would be beyond computation. The two important Canadian cities named would become at once important seaports. They would become two of the depots for the vast commerce of two continents, and would derive great benefits from the opening up of a local traffic with the West, which at present amounts to but very little, so far as they are concerned. Our lake cities would all become large commercial centres, and would supply the population of the region tributary to them, respectively, with dry goods, crockery, hardware, paints, oils, and all kinds of imported merchandise, at a cheaper rate by a considerable per centage, than they could be purchased at New York, or any city on the Atlantic. Detroit would be much nearer Liverpool than Buffalo now is by the usual route, and Chicago and Milwaukee would be almost as near, practically.

A few figures will show the decided advantage of water over rail as a medium of transporting the bulky products of the West to market.

It has already been shown that a ton of any kind of freight cannot be laid down at Portland from Detroit, by rail, under $8.80, without a loss to the stockholders, nor to Boston under $9.65, except with the same result; nor at New York via the Great Western, New York Central, and Hudson River roads under $6.82, without actual loss to those roads, so that the case would stand thus:—Detroit to Portland, per ton, via G. T. R., $8.80; Detroit to Boston, do. do., $9.85; Detroit to New York, $6.82. Add $4.00 per ton for ocean freights, and we have in each case respectively, $12.80, $13.85, and $10.82 per ton to Liverpool.

Now we maintain that a screw steamer of 1800 tons burden, costing, when completed, $150,000, can carry much cheaper than a road like the Grand Trunk, costing $60,000,000, or the New York Central and its connections. A steamer of that capacity would carry 1,500 tons of freight; 600 tons of coal would run her across the Atlantic, and she could coal from Chicago or Detroit to Newfoundland, and from the latter point to Liverpool. By doing this, she could carry 300 tons more freight than if she coaled for the entire voyage from Chicago to Liverpool. All the principal exports and imports of Michigan, Indiana, Western Ohio, Kentucky, &c., would find their way to Detroit, and this point would of necessity become the great centre of the direct trade between Europe and the States above mentioned.

Two steamers per week could be run with profit on the route during the season of navigation; each steamer would make two round trips and a half per season of seven months' navigation, allowing two months for each round trip. At this rate sixteen ocean steamers would be required to make up a semi-weekly line, and were the Canadian canals enlarged and ready for use by the middle of next April, there would be at once sufficient trade to sustain them, at much cheaper rates for freight and passage than is now charged by any route or combination of routes in existence, as the following will show conclusively:

Each round trip would give the following sums for freight and passage:—1500 tons of freight at $6 per ton, $9,000; 40 cabin passengers at $50 each, $2,000; 50 steerage do. do. $25 each, $1,250. Total for the trip out, $12,250. Inward bound:—600 tons freight at $6, $3,600; 75 cabin passengers at $60, $4,500; 300 steerage do. do., $30, $9,000—$17,100. Add outward receipts, $12,250. Total, $29,350. The total cost of the trip, including insurance, would not exceed $14,000. Total net profits, $15,250.

It will be seen by the above figures that our staple products can be carried to England in the right kind of vessels, at one half the cost that railroads and connecting steamers can perform the same service, even when the latter carry at a rate that brings no profit to the shareholders, while the former would pay large dividends. At the rates named for passage (but little more than one-half the present cost of going from Detroit to England) crowds of the European settlers in this country would flock to the mother country to see dear friends and relatives, and tens of thousands of the American people would embrace the opportunity to behold the tombs and temples and wonders of the land from whence their ancestors came. A feeling of friendship of the true stamp would spring up spontaneously between the Anglo-Saxon races on each side of the Atlantic that never could be severed, and which would alternately shed the blessings of Christianity and civilization to every corner of the world. Such free intercourse would show that to be appreciated by each other they only need to be better acquainted. And it is our firm belief, that the day that beholds the commencement of direct trade between the old world and in the inland seas of the Great West, by vessels of the class named, will see a day of glory and promise brighter and greater than has ever yet dawned on any efforts put forth to subdue the world by human means, to peace and universal brotherhood.

Our readers are aware that a trade of great importance has sprung up within two or three years between Detroit and other lake ports, and the leading seaports of Europe. The particulars of its inauguration are already familiar to the public. Of the vessels which cleared hence in this trade in 1858, one was owned and sent out by a merchant of this city; another was loaded by a Cleveland house; the others were all owned or chartered by Capt. D. C. Pierce, the enterprising pioneer of the trade. His first venture on the Kershaw, notwithstanding some few incidental circumstances that worked to his disadvantage, was productive of some direct profit, but a much greater profit inured to himself, and those who followed him in this important commerce, by his becoming well versed in the European trade, insomuch as to be enabled to avail himself of the peculiar advantages offered by each market, as well as in determining the character of freight most profitable to carry. The cheapest, best and safest means of transporting the diversified products of the West, and particularly the region of which Detroit is the centre, to the European markets, returning with foreign fabrics in exchange, had long challenged the attention of capitalists, who saw in it the germ of a mighty commerce, but seemed to lack the practical knowledge and tact to put the ball in motion. Last year twenty-one vessels cleared from the different lake ports, mostly from Detroit.

Another important point which is now in a fair way to be gained, is the making of European consumers acquainted with the fact that their wants can be supplied to any desired extent. When this information becomes general the consumption must be vastly stimulated, affording one of the most inviting fields for enterprise known in the commercial annals of the world. The resources of the State are amply sufficient to afford employment for half a century to a tenfold larger number of vessels than have yet engaged in it. By a carefully compiled estimate, it has been ascertained that in prosperous times the annual product of our pineries is hard upon TEN MILLION DOLLARS. Large as this sum is, it is the opinion of those who are well qualified to form an estimate, that it may easily be surpassed by the product of our hard timber. Take for example the region around Saginaw Bay, which is perhaps the most remarkable locality in the world as respects the quality and variety of hard wood timber. Here, for near a hundred miles in extent, upon streams debouching into the bay, are dense forests of the choicest oak, with a profusion of hickory, black walnut, white ash, whitewood, and other desirable varieties. The manufacture of agricultural implements, as well as many other articles that afford employment to the toiling millions of the old world, must receive a new impetus when it is found that wood admirably adapted to their construction can be had direct from our forests at the moderate rate at which it will bear transportation. So of birds-eye maple for cabinet ware, red elm for carriage hubs, and other varieties applicable to specific uses. We have designated only such as abound in great plenty. The profusion of the growth is in fact equaled only by its accessibility, the whole country being so permeated by streams that it can be floated off with very little trouble.

The Saginaw District, important and extensive as it is, comprises but a small portion of our hard-wood lumber region. In addition to numerous almost interminable forests in the north, equally accessible and almost equally valuable, there are extensive regions in the interior where timber abounds of such choice quality as to abundantly warrant railroad transportation hither. Although some of the shipments last season were of the far-famed Canada oak, shippers all concur in assuring us that the Michigan timber was held in as high estimation, if not higher, than any other offered in the foreign market. A most significant fact, coming right to the point, came under our observation a few months since. In the summer of 1858, five passenger cars for the Michigan Southern Road were built at Adrian, which unprejudiced judges pronounced the finest ever built in the United States. Every foot of timber in them—as well as every pound of iron—was of Michigan production. Last spring, after being in use some twenty months, these cars were for the first time overhauled for repairs, along with a number of eastern cars which had been in use for a like period of time, when it was found that the latter, owing to the inferior quality of timber, cost for repairs nearly as many dollars as the Michigan cars did cents! We have the authority of gentlemen of the highest respectability for stating this as a literal fact.

The following is a complete list of the vessels which cleared for European ports the past year, together with the character of their cargoes, respectively, and the port to which they sailed:—

Bark D. C. Pierce, Staves, Liverpool.

"Allies, Lumber and staves, Cork.

"W. S. Pierson, Lumber and staves, Greenock.

Bark Massillon, Lumber and staves, Liverpool.

Brig J. G. Deshler, Staves, Glasgow.

"Caroline, Lumber and staves, Liverpool.

"Black Hawk, Staves, London.

Schr R. H. Harmon, Staves, Liverpool.

"J. F. Warner, Staves, Liverpool.

"Gold Hunter, Staves, Cork.

"Dousman, Staves, London.

"Valeria, Lumber and staves, Liverpool.

"Vanguard, Staves, Liverpool.

"Grand Turk, Lumber, Hamburg.

"St. Helena, Lumber and staves, Cork.

"Chieftain, Lumber and staves, London.

"C. H. Walker, Lumber and staves, Liverpool.

"M. S. Scott, Lumber, Hamburg.

"E. Bates, Lumber and staves, Liverpool.

"H. Barclay, Staves, London.

"Republican, Lumber and staves, Cadiz.

"Messenger, Staves, &c. Calais.

Of the above, Messenger cleared from Buffalo; the Pierson and Republican hailed from Milan, Ohio; the Massillon and Valeria from Cleveland; the Scott loaded at St. Joseph, and was sent out by a Milwaukee house; all the others either loaded at this port, or were owned or chartered here. Eight of the number were chartered by Messrs. Aspinwall & Son, and two of the others were owned here.

The following is the aggregate amount of lumber and staves shipped to Europe the past year, exclusive of the cargoes from Cleveland, Milan, and Buffalo:—

West India staves No. 692,057

Standard pipe staves, No. 142,662

Lumber, feet 474,693

[A Quebec standard pipe is equal to four West India staves.]

The Lily of Kingston, was the first vessel that ever passed down from the lakes to the ocean, bound to an European port. Her destination was Liverpool. This was about the year 1847. She afterward sailed in the Quebec and Liverpool trade, but was lost, we believe, on her third ocean voyage.

As collateral to this trade, an important commerce has sprung up between the lake cities and the Atlantic ports which promise to increase rapidly. Prior to 1857, the passage of vessels from the Welland Canal to the ocean was of very rare occurrence. As a matter of curiosity, we present a complete statement of the vessels which have passed through the canal bound for Atlantic or European ports, with the year of sailing, avoiding a repetition of the list above given. The Dean Richmond, and those clearing in 1857 and 1858, all sailed for Europe. Those designated in this list as having sailed in 1859, all cleared for Atlantic ports:

1847 American steam revenue cutter Dallis.

" Canadian barque Arabia.

1848 American barque Eureka.

1850 Canadian schooner Scotia.

1854 Canadian schooner Cherokee.

1855 Canadian bark Reindeer.

1856 American schooner Dean Richmond.

1857 American bark C. J. Kershaw.

" English schooner Madeira Pet.

1858 American brig Black Hawk.

" American schooner R. H. Harmon.

" American schooner Col. Cook.

" American schooner Correspondent.

" American bark D. C. Pierce.

" American schooner D. B. Sexton.

" American schooner John E. Warner.

" American bark C. J. Kershaw.

" American schooner C. Reeve.

" American schooner Harvest.

" American bark Parmelia Flood.

1859 American bark Magenta.

" American brig Sultan.

" American brig Indus.

" American brig Kate L. Bruce.

" Canadian schooner Union.

" American schooner Kyle Spangler.

" American schooner Muskingum.

" American schooner Adda.

" American schooner Clifton.

" American schooner Metropolis.

" American schooner Energy.

" American schooner W. B. Castle.

" American schooner Alida.

" American tug Uncle Ben.

" American tug Cushman.

" American schooner Typhoon.

" American schooner Sarah Hibbert.

Presuming that those who may hereafter become interested in this commerce, would like the benefit of the experience of those who have already embarked it, we have procured some valuable information for their benefit. First, as to the kind of timber most profitable to ship: Although black walnut appears to be growing in favor, and where once it has been used is again inquired for, yet a decided preference is given to oak, with the qualities of which all are entirely familiar. Choice, selected oak commands more money for cabinet purposes in all the foreign markets than the same quality of black walnut. Contrary to previous expectation, it is not likely that the latter can ever be brought into general use in Great Britain. It is the greatest mahogany market in the world, and that wood is in universal use, particularly the common or cheap kind. If ever so common, it is not liable to warp, which cannot be said of black walnut, although, as we have before intimated, those who have worked it, praise it very highly. Beech, elm and ash, are used for a great many purposes, and are in good demand, but oak commands more money than either of them, and is therefore the most profitable to ship at present.

The fact is not generally known, but the information has been purchased at a dear rate, that the purchase of lumber for the foreign market by board-measure, instead of cubic, involves a heavy loss. In European markets all lumber is sold by the cubic foot, so that the cost of sawing is completely thrown away. Black walnut, for example, cannot be laid down in Detroit, or any lake port, under $18 to $20 per M., while the lumber can be obtained for $125 to $150 per M. cubic feet, 1,000 feet cubic measure being equal to 12,000 feet board measure. Thus in purchasing by cubic measure, the buyer pays only $125 to $150 for an amount that by board measure would cost $216 to $240, making a clear difference of ninety dollars upon only one thousand cubic feet, equal to $900 upon a cargo of some of the vessels engaged in the trade last year. The same rule would apply substantially to other kinds of lumber. Independent of this, a decided preference is given to lumber in the log, owing to the good condition in which it can be delivered. There is one more point which manufacturers as well as shippers should bear in mind. The value of much of the lumber sent out was greatly impaired by being attached to the heart, which is the most porous part of the tree, and therefore most liable to crack. To obviate this objection the saw should pass upon each side of the heart, thus leaving the whole of it attached to a single piece of timber, instead of one or more pieces, and thereby making only one cull. By observing this rule a difference will be made in the market of thirty or forty per cent.

Are staves or lumber the more profitable to ship? This depends upon circumstances. Last year it was very dull for both. For staves especially the season could not, for various reasons, have been more unfavorable. In the first place, the grape crop was a very short one, not only in France, but in all the vine countries, including the Canaries. This, of course, greatly lessened the demand for staves, and there were consequently very few taken from England to France, although French vessels are in the habit of taking them for ballast at a merely nominal rate, owing to the difficulty they experience in procuring return freights from England. The short crops in Canada and the great scarcity of money, forced an unusual number of laborers in that country into the stave and lumber business. Under advices that heavy shipments were in prospect, coupled with the general check upon business on account of the war, prices became depressed. Notwithstanding all this, the shipments hence, being early in the market, sold to advantage, and may therefore be considered as a signal success, under the circumstances. The smallest vessel going out from here netted a freight of $3,500.

The most striking feature with regard to Detroit, in a commercial point of view, is her admirable location, which constitutes her the metropolis of a vast region, than which no city off the seaboard can boast one equally grand or important. The region embraces a circuit of some three thousand miles, composed of land and water, which both seem to vie with each other in contributing to the material prosperity of our city, while every interest involved is benefited in some degree by her. In the far north, where the rugged coast of the upper peninsula is lashed by the waters of the monarch of lakes, Detroit enterprise assists in redeeming the hidden treasures of the earth from their state of profitless inertion. There is not a hardy delver in the mines who is not familiar with the skill of Detroit machinists, nor an echo in all the majestic wilds skirting that noble expanse of waters, that has not been awakened by Detroit steamers. Further down upon the limpid waters of Lake Huron, where the army or rather the navy of fishermen set their nets for the capture of the finny tribes, here, too, our city possesses an interest almost as direct as if the canvas of their tiny crafts were spread within sight of her spires, the product comprising one of the most important staples in her multiform commerce. Last, but not least, is the great lumber region with which the prosperity of Michigan is so largely identified. The population of this region, as well as of the others we have referred to, raise almost literally nothing for their own consumption, their respective pursuits being inconsistent with that of tillers of the soil, so that in addition to the usual stores required by farmers, they have to purchase their breadstuffs and similar supplies. The bulk of these are bought of our dealers, this being not only the most convenient, but the cheapest and best market, as is amply proven by experience.

Under the appropriate head will be found a complete and authentic statement of the commerce of the Saut St. Mary Canal, by which it will be seen that the aggregate value of the upward-bound freight is estimated at $5,298,640. The up-freight nearly all carried by steamers, of which the number running the entire season was seven, three from Detroit, one from Chicago, and three from Cleveland. The Detroit boats have generally been loaded to their utmost capacity, while we have the word of the Cleveland captains to the effect that two-thirds of their cargoes are usually taken on at this port. We must therefore be clearly within bounds in claiming that three-fourths of the above amount is part and parcel of the commerce of our city which would show our Lake Superior exports to be $3,960,000. In seasons in which the crops of our Canadian neighbors partially fail—a common occurrence within the past few years, but which we hope may never occur again—they naturally become our customers; and since the partial destruction of the wheat crop in Ohio last summer by frost, there have been considerable shipments of breadstuffs to Cleveland, Toledo, Sandusky, etc., which may very properly be included in the home traffic.

The shipments of flour and grain for the supply of our home trade by lake craft, from the opening of navigation for the year 1859, as appears by the books of our Custom House, are as follows:

Flour. Wheat. Corn.

Port Huron 10,885 253 6,916

Saginaw 3,790 30

Cleveland 6,155 28,057 1,146

Thunder Bay 106

Green Bay 175

Northport 175

Sandusky 705

Huron, O. 660

Toledo 665 616

Lake Superior 11,321

Other American ports 245

Malden 1,289 160 14,548

Chatham 3,671 1,736

Wallaceburg 705

Goderich 318 1,274

Saugeen 168

Bayfield 200

Other Canadian ports 1,330 95 749

There were also 7,446 bushels oats to Port Huron, and 588 bushels do. to other ports, beside 3,400 bushels corn, and 11,962 bushels oats which were included in the heavy shipments to Lake Superior. We give the places for which vessels cleared; many of the shipments were for intermediate ports. Besides the flour and grain there were large shipments of pork, butter, lard, meal, etc., etc.

The above were all by water. There were in addition large local shipments to various points on the Great Western, the Detroit and Milwaukee, and other roads, that may with equal propriety be regarded as pertaining to the home trade.

The article of corn is one to secure customers, for in Canada it is not essential there should be short crops there. Large amounts are taken for the supply of the numerous distilleries on that side. A single house in our city has sold the past year 100,000 bushels for that purpose.

During the year commodities have been interchanged by lake craft between Detroit and no fewer than sixty-three lake and river ports, to say nothing of the hundreds of towns and cities on the various railroads that are daily trading with us. We have not included those ports to which the bulk of our surplus produce is forwarded, but only such as come strictly within the scope of our subject. There are few places where trade develops statistics of similar character, or anything approximating thereto, while there are plenty of cities of no inconsiderable pretensions, and even great advantages, that would think themselves made if they possessed one-fourth the commercial facilities we enjoy.

Within the past year, by the opening up of new and most important channels of railway communication, our position with respect to the great railway system of the continent, is rendered all that could be desired. In that regard it is indeed difficult to point out how any improvement could be made. With respect to our local advantages, however, admirable as they are, there is yet much in store for us. The signs are far more favorable than at any former period for the rapid settlement of the State, as well as for the more adequate development of her resources. We are constantly receiving intelligence that some new source of wealth has been revealed within our borders, or that one previously discovered is likely to surpass the expectations at first entertained. These events must not only tend directly to hasten the settlement of the State, but also add in a still greater ratio to her commercial importance and her wealth.

If we were to fail to refer, in this connection, to the law passed by our legislature last winter, providing for the reclamation of the "swamp lands," technically so called, and inaugurating an admirable system of State roads throughout all the upper portions of the State, we should be ignoring decidedly the most pregnant of the signs of promise. In adopting so well-timed and beneficent a measure, our law-givers have proved themselves worthy guardians of a commonwealth whose interests so plainly bespeak a much greater degree of wise legislation than has heretofore been wielded for her benefit. Next in importance to these wholesome measures, is the law providing for the appointment of Commissioners of Emigration—one resident here, and the other stationed in New York. Those seeking homes in the West have only to be made aware of the unequaled inducements presented by our State, to secure immense accessions to our population.

Detroit does not alone reap the benefit of her advantageous position. It is shared by all interests, but perhaps by none others to so great an extent as the tillers of the soil. It is a most significant fact that breadstuffs and provisions not unfrequently bring as high prices here as in New York, giving producers all the advantages at home of a seaboard market, and virtually putting the cost of shipment into their pockets. Thus a farmer whose land possesses a nominal value of ten or twenty dollars per acre, can enjoy all the pecuniary advantages of a location near one of the largest eastern cities, where farms are valued at one to two hundred dollars per acre. This fact alone should go very far toward transforming our northern wilderness into cultivated fields.

As a matter of interest, and to some extent of curiosity, we present a comparative statement exhibiting the ruling prices of extra Michigan flour twice a month throughout the year, in Detroit, New York and Liverpool, and also the prices in the latter market, for the corresponding dates in the year 1858:

Liverpool, '58. Liv'L, '59. N. York, '59. Detroit, '59.

Jan. 1st. 5 76a6 74 4 80a5 04 4 95a5 15 5 00a5 12

" 15th. 5 76a6 24 4 80a5 04 5 60a5 85 5 00a5 12

Feb. 1st. 5 76a6 24 4 80a5 04 5 90a6 40 5 75a6 00

" 15th. 5 52a6 00 4 80a5 04 5 90a6 25 6 25a6 50

Mar'h 1st. 5 52a6 24 4 80a5 04 6 30a6 50 6 25a6 50

" 15th. 5 52a6 24 4 80a5 04 6 50a6 75 6 50a6 75

April 1st. 5 28a5 52 4 80a5 04 6 30a6 75 a6 75

" 15th. 5 28a5 76 4 80a5 04 6 00a6 60 a6 50

May 1st. 5 28a5 52 5 04a5 28 6 25a6 75 a6 50

" 15th. 5 28a5 52 6 00a6 24 7 30a7 85 a8 00

June 1st. 5 04a5 28 a5 76 7 00a7 40 a7 50

" 15th. 5 04a5 28 a5 76 6 70a7 05 7 12a7 25

July 1st. 5 04a5 28 a 6 00a6 50 a7 25

" 15th. 5 08a5 40 5 04a5 28 5 45a6 00 7 00a7 12

Aug. 1st. 5 28a5 40 4 80a5 52 4 90a5 50 4 75a4 87

" 15th. 5 04a5 28 5 04a5 52 4 30a4 65 4 50a4 75

Sept. 1st. 5 16a5 40 5 04a5 52 4 40a5 00 4 62a4 75

" 15th. 5 16a5 40 4 80a5 52 4 65a4 85 4 25a4 50

Oct. 1st. 5 04a5 28 5 28a5 76 4 75a5 10 4 62a4 75

" 15th. 5 04a5 28 5 28a5 76 4 80a5 20 a4 75

Nov. 1st. 5 04a5 28 5 52a6 00 5 00a5 30 a5 00

" 15th. 4 80a5 04 5 76a6 24 5 24a5 45 a5 12

Dec. 1st. 4 80a5 04 6 76a7 00 5 45a5 65 a5 12

" 15th. 4 80a5 04 6 76a7 00 5 48a5 65 a5 12

The Detroit mills manufacture excellent flour, and it is to be regretted that they are not capable of making a much larger quantity of their well-known brands. There are six flouring mills of different capacities in the city, and although they are generally at full work such is the demand for flour they make, that they are very often not able to supply their customers. These mills ought to be enlarged, or others built. Detroit, the commercial metropolis of a great wheat-growing State, should be capable of manufacturing an immense quantity of flour. The increased expenditure of money, in the purchase of wheat, would be very beneficial to the trade of the city.

For the last fifteen years, the exports of breadstuffs from the United States have fluctuated very much. In 1846 they amounted to nearly twenty-eight millions of dollars, and rose in 1847 to sixty-nine millions. In 1848 they fell to thirty-seven, and in 1852 to twenty-six millions. In 1853 they amounted to nearly thirty-three millions, and in 1854 they rose to about sixty-millions, but fell in 1855 to about thirty-nine millions, and again rose in 1857 to seventy-seven millions. In 1858 they again declined to about fifty millions. We cannot accurately detail the exports of 1859, but they have been very light on account of fall in the European market, after the termination of the war in Italy. During these years there were various causes for the remarkable fluctuations which we have noted; namely, famine in Ireland, the Crimean war, and the failures of the harvest at home and abroad, nor have these exportations been regularly divided or spread over the various months of each year. They have increased or diminished according to the European demand, governed by the supply at home and regulated by advices from the other side of the Atlantic. It is likely that the export of breadstuffs in 1860 will be very considerable.

Michigan possesses many advantages over her sister States, and these enable her to bear up against monetary panics better than they. Her immense length of lake coast is indented with excellent harbors, which invite commerce from every quarter, and furnish excellent outlets for her surplus produce or mineral wealth. The great and diversified resources of the State support her in the evil day, and bring her through a commercial crisis in safety. From the ushering in of the year to the close, there is not a day in which the marts of commerce are not enlivened by the contributions of grain or live stock from our fields, fish from our lakes, lumber from our forests, or ores of various kinds from our inexhaustible mines.

According to the census returns of 1840, the State of Michigan produced 2,157,108 bushels of wheat, there were 190 flouring mills at work, employing 491 hands, and producing 202,880 barrels of flour annually. In 1853 this State produced 7,275,032 bushels of wheat, there were 245 flouring mills at work, employing 604 persons, and manufacturing 1,000,000 barrels of flour in a year. It will be seen that the flouring mills have increased greatly both in number and capacity since 1840, and that very large quantities of flour are now manufactured in the interior of the State, a circumstance which partly accounts for the comparatively small quantity of wheat that is now exported. The number of flouring mills have doubtless increased since 1853, and as steam power has been applied in many instances their manufacturing capacity must now be very great. Farmers are beginning to understand the importance of disposing of their produce near home, and having the surplus exported in a manufactured state, instead of sending away the raw material; the bran and "shorts" being very valuable for mixing with the food of horses, cattle, and swine. A flouring mill is a great benefit in a rural district, it furnishes the farmer with a home market, and when he receives the price of his produce, there are many domestic wants which must be supplied, and on this account we always see stores and mechanics' shops clustering around a mill, and villages springing up in places where the solitude of the forest was, until lately, unbroken by a sound. It is evident that the mill power of Michigan is increasing rapidly, and that in future the greater part of the surplus grain crop will be exported in a manufactured state.

In former years the prices of grain in the United States were controlled by the European markets, and consequently the grain trade of the Western States was governed by the produce merchants in the Atlantic ports, but lately the whole order of things seems to have been reversed, as breadstuffs of every kind were dearer in the Western than in the Eastern markets. There were several reasons for this anomaly. On account of the ravages of insects, and other causes which we have alluded to, farmers were induced to place very little reliance on the wheat crop, and many were driven into other branches of husbandry, and in some places wheat became scarce. Add to this the rapid increase of the population which created a local demand for all kinds of food, and caused immense quantities of breadstuffs to be required in places where a few years before there was no market for anything. The rapid and extraordinary growth of Detroit and all the Western cities, and the formation of new settlements, created a home market for Western produce, for the population of cities being consumers of the fruits of the land, instead of producers, have always a wonderful effect on the markets of their localities, and the pioneers in the forest or prairie must for a time depend on the older settlements for subsistence.

From a defective system of agriculture the soil of the old States has been deteriorating for several years. In Massachusetts the hay crop declined twelve per cent. from 1840 to 1850, notwithstanding the addition of 90,000 acres of mowing lands and the grain crop depreciated 6000 bushels, although no less than 6000 acres had been added to the tillage lands of that State.

In 1840 the wheat crop of New York was about twelve and a quarter millions of bushels, and only nine millions in 1850, a decrease of 25 per cent., while the Indian corn in the same State increased during the same period from about ten to twenty millions of bushels. The harvest of 1859, found several parts of the country entirely destitute of flour, and the farmers with a fixed and firm determination never again to allow themselves to run out of the staff of life.

The number and capacity of the flouring mills have increased considerably since 1853, so that it is probable that there are at present more than three hundred of them at work in the State, and the number of hands employed by them cannot be much less than twelve hundred. It is probable that they are now capable of manufacturing 1,25,000 barrels of flour annually, and this quantity would require 5,625,000 bushels of wheat. Add to this the large quantity of seed required for sowing an increased breadth of land, and the portion of the crop kept for domestic use, and the result will be sufficient to explain the reason why so little wheat has been exported from Michigan this season. There are about 50,000 families in this State who depend on agriculture for subsistence; all of these had suffered more or less inconvenience from failure of the wheat crop, and the high price of flour for the last few years, and it is no wonder that they should endeavor to secure a full supply of wheat or flour of the produce of the late harvest, and a very large portion of the crop was disposed of in this way.

Since the Reciprocity Treaty came into operation, there has been considerable exportation of flour from Detroit to Canada on account of the repeated failures of the wheat crop in that country, and thus a new market for Michigan produce has been opened near home.

Some of these sources of demand are trifling when standing alone, but the aggregate makes a very large amount. It is considered that about half the produce of the wheat crop still remains in the hands of the farmers and may be expected to reach the market gradually.

Michigan wants woolen and cotton, and various other factories to provide employment for the over-crowded population of her cities and villages, and to open a market for all her produce. The farmers of Great Britain and Ireland could not pay the high rents and taxes which are imposed on them, were it not for their proximity to the great manufacturing cities of England. The cotton factories of Manchester, the woolen factories of Leeds and Huddersfield, the hardware works of Birmingham and Sheffield, and the potteries of Staffordshire, employ hundreds of thousands of men, women, and children, who consume the fruits of the soil, and create a steady demand for the farmer's stock and grain. All these manufactures were fostered by protective laws until they had attained a magnitude and importance which enabled them to protect themselves by the wealth of their proprietors and the excellence of their products. Large cities always afford a market for farm produce, and on this account exert a very beneficial influence on agriculture. The population of London is about two and a half millions, and they are possessed of so much wealth, and are so fastidious in their requirements, that almost every part of the world contributes to supply them with the necessaries or luxuries of life. The rapid growth of the cities of Michigan afford a home market for the fruits of the the soil. A great deal of land in the old settlements of this State has been exhausted by a too frequent repetition of the wheat crop, and is now being employed as pasture for sheep and cattle. After remaining in grass for a few years, this land will be in excellent condition for producing wheat, especially when fertilized with that plentiful supply of barn-yard dung which the raising of stock always produces.

There are some varieties of wheat which are much better suited to the climate and soil of Michigan than others, as they are in a great measure able to withstand the combined attacks of wheat insects and the various diseases to which the plant is liable. These are now fast supplanting the worn out grain, and as every malady has its cure or preventive, it is probable that the introduction of the best kind of seeds, the alternation between grass and tillage, and the supply of rich manure which the raising of stock creates will have a very great tendency to improve the wheat crop of this State.

It is remarkable fact although the wheat crop has rather declined in the majority of States, the corn crop has steadily increased in all of them. Thus in 1840, the entire corn crop of the United States amounted to 400,000,000 of bushels; in 1850 it was nearly 600,000,000, of bushels. The crop of 1855 was between 7 and 800,000,000 and that of 1858 was fully 800,000,000 of bushels. Taking into consideration the large breath of land planted in 1859 and the damage by frost, we might with safety set down the crop as amounting to 800,000,000 bushels.

Last year our importations from Indiana were large, but since the new crop came in, that State has been shipping largely toward the Ohio river, and we get comparatively little. The immense distilleries of Cincinnati consume a very large quantity of corn annually, and Indiana is beginning to find a good market in that quarter. The demand for Michigan corn is always active on account of its excellent milling qualities, and on this account it generally sells from wagons as high, or a shade higher than the outside figure for Western corn from store. The corn crop of Illinois has been much injured by the frosts of June and July, and on this account the receipts in Chicago up to this date have been much lighter than usual. The European potato crop has been greatly damaged by rot, and it is probable that a large export of corn will take place from this country in order to supply a deficiency occasioned by this failure. It is said that several New York capitalists have gone west and purchased corn and provisions, storing them up until next spring, anticipating at that time a considerable advance in price. The generality of farmers have sorted their corn carefully this year and used up the unripe and inferior part for feeding hogs and cattle: there is a large quantity of very good corn in the country, which will no doubt command a good price in the spring.

Indian corn is one of the staple productions of Michigan, and can be raised with success in any suitable soil in the lower peninsula. According to the statistics of 1850 this State produced nearly 6,000,000 of bushels that year. It is probable that the census of the present year will show a vast increase in the amount. In 1850 the value of this crop in all the States amounted to nearly $300,000,000, being about equal to the united values of the wheat, hay, and cotton crops, and it has perhaps doubled since that date. In fact the value of the corn crop to Michigan and all the other States can not be estimated, as it is much used for the food of man and all the domestic animals, and to it the American farmer is indebted for much of his prosperity, for without it he would not be able to bring his cattle and hogs into the market at the right time and in proper condition.

Heretofore the amount of pork packed has always been insufficient to meet the demand, and the deficiency has been supplied by importations from other cities, chiefly from Cincinnati. This season not only has there been a considerable increase in the number packed, but the market opens a great deal duller than last year, when the Canada trade and the building of the Detroit and Port Huron link of the Grand Trunk Railway induced a fair demand.

Cincinnati is the greatest provision market on the continent or in the world. At that place speculation has been quite rife for the past two or three years, operators obtaining a controlling interest in the stock for the purpose of putting up prices. Last year the plan did not work well, owing to various causes, one of which was the small number of works in progress, such as railroads, etc., the supply of the laborers upon such works, being the life of the provision trade. Heavy losses were sustained, but it is said that the sufferers were a different class from that regularly engaged in the trade. This season the speculative fever has again prevailed. The issue has yet to be revealed.

Last year nearly 1,000 head of cattle were slaughtered here, all of which were forwarded to Lake Superior as soon as packed. The price of mess beef has ranged from $8.50 to $12.00. About the first of July prices reached their highest point. During the fall the range has been from $8.50 to $10.00.

When the marshy lands, skirting our watercourses in St. Clair, Macomb, Wayne, and Monroe counties, shall have been drained, (which will, no doubt, be consummated at no distant day,) a large tract will be rendered available for grazing, which will prove equal for that purpose to any in the Union. Butter and cheese will then become a leading article in our commerce.

Potatoes constitute another of our staple products, and, in seasons of scarcity elsewhere, large purchases are made for shipment, but being generally based on present demand, they can hardly be called speculative. The crop of 1857 was rather meagre, and last spring and summer prices ruled high, going up to $1.20 for a short time in June. Last year we had an abundant crop, since which, under a limited export demand, prices have ruled low. The receipts at this point, from all sources, did not vary greatly from 175,000 bushels, of which 80,500 bushels were exported, chiefly to Ohio and the upper country.

It is claimed, that southern Michigan produces more fine fruit than any other locality of the same extent in the United States, if not on the globe. At the same time almost every quarter of the State is constantly improving both in quality and quantity. This fact is creditable to the sagacity of our agriculturists, for probably in nothing else can an equal amount of profit be realized with the same outlay.

Our market is not an important one for live stock, much of the greater share of the receipts by rail being through freight. Our wholesale market is mainly governed by that at the East, buyers for shipment are always on the look-out, and whenever anything can be purchased that affords even a moderate margin, it is promptly taken. Extra cattle are always sought for by our butchers, and command full rates. A spirit of emulation on the subject of fine stock is pervading the minds of our farmers, and, as a consequence, its quality is rapidly improving. At the last State Fair, the display of cattle was such as to elicit the admiration of good judges from abroad. There are so many interests claiming the attention of our agriculturists, that the idea of becoming famous as to quantity, is perhaps precluded; if so, they may well rest content in the attainment of high rank in point of quality.

The raising of fine sheep is constantly attracting more and more attention, and from the progress already made by our State, she bids fair at no distant day to take a position in advance of all her sister States.

The year 1859 opened with rather flattering prospects for wool-growers. The last year's stock was nearly exhausted before the new clip came into the market. Prices of woolen fabrics were advancing, and bid fair to rule high. On the eve of the wool season prices declined in the Eastern markets, although there was no particular reason for this unfavorable turn. It was considered at the time, that the fall in prices was occasioned by a regular combination among buyers to break down the market. The news of the passage of the Ticino by the Austrians, and the actual commencement of hostilities in Italy, arrived in this country before the wool was brought into the market, and this circumstance was seized on as a pretext for lowering the price of the new clip. Buyers were very industrious in circulating reports that a general European war was commencing, and, as it was not known how affairs would terminate, it would be unsafe for American buyers to make investments in the wool trade, except at prices that would leave a large margin for profit. It was fortunate that farmers did not take the same view of transatlantic complications, for they refused to sell except at remunerating prices, a decision which caused some of the Eastern buyers to retire from the market in disgust. Almost the entire press of Michigan supported the views of the farmers on this occasion, and declared that they could see no reason why the war in Italy should affect the prices of wool in America, especially as all the domestic clip, and a very large quantity of foreign wool would be manufactured in this country. Michigan produces excellent wool. There are numerous flocks of French, Spanish, and Saxon Merinos in this State, which have been selected or bred with the greatest care, and the wool produced by them cannot be surpassed in any of the Western States. There are also flocks of coarse-wooled sheep which produce heavy fleeces, and when fattened for the butcher make excellent mutton. In 1840 the wool clip of this State was about 150,000 lbs., in 1850 something over 2,000,000 lbs., and 1859 it amounted to nearly 4,000,000 lbs. It will be seen by these figures that it has nearly doubled during the last nine years. There are but few woolen manufactories in Michigan, and the most of the wool clip of this State is purchased by Eastern manufacturers. A considerable portion of it goes to Boston and other parts of Massachusetts. We want a large woolen factory in Detroit, where everything that is necessary for its operation can be easily procured. We want more manufactories of every kind in Michigan.

Our city is largely interested in the shipping business, and its trade gives employment to a larger number of side-wheel steamboat lines than any other three cities on the entire chain of lakes. During the last season, the following regular lines of steamers were in successful operation:

Detroit and Cleveland.

Detroit and Toledo.

Detroit and Sandusky.

Detroit and Saginaw.

Detroit and New Baltimore.

Detroit and Maiden.

Detroit, G. Bay and Buffalo.

Detroit and Lake Superior.

Detroit and Port Huron.

Detroit and Chatham.

Detroit and Wallaceburg.

Detroit and Gibraltar.

Two of the above routes sustain opposition lines, and to the list might be added the line of lake steamers to Buffalo, and the line to Goderich, which though not run last year, will probably be in successful operation the coming season, making in all sixteen lines. It is significant that the late financial revulsion, which fell with such crushing weight upon the shipping interest all over the country did not occasion the withdrawal of any of our steamboat lines, save one. As a still more striking fact, we may state that until last season none of the cities located in the vast region between the foot of Lake Michigan and the foot of Lake Erie, has for many years past supported a single line of steamers that did not make Detroit a terminus. Last year a line was put in successful operation between Buffalo and Cleveland, and another between the latter place and Toledo, but it ought to be added that both of these were established by Detroit enterprise.

In addition to the line above enumerated, we have daily lines of propellers to Ogdensburg, Buffalo, Dunkirk and to the Upper Lakes, which do an immense freighting business.

We are indebted to Captain J. H. Hall, the public-spirited proprietor of the Detroit shipping-office for following statement of the number of vessels that passed Detroit in 1859:

Number of Vessels passing Detroit, 1859.

No. Times. No. Times.

Steamers passed up, 194 Steamers passed down, 195

Propellers," 492 Propellers," 503

Barks," 273 Barks," 284

Brigs," 295 Brigs," 314

Schooners," 1,811 Schooners," 1,825

——— ———

Total number up, 3,065 Total number down, 3,121

Greatest number passed up in one day, eighty-five; greatest number down, seventy-three.

The number of entries and clearances reported at the Custom House during the year is as follows:

Arrived. Cl'd. Arrived. Cl'd.

Jan. 48 70 July 403 597

Feb. 49 71 Aug. 461 519

March 161 288 Sept. 316 481

April 334 375 Oct. 288 319

May 438 586 Nov. 294 316

June 458 568 Dec. 45 71

During the past year the amount of total losses has been light, not greater, probably, than the number of vessels built, so that although the classification is slightly changed, there is no material change so far as concerns the aggregate tonnage. Detroit owns, therefore, nearly one-sixth of the entire tonnage of the lakes.

As a matter of some interest we present a comparative statement showing the tonnage, steam, and total, of a number of the more important maritime places in the country, taken from the report of the Register of the Treasury on Commerce and Navigation:

Steam tonnage. Total tonnage.

New York 118,638 1,432,705

New Orleans 70,072 210,411

Philadelphia 22,892 219,851

Baltimore 18,821 194,488

Pittsburg 42,474 56,824

Cincinnati 23,136 26,541

Chicago 8,151 67,001

St. Louis 55,515 61,266

Boston 9,452 448,896

Buffalo 42,640 73,478

Detroit 35,266 62,485

Charleston, S. C. 8,230 60,196

The following exhibits the number and tonnage of vessels owned in this district—nearly all of them in this city—on the 31st of December, 1859:

Number Tons. 95ths

Steamers 73 29,175 02

Propellers 32 6,090 81

Barks 4 1,337 08

Brigs 7 1,877 75

Schooners 131 19,671 56

Scows and all others 136 4,322 68

—— ——— —

Total 383 62,485 05

In 1857 301 52,991 50

—— ——— —

Increase in two years 82 9,493 50

The following was the aggregate tonnage of the lakes in December 1858:

American.

69 Side-wheel steamers register tons 44,562

110 Propellers do. 45,562

70 Tugs (propellers) do. 6,880

46 Barks do. 18,788

79 Brigs do. 22,558

711 Schooners do. 166,725

109 Scows do. 11,848

—— do. ————

1194 Total 316,923

Canadian.

67 Side-wheel steamers register tons 25,966

16 Propellers do. 4,631

4 Tugs (propellers) do. 388

19 Barks do. 5,697

16 Brigs do. 2,988

186 Schooners do. 19,311

13 Scows do. 609

—— do. ————

321 Total 59,580

The Michigan Central was the first railroad built in the State, and since its completion has been known as one of the best managed in the West. Its beneficial effects to the region of country through which it passes, is incalculable. On its line, have sprung up a number of beautiful towns and villages as if by magic, while many of those that had an existence prior to its construction have grown into flourishing cities. Ypsilanti, Ann Arbor, Jackson, Marshall, Battle Creek, Albion, Kalamazoo, Niles, and others that might properly be included, all located upon this road, are beautiful places, noted for their thrift and enterprise as well as for their rapid advances in all that pertains to well-regulated cities. Their commerce is rapidly increasing and the country along the entire route will vie with that traversed by the great thoroughfares of any of the older States along the seaboard.

The Central was commenced and partially built by the State, but in 1844, passed into the possession of the company now owning it, who completed it to Chicago. A telegraph line has been in use for some years past along the entire line of the road, with an office at each station, by which means the exact position of each train may be at all times known at each and every point. To this admirable system may be attributed in a very great degree the extraordinary exemption of the road from serious accidents, while its advantages are very great in every point of view respecting the general management. The eastern terminus of the road being at Detroit, it has the full advantages of the numerous connections at this point, the Great Western and Grand Trunk Railways, the important steamboat route from Cleveland, the lines of Detroit and Buffalo propellers with their immense freight traffic, as well as the numerous other steamboat routes of which our city is the nucleus. At Chicago it has the advantages of connection with all the roads radiating from that flourishing city. Freight is now taken from Chicago to Portland without breaking bulk but once. An important "feeder" is the Joliet Cut-off, by means of which it has a direct connection with St. Louis, via the Chicago, Alton, and St. Louis Railroad. An important arrangement was consummated last summer with the latter road, for the direct transmission of freight between this city and St. Louis. Fifty cars have been diverted to this route, under the name of the "Detroit and St. Louis Through Freight Line." The time between the two cities is thirty-eight hours. The advantages of this line to shippers are very considerable, and the arrangement is adding, and will continue to add, materially to the commerce of our city.

A commendable progressive spirit has latterly been evinced by the managers generally, of our railroads, in the transmission of freight, especially live stock and grain. The improvement is a most grateful one to shippers, who have ordinarily quite enough anxiety and vexation to suffer in the fluctuations of the market and subjection to unlooked for and onerous charges, without having superadded unreasonable exposure and deterioration of their property while en route to market. In this movement the management of the Central has fully sympathized. Their stock and grain cars have received high commendations from those for whose benefit they were intended. The entire equipment of the road is such as to comport with them; the safety, comfort and convenience of the public, being constantly kept in view, regardless of the cost incurred.

The three staunch and magnificent steamers belonging to the company, the Plymouth Rock, Western World and Mississippi, owing to the hard times have been laid up at their dock since the fall of 1857, to the great regret of the public generally, as well as to the detriment of the business interest of our city. With the return of a more prosperous era they will doubtless be again placed in commission. The line formed by these boats is the most pleasant and expeditious medium of communication between the East and the West and Southwest, and cannot fail to be well patronized, especially now that the Dayton and Michigan Railroad is completed, which will bring a large amount of both freight and passenger traffic by way of Detroit that formerly sought other routes.

The rolling stock now on the road consists of ninety-eight engines, seventy first class passenger cars, twelve second class cars; twenty-nine baggage cars, and two thousand seven hundred and seventy-eight freight cars, making a total of two thousand eight hundred and eighty-nine cars and all of which were built in the company's own shops.

This road is one hundred and eighty-eight miles long, and has been in operation throughout its whole extent since November, 1858. It is deserving of the distinctive appellation of the Back Bone Road of Michigan, having been of incalculable value in developing the resources of the region through which it is located, decidedly one of the richest and most important in the West. The principal towns and cities upon its line are Pontiac, Fentonville, St. Johns, Ionia, Grand Rapids and Grand Haven. The growth of these places has received a great impetus since its completion, while numerous villages have also sprung into being as if by magic at various points along the line. These changes are plainly visible in the improved trade of our city, and the increase from the same cause, must continue to be strongly marked. Last season over one-fourth of the wheat and wool received here was by this new route, and a number of vessels loaded at the company's noble and spacious wharf for European ports direct.

Within the year past, the company have completed one of the finest railway wharves in the world. It is 1,500 feet long by 90 broad, the west end of which is occupied by the freight house, the dimensions of which are 450 by 132 feet.

One of the most important events to Detroit and the entire West, that has transpired for many years, is the completion of this great thoroughfare. The link from Port Huron to this city was opened to traffic on the 21st of November, since which date the businesses crowding upon it has fully equaled its capacity. It is the Minerva of railways, having reached at a single bound a condition of prosperity outrivaling many of the oldest established roads on the continent.

It possesses important advantages over any other road both for freight and passenger traffic. Being of uniform gauge, no change of cars will be necessary from Sarnia to Portland; and being also under the management of one corporation, it affords better facilities for the protection of passengers and the preservation of their baggage than where they are required to pass over lines under the control of different and perhaps conflicting corporations. Having only one set of officers quartered upon its exchequer, it can afford to do business at lower proportionate rates, than a number of shorter lines, each having a different set to salary, while the delay and vexation which not unfrequently arise from short routes, being compelled to wait upon each other's movements, will all be avoided, which is certainly no small consideration both to passengers and shippers.

The harbor of Portland is one of the finest and most eligible in the world, and our immediate connection with a point of such importance is of itself a matter deserving particular mention. Portland district, as appears by the official statement of the tonnage of the United States, made to June, 1857, then owned 145,242 tons of shipping, being the ninth port in the Union in point of tonnage; she is very largely interested in the West India trade, her annual imports of molasses exceeding those of any port in the United States. She offers, therefore, to the Western States, peculiar facilities for procuring at a cheap rate the products of the West Indies. The harbor is without any bar, and so easy of access that no pilots are required, and strangers, with the sailing directions given in the American Coast Pilot, have brought their ships into it with safety. There are no port charges, harbor dues, or light-house fees, excepting the official custom house fees.

The Grand Trunk Railway is likely to become the avenue through which an immense tide of immigration will pour into Michigan. It will be a favorite route for emigrants, who will thus avoid the rascally impositions of the swindlers and Peter Funks of New York, who have given that city an unenviable notoriety throughout the world. It is predicted that more immigrants will hereafter come by the new route than by all others put together. There is no valid reason why this prediction should not prove strictly true. This is therefore a matter likely to be of vast importance to our State, with a large share of her territory as yet an unbroken wild, offering tempting inducements to the hardy settler.

The completion of this stupendous bond of connection between the Eastern and Western States, Canada and Europe, will render markets available which were before difficult of access, and enable far-distant countries to exchange their products at all seasons. The Grand Trunk may be called the first section of the Pacific Railroad, as it already communicates with the Mississippi through Michigan, Illinois and Wisconsin Railroads, and we expect to see the line completed from the Mississippi to California. It is not easy to form an estimate of the amount of traffic and intercourse that the 1,150 miles of Grand Trunk Railway will bring to Michigan and the neighboring States. A junction has been already formed with that model of western lines the Michigan Central by which freight and passengers reach Chicago and the numerous lines which diverge from that great commercial city. It is probable that another junction will be made with the Detroit and Milwaukee Railway by means of a branch from Port Huron to Owasso. In this case there will be a direct line across Michigan connecting with the Milwaukee railroads by the ferry across the lake, and penetrating into Iowa, Minnesota, Nebraska, and Oregon by lines which have not yet been traced on the railway maps of the United States.

The ostensible western terminus of this road is at Windsor, opposite our city, but it is practically as much a Detroit road as any that can be named. The connections with the other routes centering here is made by a number of ferry boats of the most staunch and powerful description. The receipts by this route of general merchandise consigned to the cities and points westward of us is immense, and it enjoys a large and growing local traffic.

The main line of the Southern Michigan and Northern Indiana Railroad, which taps a rich and important portion of Michigan, is 461 miles in length. The business on this line has recently shown a decided improvement.

The D. and T. Road, which is 65 miles in length, was opened to traffic in January 1857. It was built by the "Detroit, Monroe, and Toledo Railroad Company," who leased it to the Michigan Southern Road. It is now an important link in the great railway system extending from the East to the Great Southwest, of which system, Detroit, from its favorable position, has become the centre and soul. Since the opening of the Grand Trunk, in November, a large amount of freight has passed through, billed for Liverpool direct, a species of freight which must steadily increase.

L. P. Knight is agent at Detroit. The office is in the depot building of the Detroit and Milwaukee Railway.

The Dayton and Michigan Railroad was completed last fall, placing us within a few hours' ride of the Queen City of the West. This is justly regarded as a most important route to our city, and will develop new features to some of our leading business interests. The consumer of our State will have the benefit of lower prices for the products of Kentucky, Tennessee, Louisiana, and the West Indies. The want of direct communication between Detroit and New Orleans has long been felt. Sugars and molasses can now be laid down here for fifty cents per 100 lbs., including all charges from New Orleans, via the Mississippi and Ohio Rivers, and D. and M. Railway, giving us, in a word, the benefits of as low freights in winter as in summer. With the cost of transportation thus reduced to a merely nominal standard, prices of Southern products will be upon an average no higher here than in Louisville. It is more than probable, nay, quite certain, that the advantages which must ultimately accrue to the State from our connection with Cincinnati per se, if not so general, will be even more marked and important than those to which we have above referred. The prices of provisions will be equalized, giving our lumbermen and miners the benefit of reduced rates throughout most of the year, and when speculation is rampant, and the price of pork, the great staple of our neighbors, reaches an extreme figure—as has been the case for two successive seasons, and will be the case again—our farmers will reap the benefit of the movement. The growth of Cincinnati is altogether without parallel in the world, taking into account the character of that growth—its quality, so to speak. All its great interests, particularly its manufactures, have kept pace with its numerical increase. It is indeed difficult to determine whether manufactures or commerce is most intimately identified with its prosperity. The connection with her will give us new and desirable customers for some of our surplus products, particularly our choice lumber.

The entire line of the Flint and Pere Marquette Railroad, as located, is 172-½ miles; track laid and completed, 7-¾ miles; additional length graded 24-½ miles, the ties for which have all been delivered.

It is thought that hereafter twenty miles per year will be completed without difficulty until the whole is completed. This road will be important in developing the resources of a very rich tract of country.

On the line of Amboy, Lansing, and Grand Traverse Railroad, the entire distance from Owasso to Lansing, twenty-six miles, is ready for the iron, except three miles. On the division from Lansing to Albion, thirty-six miles, the work of grading and furnishing ties is progressing, and some one hundred men at work. Between Owasso and Saginaw, thirty-three miles, arrangements are nearly completed to start the work. The work of grading and preparing for the iron is done by local subscriptions, of which $3,000 per mile has been subscribed and is being paid.

The existence of copper on the shores of Lake Superior appears to have been known to the earliest travelers, but it has been only a few years since it has entered largely into Western commerce. But the country had long been a favorite resort for fur traders, and as long ago as 1809, and perhaps still further back, the Northwest Company (British) owned vessels on Lake Superior. This organization was at that period the great trading company of the region in question, the operations of the Hudson's Bay Company being confined chiefly to the region further north. At the period of which we speak, the bulk of the trading was done by means of birch canoes, some of them large enough to carry two or three tons. With these, the traders passed up to the Indian settlements in the fall, with goods, provisions, and trinkets, usually returning to the trading posts during the month of June with the furs which they had procured in exchange. Mackinac and the Saut were trading posts at an early day. At a somewhat later period, the Northwest Company had an agency on an island in Lake Huron, not far from the month of Saut river. The formation of the American Fur Company was of more recent date, that company dating its origin during the war of 1812, or soon after.

Prior to the building of the canal, a number of steamers had been taken over the portage to Lake Superior, but so far as our knowledge extends, only one or two craft larger than a canoe were ever taken over the rapids, one of which was the schooner Mink. She was built of red cedar, on Lake Superior, about the year 1816, and was of some forty tons burden. She became the property of Mack & Conant, who had her brought down the rapids. In making the descent she suffered some injury by striking against a rock, but, notwithstanding this mishap, she lived long enough to ride out many a stormy sea, running for several years in the trade between Buffalo and the City of the Straits. Shubael Conant, Esq., at this day an honored citizen of Detroit, was one of the firm that purchased the Mink.

In the spring of 1845, the fleet on Lake Superior consisted of the schooner White Fish, belonging to the Hudson's Bay Company, the Siscowit, belonging to the American Fur Company, and the Algonquin, owned by a Mr. Mendenhall. The same year the schooners Napoleon, Swallow, Uncle Tom, Merchant, Chippewa, Ocean, and Fur Trader, were all added. In 1845, the propeller Independence, the first steamer that ever floated on Lake Superior, was taken across the portage, and the next year the Julia Palmer followed her, she being the first side-wheel steamer. In the winter of 1848-9, the schooner Napoleon was converted into a propeller. In 1850, the propeller Manhattan was hauled over by the Messrs. Turner, and the Monticello in 1851, by Col. McKnight. The latter was lost the same fall, and Col. McK. supplied her place the next winter with the Baltimore. In 1853 or 1854, E. B. Ward took over the Sam Ward, and Col. McKnight took the propeller Peninsula over in the winter of 1852 or 1853.

In the spring of 1855, the Saut Canal was completed, since which date the trade with that important region has rapidly grown into commanding importance. It will be seen by the table below that the importations of machinery, provisions, supplies, and merchandise, for the past year amounted to $5,298,640, while the exports of copper, iron, fur and fish amount to $3,071,069.

The following are the names of the steam craft now regularly employed in this trade:

S. B. Illinois. Prop. Mineral Rock.

S. B. Lady Elgin. Prop. Montgomery.

S. B. North Star. Prop. Northern Light.

Prop. Marquette. Prop. Iron City.

A number of other steam-craft made occasional trips last year, and next season it is expected that another line will be placed on the route permanently. The Detroit shipping-office has published the names of ninety-six sail vessels that have been engaged in the iron trade the past year.

Rapid as this trade has increased, it is destined, no doubt, to yet undergo a still greater transformation. The latent resources of the Upper Peninsula are of a character and magnitude that defy all estimates of their future greatness. With regard to the importance of the trade to our city, and the steps to be taken to retain it, ample comments have already appeared in the Tribune, both editorially and in the form of communications, to which we can add nothing.

The aggregate amount of tolls collected in May, July, August and September, was $10,374.18, a large increase over the corresponding months last year. Including the probable amount for the months not reported, and we have at the lowest not less probably than $16,000, as the tolls for 1859.

Number of passengers: May, 2,493; June, 1,764; July, 2,116; August, 2,617; September, 1,538; October, 1,015.

It is now almost universally admitted that the State of Michigan possesses in her soil and timber the material source of immense wealth. While in years past it has been difficult to obtain satisfactory information concerning the real condition and natural resources of a large portion of the surface of the Lower Peninsula, the re-survey of portions of the government land, the exploration of the country by parties in search of pine, the developments made by the exploring and surveying parties along the lines of the Land Grant Railroads, and the more recent examinations by the different commissions for laying out the several State roads under the Acts passed by the last Legislature, have removed every doubt in reference to the subject. The universal testimony from all the sources above mentioned, seems to be that in all the natural elements of wealth the whole of the northern part of the Peninsula abounds.

The pine lands of the State, which are a reliable source of present and future wealth, are so located and distributed as to bring almost every portion of the State, sooner or later in connection with the commerce of the lakes. The pine timber of Michigan is generally interspersed with other varieties of timber, such as beech, maple, white-ash, oak, cherry, etc., and in most cases the soil is suited to agricultural purposes. This is particularly the case on the western slope of the Peninsula, on the waters of Lake Michigan and along the central portion of the State. On the east and near Lake Huron, the pine districts are more extensively covered with pine timber, and generally not so desirable for farming purposes. There are good farming lands, however, all along the coast of Lake Huron and extending back into the interior.

A large proportion of the pine lands of the State are in the hands of the Canal Company, and individuals who are holding them as an investment, and it is no detriment to this great interest, that the whole State has been thus explored and the choicest of the lands secured. The developments which have thus been made of the quality and extent of the pine districts, have given stability and confidence to the lumbering interest. And these lands are not held at exorbitant prices, but are sold upon fair and reasonable terms, such as practical business men and lumber men will not usually object to.

It is a remarkable fact that almost every stream of water in the State, north of Grand River, penetrates a district of pine lands, and the mouths of nearly all these streams are already occupied with lumbering establishments of greater or less magnitude. Those lumber colonies are the pioneers, and generally attract around them others who engage in agriculture, and thus almost imperceptibly the agricultural interests of the State are spreading and developing in every direction. The want of suitable means of access alone prevents the rapid settlement of large and fertile districts of our State, which are not unknown to the more enterprising and persevering pioneers, who have led the way through the wilderness, and are now engaged almost single-handed in their labors, not shrinking from the privations and sufferings which are sure to surround these first settlements in our new districts.

The Grand Traverse region, with its excellent soil, comparatively mild climate, and abundance of timber of every description, is attracting much attention, and extensive settlements have already commenced in many localities in that region. The coast of Lake Michigan, from Grand River north, for upward of one hundred miles to Manistee River, presents generally a barren, sandy appearance, the sand hills of that coast almost invariably shutting out from the view the surrounding country.

North of the Manistee, however, this characteristic of the coast changes, and the hard timber comes out to the lake and presents a fine region of country extending from Lake Michigan to Grand Traverse Bay and beyond, embracing the head waters of the Manistee River. This large tract of agricultural land is one of the richest portions of the State, and having throughout its whole extent extensive groves of excellent pine timber interspersed, it is one of the most desirable portions of the Peninsula. Grand Traverse Bay, the Manistee and the River Aux Becs Scies are the outlets for the pine timber, and afford ample means of communication between the interior and the lake for such purposes. The proposed State roads will, if built, do much toward the settlement of this region.

A natural harbor, which is being improved by private enterprise, is found at the mouth of the River Aux Becs Scies, and a new settlement and town has been started at this point. This is a natural outlet for a consideration portion of the region just described.

The lands here, as in other localities in the new portions of the State, are such as must induce a rapid settlement whenever the means of communication shall be opened.

The valley of the Muskegon embraces every variety of soil and timber, and is one of the most attractive portions of the Peninsula. The pine lands upon this river are scattered all along the valley in groups or tracts containing several thousand acres each, interspersed with hard timber and surrounded by fine agricultural lands.

The Pere Marquette River and White River, large streams emptying into Lake Michigan, pass through a region possessing much the same characteristics. This whole region is underlaid with lime rocks, a rich soil, well watered with living springs, resembling in many features the Grand River Valley. Beds of gypsum have been discovered on the head waters of the Pere Marquette.

The unsettled counties in the northern portion of the State, the northern portion of Montcalm and Gratiot, Isabella, Gladwin, Clare and a portion of Midland, are not inferior to any other portion. There is a magnificent body of pine stretching from the head of Flat River in Montcalm county to the upper waters of the Tettibiwassee, and growing upon a fine soil well adapted to agriculture.