PHILABElîfflA'S GREAT NORTH ROUTE. NORTH PENNSIL?AIIA RAILROAD, TO CONNECT PHILADELPHIA WITH NORTH PENNSYLVANIA, WESTERN NEW YORK, THE LAKES AND CANADA WEST. PHILADELPHIA; BROWN'S STEAM POWER BOOK, CARD, AND JOB PRINTINQ OFPICE, LEDGER BDILDINGS. 1853. TO THE CITIZENS OE PHILADELPHIA. Office of the North Pennsylvania Kailroad Company, ) Philadelphia, October 3d, 1853. ) A broad plan of systematic intercommunication is as essential to the requirements of a great city, as a wide foundation to the proportions of a towering dome. The municipal pride that exults in the laying down of a corner stone in a new monument, should feel equal exultation in the pro¬ jection and construction of a new highway ; for while the one marks the history of the city and the gratitude of her citizens, the other protects against competition, brings wealth and insures increase. To maintain the independence and enlarge the measure of her trade, a city must pos¬ sess facilities for free intercourse with the surrounding country, and enjoy the use of channels opening a way into regions of plenty and promise afar off. A city should strive to he paramount in influence and attraction within a circle whose circumference it should he her aim to enlarge, and equal in all respects with her competitors and rivals, throughout portions of the vast territory spreading outside and beyond their local bounds. To build up a great commerce and preserve it, she must have a congeries of track ways radiating from her centre, to accelerate the conveyance of per¬ sons and cheapen the transportation of things to and from neighboring localities and distant points. The scope of her actual and projected ope¬ rations should enclose a large surface so supplied with improvements as to concentrate products and distribute goods ; for it is upon the extent and productiveness of the acres drained of their garnered surplus, and the aggregate of all pursuits dwelling thereon, and to be furnished in re¬ turn with merchandise for domestic use, that the total of her yearly trans¬ actions shall augment and multiply. A city should not confine her schemes for aggrandisement to any single plot of territory, however distinguishing may be its physical topography, lest her rivals, after having first walled her out from other regions, should then assail her where she before held undisputed sway, and divide with her a trade to that time wholly her own ; while she having failed in season to provide means of aggression against them, finds the ground occupied to her exclusion in other quarters. 1 here is then no alternative but di- vision and loss, whereas a eautions foresight would have devised schemes eonducive to more protective ends and happier consequences. An Atlantic city in the United States should have traffic ties in all di¬ rections. Her customers and allies should encompass her on every side.' Her transactions in commerce, manufactures, and the mechanic arts should constitute a proportion of the general business events of all sections of the country. The aspiration to become the metropolis of a State, should be merged in the higher ambition to become the emporium of a circuit not bounded by state lines. New York City aims for commercial domination throughout the whole country, and acts as if she were a big spot on the earth's surface. It is in this aspect, if any, that Philadelphia has been remiss ; she has heretofore indulged longings too exclusively for the trade of the West—of the Ohio Valley and the Mississippi, forgetting meantime the North-west, and the gorgeous basin of the Lakes. New York, on the contrary, having grown rich and powerful, if not grasping, upon the cream of the Lake trade—the skimmed part only going to Boston, is now disputing with Philadelphia for the western trade. Now, New York has not only pene¬ trated with her iron lines into the counties of North-eastern Pennsylvania, but she has also bridged over the soil of North-western Pennsylvania, to carry her routes into the State of Ohio and the commonwealths beyond. The policy of New York has been active and progressive, while the policy of Philadelphia has been passive or defensive. Had Philadelphia, long ago, sought a share of the Lake trade, she would at this time divide its huge profits with New York, and the latter, finding her supremacy weakened so near home, would have been more absorbed in movements in her own defence. Had such a policy been established in years agone, Philadelphia would now overtop her rival, sharing equally the trade of the Lakes, and enjoying almost without interruption the trade of the VV estern States. For railroad purposes, Philadelphia is in the right place to command business and control events. It is only in facilities for canal navigation that New York city is superior. In all else beside that one particular feature, her arrogated strength is in the warmer vehemence with which she urges her claims, and the subtler avidity with which current events are turned to her advantage. New York knows the value of opportunittj, and never permits one to pass her by. No other Atlantic city is so favorably situ¬ ated as Philadelphia, for the development of a grand system of Eailroads, traversing the mountain passes and river valleys of Pennsylvania to the boundary line, and there interlocking with the great routes of other States. There is no well grounded reason why Philadelphia may not be made a 5 great mart of foreign and domestic commerce. Goods consigned to the interior can be distributed at less cost from Philadelphia than elsewhere ; and produce passing from the interior to the coast for shipment to a foreign market, could be shipped from Philadelphia and landed abroad at cheaper rates than from any other city. The shortest railroad lines, reaching from the Atlantic to the Ohio and the Lakes, are those which diverge from Philadelphia. And as a railroad, in one aspect, may he regarded as a portage way, connecting the navigable inland waters' with the sea, Phila¬ delphia is in a position to command doubly more trade than she has ever heretofore enjoyed. There are fewer miles of land carriage between the Ohio river and Lake ports and the city of Philadelphia, than from those ports or any of them, and the city of A'ew York, and, therefore, transpor¬ tation to and from tide water is less costly to and from the first named city, than the latter. The surplus products of the vast inland country will seek the seaboard to he there used or sent thence to foreign markets. And the city which shall possess the best outlets for this agricultural treasure, thus seeking purchasers and consumers at or across the Ocean, will secure the commis¬ sion on its sale, and the profit on its transportation. At the same time, there will he sent hack in exchange over the same avenues, millions in value of the growth and product of the land and labor of other climes. These through routes, with the constancy of tide streams, will carry from the interior of the boundless West and North-west the surplus of its agri¬ culture, and from the East its excess imports and manufactures. Philadelphia has now the shortest line to the Ohio river, and can have the shortest line to the Lakes. Her proximity to the first stimulated her citizens to the construction of the Central Pennsylvania Railroad—her proximity to the latter should quicken them to aid in the prosecution of the North Pennsylvania Railroad. As the reliance of the giant is in the strength of his two arms, so the might and aim of Philadelphia must he revealed and realized in the transactions of these two great works. The one places Philadelphia between New York City and the West—the other will place Philadelphia nearer than Now Y''ork City to the Lakes. With¬ out both of these avenues, her plan will he incomplete—with both in ope¬ ration, the means of success will he forever in her own hands. Philadelphians will he surprised to learn, that they are nearer to Lake Ontario than to the Ohio river—nearer to the City of Buffalo than to the City of Wheeling—and nearer to Canada VVest than to the State of Ohio! And yet it is, nevertheless, true, that the North and North-west regions, hitherto shunned and supposed apparently to he beyond reach, are nearer and of easier access than the West and South-west regions, which have 6 absorbed all the outlays made by Philadelphia to enlarge her trade and establish on the banks of the Delaware an entrepot of foreign and inland commerce. Prom Philadelphia to the Ohio Eiver at Pittsburg, the Eailroad distance is ........ 853 m. From Philadelphia to Lake Ontario, at Fair Haven, . . 817 " Less distance to Ontario Lake than to Ohio Fsiver, . 86 " From Philadelphia to Wheeling, \'a., by Eailroad, . . 899 " î'rom Philadelphia to Buffalo, N. Y., . . •. . . 383 " Less distance to Buffalo, ...... 16 " From Philadelphia to the Ohio State line via Pittsburg by R. R. 397 " From Philadelphia to Canada West, opposite Black Rock, by R. R. 887 " Less distance to Canada West, 10 " Before the incorporation of the North Pennsylvania Railroad Company, under the name of the "Philadelphia, Easton, and Water-Gap Railroad Company," the forum and the press of Philadelphia proclaimed only the attractions of the West, leaving the North, including the divorced, es¬ tranged and forgotten half of Pennsylvania, menaced with conquest by a watchful and sagacious neighbor city. It is time that the current of unto¬ ward influence which pervades the North and North-east counties, was not merely stemmed, but turned back—that the progress and aim of measures, fostered in another State, which include within their contempla¬ ted and part executed scope, the tempting double prize of the local trade and mineral treasures of those counties, were checked and frustrated by the prompt construction of a Philadelphia Main Trunk Railroad. The pretensions of New York City to commercial domination, so holdly urged, must be met, combatted and dispelled. Where she would conquer, she should be made to divide. This can be acconiplisbed through the pro¬ posed road which, by the timely occupancy of the passes and key points in the best route, will dislodge adverse influence, clustering on either side in our own valleys, and, also, open a way for competition into the western part of her own commonwealth. The North Pennsylvania Railroad will pass through eight of the most valuable counties of the State, abounding in limestone, marble, iron ore, zinc, slate, anthracite and bituminous coal, forest timber and cereal produce. A t distances alternating throughout its whole length there are quarries, ore beds, iron works, factories, work shops, towns, villages, mills, mines, 7 forests and farming districts. The excess production of one particular article or staple at one point, will be sent to satisfy the requirements of another point. From the mining regions an immense tonnage will pass both ways ; the population of those regions drawing largely upon other places for domestic supplies of clothing and food, create an active market. The towns and villages, each the centre of a trade gathered from and distributed through the vicinage, will furnish business in either direction. Its course is through the agricultural portions of the counties of Montgo¬ mery and Bucks ; the manufacturing portions of Lehigh and Northampton, the mining portions of Carbon and Luzerne, and the agricultural portions of Wyoming and Bradford. Business will pour upon the road from a fruitful country on either side, and from one station to another, there will be kept up a constant interchange of commodities, while from each station and the city, there will ebb and flow a steady and active intercourse. The products along the route are as varied as the face of the country ; and the pursuits which employ the population at diflerent localities, are as unlike and dissimilar as the articles furnished in the result of their labors. Out of this difference of occupation and production grows an interchange, which is the basis and substance of a local trade, to be facilitated by rail¬ road accommodation. A railroad passing through a country of uniform character, and picking up but one class of articles from all the stations, cannot infuse the same degree of activity and variety into the local traffic, as a road that gathers a miscellaneous freight. $1,568,646 1,644,793 90,100 69,309 3,048,089 pounds. 2,336,182 « In 1850, Montgomery county produced of " " Bucks " " $20,290,748 763,509 18,555,583 858,402 MONTGOMERY AND BUCKS. In 1850, in Montgomery county, the value of live stock was " " Bucks, . . • . . •• . , . " " Montgomery county, the value of orchard pro¬ ducts was « « Bucks, " " Montgomery county produced of butter, . « " Bucks, Wheat, Eye, bushels. bushels. 399,255 263,292 403,909 229,649 Indian „ , n«™ Oats, ' bushels bushels. 878,244 699,824 1,157,781 1,168,710 In 1850, in Montgomery county, the cash value of Farms, was , " " " " " of Farming Imple- plements and Machinery, was " " Bucks county, the cash value of Farms, was '' " '< 'Í it of Farming Implements and Machinery, was . . , . . . 8 LEHIGH AND NORTHAMPTON. 1850. Lehigh, Northampton, No. of Manufacturing Establishments Capital invest¬ ed in Real and Personal Es¬ tate in the bu¬ siness. Raw Material used, including Fuel. Value. Annual pro¬ duct. Value. 267 415 $1,284,925 1,780,490 $1,078,722 1.992,182 $1,616,387 8,118,867 Lehigh, 1850. wheat. Bushels. 261,301 Rye. Bushels. 327,505 indian cokn. Bushels. 897,048 oats. Bushels. 289,699 CARBON COUNTY. 1852. Anthracite Coal, shipped on Lehigh Canal, . . 1,072,241 tons. " " from Luzerne county, 41,990 Total shipped ho Lehigh Canal, . . • . . 1,114,231 Shipments of Lumber by Lehigh Canal, in 1852, from Lehigh Valley, 52,123,751 feet. LUZERNE COUNTY. 1852. Anthracite Coal, shipped from Wyoming and Lacka¬ wanna Valleys—South, by the State Canal, North-east by the Delaware and Hudson Canal, and North by the Lack¬ awanna and Western Railroad. Total by three routes, 1,255,269 tons. Luzerne county contains 75,520 acres of Coal Land, exclusive of the Coal Lands lying within her hounds, upon the waters drained by the Le¬ high. As a convincing testimony of the unrivalled capacity for produc¬ tion of the great Northern Coal Field in this county, it need only he men¬ tioned, that a column of purest Anthracite, measuring twenty-nine feet high, from a vein twenty-nine feet thick, was recently taken from a mine near Wilkesharre for exhibition in the Crystal Palace at the World's Fair, in New York. WYOMING AND BRADFORD. 1850 Returns of Census, Live Stock- Value. Cheese. Pounds Butter- Pounds. BkwH. Bush. Wheat. Bush. Bue, Bush. Corti, Bush. Oats. Bush. Wyoming, Bradford, 260,3.37 1.369.699 21,140 108.419 211,215 1,590,248 52,803 128,031 62,734 301,675 40.239 54,849 116,349 371,143 88,632 510.176 These two counties each contain deposits of bituminous coal. In Brad¬ ford county, the coal tracts include thousands of acres. Some of these tracts have recently been purchased by parties who intend to work the veins, and send the coal to market over the route occupied by the North Branch Division of the North Pennsylvania Railroad. The Wyoming and Bradford County Coal Lands lie farther East and North than any other bituminous coal in the United States, and can be sold in the North and 9 North-eastern markets, at lower paying rates than any other coal of equal quality. Bradford ranks high if not foremost in the scale of agriculture. The quantity of Lumber annually sent to market from Bradford county, is equal to about thirty four millions feet. The entire trade of Bradford county, is with the city of New York. Indeed, a citizen of that county can only reach Philadelphia, via the New York and Erie Bailroad through the city of JVew York! So it is with the citizens of several other north counties ; and hence their estrangement from Philadelphia. The distance from Towanda to Philadelphia, via New York City, is three hundred and sixty four miles, while the distance by the direct route will be one hundred and ninety seven miles, or one hundred and sixty- seven miles less than the present travelled route. It will then no longer stand as a reproach against Philadelphia, that her citizens cannot reach the North counties of Pennsylvania, except by passing across the State of New Jersey, and through the City of New York. And Philadelphia will cease to pay tribute to a rival city, by passing through the toll-gate at the mouth of the Hudson river. The Lumbermen of the North Susquehanna and Upper Delaware Val¬ leys, make- sales of their forest products in Philadelphia, amounting to hundreds of thousands of dollars per annum, receive cash in payment, take it to New York City, and expend it all or nearly all, for goods which they send home from that city, because there are no means of conveyance or transport from Philadelphia direct, to either of those regions. Phila¬ delphia has already lost as much trade from this cause alone, as would build the road on which she must rely to cure~ a growing evil, and bring back a profitable class of customers. The revenue collected at the Waverly Station, on the New York and Erie Bailroad, is greater in amount than the collections made at any other station on the whole route. Standing directly on the State line, mid-way between the Susquehanna and Chemung rivers, Waverly is the point of concentration for the products of Bradford county, which first pass down into the river valley, and by compulsion then seek a northern outlet, for the reason that no other avenue is open to their use. The people of Brad¬ ford, and other northern counties, have not even the option of a choice of markets—they are compelled to go to New York, and can get nowhere else, until the North Pennsylvania Bailroad shall be opened to accommo¬ date them in this quarter, whither they prefer to come. The freight charges on goods distributed from Waverly to Merchants in Bradford county, exceed fifteen thousand dollars per annum. This is exclusive of freight charges on produce going to New York City. And so it is along the nine border counties, all of which, besides other next adjoining coun- 10 ties, empty their surplus crops and produce into the way stations of the New York and Erie Railroad, and receive thence in return their domestic supplies from the city of New York. These transactions, all traceable to the one cause, to wit, the absence of railroad facilities between Philadelphia and the north and north-east counties, have gone on extending farther and farther south into our State, until even the valley of the lower Lehigh is invaded by New York influences, and its trade, always heretofore wholly with Philadelphia, is menaced with transfer and loss. Northampton and Lehigh are two of the wealthiest counties of Pennsylvania, and their citizens, .almost from the foundation of the city, have been customers of Philadelphia, and yet, during the present season, a large proportion of the trade of these two ancient allies passed over to New York. The cause of this defection, so near home, is found in the fact that New York built a railroad leading directly to Easton ; and Philadelphia, neglect¬ ing meanwhile to do the same thing, the contents and custom of the valley were drained by the new channel to the new market. New York city will soon be in communication with the north and north¬ east counties hy four different routes of railroad :— I. The New York and Erie Railroad, running the entire length of the State, and entering at two points within the State line. II. The Morris and Essex Railroad, extending from Jersey City via Newark, Morristown and Dover, to the Delaware river at the Water Gap. III. The New Jersey Central Railroad, from New York via Elizabeth- port, Somerville, &c., to Phillipsburg, opposite Easton, with a branch di¬ verging at or near New Hampton, and reaching to the Delaware Water Gap. IV. The Camden and Amboy Company's route, via New Brunswick, Trenton, and thence by a road controlled by them up the Delaware river beyond Easton. The last two of these companies, with a view to secure advantageous connections and terms with the Lehigh Valley Railroad, whereby they expect to penetrate up the Lehigh to Mauch Chunk and across to the Schuyl¬ kill and Susquehanna rivers, have contributed towards its construction. The owners of route number three, it is said and believed, have made arrangements to build a branch road from the main, road at or near New Hampton to or near the Delaware Water Gap, there to connect with the Delaware, Lackawanna and Western Railroad, extending from the Water Gap via Scranton to Great Bend, on the New York and Erie Railroad^ The Delaware and Hudson Canal Company own seventeen miles of rail¬ road between Honesdale and Carbondale, and the Pennsylvania Coal Com- 11 pany, whose office is in Wall street, New York, own forty-seven miles of double-track coalroad between Halley and Pittston. Other schemes, large and small, are held in embryo, covering by charter all the ground that is desirable or even available for railroad objects in the north and north-east counties ; these were contrived to serve as feeders and adjuncts to lines terminating on the waters of New York Bay. To frustrate these dead-latch projects, Philadelphia must follow up the advantage she now enjoys through priority of ground occupation under a single organization ; and the bold alternative to maintain her foothold and safe lodgement in the gaps and valleys of the natural and best railroad route, must be embraced without hesitation and prosecuted without delay, else the primary aim of a grand enterprise can never be attained nor its usefulness realized. Appreciating as wellthe value of as the necessity for prompt action, and having just cause to apprehend peril to a vital part of the plan from conse¬ quences that would have attended the slightest procrastination on the part of Philadelphia, the Chief Engineer was directed, in the Spring of the present year, to proceed, immediately on the adjournment of the Legislature, to ex¬ tend the surveys of the Company, then progressing in the upper Lehigh, so as to include the valley of the North Branch to the New York State line. The engineering operations of the Company, ordered and prosecuted to fore¬ arm the interests of this community, reach from Philadelphia to the State line at or near Waverly, a distance not exceeding two hundred and sixteen miles, and also by a survey for a branch road to the Water Gap on the Delaware river, a distance of about thirty miles from the point of diver¬ gence from the main line, and making, with the main road, about two hundred and forty-six miles. No obstacle exists in the preliminaries; for it has been from the first a cherished object to secure ample chartered rights and an actual location for a great North Pennsylvania road and branche.s, to open and maintain relations of business and profit between the city of Philadelphia and the great north and north-west country. Philadelphia has possession by actual survey and location, and if the work be pushed on, all other adverse and lesser schemes which hover round it and seek in part to take its place to serve antagonist interests must give way. The present is emphatically a crisis with Philadelphia in the railroad transactions of the north and north-east counties. Another year, and it will be too late, for the ground will be gone, and gone forever. If that were to happen, Philadelphia would not only lose north and north¬ east Pennsylvania, but she would be shut out for all future time from making a line of her own, reaching to Western New York and the lakes, over the best ground on the land's surface. 12 No serious apprehension on this point, however, is entertained, for the scheme is one which requires no extravagance of description to mahe it as tangible and palpable to the people of Philadelphia as the spires oí their own churches. They stand even now with their faces to the north, await¬ ing—with an anxiety betokening their deep interest—the completion of the first division of the work in process of construction, direct from the city to the Lehigh river. The banks of that stream are but the threshold whence they can look beyond through the vista of a project carrying them nortli-west to the State line, and thence by ways already opened to the lakes. The undertaking is a large and costly one, but the end it will achieve will be lasting, and the results it will bring will be remunerative and profitable in a measure gladdening to contemplate. The finished works which carry the products from, and the domestic re¬ quirements to the east and north-east counties, are, respectively, the Delaware Division of the State Canal, the Lehigh Canal, the Delaware and Hudson Canal, the Wilkesbarre Division of the Susquehanna State Canal, and the Lackawanna and Western Railroad. The amount of tolls collected on the State Canal at Easton, in 1852, was $256,787,42 The earnings of the Lehigh Canal Co., in 1852, was - $722,999,46 Interest, repairs, &c., for the year, - - - - 502,128,45 Excess in 1852 over interest and repairs, . . - $220,871,01 In 1852 the profits of the year's business of the Delaware and Hudson Canal Company, was - - - - - - $764,908,67 This profit is equal to ten and a half per cent, on the capital stock of the Company. In 1852 the amount of tolls collected at Beach Haven below Wilkesbarre, on the State Canal on the Susquehanna, was - - $129,350,40 From Philadelphia the region was in part supplied with goods and merchandise by way of Tamaqua, and also wagon transport across the country direct to points in the Lehigh Valley. After the completion of the North Pennsylvania Railrod to the Lehigh, now in progress of construction, the Lehigh region and its adjacencies will be supplied by the new direct route it will open. Its trains will be the signal movement of a scries of railroad advances which will displace adverse interests, and bring back once more to Philadelphia the custom of estranged counties, never again to be diverted elsewhere. The North Pennsylvania Railroad between Philadelphia and the New 13 York State line, will receive contributions from many lateral roads, serving as feeders and adjuncts. The corporate rights of the Company cover a broad surface, and embody provisions to suit all existing, as well as many prospective emergencies. The opening of the North Pennsylvania Rail¬ road to the State line, will he like opening a chute in the dam of a pool. Now the whole of the overflow of the trade of western New York and the Lake basin glides to New York City, because it has no southern outlet; hut when once a channel is opened this way, a current of business and travel will come in this direction. At the State line it will connect and interlock with more than a thousand miles of finished railroads, diverging to and through cities and towns on the Lakes and in the interior counties, and, drawing from each a contribution to the business of the road, will of course add to the business and wealth of Philadelphia. On the main line of the road the towns of Bethlehem, Allentown, Mauch Chunk and White Haven on the Lehigh, and Wilkesharre, Pittston, Tunkhannock, Towanda and Athens on the Susquehanna, with other and intermediate towns and villages, will each and all contribute to the pros¬ perity of the road, and share advantages in return from the increased facilities it will give to distribute goods into the adjacencies around them. The residents in the northern coal field, selling their product in a north¬ west market, and receiving money in part return, will buy merchandise and stores in Philadelphia. And a mining district being a large consumer^ will he a large buyer and a good customer to Philadelphia. The Lehigh region will also by the same road receive its merchandise sup¡Tics from the Philadelphia market. There are States in the Union whose entire trade will not equal the transactions of one coal district ; the North Pennsylvania Railroad passing through two of these districts, will attach to the trade of Philadelphia two allies and customers, worth more to her cofiers and her greatness, than the aggregate operations of two indepen¬ dent States ; and a part of a third coal district lying on the route, will also add an important contribution. The branch road to diverge from the point where the. main road ap¬ proaches the Lehigh, and passing by way of Easton to the neighborhood of the Water Hap, when built, will secure for Philadelphia a safe footing in the upper Delaware, and a connection with a congeries of roads diverging thence and stretching away to points on and between the Hudson and the Lackawanna. The branching privileges of the Company may he made available from time to time, as good policy may render expedient, in sup¬ plying links which shall combine local with general features and attrac¬ tions of great moment and importance. Thus, the branch to the Delaware Water Gap, while accomplishing its 14 several more immediate objects, may, ultimately become a link in a route passing east of the Shawangunk mountain to Newburg, and thence to Albany, whareby a new and direct north and south route for summer tourists and others, could be established between Washington and Montreal, and intermediate points on the line, free from the delay and cost met with on the routes by way of the city of .New York. ANTHRACITE. It is a singular and distinguishing truth, that the only three anthracite coal fields in the United States, are all upon the route of the North Pennsylvania Railroad. In the eastern end of the first or southern coal field, drained by the waters of the Lehigh, there were mined and sent to market last year, ------- 510,406 tons. In the same period, 1852, in the east end of the second or middle coal field, drained by the Lehigh, and comprising the mines of eight working companies, there were mined and sent to market, ------ 561,835 " In 1852 from the Wyoming or northern coal field, embrac¬ ing 75,520 acres of coal land, there were last year sent to market, - - - - - - - - 1,287,259 " Total, 2,859,500 tons. The northern coal field comprises more surface than the State of Rhode Island, and almost as much as the State of Delaware ! During the last twenty years the total increase of the production of anthracite coal in Pennsylvania exceeded fifteen per cent, per annum. If the demand for the next fifteen years be equal to ten per cent, per annum (and who can doubt it?) the aggregate production of the coal terri¬ tory on the route will stand thus : Years Tons Tons increase Years Tons Tons increase 1852 2,859,500 1860 5,057,794 459,799 1853 2,595,450 235,950 1861 5,568,573 505.779 1854 2,854,995 259,545 1862 6,119,930 556,857 1855 3,140,494 285,499 1863 6,731,923 611,993 1856 8,454,543 814,049 1864 7,405,115 673,192 1857 3,799,997 345,454 1865 8,145,626 740,511 1858 4,179,996 379,999 1866 8,960,188 814,562 1859 4,597,995 417,999 1867 9,856,206 896,018 These figures may seem extravagant, yet if the tables of past years be examined, it will be found, running back fifteen years to eighteen hundred and thirty-seven, that the product of the surface embraced in the forego¬ ing, was only three hundred and thirty-eight thousand two hundred and eighty-nine tons, or only about one-seventh part of the production from 15 the same area, in 1852 ; also, that the number of tons estimated for 1867, fifteen years hence, is only a little more than four times the quantity pro¬ duced in 1852. If, therefore, the production of 1837, was three hundred and thirty-eight thousand two hundred and eighty-nine tons, and the pro¬ duction of 1852, was two millions three hundred and fifty-nine thousand five hundred tons, why may not the demand in 1867, be equal to nine mil¬ lions eight hundred and fifty-six thousand two hundred and six tonsl It is even probable that the demand for anthracite coal will increase in a greater ratio than its production, and that all the great avenues now open, as well as those projected in feasible routes, will be crowded with coal tonnage to their utmost capacity. The supply is inexhaustible, and each year enlarges the circumference of its market. Throughout Western New York, the people are becoming proselyted to the use of anthracite coal, and ere long the cities of the Lakes will be customers for a large supply from the Northern Coal Field by the North Branch Valley. The North Branch Division of the North Penn.sylvania Bailroad will not be finished many seasons before the reve¬ nue from coal tonnage alone will reimburse more than six per cent, on the cost of that portion of the road. It will constitute a part of the shortest line from the mines to the Lakes, and has no gradient between the Wyo¬ ming mines and the State line, exceeding twenty feet in the mile. From the mines to Buffalo, the distance is . . . 247 m. Charge for transportation at one and one quarter cent per ton per mile, $3 08 Cost of Coal per ton in the cars at the mines, (say) . I GO Price at which it can be furnished at Buffalo, by Railroad, 4 08 The following are the prices at which anthracite coal has been selling at Buffalo, since September 1st, of this year : Tfui per ton. $5 00 The distance from the Shamokin Mines, via Sunbury, Williamsport, and the Sunbury and Erie Railroad, to Erie city, 304 miles. ^ Charge for transportation at one and one quarter cent per ton per mile, . |3 80 " Cost of coal per ton in cars at the mines, (say) , , 1 00 I/ump Foundry Lump Large Egg Small Egg Stove per ton. per ton. per ton. per ton. per ton $5 50 $5 75 $5 75 $5 75 ¥5 / 5 Total cost at Erie City from Shamokin, • . . 4 80 " Buffalo from Wyoming, . . . , 4 08 Difference in favor of Wyoming region, ... 72 cents 16 From Soranton to Itliica, head of Cayuga Lake, via Owego, 122 miles From Pittston to Ithica, via Waverlj and new projected road thence to Ithica, 112 Difference in favor of North Pennsylvania route, . 10 From Scranton to Jefferson, head of Seneca Lake, via Great Bend and Elmira,144 From Pittston to Jefferson via North Pennsylvania Kail- road, 4^c*, ••••••■• 116 Difference in favor of North Pennsylvania R. R. route, 28 Along the Lehigh the increase of the Valley mines, with the other business ascending and descending that way, will, in time to come, employ all the tracks that can find working room on the slope of its defiles and narrow banks among the mountains. A practical view of the Coal Trade of Pennsylvania must necessarily be a comprehensive one. The coal trade, like the Republic now in its young manhood, is progressive. Hundreds of thousands are added to the popu¬ lation each year, while each year adds to the total consumption of fuel, and swells the measure of demand for its successor. As the demand for coal increases, the supply of wood diminishes with the disappearance of the forests, leaving the imbedded masses of coal the prospective source whence a supply of ,fuel must come. The almost universal use of coal for fuel is an impending alternative. And as the anthracite is the best coal, Pennsyl¬ vania must supply the market. It is in this aspect especially that the greatness of the Keystone State looms up in the future. In 1850 the population of the six New England States, was 2,728,106 " " " three Middle States, to wit : New York, New Jersey and Pennsylvania, was - 5,898,735 Total, 8,626,841 In 1840 the population of the six N. Eng. States, was 2,234,822 " " " three Blid. States to wit : New York, New Jersey and Pennsylvania, was 4,526,260 Total, 6,761,082 Increase of population-in nine States, in ten years, - 1,865,759 17 The production of anthracite coal in 1850, was - 3,356,614 tons. (Í " " « 1840, " - 865,414 " Increase in ten years, _ _ . - - 2,491.200 tons. LOCAL CONSUMPTION OF COAL. As an indication of the quantity of coal which will be required to meet the demand in the aforenamed nine States in years to come, attention is invited to the annual consumption of coal in the Schuylkill and Lehigh Valleys. 1852, Coal consumed on the line of the Lehigh Canal, in a distance of seventy miles, _ - - - 151,654 tons. 1852, Coal distributed at Way Stations on the Beading Railroad, not including Philadelphia, in a distance of about ninety miles, ------ 189,661 " Coal distributed on the line of the Schuylkill Navigation, not including Philadelphia, in 1851, ('52 not stated in Report,) ------- - 112,697 " Total consumption at local points in the two Valleys in one year, ------ 454,012 tons. The Schuylkill Navigation runs parallel with the Reading Railroad. The amount of coal consumed annually in Philadelphia, exceeds 500,000 tons. The consumption of anthracite coal in the Schuylkill and Lehigh Valleys, is at least equal to one million tons per annum! Coal tonnage descending the Lehigh and Schuylkill Valleys in 1852 : By Reading Railroad, ----- 1,650,912 " Schuylkill Navigation, - - - - . 800,038 " Lehigh Navigation, - - - - . - 1,114,231 Total Coal tonnage of the three works, - - 3,565,181 tons. MARKET FOR COAL FROM THE NORTHERN COAL FIELD. The coal from the Wyoming mines will be sought hereafter throughout a wide range of country. A market equal to its production will be found for it among the towns in the valley of the North Branch, and in the belt of northern counties ; among the cities and towns in western New Tork 2 18 and Canada West; and also among tbe cities and towns in the six States, including Minnesota Territory, bordering directly upon tbe Lakes. For steamers on tbe Lakes, and for manufacturing purposes in Lake cities and towns, coal in large quantities will be used. In tbe Salt Works around Syracuse in western New York, where tbe consumption of wood averages from twelve to fifteen hundred cords per day, tbe price, increasing as tbe means of supply diminish, is now up to that point at which coal can be obtained and used as a substitute for wood. In one establishment coal is already substituted for wood, and in another season this example will be followed in other works. Syracuse, therefore, is sure to become a con¬ sumer of Pennsylvania coal for manufacturing purposes. And so will it be in time throughout the whole north and north-west country. The following is the extent and population of the district of country which can be supplied with anthracite coal from the northern coal field, over the North Pennsylvania Kailroad, at less price than by any other rail¬ road route. Area in sq. Population, miles. 1850. Ten counties of Pennsylvania, - _ - 9,303 , 186,940 Twenty-three counties of western New York, (about one-third of the State.) - - 15,523 1,038,492 Canada West, (Census of 1851,) - - - 150,000 952,004 Six States hordering on the Lakes. Ohio, 39,964 1,980,408 Indiana, ------- 33,809 988,416 Illinois, ------- 55,405 851,470 Michigan, ------- 56,243 397,654 Wisconsin, ------- 53,924 305,191 Minnesota, (Territory,) _ _ - - 83,000 6,077 497,171 6,706,652 In 1850 the population of Ohio, Indiana, Illinois, Michigan, and Wisconsin, was 4,523,139 In 1840 the population of the same States, was - - 2,924,728 Increase in ten years, ------ 1,598,411 In 1851 the population oí Canada West, was - - - 952,004 « 1844 « « « - - - 560,006 Increase in seven years, - - - - - 392,004 19 ANTHRACITE COAL TRADE OF THE UNITED STATES. The following Table exhibits the quantity of Anthracite Coal sent to market, from the different regions in Pennsylvania, from the commencement of the Trade, in 1820, to 1852, inclusive ; together with the Annual In¬ crease. rt w P S f Ci T.COOOÇÛ - CD O O — ç© - »C CD I' i o CD - £o ! -f^wcjcDoccor>»c»ecçç'- C(»CDOC5C0CD2'~WOÇ5Ç ~si—riurii—iCOClMOî'* -,-r —,,-5'«rc5"orw5od"^cç^tcr«"* ^ iC3C0CC«ÛT-rHr CO D irt 00 Ä •=• t^CO^CD C~-^CC5 ^rS».7-¡f ^tO O Cl ' OOCS.^, DCOC0H--!rCi — CiSiCJCJÍ-CDCSCSOO •vCOtOOi-CsoJ—CiOCOCCUOOiCCOOCSOCO Ci CO «a" CD O lo r cT co^oo"00 COCO ci ci ® Cl co"CO 52 ^ — •■^■'*^V0î0Cl^ÔD00*''H0OO5 -« ^ —0^o53ÎOClTrCOOO-rr.liO w^co»ooœ^ûOQO»^ocoocooiOCOO<5ir»OD»rOO co^o^o c-''cD •»a^ctTci Lfci CO «2 o •«'»O'-r^OicDeooTCoo-» «r-H-lClClClWÍtC3 ■»w—' — cr^<""OOCSCOW5if5«-'. ^C30íODOQC»C«uOOOCOOOw-«'— a« 00 CO Cl « ^ Cl Cl_® «^Cl_^ o c ''-^•'^''^'^Í''^cíi01~^'-^Co"cra5"r^-«a^OV5«o' ROCiior-ciGDCOuokncsci ■® eoo®ooxsi^ooociC6*f CíWO-^OOSOOCieO^CiQOCD k-OCOOCO—COO^CIOOOOO'^0'-C11-0'-OCDÍ^®COC1COCÍCO®®C1CO® Of^-TdTfoœr^co'-'k-oooorj'Lo — o»—o — co-^csowOíoí^T^ciíríd «^ociDuocodOd-^í^ci d d cí t^c^co o^kfo r» o^odí^dod'^ 1—'^croorQó"«"ci'^ko"-^o~o'"co"®"'^cio'co"co'"*i'frco'd{^í>rorco"co"'^--rc)cr"í3^ dfccocod'0''5'f~d®corTd'-id - 'wi^œc-dd-TOOodD:- —,-^_(,_(dddd — cidCO-iTifoœoQOî^cî»^ KIHcIHYd O CJ5 O CO O O itHog aaixrq g5'S32>¿22'9S2®2S® — ¥¡00=^1-® OC-OOOOOOOOSCSOOOOdir'OÄCS c_s^c^c^c^c:^o^s^c^^i^o^o__o^o '» ® c- es co o o — COOJOO r» — 'tc"cr^»^^irr ^•¡rCO-ííCOCOr-i Cl'^COCOWOI>-CiO®^ — — d I-"- dco CO aAoao aKij OO5íOC0»-u0®CC®t-OC5C) eo OOCO®WOOOO—ddk-OCOOi—< G^i^C0_Cf^«^C^C^05 OCîn-KOdCS Duo c^co"^cit^crcr-í"r»'~c(rr-r--^cocr5í£r í-iT-iClCl»-«C0ClC0^«0®Oi-»D. Cç© 1-« — dxuoduocD—CldLo■«3■®d-ç^4..,^t;«- i^£^gg3''■'^tSgggg??®'c^'eoclO o o ^ o «o ® D I"* CD wo (■» Oi w ^ t j f» ' wí wi wi i.'a wj c c» C7I d o -T- V3 u^cD^co c^ci^o (a^c^c-^o^u^o--oo^cc^d . »- -3. h3 H t" ö M wo ® o o bo-o s es II «á Od^ — í^d—'Coxc^-w-d uoocoCîcoTj-xco — r^œii- 00 ci,d,^^d^-:,duoüo--ddXi^i''Oeodxo®oö" OeO®ÛOC»ÇDiCi^l;;.C3C2zr'^^=^®'=5WOXX-iJ-O d d d CO T «0«9" *3" wo ^ ■v CO d d^^dwox •savaj^ SSSí?3Si2S^''^®^2r;deo»fWo®c^xosoFHdco^if5®c»xo50i—d ddddddddddWC0C0C0C0C0C0C0C0C0*f'««Tí«r*'-3*«iTt"-T--i'-í«Sir'ío ^^œooooxxxxxœœxxœxxxxxxxxxxxxxxxcDoôœ 20 Statistics of Twelve Pennsylvania Counties, between Philadelphia and the New York State Line: COUNTIES. Northampton. Lehish Carbon Monroe Pike Wayne Susquehanna. Luzerne Wyoming Bradford^ Montgomery.. Bucks Totals.... Area. Sq. miles 370 350 400 6U0 600 700 797 1,400 400 1,174 450 605 7,846 Population.! Dwellings. 40,235 32,479 15,686 13,270 5,881 21,890 28,688 56,072 10,655 42,831 58,291 58,091 6,836 5,589 2,544 2,155 964 3,719 5,203 9,587 1,834 7,391 10,022 9,752 384,069 65,596 Families. 7,530 5,964 2,650 2,155 983 3,665 5,387 9,672 1,890 7,516 10,036 10,299 67,947 Farms. 2,102 2.074 246 904 370 1,336 3,909 1,938 895 5,096 4,456 4.704 28,030 Twelve Counties of North and East Pennsylvania. SI o S Bucks Bradford Carbon Lehigh Luzerne .Montgomery., Monroe Northampton. Pike, Susquehanna. Wyoming Wayne c¿ 2 53 S ta ú % 5 s "5.^ a CD §■ = s o es "5 Raw Mate¬ rial used,in¬ cluding Fuel. 600 561 150 267 172 683 76 415 40 311 66 195 S911,877 669,500 674,255 1.281,925 2,078,900 3,178.662 190,000 1,730,490 94,200 508,100 79,625 458,116 SI,238,971 633,080 418,746 1,078.722 496,797 3,105,242 347,769 1,992,182 67,661 605,100 132,166 512,390 Averege number of hands em¬ ployed. 1563 1010 2198 1250 2083 3275 187 1966 128 695 108 802 .bo ^■2 ® S 2 o S c® £ S S ^ o t-* > g ¿ < e:§ $29,277 22,742 52,292 24,311 52,083 71,650 3,387 44,663 2,.595 14,445 2.672 19,905 Annual Product. $1,182 $2,005,076 179, 1,185,169 172, 1,275,411 .273, 1,616,387 311 1,699.746 6,0061 4,737,419 492,526 l,497j 3,118,807 1 115,609 72; 1,082,972 ■ 189,970 I 1.097,865 It will be remembered that three years have elapsed since the data in these tables was gathered, and that the products of the same counties for the present year, if attainable, would exhibit a large increase over the census of 1850. To the business and population of the towns and villages especially, there is an annual accession. The many branches of manu¬ factures and mechanic arts pursued in the valley of the Lehigh, and on other portions of the route, also show a steady augmentation from year to year. In the article of iron, as in coal—Pennsylvania's two great staples— increased production is certain and inevitable. The three materials used in the manufacture of iron abound in localities on the line, and impart facilities for its production superior to other places to which the iron ore, limestone and coal must he transported in their native weight and hulk. This advantage needs nothing beyond its simple statement to demonstrate its importance and value. 5!á®5i2g2"t"OS3a! 2 - = - g-dí3 íw Ç S - » -r r' r* J 3 JO o CD o o o* Ci o o í^^'^'^'co"— ÍO Cl to W o CD CO Oí CO C wJOCO íOSClOlOltOCOCO W «-> CO hi' s Q «. o K, a > s » »-si s < Value of Or¬ chard products ill dollars. Wine, gallons of. Value of Pro¬ duce of Mar¬ ket Gardens. to GC Oi Ol — C to — ' _ — .Ki — c O Ä OT cc ^ s- to CD CO CO — to — CO œ jSi 0> C to '/) i Butler, lbs. of. - Ü5 C CD '-■r =5 05 - C — -l CO C5 t-» 05 CD m"V CO CO Cheese, lbs. of. to tn o ■e»- -0 OC' o - 0 00 O - rfi. to - tc 00 CO CO Oí ts C^ CD - in ^ s -s C-. o c: " C.,-. .fa. o t GO ^ .to g Hay, tons of. I Clover Seed, 1 bushels of. .» w V» cn c 05 ) c,i ta «0 o to to CO o •< -"üi -»J 03 ç;i"^"1-» to o to to CO -ÄtOÜt—.C-ltOtfikC C0t0CiJ^-'t0O4 Other Grass Seeds, bush. of. Hops, lbs. of. Flax, lbs. of. Flaxseed, bush of. Silk Cocoons, lbs. of. -"'fo'ci'tc'a; J to ti Ci iff to CDjSij^'JO >e>' CD O'co'c'cd'co 7*^ CO n Ci t/1 CO — CO Ci tn 0 C CO gj to CD W1 Wl W WJ V. ^ to^jo to^ ^ CD to CO >i o'co CO^'^i" O ""I Ci w ^i. yy w w. rv ^ CltOOCiOOiOO^D-^Ciif^ Maple Sugar, lbs. of. Molasses, gal¬ lons of. Bees'wax and Honey, lbs. of. Value of home¬ made manu¬ factures. Value of ani¬ mals slaugh¬ tered. lOi^zggrrowta ■ =— - piTß-TiPprj 3 5 N cri n e -. - C EO - «< » w " ^ ¿ C" ■ cr^'J ^ 5aq'c »|g5=r==. s 3 ^ «.tn^i--COCOOiCO.û.'—{3C5 JDiJCJii JO OJOJO CO O"to'o3'0l"^rt''i'o o C. tr ts Cf gi o - to w ri'^'w 5 CO 00 5 CD to tc Ol tc Ol CO iC «îj;. C f'to'Ci'Vi' -t C -J ^ : o 0» CO tojjljo J®J*^ c'i'c® «^"cnlc o o I— CO o> Oi C C CD CO CO Ol œ c CO o II s s. Ö s »äs. Improved. Unimproved. 3 r Cash Value of Farms. 3 CO CD Ci "sT* s'oi'to'bi -Í CO Ci s — CD 03 CO 03 C to Ol <0 C Ci >»- 00 CD to "Ci "CD" ji-"tO CO Ï5 -a. Cn Q to to CO O) ^ O Value of farming implements and machinery. 5 CO to H* to tn to Í CD -t I— C Oi CO 5 —JO O CD Ci O'oi'CO'^'Â-'CÎ''—' 3COO>CDCiJi-— JCitD — tOCiCfiClfO---tC - C CD H- CO CO ^ CO — to o o N- Oi Ci Jijo JO til cc_^ 9^.r*.r •t CD iSf -il j CO cri - ». fe to t Cji CD 0 f to CO 1^ <î Ci I- 3 -4 tOJDJDJO p s'lolo'co'tfi'tc'i- 3 CD Ci CD CO t 3 0> to C/- Oi to 0 Value of Live Stock. Wheat, bush¬ els of. Rye, bushels of. Ci CD J-} p5 Ci 00J- CO"CI"CO"Ä O: tc- CO —"o 05— CD-JCOCOOO'SfCDtCCDtO^CO CO Oi to to I— 0» x«ecii-*iCfCoCnCD(X)too»i— CO CD Ol Ci Ci COJO --J CO o OD JO '-""o^'co'co'ûo'bi''-» bi"co"^ — :5.^~.fC0fC~»cociOiH-'^ CfCDit^-Cit^Ci-.JCDtOOO — to co — jDJDj-CO N" "• CO "s "if Cl CO to Ol t CO er o CO c JS>10 coo CO — J-'J-SjCf "Ci co"^'ij"to"co — -vi to Ci CD- to o to o • - " _"boi 3 o C 3 TC o 0 Ci CO rffosciorcoto-ffto --i CO _ " • «"cd" JOJD^ — "íd"CO"ÍJ"O"W CO — c CO I— o -t Hl OD Ci Oi Indian Corn, bushels of. Oats, bushels of. Tobacco, lbs. of AVool, lbs. of. Peas & Beans, bush. of. Irish Potatoes, bush. of. Ci -4 to Cfl CD TC to CO 1— CD c;i O — Oi o cn ^C_tn tn "jo ; i(i»"cD tnCiOOtO KDh-CltO to o c CO J-pi -«jjricc ©tn 00 'V'Íi"co'cí'Í'"Cí''Co'h- "to"t 03 o ^ o o ^ . Pi o o =1, » O'-' " s P 00 e.r-1 P CO P.-H a 13 -- 00 p 3 I», ü tí o Pi Pi rt Pi 1 P P œ "3 ^ < P4 I. Allegheny, 1,049 40,975 37,808 3,178 291 $4,362,183 II. Broome, 627 22,338 30.660 2,497 229 2,114,594 III. Cataraugus, 1,232 28,872 38,950 3,755 299 4,105,462 IV. Cayuga, 648 50,338 55.458 1,228 507 11,162,522 V. Chautauque 1,017 47,975 50,498 5,163 510 5,324,257 VI. Chemung, 532 20,782 28,821 2 134 350 3,887,234 VII. Cortland, 497 24,607 25,140 2,465 202 2,289,380 VIII. Erie, 87 6 62,465 100,993 4,880 698 17,319,987 IX. Genessee, 473 59,587 28.488 2,574 199 6,461,305 X. Livingston, 562 35,140 40,875 2,503 363 11,226,654 XI. Monroe, XII. Niagara, 607 64,902 87.650 , 4,12S 526 15,566.910 484 31,182 42,27b 3,074 336 5,591,385 XIII. Onondaga, 711 67,911 85,890 4,594 1,410 17,992,066 XIV. Ontario, 617 43,501 . 43,929 , 3,059 205 14,437,897 XV. Orleans, 372 25.127 28.501 2,271 282 5,203,069 XVI. Oswego, 928 43,619 62.198 4,497 640 8,038,778 XVII. Seneca, 508 24.874 2.7,441 1,55.7 240 6,6.33,281 XVIII. Steuben, 1,422 46,138 63,771 i 5,797 576 6,227.934 XIX. Tioga, 497 20.527 24 880 ; 2,026 354 1,985,496 XX. Tompkins, 582 37,948 88,746 8,194 484 5,631,684 XXI. Wayne, 572 42 057 44,953 3,957 250 7,430,575 XXII. Wyoming, 592 81,981 3,360 299 4,497,931 XXIII. Yates, 323 20,437 20,590 1,673 165 4,772,784 1 15,523l 861,202 1,038,492 73,557 9,365; 172.263,318 In 1841, Wyoming was formed out of parts of Allegheny and Genesee Counties, which accounts for the seeming decrease in those two counties : CHIEF CITIES AND TOWNS IN WESTERN NEW YORK. _2840. 1850. Buffalo, 187213 107226 Syracuse, 6,502 22,235 Oswego, 5,963 12,199 30.6781 74,660 1840. 1850. Rochester, 20,191 36,561 Lockport, 9,125 12,312 Auburn, 5,626 9,548 34,942 58,421 The quantity of Salt in bushels made at the Onondaga Salt Springs, around Syracuse, in the years 1845, 1848, and 1851, was as follows, to wit : 1845. bushels. 3,762,358 1848. bushels. 4,737,126 1851. bushels. 4,614,117 23 The North Pennsylvania E-ailrcad is the only Philadelphia project that connects in any way with the Western counties of New York. These counties are twenty three in number, and comprise the richest agricultu¬ ral tracts in the Empire State. Within their bounds are large cities, busy towns and thriving villages, including the largest shipping ports on the Lakes, and the best way-stations on the New York Railroads and Canals. The resources of these counties exceed many of the first class States, and the aggregate of their commercial transactions can only be expressed by signs of millions of dollars and hundreds of thousands of tons. The surface of Western New York is mapped out with finished and projected Canals and Railroads, the main lines passing East and West, with branches and late¬ ral lines diverging to all points of the compass. Through the bounds described, the groat Erie Canal passes a distance of two hundred and six miles ; by three links of lateral Canal, comprising twenty-nine miles, it connects with Cayuga, Seneca and Crooked Lakes, which together have an hundred miles of steamboat navigation ; a branch thirty-eight miles long, establishes a water communication between it and Lake Ontario at Os¬ wego ; a branch twenty-three miles long, carries a water line to Elmira on the Chemung river ; a Canal up the Valley of the Genessee to Olean, of which seventy-two miles are finished, will pass boats from the Erie Canal to the Allegheny river ; the Chenango Canal, of which fifteen miles are within one of the twenty-three Western counties, unites the Erie Ca¬ nil with the Susquehanna river. Thus boats can pass from the rivers of Pennsylvania, to Lakes Erie and Ontario, and to the Hudson by the Erie Canal and its branches, which, altogether, in the twenty-three counties, Measure in length three hundred and ninety-three miles, exclusive of an hundred miles of interior Lake navigation. Within the same twenty- three counties, there are of finished Railroads, one thousand one hundred and forty miles, besides about three hundred miles in process of construc¬ tion ! The finished Railroads pass through twenty-two out of the twenty- three Western counties, and through the twenty-third—Cortland, the Syracuse and Binghampton road, which will be finished by July next, passes a distance of thirty miles. There are seven tributary roads diverging from the New York and Erie Railroad, in a distance of one hundred and seventy-nine miles, between Binghampton and Olean, to wit : ' One from Binghampton to Albany, in progress of construction. One in progress of construction from Binghampton to Syracuse, there to con¬ nect with a road now open to Oswego. One from Owego to Ithica finished. From a point on this road, South 24 of Ithica, a road is in progress of construction, via Auburn to Fair Ha¬ ven on Lake Ontario. One from Elmira, via Canandaigua to Niagara Falls, in use. One from Corning, via Batavia to Buffalo, part open and balance nearly completed. One from Hornellsville, via Attica to Buffalo, finished. One from Allegheny Valley to Attica, in progress of construction. In addition to these seven lines, actually constructed or in progress of construction, there are three more projected routes—one from Allegheny Valley to Buffalo, one from Waverly to Ithica, and one from Blnghan^ton to Utica. If these three be built, there will be ten roads diverging Northward from the New York and Erie road, in a distance of one hundred and seventy-nine miles, and all within the counties to be tapped by the North Pennsylvania Railroad, through its New York connections. No portion of the United States is so well supplied with artificial ave¬ nues of communication as Western New York, and no spot on the earth furnishes a more convincing testimony of the wisdom and profitableness of providing a broad and bold system of intercommunication correspond¬ ing with the locality, its resources, capabilities and wants. Western New York, through a far seeing State policy and a spirit (/f enterprise worthy of emulation, is at this day the travelled highway be¬ tween the East and the West. The stream of travel, bearing with it the multitude for ever passing to and fro, courses through Western New Yorkj. And hence it is, that her towns are growing into great cities, and her traffic rises to the standard of an empire. In natural gifts. Western New York is inferior to North Pennsylvania, and yet while a large part of the latter remains a wilderness, awaiting the axe and the plough, the former teems everywhere with life, business and prosperity. Of twenty-three contiguous counties in North-western Penn¬ sylvania, twenty are at this day wholly destitute of even one foot of fin¬ ished Railroad ! While the three more fortunate counties have jointly ninety-four miles of finished Railroad. As between the twenty-three counties of Western New York, and the twenty-three counties of North-western Pennsylvania, the case stands thus : Counties with finished Counties without fln- Finished Rail¬ Kailroads. nished Railroads road—miles. New York, 22 1 1140 Pennsylvania, 3 20 94 25 Western New York is too rich, prosperous and powerful to be depend¬ ent on New York City interests, and is therefore in a condition to pass a portion of her trade down a channel leading this way. In truth, Phila¬ delphia might long ago have enjoyed a large trade with Western New York, but as no way was open, none of her products could be brought hither, nor Philadelphia manufactures sent hence. The North Pennsylvania Railroad will open a new market to the mer¬ chants, manufacturers, and mechanics of Philadelphia, Boston manufac¬ tures find large sale in that quarter, and as Philadelphia competes suc¬ cessfully with Boston elsewhere, why may she not do so in Western New York.^ Philadelphia excels New York City in the variety and quantity of her manufactures, and being besides forty miles nearer than New York City to Buffalo, Rochester, Elmira, Dunkirk and other towns, should can¬ vass that region for consumers of her fabrics. Buffalo already contains about seventy-five thousand inhabitants, Rochester about forty-five thou¬ sand, while a score of other towns range from one to ten thousand. To divide with New York and Boston cities the trade of these towns, would add thousands to the annual profits of Pliiladelphia, and give her an influ¬ ence growing out of business ties, where previously she had been a stranger. By the census of 1850, the twenty-three counties of Western New York, contained more than a million of people, being more than twice the population of New Jersey, and even greater than the population of Ken¬ tucky. Of course, so populous a region consumes vast quantities of dry goods, groceries and merchandise of all kinds, and sends off to seek a market elsewhere the surplusage of its own productions. And if Phila¬ delphia make an effort, and secure one-third of that trade, sending sup¬ plies and receiving consignments, it would still equal the whole trade of the State of Connecticut, and be more than three times greater than the entire trade of the State of Delaware ! Before the completion of the New York and Erie Railroad, in 1851, the southern tier of counties in Western New York contained but few towns and a sparse population. From the opening of that road, however, dates a new epoch in the history of those counties, which now teem with multi¬ plying evidences of advancement and increase in the different branches of agriculture and in the various departments of trade. The subjoined Tables, arranged from official Reports, will amply repay a careful perusal and examination. 26 Statement showing the number of Passengers conveyed, and the number of Tons transported on the Railroads in the twenty-three counties of Western New York, exclusive of the New York and Erie Railroad. , FREIGHT -TONS. Year 1852. Name of Railroad. « a Si a § o ^ . S 1.1 ^ ». 5 w rt 9 n V u ei a » . 2 » —• 'C o . S ® 'o o . o o g s B 'S-S 1 pH <0 « » 1 = <3 t: . C l¿ O V S 1 s B d S V 'S B «3 X O V « V < o 'S 6 Buffalo and Niagara Falls, Buffalo and Rochester, Cayuga and Susquehanna, Oswego and Syracuse, Rfwhester and Syracuse, ^Buffalo, Corning & N. Y Buffalo and Stale Line, Canaiidaiguaand Elmira, Koch., Lockport andN. F. 22 7d 35 35 104 44 69 46| 76| 169,377 469,125 42,032 78,525 584,073 19,09(1 103,095 84-400 66,756 3,513 81,364 65,498 23,117 207,644 10,158 13,351 16,331 1,267 244 7,975 9,853 14,495 6,780 6,462 1,265 1,381 237 289 25,291 1.839 461 72,131 160 3,773 4,238 158 366 17,000 5,696 4,443 67,393 360 1,765 5,020 423 361 3,275 237 130 3,217 90 98 846 595 4,849 2,803 510 14,327 2,498 851 1,466 56 1,198 18,185 980 1,839 26,467 346 2,106 2,429 225 457 4,789 44,086 1,2.36 17,325 219 3,490 951 167 Total, 508i 1.641,473 422,243 48,712 108,343 102,466 8,254 27,955 53,77.5 72,720 * Then only in pari finished. Year 1852. Name of Railroad. Fnffalo and Niagara Falls, Buffalo and Rochester, Cayuga and Susquehanna, Oswego and Syracuse, Rochester and Syracuse, *Bu(falo, Corning and New York, Buffalo and State Line, fCanandaigua and Elmira, Rochester, Lockport and Niagara Falls,, Total, RECEIPTS. Passengers. Freight Uther Sources. Total. $80,007 47 7,319 44 431,357 29166,098 12 21,635 78 52,606 81 54,903 GO 21.016 43 682,î'29 45 273,344 41 8,872 37: 9,844 05 98,097 49: 31.530 49 8,260 94 12,880 19 64,185 4l| 2,132 32 1,000 00 22,521 23 36,580 10 14,697 50 32,193 0.5 471 42 4,678 54 2,028 03 1,930 90 88,326 91 619,976 64 110,822 69 90,616 93 988,366 91 19,187 84 134,306 52 23,169 16 68,248 63 $1,450,149 20 576,772 26 116,100 77 2,143.022 23 * The B. C. and N. Y. R. R. will be opened through to Buffalo, before the end of the present year' "f This road is now part of a new route, open direct to Niagara Falls. Since these returns were made, there have been three hundred and fifty miles of additional new road opened in the twenty three Western New York counties. Two hundred and eighty miles of the New York and Erie Railroad are within the same twenty-three Western counties. At Waverly its track¬ way is but four rods from the Pennsylvania State line, and its grounds for sidelings and depots abut against the State line, affording, at that point, and also at points a short distance farther west or east, every desirable convenience for a connection by the North Pennsylvania Railroad, as authorized and contemplated by its charter. The Legislature of Penn¬ sylvania, in granting the right of way to the New York and Erie Rail¬ road, in 1846, reserved the right to authorize connections with it, and. at the same time, made it a condition that in all charges for conveyanee and transportation, no higher rates should be imposed, per mile, upon the busi¬ ness which might pass upon it from or to a Pennsylvania road connecting with it, than upon the business destined to pass upon it to and from the city of New York. 27 Statement showing the number of tons (of 2000 pounds) shipped at each offio^on the several Canals within the twenty-three western New, York counties ; also the value of the property shipped, and the amount of tolls collected. OFFICES. Erie Canai : Syracuse.... Montezuma.. Lyons Palmyra...., Rochester... Brockport... Albion Medina Lockport Tonawanda.. Black Rock.. Buffalo Total. Oswego Canal : Salina Oswe.vo Total,. Catuga and Seneca Canal : Geneva Chemung Canal : Havana Horse Heads Corning Total. Crooked Lake Canal : Dresden Penn Yan Total. Genesee Valley Canal : Soottsville Mount Morris Dansville Oramel Total. Chenango Canal : Binghampton Tons. 92,193 129,786 12,160 25,116 99,892 41,873 2,231 89,781 41,060 166,254 88,105 610,314 1,346,765 283,350 400,841 684,191 47,275 15,276 54,641 117,660 187,557 7,520 28,237 35,757 85,097 42,155 25,330 20,319 122,901 20.411 Grand Total Deduct the four Lake ports, to wit : Buffalo, Black Rock, Tonawanda and Oswego '. Total local shipments from interior offices in the twenty-three counties. 2,644,857 1,264,514 Value. Tolls. $2,418,760 2,474,799 415.346 979,635 4,304,762 593 008 387,215 1,400,492 945,286 2,488,157 2,186,711 21,049,908 39,584,079 1,237,444 10,746,037 11,983,481 671,716 93,180 463,509 797,447 1,354,186 83,878 $67,568 62.908 15,830 46.529 159,298 6,263 40,623 26.149 114,537 93,988 89,244 802,658 1,525,595 37,091 314,487 351,528 85,433 26.453 16,881 40,594 250,855 497,952 748,807 1,252,127 821,346 546,279 166,993 2,786,745 379,619 1,380,843 $57,508,588 $34,420,813 8,199 19,115 27,814 10,446 12,371 11,5.36 10,564 44,917 4,717 $2,078,382 $1,300,327 $23,087,570 | $773,055 28 Merchandise shipped from Tide Water and left on the line of the several Canals in 1852, within the twenty-three counties. Erie Canal. Oswego Canal. Cayuga and Seneca C. Chemung Canal. Ci'ooked L. Canal. Genesee V. Canal. Total. 1852. Tons. 251,490 Tons. 82,798 Tons. 8.479 Tons. 6,080 Tons 3,951 Tons. 7,516 Tons. 860,809 From the preceding it will be seen that the railroads finished in the twenty-three counties of western New York, exclusive of the New York and Erie Railroad, which is not embraced in the table, carried in 1852 of Passengers, - - - - - - - 1,641,473 Tons of Freight, ------- 422,243 That their Receipts werej Passengers | Freight |Other sources| Total for 1$1,4Ó0,149 20,$576,772 26l $116,100 77 | $2,143,022 23 That the Canal shipments within the same local bounds after deducting the business at the Lake ports, so that none but local transactions should be stated, were in this wise, to wit : Tons of Freight, ------- 1,380,343 Value of Freight, ------- $23,087,570 Tolls collected, - - - - - - - $773,055 THROUGH AND LOCAL TRANSACTIONS. The distance across Western New York, in a straight line. North and South, is about ninety miles. Lengthwise over this belt of land, and reaching from the Hudson river to Lake Erie, in East and West parallel courses, pass the Central Conso¬ lidated Railroad, the Erie Canal, and the New York and Erie Railroad. These are the great arteries of the inland commerce of the country, and the sources of the vitality, energy and prosperity of New York City. And so long as Philadelphia withholds the lancet, and omits to tap them, so long will the trio empty the wealth of the Lakes into the coffers of New York City, and bear away from her plethoric shelves, cargoes and trains of her merchandise and goods. Yet it is not more certain that blood will flow from a pierced vein, or that lightning will follow a steel wire, than that business will rush to Philadelphia over an iron track, uniting her with the Railroads of New York. It need not concern Philadelphia, how many roads may hereafter be constructed in that region. The position of Cayuga and Seneca Lakes, stretching out forty miles crosswise over the narrowest part of the territory of the twenty-three counties, and due North of the Philadelphia point of Railroad Union, will compel all new 29 lines seeking to skorten distance between Buflfalo and New York City, to swing southward to the vicinity of the New York and Erie Railroad, and within easy reach of the Philadelphia line. There will be no more material shortening of the distance on the New York and Erie road, east of Waverly, after the leasing or purchase of the New Jersey Union Railroad, a cut off from Suifern's to Jersey City, whereby nine and a half miles are saved over the Piermont route. The shorten¬ ings now being made on the New York and Erie line are West of Waverly, and, therefore, as much to the advantage of Philadelphia as New York City. From Waverly to Philadelphia, by the North Pennsylvania Rail¬ road, the distance will remain forty miles less than from Waverly to New York City by the New York and Erie Railroad. None of the roads pro¬ jected from points on the Central road—Auburn, Syracuse or thereabout, to the Hudson river, if built, will make the distance from Buffalo to New York City as short as the lines diverging from the New York and Erie road, west of Waverly. Therefore, in the matter of distance in lineal miles, Philadelphia will enjoy a permanent advantage. Amount of business and revenue of the two great East and West Rail¬ road lines of the State of New York, in 1852. Name of Road. Miles in use.] No. of pas¬ sengers car¬ ried in cars. Tons freight. i Receipts fm passengers. Receipts fm fi eight. Receipts fm. oth'r sources Total Receipts. N. York & Erie, No. I. Albany & Sch'dy, II. Utica & Scht'dy, III. Syracuse & Utica, IV. Roch & Syracuse, V. Buff. & Rochest'r, Grand total of Al¬ bany & Buffalo Route, 469 864,330 456,462 $1,371,529.20 $1,905,884.39 $292,401.70 $3,-569,815.29 17 78 53 104 76 413,154 586,269 570,051 584,073 469,125 162,178 190,719 147,367 207,644 81,364 $171,752.74 619,903.72 409,308.19 682,829.45 431,357.29 $117,859.94 361,656.81 192.744.23 273,344.41 166,098.12 $ 6,500.00 48,214 25 14,865.69 32,193 05 22,521.23 $296,112.68 1,029,774.78 616,918.11 988,366.91 619,976.64 328 2,622.672 789,272 $2,315,151 39 $1,111,703.51 $124,294.22 $3,551,149.12 Average receipts per mile on whole route, from Albany to Buffalo, $10,826 68 Statement showing the total movement, in tons, in the year 1852, on the Erie Canal alone, not including the contributions of the lateral canals, also the amount of tolls collected :— Erie Canal—"from Albany to Buffalo Value of Proper¬ ty, 1852, . . 364 S . M -o ® Ch CÖ Tons. Tons. 501,319 863,673 Value, I Value, $121,087,312!$25,674,776 £ S • Tons 701,312 Valut $22,219.56 Tons. 2,129,384 Value, $168,931,144 il $2,799,849.88 $168,981,144 30 Aggregate revenue of the three through East and West New York lines, in 1852, $9,920,814 29 Average number of days of Erie Canal navigation, from 1825 to 1852, both inclusive, (28 years,) 231 days. Longest season of navigation, year 1828—269 days. Shortest season, year 1848—214 days. Original cost of Erie Canal, $7,148,477 NEW YORK AND ERIE RAILROAD.—1852. ARTICLES. Total Tons carried. Total tons shipped and carried from L. Erie to¬ wards tide water. Tons ship'd at Dunkirk. Total through Freight. 76,909 75,943 56,930 2,420 74,848 50,688 118,724 694 22,599 20,117 1,129 1,448 879 708 565 18,658 7,150 1,0.58 436 314 276 Vegetable Food Other Agricul. Products.. Total 456,462 47,574; 28,457 H ^ H c3 31,328 61,240 24,245 1,298 17,440 2,093 3,189 140,833 Total tons shipped and carried from tide-water w .2 "fril WS ft p, g" ■ . 3 fe-. (U 0) £-1 45 67 78 480 199 8,352 14,062 1,246 24,484 62 77 480 198 2,516 14,035 1,022 18,390 Total tons of each class of articles which came to the Hudson River by the Erie Canal in 1852. Tear 1852. Produce of the Western ( States and Canada ) The Produce of New York.. Products of the Forest. Agricul¬ ture. Manufac¬ tures. Other Articles. Total. Tons. 336,892 290,574 Tons. 778,818 136,549 Tons. 21,642 14,232 Tons. 14,626 51,366 Tons. 1,151,978 492,721 Total 627,466 915 367 35,874 65,992 1,644,699 Yalue of property coming from, and merchandise going to other States by way of Buffalo, Black Rock, Tonawanda and Oswego ; Tear 1852. Products coming from other States. Merchandise going to other States. Total. Value. $37,041',380 Value. $79,127,640 $116^^69^,020 31 Tolls collected and value of articles transported on all the Canals in 1852 and 1842 contrasted. Year. 1852. 1842. Boats &. Pass'grs Products of the Forest. Agricui- lure. Manufac¬ tures. Merchan¬ dise. Other Articles. Total. Tolls. f25l,859 165,515 Tolls $455,123 211,979 Tolls. $1,491,840 805,376 Tolls. $115,334 70,611 Tolls. $674,881 393,875 Tolls. $129,207 101,840 Toils. $3,118,244 1,749,196 Increase. $86,344 $243,144 $686,464 $14,723 $281,006 $27,367 $1,369,048 1852. 1842. Value. Value. $11,526,436 5,957,219 Value. $49,437,555 16,987,843 Value. $6,294,120 4,435,289 Value. $122,6-24,170 30,0)2,153 Value. $6,72!,236 2,594,104 Value. $196,603,517 60,016,603 Increase. $5,569,217 $32,449,712 $1,858,831 $9-2,582,017 $3,127,132 $136,566,909 1852.—Tolls collected on all the New York State Canals, - - $3,118,244 1852.—Value of all property transported on the N". Y. State Canals - $196,603,517 1852.—Tons of property moved on all the New York State Canals, 3,863,441 1852.—Earnings of all the Railroads in the State of New York : Passengers. $6,212,215 43 Freight. $4,105,629.72 Other Sources. $592,078.82 Total. $11,009,924.01 Tons of merchandise going to other States by way of Buffalo Pennsylvania. Ohio Michigan Indiana Illinois Wisconsin Kentucky Missouri Tennessee Alabama Iowa Canada 1843. 1844. 1 1845. 763 14,5'28 8,25-2 2,256 3,476 2,690 428 65 35 2 28 25 725 12,390 9,389i 2,332 4,310 3,272 205 14 13 7 100 1,041 14,286 10,14» 2,685 4,22(: 3,966 684 345 92 16 1 21 1846. 1847.I 1848. 1849. 1,260 17,302 9,950 3,491 5,789 5,704 473 302 55 28 133 2,685! 20,326 13,469 4,454' 7,985! 6909 7061 276 93 26 357 3,051 21,450 13,136 5,186 9,127 11,224 665 355 114 4d 76 32,798 32,767 37,713 44,487 57,290 64,426 67,966 79.406 99,916 143,787 4,989 15,147 10,002 6,519 9,557 9,408 1,372 4,234 695 4,119 1,924 1850. 1851 5,-323 14,302 12,-246 *»,66') 11.899 11,629 1,979 6,254 1,706 2 6,157 2,243 3,82: 23,919 22.021 9,:384 14,373 11,.379 1,068 1,-2-2:.: 873 l,Oli 24' 1852. 4,61.5 28,969 20,893 25,164 35,199 22,077 1,361 2,561 341 389 1,418 Tons from other States, by way of Buffalo, Black Rock, Tonawanda and Oswego, in 1852 :— Buffalo, Black Rock and Tona¬ wanda Oswego.. Agriculture. Product of the forest. Product of animals. Vegetable food. oth'ragl'rl products. Manufac¬ tures. Other arti¬ cles. Total. Tons. 195,879 Value. $2,499,423 Tons. 36,501 Value. $6,583,268 Tons. 500,994 Value. $13,488:067 Tons. 8,643 Value. $1,013,865 Tons. 15,282 Value. $799,55-3 Tons. 13,572 Value. $1,290,637 Tons. 770,874 Value. $-25,674 776 Tons. 141,013 Value. $1,517,485 Tons. 2,876 Value. $497,970 Tons. 229,471 Value. $8,244,226 Tons 330 Value. $46,059 Tons. 6,:i60 Value. 167,470 Tons. 1,054 Value. $27-2,828 Tons. 381,104 Value. $10,746,037 32 Statement of Meroliandise and Salt going to other States by way of Buffalo and Oswego : Merchandise passing to other Salt passing to other Tear States by way of States by way Buffalo. O swego. Buffalo. Oswego. 1852. Tons. Tons. Tons. Tons. 143,787 76,013 22,158 51,082 THE LAKES. The five fresh water Seas, whose joint navigable length is more than thirteen hundred miles, are as much the reservoirs of the surface crops as ~ of the running streams of avast domain. The waters rising above a fixed gauge pass away to the Atlantic, and the products gathered beyond the local wants, are sent away to distant markets. The Lakes, lying high above the Ocean, perform their part in the economy of nature by pouring their copious tribute down the cataract to journey on and meet the tide, while their part in the economy of trade is performed by floating the fleets of a prosperous commerce which has built up cities on their own borders and enriched a great city on the coast. Superior, Michigan, Huron, Erie and Ontario, the quintuple sisters, drain an area of three hundred and thirty-five thousand five hundred and fifteen square miles. This comprises a surface forty-three times as large as the State of Massachusetts, and if peopled in the same ratio to the square mile as the State of Massachusetts, according to the census of 1850, would contain a population of forty-two millions six hundred and ten thousand four hundred and five—almost twice the entire population of the Union in 1850. The annual increase of the commerce of the Lake Basin, has exceeded the increase of any other one of the grand divisions into which the laws of physical topography have divided the face of the country. In its rise and progress it is without precedent, and in the splendor of its promise beams one of the glories of the Kepublic. The first American vessel on the Lakes, was the schooner Washington, launched at Erie, Pennsylvania, in the year 1797. In the year 1816, the first steamboat named the " Ontario," was launched on the waters of On¬ tario Lake at Sacket's Harbor, and in 1818, the first steamboat, named " Walk-in-the-Water," was launched at Black Rock, on Lake Erie. • The pioneer navigators whose craft first ploughed the waters of the Lakes, carried supplies Westward for the Indian traders nnd returned with cargoes of furs and peltries. The opening of the Erie Canal, gave to Lake navigation the impetus which has since marked its history, and laid the basis of a traffic which has now the clock-like regularity of a system 33 in its wide spread ramifications, tlirougli a range of vigorous and powerful States. The first boat from the waters of Lake Erie, arrived at New York City, on the 4th of November, 1825. The value of the Commerce of Lake Erie, in 1851, was $209,712,520. Amount of tonnage 138,852. Philadelphia, by the North Pennsylvania Railroad and its connections, can make direct approach to the ports in the four United States Lake Revenue districts in Western New York, and the one United States Lake Revenue district in Pennsylvania. In the Revenue district of Oswego, the value of the Canadian Com¬ merce for 1851, was of Imports from Canada, . . . . . . $1,784,412 Exports to Canada, ...... 3,207,811 Total Foreign Commerce, .... 4,992,223 Coastwise Imports 1851, . . $6,083,036 Coastwise Exports, . . . 11,471,071 Total Coastwise, ..... 17,554,107 Total Foreign and Coastwise, ..... 22,546,330 The enrolled and licensed tonnage, sail and steam, 1851, was ....... 26,323 tons. " « " " « 1840, « 8,346 « Increase, 17,977 Revenue District of Genessee—Rochester, Port of Entry : Canadian Commerce, 1851. Imports, $49,040 Exports, 913,654 Total, 962,694 Tonnage enrolled. Steam, 429 tons ; sail, 257 tons—total, 686 tons. Revenue District of Niagara—Lewistown, Port of Entry ; Total Foreign Commerce, 689,769 " Coastwise Commerce, 670,318 Total Foreign and Coastwise Commerce, in 1851, . . $1,360,087 Enrolled and Licensed Tonnage in 1851. Steam, 100 ; sail, 506— Total, 606 tons. 3 34 District of Buffalo Creek—City of Buffalo, Port of Entry. In 1825, the tonnage on all the Lakes above the Falls of Niagara, com¬ prised three steamers of 772 tons, and 54 sailing craft of 1,677 tons. Total steam and sail shipping, entering the port of Buffalo, in that year, 2,449 tons. Vessels enrolled and licensed in the District of Buffalo Creek, during the year ending December Slst, 1851. fNumher. Tonnage. Steamers and Steam Propellers, ... 44 Sail Vessels 104 22,438 23,619 46,057 Total, 148 Steamers and Steam Propellers, enrolled and licensed at all other Districts on the Lakes, . . . 54,623 Sail Vessels, 115,294 Total of Steam and Sail shipping in all the U. S. Lake Districts, 215,974 1851. Imports into Buffalo, $31,889,951 " Dunkirk, 4,000,000 " Tonawanda, 2,089,663 Total, 37,979,614 1851. Exports from Buffalo, 44,201,720 « Dunkirk, 5,394,780 " Tonawanda, 1,692,423 Total, 51,288,923 Grand total of Imports and Exports of Buffalo Creek District, $89,268,537. Lake Commerce of Buffalo City for the year 1852 : Value of property imported by Lake, $34,052,798 " " exported " 52,075,709' Total, $96,228,507 This is exclusive of the value of property imported and exported by Railroad into and from Buffalo City in 1852. District of Presque Isle—Erie City, Pa., Port of Entry. 1851. Importations, Foreign and Coastwise, . . 1,983,868 " Exportations, " " . . 2,222,997 Total, $4,206,365 Licensed and enrolled tonnage, 7,882 tons. The amount of cereal produce transported on the Lakes in 1851, ex¬ ceeded twenty-seven millions of bushels. Of flour two millions of barrels^ of wheat eight millions of bushels, of corn seven millions of bushels, and of oats and barley, two millions of bushels. Up to this time, the trade of the Lakes has been almost wholly an agri¬ cultural trade. The mineral resources of the region which, thus far have been only partly explored, have yet to be developed and made available in a measure that will add a new phase in Lake commerce. 35 STATEMENT SHOWING THE TEADE AND TONNAGE OE THE CHAIN OF LAKES: Names of the United States Revenue CoMeciion Districts o» the Lakes, commencing east and proceeding west. Ag'te of Lake Trade. Tonnage. So ♦- CO 0 X c i: c c "SS 9 0 CD C 52 i Is s 0 Grand Total of the Lake commerce fur 1851. Enrolled. Entered Cleared. Steam. Sail. For. and Coasl'g. For. and Coasl'g. 0 Ph 0 PH P« 0 Ph I. Vermont (Burlington Port of Í Entry,) Vt. . > H. Cham., (Plaltsburgüo.) N.Y. ) III. Osweffatchie,(Odgb'gdo.)N.Y IV. Cape Vincent. N.Y. V. Sackett's Harbor V.Y. Total of ports east of any direct route from Puiladeiphia. VI. Oswego N.Y VII. Genesee, (R'tehester, do.)N.Y. VIH. Niagara,(Lewislown,do.)N.Y. IX. Buffalo Value. S26,390,S95 4,175,900 93,747 879,166 Tons 5 3,240 Í 917 1,985 343 Tons. 692) 3,2yl S .576 •2,496 6,763 Tons. 197,500 351,427 439,930 318,43;> Tons. 197,509 359,287 439,930 347,393 4.665 20,191 2,533 18,213 3,412 6,071 1,222 9,102 1,712 4,470 12,205 36,403 2,924 42,261 5,858 17,0^4 5,087 3,829 2 ,019 3,598 •"',061 29,963 $31,539,708 6,485 13,818 1,337,293 1,344,110 22,546,330 962,694 1.360,087. 69,263,537 3,823,309 35,475,226 22.619,732 30,918,351 27 591,362 5,003,967 24,12.5,51'^ 31,342,519 4,382 429 100 22.43.- 5,961 11,3.55 7.3 1,153 21,944 1,747 287 707 21,941 257 506 23,620 2.249 24,716 4,785 2,083 13.475 i;409 2,659 22,396 721,383 212,794 425,660 I 536,089 316,121 775,720 509,784 418,892 90.5,010 253,600 1,2.30.000 806,432 685.793 212.794 425.660 1,551,441 314,640 75>,69ii 501,633 419,942 920,690 253,600 l,2.50.00o 807,3.53 X. Presque Isle, Erie city, do.) Pa. XI. Cuyahoga, Cleveland, do.) O. XII Sandusky O. XIII. Miami, (Toledo,?, of Enlry)0. XIV. Detroit Mich. XV. Machinac Mich, XVI. Milwaukie Wiscon, XVII. Chicago Illinois. Total of Lake Pons nearer to Phila¬ delphia, than to New Yoik City, do. do. do. N. York City, than to Philadelphia. Grand Totals $295,0.53,627 31.539,708 70,576 6,485 12.5,096 13,818 6,132,213 1,-337,293 8,112,236 1,344,110 71,591 Increase 200,242 71,591 77,061 133,914 9,469,.506 9,456,346 128,651 CANADA WEST. The chief ports and towns in that portion of Canada which is bounded on the North by the Ottawa River, on the East by the River St. Law¬ rence and Lake Ontario, on the South by Lake Erie, and on the West by Lake Huron, comprising Canada West, will be accessible in a direct line from Philadelphia by the North Pennsylvania Railroad route. Canada West from Kingston westward, is excelled by no other tract of land in its pasturage and cereal crops. It is, in sooth, a lake rimmed plateau of gar¬ den soil, susceptible of cultivation to the topmost bent of farming excel¬ lence, and capable of supplying millions outside its limits with the surplus productions of its abounding agriculture. Canada West likewise teems with mineral deposits of rare value, under¬ laying its sodded fields and extensive forests. Canada West grows more wheat than any one State in the Union, after Pennsylvania, Ohio and New York, are excepted. Trade between the United States and Canada, in 18Í Value of Imports into Canada from the United States, " Exports from Canada to the United States, . $8,936,256 4,939,280 Total Imports and Exports, $18,875,536 36 Statement of the Produce, Live Stock, and Domestic ^Manufactures of Canada West, in 1851. Bushels of Wheat,. Barley, . " Bye,. " Peas " Oats " Buckwheat,... " Maize, " Potatoes, pç; « Turnips, Pounds of Wool, " Tobacco, « Maple Sugar,. " Butter, « Cheese, Live Stock, Bulls, Oxen and Steers. Milch Cows, 12,692,852 625.875 479B51 2,873,394 11,193,814 639,38.) 1,606,513 4,987,475 3,644,942 2,699.764 764.476 3,581,505 15 976,315 2,226,776 193,982 296.924 Calves and Heifers, Horses, Sheep, Pigs, ., Barrels of Beef, " Pork, " Fish, Yards of Fulled Cloth,... " Linen, " Flannel, Gallons of Cider Tons of Hay, Pounds of Hops, Bushels of Clover and Grass Seeds, Carrots, Mangel Wurtzel and Beans, 254,988 2Ü3.300 968,022 669,237 817,746 528,129 47.589 527,466 14,955 1,169,301 701.612 681,682 113,064 402,754 Tonnage of vessels employed in the inland trade, hetvreen Canada and the United States : Vesse/s inward to Canada ports, AMERICAN. BRITISH. Vessels outward from Canada ports, AMERICAN. BRITISH. Steam. Sail. Steam. Sail. Steam. Sail. Steam. Sail. Tons Tons. Tons. Tons. Tons. Tons. Tons. Tons. 1,224,523 139,867 845,589 202.039 753,318 153,670 564,089 206.361 Inward and outward to and from Canada ports : Steam. American. " British. Sail. American. British. 1,977,841 1,409,678 293.537 408.400 Total inward and outward tonnage, 3,387,519 701.937 4,089,456 PEINCIPAL INLASri) CANADIAN POETS ON LAKE EEIE AND LAKE ONTASIO. S . o (C Ç-.S Value of 1 Imports from U. S. Value of Exports to U.S. 5 « 2 à. C 4) t X E-= Vessels Arrived. Vessels Cleared. American. British. American. British. Steam. Sail. Steam Sail. Steam Sail. Steam. Sail. Lake Erie S^taiiley... Dover.... DuiiviUe S.trnifi ... Siitulvi'ich L,Ontario Toronto . IliltllillOll Kmii.-'lon Belleville Coburg... Hope U;ikville Whiiby. . 30,77.5 14,112 ll,5i:5 3,S7I ®2=î5,076 81.76 110,840 19,66e' 173,72e l,r>2.'5,6:.'0 1,010,7.56 91 1,!)I2 98,521 1 5.161 79,016 42.576 20,94.- 3?85,30i 1)1,10.1 76,116 45,844 3u,.s3-2 327,368 35'^248 42l.01( 147 361 71 612 100,104 J22 876 201,164 2,043,852 S370.380 1.33.164 187,256 65,5 2 213,560 1,8.52,988 1,403,001 1,336,^28 245.8-8 197,076 179,421 16.5,452 231,112 Tons 17,600 25,639 198 12,8-!8 27,701 701 72,824 370,46; Tons. 1-306 8,631 1,170 557 311 4,644 7,448 13.362 10,106 220 1,420 3,750 Tons. 1,-300 5,730 5,235 600 21,368 142,992 9,606 85,312 3,680 34 ,.300 29,430 89,' 00 Tons 2,60( 6,987 ISO 4,413 15,480 12,992 10, 18 39,621 8,256 1.9-'9 9,682 12,600 Tons. 9,315 25,639 198 12,671 27,701 701 72,454 400,722 Tons. 1,520 8,831 1,170 ,5.57 311 4,644 6,623 22,20.3 10,365 739 1,420 1,409 3,750 Tons. 204 5,730 5,225 6-0 21,368 107,646 868 1,286 3,421 26,7t.0 29,316 196,438 89,600 Tons. 1,161 6,669 180 4,413 15,480 11,552 10,718 27,3(56 8,205 4,753 7,480 12,3.32 12,600 4,.537,688 6,581,740 I 37 To facilitate tlie development of the resources of Canada, the aid of the Provincial government has been extended to Railroad schemes of gigantic magnitude. In some cases, this aid has been rendered by a direct stock subscription, and in others by a guarantee of the bonds of the Rail¬ road corporation. The Grrand Trunk Railway of Canada, with its branches, comprises one thousand one hundred and twelve miles of Railroad! This is not a scheme existing only in anticipation on paper, but its stupendous proportions are traceable in the progress already made in its construction. Beginning at the debouchure of Lake Huron, at Sarnia, the Grand Trunk Line crosses the country in a North-east direction by way of Strat¬ ford and Guelph, touching the West shore of Lake Ontario at Toronto, and passing thence along the bank of the Lake into the valley of the St. Lawrence, down which it continues via Montreal to Trois Pistoles, one hundred and sixty miles below Quebec. From Trois Pistoles the line will be continued to St. John's, New Brunswick; from Montreal to Portland, Maine, a road leased by the Grand Trunk Company is now open. The Grand Trunk road, therefore, will have outlets to two harbors on the Ocean. By a line diverging at Belleville, in Canada West, a connection will be formed via Peterborough with the Georgian Bay. This Bay will soon be connected with Ontario Lake by two routes, one tending down the St. Lawrence, the other tending towards Western New York. The Canada Great Western Railroad, though not so huge an enterprise as the Canada Grand Trunk, differs from the latter in one material aspect ; for while it will be the policy of the Grand Trunk Company to pass ton¬ nage and passengers to points East of Toronto, it will be .the policy of the Great Western Railroad to concentrate their business at Bellevue, below yet near Niagara Falls, whence it will be distributed to New York and Philadelphia, but only to reach the latter city when the North Pennsyl¬ vania Railroad shall be finished. The great Railroad Suspension Bridge now in process of construction, is the work of the Canada Great Western Company, who in that way evince their appreciation of the value of a con¬ nection with the roads of Western New York. The Canada Great West¬ ern Railroad begins at the Suspension Bridge, on the Niagara River, whence it takes it course direct to Hamilton, on Lake Ontario, then di¬ verges southwestward through a range of charming country by way of Paris and London, and terminates at Windsor, opposite Detroit. A branch road extending to Gait, twelve miles, is in course of construction, simulta¬ neously with the main-line, which is about two hundred and twenty-two miles in length. From London to Sarnia, sixty miles, the company also 38 intend, without loss of time, to build a branch road. The road from Toronto to Hamilton has been leased by the Canada Great Western Com¬ pany, whereby the business of that city will be brought to Niagara, and a friendly route made of the road from Toronto ria Barrie to Georgian Bay. The City of Buffalo to secure a place in the Canada Eailroad plan, has contributed by a municipal subscrij tion, to the construction of the Buffalo and Goderich Eailroad. This road begins at Waterloo, three miles below Buffalo, on the Canada side of Niagara Kiver, and thence passing across the country by way of Brantford and Stratford, terminates at Goderich, on Lake Huron. Its length is one hundred and sixty miles, of which seventy miles are straight line and almost horizontal grade. Its Eastern terminus, by ferry, will be in the city of Buffalo. The distance by Steamboat from Buffalo to Goderich, is 470 miles The distance by Eailroad, including ferry, is . 160 " Distance saved, .... 310 In the season of Lake navigation, the Canada cross cut roads terminat¬ ing on Lake Huron and Georgian Bay, and there connecting with steam¬ boat lines, will come into full requisition among persons travelling between the mineral region of the upper Lakes, and the cities of Philadelphia, New York and Boston. When the Lakes are frozen, some of them will have to rely wholly upon the local resources of the country through which they pass. This, however, will not be the case with the roads terminating at Windsor on the Detroit river, nor at Sarnia on the St. Clair river, for the ferriage at those points offering no greater obstruction in winter than in summer, will enable them to use their through advantages the year round. The neck of land severed by the escaping waters of Niagara Eiver will be united by massive viaducts and colossal suspension ways, upon which will be laid down tracks of iron, joining into continuous lines the great through routes between cities on the tides of the Atlantic and the region beyond the Lakes. Going Northwest, the continuous lines of Eailroad from Philadelphia, New York and Boston, will converge 'on the eastern bank of the chasm which confines the whirlpool and rapids, there to meet lines radiating from its Western bank to Lake Huron, Georgian Bay, and intermediate points. In drawing the trade of the North-west across the strip of land lying between Lakes Ontario and Erie, and by bridge and ferry across Niagara river, uniting Canada West with Western New York, Philadelphia should feel an immediate concern ; for it needs no great amount of discernment to foresee that when the Canada Grand Trunk Line shall be completed, an effort will be urged to divert the North-west trade 39 down the St. Lawrence, and thence to the Ocean harbors of Portland and St. John. Canada West is sure to become the seat of large commercial transactions, and if Philadelphia would ever share in them, she must own a Railroad leading in that direction. RAILROAD DISTANCES. In the ways of this life, time is money. In going from one place to another, distance must be overcome and time consumed. Therefore, to economize time is to save money. This can be accomplished most suc¬ cessfully in matters of business, by choosing the shortest and best route to the point to be reached, and the nearest market that will suit the object to be accomplished. From Philadelphia to Bethlehem by proposed direct route, 55 m. " " Bethlehem, via Trenton, Lambertville, &c., 91 « " Easton by direct route, .... 65 " via Trenton, Lambertville, &c., .* 79 " <' Maucb Cbunk, via Bethlehem, . . 86 " " " Trenton, Lambertville, &c., . 125 " " Great Bend, via Easton, Water Gap and Scranton, ...... 189 " " Syracuse, via Water Gap, Great Bend, &c., 284 " " Oswego via Water Gap, Great Bend, &c., 319 " " Roch, via M. Chunk, Towanda, Elmira, &c., 380 " " Niagara Falls, via Mauch Chunk, To¬ wanda, Elmira, Canandaigua, &e,, . 397 " " Buffalo via Mauch Chunk, Towanda, Ilor- Hornellsville and Attica, . . , 883 " " Dunkirk via Manch Chunk, Towanda, Waverly and Glean, .... 420 " " Charlotte, Genessee Bay via Towanda, Elmira, Canandaigua and Rochester, 338 " " Fair Haven, Lake Ontario via Towanda, Waverly, Auburn, &c., . . . 317 " " Fair Haven, Lake Ontario via Scranton, Owego, Auburn, &c., . . . 332 " " Erie City via Towanda, Corning, Olean, Little Valley, &c., . . . 433 " " Sodus Bay via Towanda, Elmira, Hall's Corners, &c.„ 324 " " Lewistown via Towanda, Elmira, Canan- . daigua, &c., 404 40 From Philadelphia to Suspension Bridge via Towanda, Elmira, Canandaigua, &c., .... " " Black Rock via Towanda, Ehnira,, Hor- nellsville and Buffalo, . . . ' . " Waterloo via Canada West, Towanda, Elmira, Hornellsville and Buffalo, From New York to Bethlehem via New Jersey Central E . R. &c.. « ÍÍ li a (( ci (C (C 399 386 387 90 78 124 Easton via New Jersey Central Railroad, &c., Mauch Chunk via New Jersey Central R. R. Great Bend via New York and Erie Rail¬ road, Jersey City direct, . . . 200 Syracuse via Albany and Buffalo route, . 292 Oswego via Albany and Syracuse, . . 327 Charlotte via Elmira, Canandaigua & Roch., 378 Rochester via Albany and Buffalo route, . 373 Rochester via Great Bend, Elmira and Can¬ andaigua, . ■ . . . . • 370 " " NiagaraFallsvia Albany, Roch'ter and Lockp't, 449 From New York to Niagara Falls via Great Bend, Hornellsville and Buffalo, . . . . . 438 " " Buffalo via Albany, Syracuse, Rochester, &c., 442 « « Buffalo via Great Bend, Elmira, Hornells¬ ville, &c., 424 « " Dunkirk via New York and Erie Railroad, 460 COMPARISON OF DISTANCES. From Bethlehem to . Easton to . . Mauch Chunk to Great Bend to . Syracuse to . . Oswego to . Fair Haven to . Rochester to . Niagara Falls to Buffalo to . . Dunkirk to . . Black Rock to . Waterloo, C. W. to Suspension Bridge to Lewistown to . . Charlotte (Genessee Bay) to Sodus Bay to ... . New York. Philadelphia, 90 m 78 124 200 292 327 332 370 437 423 460 426 427 439 440 378 364 55 m 65 86 189 274 319 317 330 397 383 420 386 387 399 404 388 324 Difference in fav( of Philadelphia. 35 m 13 38 II 15 40 40 40 40 40 40 40 40 40 40 41 FROM ELMIRA TO PHILADELPHIA, BALTIMORE AND NEW YORK. From Philadelphia to Elmira—Susquehanna Route : " Philadelphia to Harrisburg, . . . 106 miles. " Harrisburg to Sunbury, . . . . 54 " " Sunbury to Williamsport, . . . . 40 " " Williamsport to Elmira, . . . • 75 " Total, Prom Philadelphia to Elmira—Schuylkill Route : Philadelphia to Tamaqua, . Tamaqua to Cattawissa, Cattawissa to Milton, Milton to Williamsport, Williamsport, .... Total, 275 miles. « II a (Í a 98 miles. 48 « 24 « 26 " 75 " 271 miles. (C . Via North Pennsylvania route, Difference in favor of North Pennsylvania Railroad route, 47 483 419 64 43 From Philadelphia to Buffalo : Sunbury and Erie route, to Erie City, .... 436 Lake Shore Railroad. ....... 88 524 From Philadelphia to Buffalo, via North Pennsylvania Railroad route, 383 Difference in favor of North Pennsylvania Railroad route, . 141 PHILADELPHIA AND LAKE ERIE. From Philadelphia to Erie City, via Sunbury and Erie Railroad, 436 " " Buffalo, via North Pennsylvania Railroad, 383 Difference in favor of North Pennsylvania route, . . • 53 PHILADELPHIA AND LAKE SUPERIOR. From Philadelphia to Toledo by Railroad via Pittsburg, Cleveland, &c., 606 " Toledo to Detroit by Steamboat, ... 66 " Detroit by Steamboat via Thunder Bay Island, Presque Isle and Mackinau to Sault St. Marie, 454 Total, 1,126 Philadelphia to Buffalo by Railroad via North Pennsylvania route, .... 383 Philadelphia to Goderich by Railroad, . . 160 Goderich to Sault St. Marie by Steamboat, . 250 Total, 793 (( Distance saved by North Pennsylvania and Buffalo route, 333 Philadelphia'and lake huron. From Philadelphia to Toledo by Railroad, . . 606 " Toledo to Port Sarnia by Steamboat, . . 136 Total from Philadelphia to Port Sarnia, . 742 " Philadelphia to Buffalo by Railroad, . . 383 " Buffalo to Sarnia by Railroad, . . . 193 576 Distance saved by Railroad route via Buffalo, 166 PHILADELPHIA AND LAKE MICHIGAN. Philadelphia to Cleveland via Pittsburg, . 493 Cleveland to Toledo, 112 " Toledo to Calumet (at South end of Lake Mi¬ chigan), 202 807 44 Total distance by Kailroad, . . . 807 m From Philadelphia to Buffalo, .... 383 " Buffalo to Sarnia, ..... 193 " Sarnia to Grand Haven on Lake Michigan, . 200 Total distance by Railroad, ... ~ 776 m Difference in favor of Buffalo route, . , 31 m DISTANCES FROM PHILADELPHIA To Harbors on Lake Ontario, Georgian Bay, and River St. Lawrence. From Philadelphia to Oswego by Railroad, .... 319 m " Fair Haven by Railroad, ...... 317 " Sodus Bay , " ...... 324 " Charlotte " . . . . . . 338 " Lewistown " ...... 404 From Oswego, N. Y. to Kingston, (Canada West) by Steamboat, 84 m " Kingston to Ogdensburg (New York) by Steamboat, . 64 " Ogdensburg to Montreal (Canada East) by Steamboat, . 137 " Montreal to Quebec (Canada East) by Steamboat, . . 180 " Fair Haven N. Y. to Coburg, C. W. by Steamboat, . 70 " Coburg, C. W. to Georgian Bay via Peterborough by Railroad, ........ 98 " Lewistown N. Y. to Toronto, C. W. by Steamboat, . 43 " Toronto to Georgian Bay via Barre by Railroad, . . 91 RECAPITULATION. From Philadelphia to Kingston, 403 ■" " Coburg via Fair Haven, . . . 387 " " Peterborough via Fair Haven and Coburg, 417 " " Georgian Bay at Gloucester via Fair Haven, Coburg, &c., ..... 485 " " Toronto via Lewistown, .... 447 " « Hen and Chickens' Harbor on Georgian Bay via Lewistown and Toronto, . . 538 « « Hen and Chickens' Harbor on Georgian Bay, by continuous Railroad via Niagara Falls, Hamilton, Toronto and Barre, 572 « " Port Goderich on Lake Huron via Buffalo, "Waterloo, Brantford, &o., by Railroad the whole way, .... 543 « « Port Sarnia, at entrance of Lake Huron waters into River St. Clair, by Railroad via Buffalo, Waterloo and London, . 576 « " • Detroit via Buffalo, Waterloo and London, 620 45 From Buffalo to Detroit, Steamboat, • • • 330 " Detroit to Goderich, ..... 140 Total from Buffalo to Goderieli by Steamboat, . . 470 " From Buffalo to Goderich by Kailroad, .... 160 Distance saved by Railroad, ..... 310- " Buffalo to Sault St. Marie by Steamboat, . . . 784 " Buffalo to Sault St. Marie by Railroad and Steamboat, direct, ......... 410 Distance saved by direct route, . . . .874 " Philadelphia to Sault St. Marie : " Philadelphia to Buffalo, . . . . . 383 " Buffalo to Sault St. Marie, .... 410 793 SHORTEST ROUTE TO ALL THE LAKES. The North Pennsylvania Railroad forms a link in the shortest iron line from Philadelphia to the five great Lakes, to wit: Ontario, Erie, Huron, Michigan and Superior ! Distance To Ontario at Erie at Huron at Michigan at 1 Superior at from Fair Haven, Buffalo, Sarnia, Grand Haven Sault St. Marie. Philadelphia 317 383 543 776 1 793 The route from Philadelphia to Fair Haven on Lake Ontario, is ten miles less in distance than the shortest route from New York City to any point on that Lake. It is forty miles less in distance to each of the other four Lakes, than any other route leading from these Lakes, or either of them to the City of New York. It is also nineteen miles shorter than the shortest line leading from the Lakes towards the City of Baltimore, besides the advantage of an uniform gauge of track, whereas in the case of the Baltimore connection there will be. as before stated, a break of gauge compelling a transhipment. Philadelphia, therefore, by the construction of the North Pennsylvania Railroad, can occupy and maintain a position of closer proximity than either the city of Baltimore or the city of New York, to north Pennsyl¬ vania, western New York, Canada West, and the whole Lake basin from Fond du Lac at the head of Superior, to Kingston at the end of Ontario. These Lake termini are more than sixteen hundred miles asunder, and to every port and harbor within these wide bounds, Philadelphia can enjoy a shorter communication than either New York or Baltimore. The two-fold effect of a Railroad is seen and enjoyed in the activity it instils into business and the new value it imparts to real estate. The first cost of a Railroad well planned, is more than added to the cash valuation of real estate along its route and at its termini, simultaneously with its construction. And during its operation, at successive periods, business is 46 quadrupled in amount, and property doubled in price. In tbese times, without railroads towns stand still or retrograde, while other towns with railroads shoot ahead in wealth and population in a ratio to be equalled in no other way. The city of Louisville, Kentucky, embarked in her grand railroad scheme in 1848, at which time the assessed value of property in her bounds was a little over $14,000,000. Since then she has subscribed $1,100,000 to three railroads, and is about to subscribe $1,000,000 to a fourth Rail¬ road Company. In 1853, after five years of railroad enterprise, the value of property has risen to about $80,000,000, being more than double what it was in 1848 ! The city too is prospering in a measure excelling any previous period in her history. In the State of Michigan the valuation of property in 1853, was . $76,735,495 21,526,957 1851, 55,208,538 Increase in two years, There are in the State thirty-six counties : In the six counties through which the Michigan Central R. R. runs, the increase was, $29,359,771 " " " " " SouthernE.K.runs, the increase was, . 12,902,280 Increase in twelve counties having railroad facilities, . . . $42,262,459 " twenty-four counties without finished railroad accommoda¬ tions, 12,946,308 Total, $55,208,538 Average increase in the twelve Railroad counties in two years, . $8,521,852 " " " twenty-four counties without Railroads, . $539,429 Increase in counties with Railroads more than six times greater than in counties without Railroads ! This is convincing and conclusive testimony of the solid and permanent benefits resulting to the farming interest from the construction of Rail¬ roads. DISTANCES TO EUROPE. To Liverpool. Per Ton Miles. Per Mile. Yoyage. Mills. From New York 3,034 1.75 $5 80 " Philadelphia 8,181 1.75 $-5 56 " Baltimore 8,430 1-75 $6 00 It is estimated by the New York State Engineer, Wm. J. McAlpine^ Esq., that the cost of transportation per ton per mile, is On the Ocean, long voyage, " " short " " Lakes, long " " " short " . , " Railroads transporting coal, " " not for coal, favorable lines and grades, 12-5j " In 1852 the average expense of operating the Central New York Line of Roads, was 8¿ mills per ton per mile, and of the New York and Erie ly®j mills. 2 to 6 " 2 « 8 to 4 « 6 to 10 " 47 Koad 7 mills per ton per mile, according to official reports. Average charges for freight per ton per mile on Northern Koads, from 2/ö cents to 4j^ cents. DISTANCES FROM BUFFALO TO SEAPORT CITIES BY RAILROAD. From Buffalo to Philadelphia " " Baltimore " " New York Charge for transportation of one ton of freight by Railroad, at two cents per ton per mile Miles. 383 402 423 Philada. $7 66 Difference in favor of Phila. 19 40 Baltimore. $8 04 New York. $8 46 Charge for transportation of one ton of freight from Buffalo to Liverpool, via each of the three cities respectively Philada. $13 22 Baltimore. $14 04 New York. $13 76 Difference on one ton in favor of Philadelphia route over Baltimore, 82 cents. " " " " " New York, 54 " These figures evolve a sunbeam of promise to gladden the future of Philadelphia. They show that Philadelphia may place herself in a line from Buffalo to Liverpool, which can carry at less cost than a line be¬ tween the same termini through the City of New York. In land trans¬ portation it is ever an important consideration to save distance to tide¬ water. Freight destined from the interior to the seaboard for shipment abroad, will seek the nearest one of all the ports furnishing equal dock and warehouse facilities, and take ship thence for Europe. On land every mile of Railroad distance is greatly more expensive than Ocean distance, because on land the charges for transportation must be so levied as to reimburse the cost, equipment, repair and maintenance of eacli mile of artificial way, while on the Ocean the only capital required is in the vessel, her maintenance, and harbor accommodations, nature furnish¬ ing a free channel for her hull, and wind to fill her sails. And Philadel¬ phia having the advantage of the shortest iron line between the navigable waters of the Lakes, and any one of the Atlantic seaport cities, will have the shortest portage in the season of navigation, and the shortest continuous land route in times of ice in the Lakes. The duration of Railroad communication is unlimited, occupying all the months of the year, while canal navigation is restricted to seven months. Besides, the Erie Canal extending from the Hudson River to Lake Erie, can no more monopolize to itself the carrying business of the Lake basin, than one artery can perform all the functions of the human body. The average business season of that canal comprises two hundred and thirty-one days, Sundays included, against three hundred and sixty-five days for Railroad uses. Excluding Sundays, the Canal season embraces but one hundred and ninety-eight days, against three hundred and thirteen days for the Railroads. More than one-third of the year is lost to the Canal, includ¬ ing the time of the heavy spring trade. The truth is, the Canal will be 48 useful in diminishing the plethora of the Lake business, carrying off the dross and heavy articles in bulk, and leaving to be carried, both ways, by Kailroad,the more valuable and profitable portions of a magnificent commerce. It is the amount of freight concentrated, and the facilities which exist to get it away, that cheapens transportation to or through a seaboard city. There is no reason why Philadelphia shall not have dock room, store¬ houses and harbor accommodations of such kind and description as shall make her the entrepot of inland products for export, and an importing mart for inland supplies, in a scale approximating if not excelling any other city. She was the commercial metropolis of the nation under a system of turnpikes, and may retrieve her former proud rank under a system of Railroads. In all natural and artificial advantages, save only those pertaining to Canal transactions, Philadelphia enjoys a pre-eminence over any other American seaport city. The sole objection urged in times agone of remoteness from the sea, has lost its force since steam has nar¬ rowed the Ocean to a ferry, and vessels ply their trips to foreign ports across the waters with a regularity approaching the harmony of the orbs that move in space. It will at once be perceived from the data and comment presented, that ' a vast amount of traffic and travel awaits the making of a road from Phila¬ delphia to the New York State line ; and whether this business with its matchless accumulations frorn year to year, shall be accommodated with a passage this way, into the warehouses and coffers of Philadelphia, or be compelled hereafter as heretofore, to go wholly to New York and Boston, is the question now submitted for the consideration and action of this com¬ munity. It is not more certain that the great country which will be opened to Philadelphia by the proposed extension of the North Pennsylvania Rail¬ road sends its waters to the sea, than that it will send a large share of its trade to this city. The length of new road required, two hundred and sixteen miles of main line, should be no impediment to the accomplish¬ ment of an object so grand in its outline, and so sure of reward and profit in its results. In addressing these facts to the judgment and enterprise of the citizens and corporate authorities of Philadelphia, City, Districts and County, the belief is entertained that a fitting response will be returned to warrant the Company to proceed without loss of time in the vigorous prosecution of the work at both ends of the survey, and throughout the intermediate sections between Philadelphia and the north boundary of the Common¬ wealth of which she is the metropolis and chief city. By authority of the Board of Directors. THOMAS S. 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Collsei/te eninv! %\ NEW TOI Sien Tenetfle\ Ao/iä A': Iii Uirris ilni/\/ V f I \din/dhh/ ^ '^W/Feet/ni/ M,Ct l'tudvn Allenlviei? M m U CutikirloH't^^ I yi^Jt eiidiiti^ SellerseilJe AeH'm ''■^''h'/sejt(eiit''ot (J/4 III easier PIIlLxUlELPJ Tren Ion UJ yL- »f h/nherltiiul ^fe ^hio deO' /fJJ. Jjit/iJ*ie^iriiit*J^iit^ t.hot/ners tâ/iÇJ/tdf / N B.ALTIMORE^ X: T