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A public-domain text about Boston, accessioned whole so the archive can quote it.","text_extract":"^^1 \n\nr \n\nI \n\n73.44 \n\nI \n\nA5 \n\n1 \n\n1851 \n\nA=S \n\n0 =1 \n\n1 ^S§ \n\n6 ==? \n\n1 ;; =m \n\n1 =^| \n\n6 ^^^ \n\n9 1 \n\nA TABULAR REPRE- \nSENTATION OF THE \nPRESENT CONDITION \nOF BOSTON \n\n\n— ,, - ^..,. — - \n\n\nTHE LIBRARY \n\nOF \n\nTHE UNIVERSITY \n\nOF CALIFORNIA \n\nLOS ANGELES \n\n\n|i!!i>' \n\n\niiij'i \n\n\n^r;i:nv. \n\n\n^tUBRARYQ^ \n\n\n'^ \n\n\nUN1VER%_ ^10S-ANCEI%. \n\n\n-^y. \n\n\n. \no \n\n\n%ojnv3-jo>^ ■ \n\nso \n\n\nt3WV \n\n\n.^OFCAIIFO/?ij, \n\n\n\"^(^Aavasni^ ^ \n\n\"^/jaHAiNn-iWv* \n\n\n|BRARY6k^ \n\n\nA\\\\[UN'IVERy/- \n\n\n^xMUBRARYO^ ^^LIBRARYQ^ \n\n\nnv3-jo^ \"^i^iJONvso^^ \"^/saaAiNn-HViV^ '^ojiiva-jo^ %ojnv3-jo>' \n\n\nLIFO/?^ \n\n\nin# \n\n\n,^WEUNIVERS-M \n\n\nvvlOSANGE[fj> \n\nO^ Mil \"^ \n\n\n^aaAiNn-jwv' \n\n\n0= \n\n\n^OFCAL!F0/?4j, ^OFCAilFOfi*^ \n\n\n^. \n\n\n'^^^Aavaan-^- ^t?AavaaiH^ \n\n\nTABULAR REPRESENTATION \n\nOF THE \n\nPRESENT \nCONDITION OF BOSTON, \n\nIN BEIiATION XO \n\nRAILEOAD FACILITIES, FOREIGN COMMERCE, POPULATION, WEALTH, \nMANUFACTURES, ETC., ETC. \n\n. ALSO, A FEW STATEMENTS RELATIVE TO THE \n\nCOMMERCE OF THE CANADAS. \n\n\nTABULAR REPRESENTATION \n\nOF THE \n\n, PRESENT \n\nCONDITION OF BOSTON, \n\n\nIN RELATION TO \n\n\nRAILROAD FACILITIES, FOREIGN COMMERCE, POPULATION, WEALTH, \nMANUFACTURES, ETC., ETC. \n\nALSO, A FEW STATEMENTS RELATIVE TO THE \n\nCOMMERCE OE THE CANADAS. \n\nPREPARED FROM THE MOST RELIABLE SOURCES, UNDER TliE DIRECTION OP A SUE-COMMITTEE \n\nFROM THE JOINT SPECIAL COMMITTEE ON THE RAILROAD CELEBRATION, TO TAKE \n\nPLACE SEPTEMBER 17lli, ISlli, AND 19th, 1851 ; WTTH A MAP. \n\n\nBOSTON: \n1851. \n\nJ. H. EASTBURN. CITY PRINTER. \n\n\ni \n\n\nF \n\n73.44. \nAS \nIS5I \n\n\nPREFACE. \n\n\nTlie following statistics have been compiled with as much \ncare and accuracy as the limited time allowed would admit. \nEven when not obtained from official sources, they are be- \nlieved to be nearly, if not perfectly, correct. \n\nAs in some instances, it is designed to show the advanta- \nges possessed by Boston, as compared with those of other \ncities, great pains has been taken to make it as impartial as \nSi possible, and to give to those cities the benefit of prospective \nX improvements in the way of shortening their lines of commu- \nnication with the Canadas and the West. \n\nMuch labor has been bestowed upon the accompanying \n\nmap, to make it as accurate as the best available sources of \n\ninformation would admit. No doubt errors and omissions \n\n5 may be found on it ; but it is believed they are not of a char- \n\n1 acter to affect its general correctness, or usefulness, for the \n\n•v purposes of the present celebration. \n\n« Free use has been made of an article on '' Boston as a \nCommercial Metropolis in 1850,\" by E. H. Derby, Esq., and \noriginally published in Hunt's Merchants Magazine for No- \nvember, 1850. \n\nAt the close of the pamphlet, important conclusions are \ndrawn from the facts it contains, and to these conclusions, \n\nrwith accompanying summary statements, it is hoped by the \nuommittee, that special attention will be directed. \n\n'^ E. S. CHESBROUGH, City Engineer. \n\nBoston, September \\7th, 1851. \n\n\n:?r>86,f-»7 \n\n\nRAILWAYS ANJ) STEAMERS \n\n\n\" The growth of Boston and her environs, has been more \nrapid during tlie past ten years, than in any previous de- \ncade. The South has ascribed her progress principally to \ncotton mills. In common with commerce, the fisheries, and \nother manufactm'es, these have doubtless contributed to her \nincrease ; but the cotton business grew more rapidly in the \npreceding ten years, and is now less important than the man- \nufactures of leather.\" \n\n\" The principal cause has undoubtedly been the construction \nof railways, and the establishment of a semi-monthly steam \nline to Europe. These have given great facilities to her \ncommerce, enlarged her market, attracted merchants, stimula- \nted every branch of manufacture, created a demand for \nhouses and stores, and advanced the value of real estate. \nSeptember 30th, 1839, there were but one hundred and \nsixty-seven miles of railway radiating from Boston.\" In 1S51, \nBoston is wedded to more than one thousand miles of railway \nin Massachusetts, more than eighteen hundred in the five \nother States of New England, and six hundred and fifty \nmore in New York. \" In all, three thousand miles. In Sep- \ntember, 1839, her railway horizon was bounded by Salem, \nBradford, Nashua, and Providence. It now encircles a web \nspreading over Massachusetts, and extends to the Kennebec, \nthe St. Lawrence and the Lakes. This great system of rail- \nways has been principally planned and directed by her saga- \ncity. Boston invested largely in lines to the North, and in \ndistant railways, — the Michigan Central, Mad River, Read- \ning and Wilmington ; and [she also expended five millions \nin an aqueduct, and as much more on factory cities. The \naqueduct has been in operation three years. Her last invest- \nments promise to be remunerative, and will bring with them \na strong current of trade from newly acquired territory. \nRailroads have become the great interest of Boston, and her \ninvestment in them exceeds fifty millions of dollars. \n\n\nI \n\n\nNAMl!:S, LENGTPI, AND COST, OF NEW ENGLAND \nRAILROADS. \n\n\n11 \n\no \n\ns ^ \n8-2 \n\nNames ol'Railvvii.vs. \n\no\"\" \n\n0. of miles in \nconstrue \n\nCosts. \n\n^ \n\n25 \n\nMAINE. \n\n\nAndroscoggin, \n\n36 \n\nAndroscoggin and Kennebec, \n\n55 \n\n$1,621,878 \n\nAtlantic and St. Lawrence, \n\n70 \n\n86 \n\n1,500,000 \n\nBangor and Piscataquis, \n\n12 \n\n350,000 \n\nBuckfield Branch, \n\n13 \n\n370,000 \n\nCalais and Baring, \n\n6 \n\n100,000 \n\nKennebec and Portland, \n\n54 \n\n15 \n\n1,000,000 \n\nMachias Port, \n\n8 \n\n100,000 \n\nPortland, Saco and Portsmouth, \n\n52 \n\n1,293,640 \n\nYork and Cumberland, \n\n11 \n\n42 \n\n360,000 \n\nNEW HAMPSHIRE. \n\nAshuelot, \n\n24 \n\n510,000 \n\nBoston, Concord and Montreal, \n\n76 \n\n17 \n\n1,567,073 \n\nCheshire, \n\n54 \n\n2,584,143 \n\nCocheco, \n\n18 \n\n500,000 \n\nConcord, \n\n35 \n\n1,385,788 \n\nConcord and Claremont, \n\n26 \n\n24 \n\n560,624 \n\nContocook Valley, \n\n14 \n\n219,450 \n\nEastern, (included in Eastern \n(Mass.) Railway Company, \noperated by the latter Com- \npany.) \n\n\nGreat Falls, \n\n3 \n\n$ 60,000 \n\nGreat Falls and Conway, \n\n12 \n\n300,000 \n\nManchester and Lawrence, \n\n26 \n\n717,543 \n\nNew Hampshire Central, \n\n26 \n\n600,000 \n\nNorthern, \n\n82 \n\n3,016,634 \n\nPortsmouth and Concord, \n\n23 17 \n\n850,000 \n\nSullivan, \n\n25 \n\n673,500 \n\nWilton, \n\n11 \n\n600,000 \n\nVERMONT. \n\nBennington Branch, \n\n6 \n\n100,000 \n\nConnecticut and Passumpsic, \n\n60 54 \n\n1,500,000 \n\nRutland and Burlington, \n\n119 \n\n3,455,256 \n\nRutland and Washington, * \n\n10 \n\n250,000 \n\nTroy and Rutland, \n\n55 \n\n550,000 \n\nVermont Central, \n\n115 \n\n5,081,767 \n\nVermont and Canada, \n\n38 \n\n1,200,000 \n\nVermont Valley, \n\n24 \n\n500,000 \n\nWestern Vermont, \n\n53 \n\n530,000 \n\nMASSACHUSETTS. \n\nBerkshire, \n\n21 \n\n600,000 \n\nBoston and Lowell, \n\n28 \n\n1,945,647 \n\nBoston and Maine, \n\n83 \n\n4,021,607 \n\nBoston and Providence, \n\n53 \n\n3,516,233 \n\nBoston and Worcester, \n\n69 \n\n4,882,648 \n\nCape Cod Branch, \n\n29 \n\n626,543 \n\nConnecticut River, \n\n52 \n\n1,798,825 \n\nDorchester and Milton, \n\n3 \n\n128,172 \n\nEastern, (including Eastern \n\n(N. H.) which is operated \n\nby the former.) \n\n75 \n\n3,624,152 \n\nEssex, \n\n21 \n\n537,869 \n\nFall River, \n\n42 \n\n1,068,167 \n\nFitchburg, \n\n66 \n\n3,552,283 \n\nFitchburg and Worcester, \n\n14 \n\n259,074 \n\nGrand Junction, \n\n6 \n\n763,844 \n\nHarvard Branch, \n\n1 \n\n26,213 \n\nLexington and West Cambridge, \n\n7 \n\n242,161 \n\nLowell and Lawrence, \n\n12 \n\n333,254 \n\nNashua and Lowell, \n\n15 \n\n621,215 \n\nNew Bedford and Taunton, \n\n21 \n\n498,752 \n\nNewburyport, \n\n9 \n\n106,825 \n\nNorfolk County, \n\n26 \n\n1,060,990 \n\nOld Colony, \n\n45 \n\n2,293,535 \n\nPeterboro' and Shirley, \n\n14 \n\n272,647 \n\nPittsfield and North Adams, \n\n18 \n\n443,678 \n\nProvidence and Worcester, \n\n43 \n\n1,824,797 \n\nSalem and Lowell, \n\n17 \n\n316,943 \n\nSouth Reading Branch, \n\n8 \n\n231,601 \n\nSouth Shore, . \n\n11 \n\n420,434 \n\nStockbridge and Pittsfield, \n\n22 \n\n448,700 \n\nStoney Brook, \n\n13 \n\n265,527 \n\nStoughton Branch, \n\n4 \n\n93,433 \n\nTaunton Branch, \n\n12 \n\n307,136 \n\nTroy and Greenfield, \n\n67 \n\nVermont and Massachusetts, \n\n77 \n\n3,406,244 \n\nWestern, \n\n156 \n\n9,963,709 \n\nWest Stockbridge, \n\n3 \n\n41,516 \n\nWorcester and Nashua, \n\n46 \n\n1,410,198 \n\nBHODE ISLAND. \n\nPlainfield and Providence, 30 \n\nProvidence and Stonington, 50 2,614,484 \n\nCONNECTICUT. \n\nCollingsville Branch, 11 275,000 \n\nHartford and New Haven, 62 1,650,000 \n\nHartford, Providence and Fishkill, 32 1,500,000 \n\nHousatonic, 110 2,500,000 \n\nHousatonic Branch, 11 275,000 \n\nMiddletown Branch, 10 250,000 \n\nNaugatuc, 62 2,000,000 \n\n\n9 \n\n\nNew Haven and Northampton, \nNew London, Willimantic and \n\nPalmer, \nNew London and New Haven, \nNew York and New Haven, \nNorwich and Worcester, \nStonington and New London, \n\nTotal in Connecticut, \n\n\n45 \n\n11,500,000 \n\n66 \n\n55 \n\n1,250,000 \n\n76 \n\n3,700,085 \n\n66 \n\n2,598,514 \n\n10 \n\n551 65 $17,498,599 \n\n\nEECAPITULATION. \n\n\nStates. \n\n\nC \n\n•a \n\ng- \n\n3 . \n\no c \n\nu o \n\n\" J3 \n\n• \n\n§2 \n\n— •e \n\n■^ c \n\n«n \n\no \n\no \n\n° o \n\no \n\no \n\no \n\n•^ \n\n2; \n\n^ \n\nCoat. \n\n\nMaine, \n\n10 \n\n281 \n\n179 \n\n$6,695,518 \n\nNew Hampshire, \n\n16 \n\n455 \n\n58 \n\n14,145,755 \n\nVermont, \n\n9 \n\n366 \n\n168 \n\n13,467,013 \n\nMassachusetts, \n\n37 \n\n1142 \n\n67 \n\n51,884,572 \n\nRhode Island, \n\n2 \n\n50 \n\n30 \n\n2,614,484 \n\nConnecticut, \n\n13 \n\n87 \n\n551 \n\n2845 \n\n65 \n\n56 S \n\n17,498,599 \n\n106,305,941 \n\n10 \n\n\n\\ \n\n\n5S \n\n00 \n\n\n^ \n\n\nI« \n\n\nCX) \n\n\n02 \n\n\nO -* \nCO \n\ngoo \n\nP 00 \n\n\nl« \n\n\n>i \n\n\n»« \n\n\n0 \n\n\ntoa>^o\\c^oininn'not^o:> — '-iinC'iKO'*c:>o}t~~ \n\noo •* \n\n_j \n\ncooor~inoOTrinc=^CT5cooiram— ■Cicocoomcicioo \n\nCl (M \n\n00 \n\nC 05 O in C) ci 05 o tM_ o a> c\\ ct:_^ 'S\", to »rt^ \"* 5'), OC; O^ r-^ ^. o_ \n\nin to \n\nco_ \n\no \n\ni-^ ^ ^' to' cT — • x »->•' -f' 00 in irT co\" — ' oi ■*\" cr' o> to od to\" Tf — ' \n\n-^ to\" \n\neo\" \n\no \n\ntoocicooo — i^oooOot^uDtooc^eriO'aootOrt \n\n■q- CO \n\n00 \n\nfOIMCO_»f^>-l^'-CmTONC^-n'Mooeoi^Tj> — ocomirj \n\nCO \n\n•V \n\nc^!r^o-I■I-r-05I^^~CTlO<^^m^f:o05Cocoo■*■^co \n\nCO \n\no \n\np2 \n\nTjicsc^^o^ccin r-r~mcococ^c^) „^^„ \n\n«3_ \n\nIM \n\ni-Trt' \n\noT \n\n.a \n\ns \n\n1 \n\ncioocoooooooocoooooo \n\n^-■^I^I^COOO^OCOOOl^'— r-czot^toto \nto — in — < 00 — ^ c — _ oi t^_ -^^ CO -^ 3!^ cB >r: C5 to ■* \n\no \n\n00 \n\n00 \n\nirT r-T 1-.; _. in cT o\" -- ci m' m\" ci — \" -*•' oo' -r c6 oo\" r-T \n\nCO \n\nS \n\nOOinci-f-.o-tinin'MOcn-cirtiosncooo \n\neo \n\n-* CO o o_t^ m rr \n\n•.-^a)— ' — — r^— )r-c>J>-H i-h .-(i-i,.^ \n\nto \n\n2 \n\n'^ \n\n^ \n\nO — tOClOfMI^OO^-OO-^fMCOinfMOOOCOOOOOtOO \n\nr^ \n\nQ« \n\n— tr>co(M)oo-*c^worinco 'pi \n\n■^ \n\n'S \n\nOi \n\n03 \n\n05 \n\nC.CO(Mt^CO-*(MtDm«Df^(M-t-tD— Tt — (NOOinoOtO \n\nf— « \n\n« \n\nrtioiM — Cimr~wt~ — — or^inmeoW'^OTCOCN \n\nCT \n\n^1 \n\neq_i^ inin-*w<-ic>«c>4'*(Mi-ir-i^ pi r_p-i™ \n\n■\"f \n\no \n\nph\" \n\n«r \n\nO \n\n«e \n\n«© \n\noo-fooootDin •*coooiTj'(NTj)CO — «5«CCt^>-l \n\ni \n\ncito — oto-*occt^ — com-toiintoooooo \n\n00 \n\nco.-^t-Grjinoo — '?itocnoootococo -c \n\n\n^1 \n\n\ns« \n\n\no o ci r- O -rj \n\n\n: C2 pq pe Ph p \n\n\n-= \n\no \n\ns \n\nC \n\nc \n\n-.o \n\no r_9 \n\ncS \n\nc \n\n• — \n\na \n\noV \n\neshii \nrvvic \nICo \n\nc \no \n\n■> \n\no \n\nf \n\n3 \n\nOp \n\nc \n\no \n\n1 \n\nC3 \n\nes cj \n\nO^OcqpnO \n\nPS4 \n\n^-^o^; \n\na) \n\n, \n\nt: \n\n\"1 \n\n1 \n\n, \n\no \n\no \n\na \n\nCj \n\ni: \n\nd \n\n\"Si \n\ntu \n\n^ \n\nj: \n\nrt \n\n■s \n\n2; \n\nt^ \n\np \n\n> \n\nP3 \n\n■a \n\n0) \n\nS \n\no \nU \n\nc \n\nC \n\nJiS \n\n- \n\nE \n\nK \n\no \n\n> \n\n5 \n\nS \n\no \n\nc2 \n\n3 \n\n^ \n\n.5 \n1 \n\n^ \n\nH> \n\n^ \n\n55 03 fc, CO \n\nc ^ jr 5 \n\n\n11 \n\n\n8 T E A M E R 8 \n\n\n\"The following tables, carefully prepared from official doc- \numents, will show the amount of freight business, which has \nbeen done by the British Cunard line of Steamships, from the \ntime when the line commenced running to Boston, in 1840, \nto the first of January last.\" \n\n'* The original design contemplated little beyond the trans- \nportation of the mails and passengers. Hence, the freights \nwere very small during the first year, and the duties trifling. \nFrom the small amount paid in 1840, namely, 2,928 dollars, \nthe duties have swelled to 1,322,383 dollars, — the amount \npaid last year. The smallest amount ever paid by any one \nsteamer, was 29 dollars and 38 cents only, by the Acadia, on \nher first trip in 1840. The largest amount was paid by the \nAmerica, in February, 1850, namely, 217,483 dollars. There \nhave been eight arrivals which paid over 100,000 dollars \nand three which have paid over 200,000 dollars each. The \nHibernia, the Cambria, and the Caledonia, have each paid \nover a million of dollars revenue to the government. It is \nprobable that during the whole time, the steamers have brought \nto Boston, 12,000 passengers.\" \n\nTABLE, \n\nShowing the number of trips made by each steamer annu- \nally, from 1840 to 1851, and the amount of duties paid by \neach, during the year. \n\n\nDuties raid. \n\nYear. \n\nNo. \n\nof Trips. \n\nAmounts. \n\nBy the Acadia, \n\n1840, \n\n3 \n\n$1,473.06 \n\nBritannia, \n\n3 \n\n864.17 \n\nCaledonia, \n\n2 \n\n591.76 \n\nAcadia, \n\n1841, \n\n5 \n\n21,312.94 \n\nBritannia, \n\n5 \n\n14,592.32 \n\n12 \n\n\nDuties Paid. \n\nYear. \n\nNo. of Trips. \n\nAmount. \n\nBy the Caledonia, \n\n1841, \n\n5 \n\n$16,925.37 \n\nColumbia, \n\n6 \n\n20,978.60 \n\nAcadia, \n\n1842, \n\n4 \n\n21,417.48 \n\nBritannia, \n\n6 \n\n46,415.32 \n\nCaledonia, \n\n4 \n\n23,492.65 \n\nColumbia, \n\n4 \n\n29,649.22 \n\nAcadia, \n\n1843, \n\n5 \n\n133,617.53 \n\nBritannia, \n\n3 \n\n103,817.84 \n\nCaledonia, \n\n5 \n\n132,845.24 \n\nColumbia, \n\n2 \n\n33,932.11 \n\nHibernia, \n\n5 \n\n236,359.33 \n\nAcadia, \n\n1844, \n\n5 \n\n198,511.04 \n\nBritannia, \n\n5 \n\n186,289.29 \n\nCaledonia, \n\n5 \n\n172,900.68 \n\nHibernia, \n\n5 \n\n358,497.29 \n\nAeadia, \n\n1845, \n\n2 \n\n93,510.05 \n\nBritannia, \n\n4 \n\n152,262.38 \n\nCaledonia, \n\n4 \n\n127,547.78 \n\nCambria, \n\n6 \n\n361,598.42 \n\nHibernia, \n\n4 \n\n288,074.12 \n\nAcadia, \n\n1846, \n\n1 \n\n26,860.36 \n\nBritannia, \n\n4 \n\n149,351.23 \n\nCaledonia, \n\n5 \n\n171,701.50 \n\nCambria, \n\n5 \n\n351,679.23 \n\nHibernia, \n\n5 \n\n348,139.34 \n\nAcadia, \n\n1847, \n\n1 \n\n37,546.12 \n\nBritannia, \n\n4 \n\n161,910.70 \n\nCaledonia, \n\n4 \n\n146,164.07 \n\nCambria, \n\n5 \n\n382,946.35 \n\nHibernia, \n\n6 \n\n471,404.54 \n\nAcadia, \n\n1848, \n\n5 \n\n134,963.59 \n\nBritannia, \n\n4 \n\n105,627.12 \n\nCaledonia, \n\n3 \n\n79,312.83 \n\nCambria, \n\n2 \n\n70,473.14 \n\nHibernia, \n\n2 \n\n71,954.31 \n\n13 \n\n\nDuties Paid. \n\nYear. \n\nNo. of Trips. \n\nAmount. \n\nBy the Niagara, \n\n4 \n\n$142,930.06 \n\nAmerica, \n\n1 \n\n15,200.60 \n\nEuropa, \n\n1 \n\n28,716.85 \n\nAmerica, \n\n1849, \n\n4 \n\n252,791.93 \n\nCaledonia, \n\n5 \n\n138,180.56 \n\nCambria, \n\n4 \n\n199,789.97 \n\nCanada, \n\n1 \n\n40,426.91 \n\nHibernia, \n\n2 \n\n62,522.08 \n\nNiagara, \n\n2 \n\n172,034.27 \n\nEuropa, \n\n4 \n\n95,962.79 \n\nAmerica, \n\n1850, \n\n4 \n\n380,980.95 \n\nAsia, \n\n2 \n\n131,827.20 \n\nCambria, \n\n3 \n\n81,275.75 \n\nCanada, \n\n4 \n\n93,492.15 \n\nHibernia, \n\n3 \n\n83,432. 10 \n\nNiagara, \n\n3 \n\n444,795.65 \n\nEuropa, \n\n2 \n\n106,579.50 \n\nSUMMARY OF THE FOREGOING TABLE. \n\n\nYear. \n\nTrips Made. \n\nDuties Paid. \n\nIn 1840, \n\n8 \n\n$ 2,928.99 \n\nIn 1841, \n\n21 \n\n73,809.23 \n\nIn 1842, \n\n18 \n\n120,974.67 \n\nIn 1843, \n\n20 \n\n640,572.05 \n\nIn 1844, \n\n20 \n\n916,198.30 \n\nIn 1845, \n\n20 \n\n1,022,992.75 \n\nIn 1846, \n\n20 \n\n1,047,731.75 \n\nIn 1847, \n\n20 \n\n1,199,971.78 \n\nIn 1848, \n\n22 \n\n649,178.50 \n\nIn 1849, \n\n22 \n\n961,708.51 \n\nIn 1850, \n\n21 \n212 \n\n1,322,383.30 \n\n$7,958,449.83 \n\n14 \n\n\nTABLE OF DISTANCES. \n\nFROM LIVERPOOL, VIA HALIFAX. \n\nTo Halifax by Steamer, - - - 2,500 miles. \n\nGluebec (via proposed Railroad from Halifax) 3, 135 '* \nMelbourne, _ _ _ - - \n\nMontreal, ------ \n\nToronto, - - - - \n\nDetroit, ------ \n\nChicago, ------ \n\nGalena, ------ \n\nFROM LIVERPOOL, VIA BOSTON. \n\nTo Boston by Steamer, - - - - \nMontreal by Railroad from Boston, \nAlbany \" ^i u \n\nBuffalo, by Railroad from Albany, \nDetroit, through Rochester, Niagara and \n\nLondon, (C. W.) - - - - 3,671 \nCleveland, by Railroad through Albany, \n\nand Buffalo, ----- \nChicago, via Cleveland, _ _ _ \n\nGalena, ---__- \nCincinnati, via Buffalo, Cleveland and \n\nColumbus, - - _ _ - \nSt. Louis, via Cleveland, Bellefontaine \n\nand Indianapolis, - - - - \n\nFROM LIVERPOOL, VIA NEW YORK. \n\nTo New York by Steamer, - - - \nAlbany, (by Hudson River Railroad) \nMontreal, by shortest proposed route, \nBuffalo, via Albany, . - - - \nDetroit, via Albany, Niagara and London \n(C. W.) \n\n\n3,225 \n\n3,300 \n\n3,620 \n\n3,870 \n\n4,150 \n\n4,333 \n\n\" \n\n2,900 miles \n\n3,226 \n\n(C \n\n3,100 \n\nl.i \n\n3,421 \n\n11 \n\n3,596 \n\na \n\n3,947 \n\nu \n\n4,130 \n\nu \n\n3,852 \n\nu \n\n4,097 \n\nli \n\n3,100 n \n\niil( \n\n3,244 \n\n(; \n\n3,475 \n\na \n\n3,565 \n\n{i \n\n3,815 \n\na \n\n16 \n\n\nTo Cleveland, via Philadelphia and Pittsburg \n\n(shortest route,) . - - - 3,683 miles. \n\nChicago, via Cleveland, _ _ - 4,034 \" \n\nGalena, 4,217 \" \n\nCincinnati, via Philadelphia, and propos- \ned Railroad through Wheeling, be- \ntween Pittsburg and Columbus, - 3,854 \" \n\nSt. Louis, via Pittsburg and Bellefon- \n\ntaine, 4,139 \" \n\nNote. In the Report to the Stockholders of the East Boston Company, re- \nceived after the above table was prepared, the Agent of the Cunard line of Steam- \nships, gives the distances from Liverpool, by Steamer, as follows, viz: \n\nTo Halifax, 2,508 miles. \n\nTo Boston, direct, 2,856 miles. \n\nTo New York, direct, 3,073 miles. \n\nWere these distances .adbpted, instead of those in the table, the comparison \nwould be still more favorable to Boston. \n\n\nThe following statistics were taken by the Day and Night \nPolice force, on Saturday, September 6th, 1S51, under the \ndirection of the City Marshal. The force, consisting of 55 \nmen, was stationed at 6J o'clock, A. M.,and continued with- \nout intermission to keep regular count, until 7i P. M. \n\nThe vehicles which entered the City by the various routes \nnot including those that came from East or South Boston, \nnumbered 6,626. The number that went out, 7,063. \n\nThe number of Railway Passenger Trains, which entered \nthe City, was 116. The number that went out, 120. The \nnumber of Freight Trains, which entered, was 39. The \nnumber that went out, 38. Total Passenger and Freight \nTrains, 313. \n\n41,729 persons came into the City, and 42,313 persons \nwent out, as follows : \n\n\n16 \n\n\nCAME IN. \n\nWENT OUT. \n\nBy Passenger Trains, \n\n11,963 \n\n12,952 \n\nFreight Trains, \n\n308 \n\n307 \n\nYehicles, \n\n■ 14,942 \n\n15,964 \n\nOn Foot, \n\n. 14,310 \n\n12,887 \n\nOn Horseback, \n\n127 \n\n124 \n\nWith Handcarts, - \n\n79 \n\n79 \n\nTotal, \n\n\n42,313 persons, 41,729 persons. \n\n\nFOREIGN COMMERCE. \n\n\nTEAR. \n\nFOREIGN \nARRIVALS. \n\nIMPORTS. \n\nEXPORTS. \n\nDUTIES. \n\n1842 \n\n1,738 \n\n$12,633,713 \n\n$7,226,104 \n\n12,780,186 \n\n1843 \n\n1,716 \n\n20,662,567 \n\n7,265,712 \n\n3,491,019 \n\n1844 \n\n2,174 \n\n22,141,788 \n\n8,294,726 \n\n5,934,945 \n\n1845 \n\n2,305 \n\n21,591,877 \n\n9,370,851 \n\n5,249,634 \n\n1846 \n\n2,090 \n\n21,284,800 \n\n8,245,524 \n\n4,872,570 \n\n1847 \n\n2,739 \n\n28,279,651 \n\n12,118,587 \n\n5,448,362 \n\n1848 \n\n3,009 \n\n23,388,475 \n\n10,001,819 \n\n4,908,872 \n\n1849 \n\n3,111 \n\n24,117,175 \n\n8,843,974 \n\n5,031,995 \n\n1850 \n\n2,885 \n\n29,909,376 \n\n9,332,306 \n\n6,127,817 \n\nSHIPPING OF BOSTON.— TONNAGE. \n\n\nTEAR. \n\nREGISTERED. \n\nENROLLED. \n\nTOTAL. \n\n1842 \n\n157,116 \n\n36,385 \n\n193,502 \n\n1843 \n\n165,482 \n\n37,116 \n\n202,599 \n\n1844 \n\n175,330 \n\n35,554 \n\n210,885 \n\n1845 \n\n187,812 \n\n37,290 \n\n228,103 \n\n1846 \n\n192,879 \n\n42,185 \n\n235,064 \n\n1847 \n\n210,775 \n\n44.038 \n\n254,812 \n\n1848 \n\n232,769 \n\n45,100 \n\n277,869 \n\n1849 \n\n247,336 \n\n45,123 \n\n292,459 \n\n1850 \n\n270,710 \n\n42,482 \n\n313,192 \n\nI \n\n\n17 \n\n\nFISHERIES. \n\nIn 1849, 204,000 barrels of Whale and Sperm Oil, three- \nfifths of the enthe Fishery of the Union, were brought \ninto Massachusetts; also, 231,856 barrels of Mackerel. A \nlarge portion of these imports find their way to Boston. \n\nFor more than a century, Boston has been the chief mart \nfor the sale of dried Fish, and a large proportion of the Fish- \nermen engaged in both the Cod and Mackerel fishery, resort \nto Boston, for outfits and sales. \n\n\nCATTLE TRADE. \n\nLarge sales of Live Stock are made weekly at Brighton, \nnear Boston, brought principally from other States by Rail- \nway. Many Horses are also brought by the same convey- \nance. Cattle are killed in the environs. \n\nSales at Brighton for 1849. \n\n\nBeef Cattle, - - 46,465 \n\nStore Cattle, - - 20,085 \n\nSheep, - - - - 148,965 \n\nSwine, - - - - 80,120 \n\n\nAmount of sales, $1,765,670 \n\n\" \" 482,040 \n\n\" \" 297,910 \n\n\" \" 430,645 \n\n\nTotal Value, - - $2,976,265 \n\nAnother large Market for Cattle and other Live Stock, is \nnow held weekly at Cambridge. The Live Stock offered \nfor sale at this Market for 1849 was as follows, — 56,144 \nCattle, 168,224 Sheep, 7,678 Swine, and 1,245 Horses. \n\nLarge quantities of Pork in bulk are in the winter convey- \ned by railway to Boston from the interior of New York. In \nthe year ending September 1, 1850, 37,778 whole hogs were \nthus transported. \n\n\n18 \n\n\nEXPANSION OF BOSTON. \n\n\" A peninsula less than one square mile in extent was soon \nfound insufficient for Boston ; and the State annexed to her \nDorchester Point, a peninsula containing six hundred acres. \nTo this she is wedded by four bridges. At a latter period, \nferries were established to Noddle's Island, an area of six \nhundred acres, and this island now forms a ward of the city. \nSome hundred acres have also been reclaimed from the sea ; \nbut these narrow limits, less than two miles square, prove en- \ntirely inadequate, and have been long exceeded.\" \n\n\" The population of Boston outside of her chartered limits, \nalready equals the population within. We should do injus- \ntice to Boston, were we to confine her to such narrow \nbounds, or within such arbitrary lines. Her true limits as a \ncommercial metropolis, are those marked out by her business \nmen for their stores, piers, shops and dwellings — the space \noccupied by those who resort daily to her banks and ware- \nhouses, or meet at her exchange. How is it with her sister \ncities ? Philadelphia, by the last census, embraced within \nher chartered limits less than half her inhabitants ; the resi- \ndue were diffused through the extensive districts of Spring \nGarden, Moyamensing, and Northern Liberties. She virtu- \nally extends, under different charters, from Richmond, six \nmiles down the Delaware.\" \n\n\"New York reaches fourteen miles from King's Bridge to \nthe Battery.\" \n\n\" New Orleans embraces three distinct municipalities, on \nthe crescent of the Mississippi.\" \n\n\" London, the queen of commerce, contains but six hundred \nacres, and less than one hundred and thirty thousand people \nin her chartered limits ; but her streets stretch eight miles on \nthe Thames. Within her metropolitan districts are eighteen \nsquare miles of buildings and three millions of people.\" \n\n\n19 \n\n\n\" Boston, with less scope than New York, has, like New Or- \nleans, Philadelphia and London, overslept her sea girt isles. \nShe has attached herself to the main by one wide natnral \navenue, the Neck, paved and planted with trees ; by one \ngranite structure, the Western Avenue, a mile and a half in \nlength ; by six bridges, seven railways, and three ferries, one \nterminating in a railway. Seven railways branch into six- \nteen, and ten avenues divide into thirty within the first nine \nmiles from her Exchange. These diverge like a fan, and on \nthe streets thus made is found a large population under sep- \narate municipalities. As land rises in value, hotels, offices, \nand blocks of stores usurj) the place of dwellings. The old \nresidents, leaving the low and reclaimed land to foreign \nlaborers, plant themselves in the suburbs. There they build \ntasteful houses, with flower plats and gardens ; availing of \nthe frequent omnibuses, or of special trains, run almost hourly, \nand commuting for passage at $20 to $40 a year, they reach \ntheir stores and offices in the morning, and at night sleep \nAvith their wives and children in the suburbs. No time is \nlost, for they read the morning and evening journals as they \ngo and return. Some of the wards appropriate for stores \nthus rise in value, but diminish in population. The suburbs \nextend, and the commercial community grows in a widening \nsemicircle.\" \n\nDr. Lardner well remarks in his late treatise on railways, \n\" The population of a great capital is condensed into a small \ncompass, by the difficulty and inconvenience of passing over \nlong distances ; hence has arisen the densely populated state \nof great cities like London and Paris. If the speed, by which \npersons can be transported from place to place be doubled, the \nsame population can, without inconvenience, be spread over \nfour times the area ; if the speed be tripled, it may occupy \nnine times the area.\" \n\n\"Boston, the first of our American cities to adopt improved \nmodes of locomotion — instance her early Stages, her Middlesex \nCanal, and Q,uincy Railway, — is entitled to avail of these \nlaws of science, and in computing her population and wealth, \n\n\n20 \n\n\nshould embrace the surrounding districts within nine miles, \nor half an hour's distance, equiralent to a two miles' walic \nfrom her exchange.\" \n\n\nTABLE OF INCREASE OF POPULATION AND WEALTH OF BOS- \nTON AND VICINITY. \n\nThe following table exhibits the population and wealth \nof the metropolitan district of Boston, by the census and \nvaluation of 1850 and 1840, Avith the growth of each. \n\nThis district is sixteen miles in length, by nine and a \nhalf average width ; about one fourth of it is occupied by \nwater, marsh, or rocky hills, too steep for building. \n\n\nPopula- \n\nPopula- \n\nPopula- \n\nDistance \n\ntion by \n\ntion by \n\ntion by \n\nAssessed Valu- \n\nAssessed Valu- \n\nName of District. \n\nfrom Ex- \n\nState \n\nU. States \n\nState \n\nation, 1840. \n\nation, 1850. \n\nchange. \n\nCensus, \n1840. \n\nCensus, \n1840. \n\nCensus, \n1850. \n\nBoston, \n\n83,979 \n\n93,383 \n\n138,788 \n\n$ 94,581,600 \n\n$ 179.525,000 \n\nRoxbury, \n\n2 \n\n8,310 \n\n9,087 \n\n18,316 \n\n3,257,503 \n\n13,712,800 \n\nCharlestown, \n\n2 \n\n10,872 \n\n11,484 \n\n15,933 \n\n4.033,176 \n\n8,862,250 \n\nCambridge, \n\n3 \n\n8,127 \n\n8,409 \n\n14,825 \n\n4 479,501 \n\n11,434,458 \n\nBrooklinc, \n\n3 \n\n1,123 \n\n1,365 \n\n2,353 \n\n743,963 \n\n5,382,000 \n\nChelsea, \n\n3 \n\n2,182 \n\n2,390 \n\n6,151 \n\n696.781 \n\n3,472,650 \n\nDorchester, \n\n4- \n\n4,458 \n\n4,875 \n\n7,578 \n\n1,691,24.''. \n\n7,199,750 \n\nMaiden, \n\n4 \n\n3,027 \n\n3,351 \n\n5,017 \n\n586,136 \n\n1,461,436 \n\nMcdford, \n\n4 \n\n2,275 \n\n2,478 \n\n3.581 \n\n1.095,195 \n\n2,128,470 \n\nBrighton, \n\n5 \n\n1,405 \n\n1,425 \n\n2,253 \n\n458,485 \n\n1,146,212 \n\nSomerville, \n\n5 \n\nnew \n\nnew \n\n3,110 \n\nnew \n\n2,778,125 \n\nWest Cambridge, \n\n5 \n\n1,338 \n\n1,363 \n\n2,120 \n\n472,423 \n\n2,330,281 \n\nNorth Chelsea, \n\n5 \n\nnew \n\nnew \n\n819 \n\nnew \n\n772,000 \n\nMelrose, \n\n5 \n\nnew \n\nnew \n\n1,190 \n\nnew \n\n483,419 \n\nWaterto\\TO, \n\n6 \n\n1,89G \n\n1,810 \n\n2,592 \n\n973,835 \n\n2,614,100 \n\nWinchester, \n\n6 \n\nnew \n\nnew \n\n1,320 \n\nnew \n\n866,432 \n\nStoneham, \n\n6 \n\n1,007 \n\n1,017 \n\n2,043 \n\n217,960 \n\n539,000 \n\nMilton, \n\n7 \n\n1,684 \n\n1,822 \n\n2,222 \n\n663,247 \n\n1.200,800 \n\nWoburn, \n\n7 \n\n2,931 \n\n2,993 \n\n3,788 \n\n987,388 \n\n2,241.144 \n\nQuincy, \n\n8 \n\n3,309 \n\n3,486 \n\n4,958 \n\n912,105 \n\n2.200,000 \n\nSaugus, \n\n8 \n\n1,212 \n\n1,098 \n\n1,505 \n\n208,856 \n\n359,305 \n\nDedham, \n\n9 \n\n3,157 \n\n3.290 \n\n4,379 \n\n1,218,548 \n\n3,509,180 \n\nNewton, \n\n9 \n\n3,027 \n\n3,351 \n\n5,017 \n\n897,255 \n\n3,793,083 \n\nWaltham, \n\n9 \n\n2,593 \n\n2,504 \n\n4,483 \n\n1,069.171 \n\n2,973,750 \n\nLexington, \n\n9 \n\n1,559 \n\n1,642 \n\n1,920 \n\n561,549 \n\n1,469,551 \n\nLynn, \n\n9 \n\n9,075 \n\n9,367 \n\n13,613 \n\n1,319,656 \n\n4,191,648 \n\n158,546 \n\n171,992 \n\n269,874 \n\nS 120,114,574 \n\nS 266,646,844 \n\n21 \n\n\nCITY TAXES. \n\nThe Amount Assessed for Taxes has been as follows \n\n\nVt:AES. \n\nA-MOnXT OF TAX \n\nrati; ox \n\nritOPERTY ASSESSED. \n\nASSESSED* \n\nSI, 000. \n\n1840 \n\n$546,742 \n\n.$5.50 \n\n$94,581,600 \n\n1841 \n\n616,412 \n\n6.00 \n\n98,006,600 \n\n1842 \n\n637,779 \n\n5.70 \n\n105,723,700 \n\n1843 \n\n712,379 \n\n6.20 \n\n110,056,000 \n\n1844 \n\n744,210 \n\n6.00 \n\n118,450,300 \n\n1845 \n\n811,338 \n\n5.70 \n\n135,948,700 \n\n1846 \n\n931,998 \n\n6.90 \n\n141,839,600 \n\n1847 \n\n1,014,674 \n\n6.00 \n\n162,360,400 \n\n1848 \n\n1,131,821 \n\n6.50 \n\n167,728,000 \n\n1849 \n\n1,174,715 \n\n6.50 \n\n174,180,200 \n\n1850 \n\n1.236.030 \n\n6.80 \n\n179,525,000 \n\n18511 \n\n1,350,000 \n\n7.00 \n\n187,000,000 \n\n*Thc amoi \n\nnit of tiix assessed inch \n\nidcs the Poll \n\nTax. tApproximately. \n\nNumber of Polls, and State Valuation of Personal and Real \nEstate in Massachusetts, for the years 1840 and 1850. \n\n\nVALUATION OF 1840. \n\nVALUATION OF 1850. \n\nCODXTIES. \n\nPOLLS. \n\nPROPERTY. \n\npolls'. \n\nPROPERTY. \n\nSuffolk, \n\n19,078 $110,000,000.00 \n\n33,705 \n\n$217,587,172.00 \n\nEssex, \n\n24,006 \n\n31,110,204.00 \n\n30,816 \n\n56.556,466.89 \n\nMiddlesex. \n\n28,045 \n\n37,592,082.00 \n\n39,819 \n\n83,264,719.50 \n\nWorcester, \n\n25,859 \n\n29,804,316.00 \n\n34,671 \n\n55,497,794.00 \n\nHampshire \n\n7,934 \n\n7,298,351.00 \n\n8,855 \n\n13,331,240.00 \n\nHampden, \n\n9,935 \n\n10,188,423.71 \n\n13,439 \n\n22,621,220.77 \n\nFranklin, \n\n7,500 \n\n6,548,694.00 \n\n7,866 \n\n11,211,309.00 \n\nBerkshire, \n\n10,911 \n\n9,546,926.76 \n\n12,264 \n\n17,197,607.00 \n\nNorfolk, \n\n14,041 \n\n15,522,527.00 \n\n19,630 \n\n47,034,521.56 \n\nBristol, \n\n14,821 \n\n19,493,685.84 \n\n18,382 \n\n39.243,560.00 \n\nPlymouth, \n\n: 12,140 \n\n10,694,719.00 \n\n14,410 \n\n19,200,668.00 \n\nBarnstable, \n\n8,002 \n\n4,896,683.00 \n\n8,104 \n\n8,897,349.74 \n\nDukes Co., \n\n1,104 \n\n1,107,343.00 \n\n1,162 \n\n1,698,005.00 \n\nNantucket, \n\n2,532 \n\n6,074,374.00 \n\n2,019 \n\n4,595,362.00 \n\nTotal, 1 185,908 $299,878,329.31:245, 142:$597,936,995.46 \n\n\n00 \n\n\nMANUFACTURES OF MASSACHUSETTS. \n\nThe products of the jDrincipal branches in 1845 were, — \n\nMiscellaneous, - - - - ^19,357,000 \n\nBoots, Shoes and Leather, - - 18,635,000 \n\nCotton Goods, (817,473 spindles) - 12,193,000 \n\nWoolen and Worsted Goods, - - 10,366,0011 \nManufactures of Wood including ships and \n\ncarriages,. _ _ _ _ ll,596,00i) \n\nManufactures of Metals, Tools, &c., - 8,024,000 \n\nOil, Candles and Soap, - - - 4,931,000 \n\nHats, Caps and Bonnets, - - - 2,384,000 \n\nPaper, 1,750,000 \n\nCordage, ----- 906,000 \n\nGlass, - - - - - 758,000 \n\n\nTotal, ----- $91,000,000 \n\nNo valuation of the same products has been taken since \n1845, but it is believed their increase since that time, is not \nless than 30 per cent. \n\n\n23 \n\n\n02 \n\n\n'M o 00 o CO •-■ — -f ■.; 1 o -T* «- o ct) o oi i~ — \n\nCO \n\nCO \n\no \n\nO -t O O lO CD C-. O -^ C-. O — O -f 1 - 1 - CO ..T \n\niQ \n\nJ3 \n\n• \n\nCO «r -i<-ri<(Mco CO ccin irt o o oi o coocotM \n\n•-• \n\n3 \n\n(M cr. — O ffj O O ^ tD l>- ^ CO >ra 00 CO 1- CI \n\nto \n\ntM \n\n•^ \n\n(M in i-H .n o — -f (M 00 .-1 Til \n\n00 \n\no \n\n> \n\n1-1 I- o \n\no \n\niC5COt^Ort \n\no \n\nn \n\no_ ci^ooo — C30— _ t^cO__o \n\n« \n\nH \n\n« \n\n■^\" in\" oitri lo tS no^i-<.-c«3coco«:oo>— CO \n\nJ-;^ \n\nz; \n\ni^cotO't Tt< incotNcooococoto'c^Goco \n\n00 \n\nrt \n\n't-'t-H COOi—t^ OOCOf-i \n\n•* \n\n^ 00 o \n\n*„ \n\no \n\n^ \n\n©> \n\noo \n\n_.^„,^^_^ • „_/^_^ /~'^«-v \n\n_GJ \n\no-*omoo5»n oo mm(Moa>t^»n(Ncotoinm-Tt(MOinC0^ O C000(7IO— -HOlMO-fOOtOO-- \n\n^ \n\n01 OTTOomo t^ CTl(MT^O'*(^^r-lQ00Q(M^~^c>oo \n\nCfj \n\nC \n\nU-. i-H Tj< O t^ oo O Tt to — 1— O (» to 1^ p-c -* CTi CI o \n\n•■^ \n\n^ \n\n0 0105 C3 r^ CI CO CI (M 1^ (^^ \n\nd \n\nin t c^ 00 CO \n\nC-J \n\n(Mt^Ol ■* 5D'«-* m CO-*Clt005^0 \n\nt£> \n\nei \n\nocoo CO o(Mf-> o< com-H^f-io \n\nCO \n\n^ \n\n■*_'*_ ci oo'-'v —' ^ \"^ '\"„'\" \n\na>_ \n\n> \n\n>n\" <^f ci ^ n i-T \n\noo\" \n\n«> '-' \n\nCI \n\n12 \n\n«e \n\nS \n\n• \n\n^^^^.--N \n\n^ \n\n6 \n\nC5C0OI o inoin o i- — ci-HCO'tTj-Hi-io \n\n-* \n\nc4 \n\nin 00 (N c) a CO \n\n00 \n\n. 3 \n\nc? \n\nlundf \n\nrrels \n\nunds \n\nrrels \n\nunds \n\ndo \n\nmbe \n\nunds \n\nzens \n\n;mbc \n\ndo \n\ndo \n\nrrels \n\nunds \n\n:shel; \n\nrrels \n\ntshel \n\ndo \n\ndo \nrrels \nshels \ndo \ndo \ndo \n\nOcIOciO POOC c:o3ci::e ciiS \n\n^^ &.JD PL, c P,-^ a ^ p,^^-^ ^^ \n\ns^ \n\n2 \n\n^ \n\na \n\n3 \n\no \n\no \n\nro \n\n\"3 \n\no \n\nu \n\n•j^ \n\n- -p *r Ts \n\n'^ \n\nH \n< \n\n< \n\no \n\no \n3 \n\n•a \n\no \n\n, salted and fresh \ndo do do \n\n, do do do \ndo do do \n\nzv, \n\n1, \n\ns and Skins, \ns, shoulders, and \n\ntry, \n\nes, \n\nled Cattle, \n\nr of Wheat, \n\ndo \nat, \n\n;y, i)earl and mal \nand Oatmeal, \n\ndo \nand Beans, \n\ntoes, \n\ner and Grass See \nSeed, \n\n.2 \n\no \n\nE3 \n\no \nH \n\nhMms$MM4MMBs \n\n24 \n\n\nStatement of the aggregate value of Imports into the \nUnited States from Canada, as entered in the Custom House \nBooks, at the following ports of entry, for the year ending \nDecember 31st, 1850. \n\n\nDistrict and Port of Chicago, . - - \n\nDistrict and Port of Detroit, - - - - \nDistrict of Miami and Port of Toledo, - \nDistrict and Port of Sandusky, _ - - \nDistrict of Cuyahoga and Port of Cleveland, - \nDistrict of Presque Isle and Port of Erie, \nDistrict and Port of Buffalo Creek, \nDistrict of Niagara and Port of Lewiston, \nDistrict of Genesee and Port of Rochester, \nDistrict and Port of Oswego, _ - - \n\nDistrict and Port of Sackett's Harbor, \nDistrict and Port of Cape Vincent, \nDistrict of Oswegatchie and Port of Ogdens- \n\nburg, \n\nDistrict of Champlain and Port of Plattsburg, \n\nDistrict of Vermont and Port of Burlington, - \n\nDistrict of Bath, in Maine, including line of \n\nCanada Railroad, _ _ _ - - \n\nTotal, \n\n\n$ 4,345 \n\n103,556 \n\n16,771 \n\n31,4.52 \n\n237,177 \n\n2,831 \n\n446,900 \n\n61,807 \n\n100,189 \n\n2,087,622 \n\n26,137 \n\n53,079 \n\n211,925 \n314,555 \n821,094 \n\n4,866 \n$4,524,306 \n\n\nCOMMERCE OF CANADA, 1850. \n\n\nEXPORTS. \n\nIMPORTS. \n\nGreat Britain, \n\nNorth American Colonies, . \nBritish West Indies, .... \nUnited States of America, . \nOther Foreign Countries, . . \n\n$ 6,085,119.05 \n\n808,776.25 \n\n8,376.00 \n\n4,951.159.58 \n\nIOS',281.27 \n\n$ 9,631,920.80 \n\n385,619.90 \n\n4,451.85 \n\n6,594,860.48 \n\n365,215.67 \n\nTotal, \n\n{^11,961,712.15 \n\n$16,982,068.70 \n\n'Ad \n\n\nCONCLUSIONS AND SUMMARY STATEMENTS. \n\nAn inspection of the foregoing tables and statements, will \nshow that Massachusetts has, up to this time, constructed \n1,150 miles of Railroad at a cost of $52,000,000; and the \nother New England States have constructed over 1,700 miles \nmore, at a cost of $55,000,000. To these might be added \nthe Northern N. Y. (or Ogdensburg) Railroad, which is virtu- \nally a New England road, making a total of about 3,000 miles \nof Railroad, constructed at a cost of upwards of $110,000,000. \n\nThe gross earnings in 1850 of all the Railroads in Massa- \nchusetts, and of those that are partly in Massachusetts and \npartly in adjoining States, were $6,903,328. The net earn- \nings during the same time were $3,480,347. The cost of \nthese Roads was $53,264,000. The net income was there- \nfore more than 6 per cent, on the total cost. \n\nThe number of passengers transported over these roads \nduring the same time was 8,973,681, which gives an average \nof 28,761 a day for 312 days. \n\nThe annual amount of duties paid on freight brought by \nthe Cunard Steamers to Boston, shows a constant yearly in- \ncrease from $73,809, in 1841, to $1,322,383, in 1850, except \nfor the year 1848, when the New York freight by the Steam- \ners ceased to pass through Boston, and the amount of duties \ndeclined from $1,199,972 to $649,178. \n\nAssuming Liverpool as the starting point from Europe, for \nthe trade of the Canadas and the Great West, the \" Table of \nDistances \" shows that Boston is on the shortest route, for a \nvery extensive territory, including the cities of Montreal, Al- \nbany, Buffalo, Cleveland, Kingston, Toronto, Detroit, Chica- \ngo, St. Louis and Galena. If the exact distances across the \nAtlantic given by the Agent of the Cunard Line, and the im- \nprovements they are making between Albany and Buffalo, by \nwhich it is said tlie present travelled route will be shortened \n30 miles, even Cincinnati will be 50 miles nearer Liverpool \nthrough Boston, than through any other important seaport, \n\n\n26 \n\n\nIf Cincinnati be nearer, it follows that every other point be- \nlow on the Ohio River must be. These are natural advan- \ntages, which an accurate knowledge of the geographical posi- \ntion of Boston, and of the topographical features of the terri- \ntory embraced in this comparison, will show, can never be \ntaken from this City. \n\nAs Steamers on the Ocean, and Railways on Land, are \nnow the modes which must be adopted by all who would \ncompete successfully for the commerce of Great Britain, and \nthis Country, nothing but a failure of that enterprize which \nhas ever characterized this City, can prevent Boston from se- \ncuring her full share. \n\nThe Foreign Commerce of Boston, including exports and \nimports, has increased from $19,859,817 in 1842, to $39,241,- \n682 in 1850. Its Shipping increased during the same time \nfrom 193,502 tons to 313,192 tons. \n\nThe expansion and growth of population and wealth of \nBoston, and the neighboring towns in which the families of \nso many of her business men reside, has been very remark- \nable during the last ten years. In 1840, the population of \nthis district was by the State Census, 158,546 ; by the same \nCensus in 1850, it was 269,874. The assessed valuation in \n1840 was $120,114,574, in 1850 it was $266,646,844. This \npopulation and wealth must preserve to Boston her station \namong the three first cities of the Union. • \n\nThe rapid growth of Boston and vicinity has not been at \nthe expense of the rest of the State ; for the population of \nMassachusetts has increased from 737,700 in 1840 to 984,665 \nin 1850, by the U. S. Census ; and her property valuation \nfrom $299,878,329 to $597,936,995, or about double. \n\nThe imports from Canada, by Inland Ports into this Coun- \ntry, have increased in value from $5,204 in 1840 to 1,860,636, \nfor three quarters of 1850, or to about $2,500,000 per annum. \nIf this remarkable increase took place before our Railway \nsystem reached the Canadas, what may not be expected now \nthat it is completed and in operation both to Montreal and to \nOgdensburg ? \n\n\n07 \n\n\nOn the accompanying map will be found a plan of \" Bos* \nton Harbor and Railroad Termini.\" An inspection of it will \nshow how all the Railroads entering the City, have been, or \nmay be, connected by means of the Grand Junction Railroad, \nand the proposed Horse Track along the heads of the wharves \nin the City Proper. As the increasing commerce of the City \nwill require enlarged wharf facilities, this plan will show the \nextent of water front, partially or wholly unoccupied, in South \nand East Boston, in both of which, it is proposed to extend \ngreatly the lines of wharves and docks, so that the accommo- \ndations for shipping may be kept equal to the greatest proba- \nble demand. The Harbor of Boston has sufficient water front \nsusceptible of improvement, to accommodate all the shipping \nof the Union. \n\n\nRAILROAD CELEBRATION \n\nUpon the completion of the various lines of Railway, which \nconnect the Canadas and the Great West, with the Tide \nWater at Boston. \n\n\nNames of the Special Committee of the City Council. \nFrom the Board of Mayor and Aldermen. \n\n\nHon. John P. Bigelow, \nMessrs. Henry B. Rogers, \nBillings Briggs, \nMoses Grant, \nHenry M. Holbrook, \n\n\nMessrs. Abel B. Monroe, \nMoses Kimball, \nCalvin W. Clark, \nBenjamin Smith, \n\n\n3ri86rv\"' \n\n\nof Ward 1. \n\na \n\nii \n\n2. \n\na \n\nu \n\n3. \n\nu \n\nC( \n\n4. \n\nt( \n\nit \n\n5. \n\n(( \n\nli \n\n6. \n\nCl \n\na \n\n7. \n\na \n\nu \n\n8. \n\nli \n\nli \n\n9. \n\n11 \n\nii \n\n10. \n\na \n\nli \n\n11. \n\nli \n\nli \n\n12. \n\nu \n\nli \n\n10. \n\n28 \n\n\nProm the Common Council. \n\nFrancis Briiiley, Esq., President. \n\nMessrs. Charles H. Stearns _ _ _ \n\nJames B. Allen, _ - - - \n\nHiram Bos worth, - - - - \n\nHenry J. Gardner, - - - - \n\nBenjamin Beal, _ - - - \n\nJohn P. Putnam, - - - - \n\nJames W. Sever, - - - . \n\nDaniel N. Haskell, - - - - \n\nNewell A. Thompson, - - - \n\nEzra Lincoln, _ - - - \n\nAlbert T. Minot, - - - - \nJosiah Dmiham, Jr., \n\nOtis Kimball, _ - - _ \n\nList of Sub- Committees. \n\nCommittee on Circular. — Alderman Rogers — Messrs. Sever \n\nand Putnam. \nTo arrange for a meeting of the Merchants.^ Alderman Hol- \n\nbrook — Messrs. Sever and Gardner. \nOti Invitation and Reception. The Mayor — President of the \n\nCommon Council, Aldermen Holbrook and Briggs — Messrs. \n\nLincoln, Putnam, Haskell, Minot, Thompson, Sever, Kim- \nball. \nOn Escort. Aldermen Kimball and Munroe — Messrs. Brin- \n\nley, Dunham, Stearns, Beal, Allen, Haskell. \nOn Dinner. The Mayor — Aldermen Smith and Munroe — \n\nMessrs. Thompson, Beal, Allen and Dunham. \nOn Railroad Maps. Alderman Kimball — Messrs. Lincoln \n\nand Minot. \nHarbor Excursion. The Mayor — Alderman Grant — Messrs. \n\nGardner, Kimball, Bosworth, Lincoln and Beal. \nFire Works. Aldermen Briggs and Clark — Messrs. Haskell, \n\nLincoln and Thompson. \nVisit to Institutions. The whole Committee. \n\n\nUi^lVEKSlTY OF CALIFORNIA \n\nAT \n\nLOS ANGELES \n\n\nWIL L \n\n\nvr. \n\n\n.^Wl \n\n\n^^^i P \n\n\nUNIVERSITY OF CALIFORNIA LIBRARY \n\nLos Angeles \n\n\nThis book is DUE on the last date stamped below. \n\n\nm^ \n\n\n^^^AHViiHIll^ yoi v.VMn-y^ \n\n\n-< \n\n\n-< \n\n\n>- \n\nOS \n\n< \n\nCQ ')^ It 1 \n\n\n1-M \n\n\no \n\n\n^LOSAKGcL^y. \no \n\n\n%a3AINn-3WV^ \n\n\n^;^tUBRARY6?/C^ ^tLIBRARY \n\n\n%0JI1V3-J0^ ^«i/0JllV3-J0'^ \n\n\n.\\WEUNIVER57/) \n\n\nT. - -^^ f,, '\\ ^ \n\n\n^LOSANCEl^^ \n\n\n^OFCALIFOi?^ ^OFCAIIFO%. \n\n\n%a3AiNnmv^ ^^AavHan# \"^^Awaan-^ \n\n\n^>^tLIBRARYQc. \n\n\n^ILIBRARY^?/;^ \n\n\n'%ojnvojo'^ \n\n\naWEUNIVERJ/a \n\n\n^lOSANCElfXA \n\nO \n\n\n%0JnV3-JO^ \"^J^FiaDNVSOl^^ %a3AIN[l-3WV' \n\n\n>^^;OF■CALIFOff^ \n\n\n^OFCAlIFOft^ \n\n\n^WEUNIVERS/A \n\n\n