Cincinnati is the greatest provision market on the continent or in the

world. At that place speculation has been quite rife for the past two

or three years, operators obtaining a controlling interest in the

stock for the purpose of putting up prices. Last year the plan did not

work well, owing to various causes, one of which was the small number

of works in progress, such as railroads, etc., the supply of the

laborers upon such works, being the life of the provision trade.

Heavy losses were sustained, but it is said that the sufferers were a

different class from that regularly engaged in the trade. This season

the speculative fever has again prevailed. The issue has yet to be

revealed.

Last year nearly 1,000 head of cattle were slaughtered here, all of

which were forwarded to Lake Superior as soon as packed. The price of

mess beef has ranged from $8.50 to $12.00. About the first of July

prices reached their highest point. During the fall the range has been

from $8.50 to $10.00.

When the marshy lands, skirting our watercourses in St. Clair, Macomb,

Wayne, and Monroe counties, shall have been drained, (which will, no

doubt, be consummated at no distant day,) a large tract will be

rendered available for grazing, which will prove equal for that

purpose to any in the Union. Butter and cheese will then become a

leading article in our commerce.

Potatoes constitute another of our staple products, and, in seasons of

scarcity elsewhere, large purchases are made for shipment, but being

generally based on present demand, they can hardly be called

speculative. The crop of 1857 was rather meagre, and last spring and

summer prices ruled high, going up to $1.20 for a short time in June.

Last year we had an abundant crop, since which, under a limited

export demand, prices have ruled low. The receipts at this point,

from all sources, did not vary greatly from 175,000 bushels, of which

80,500 bushels were exported, chiefly to Ohio and the upper country.

It is claimed, that southern Michigan produces more fine fruit than

any other locality of the same extent in the United States, if not on

the globe. At the same time almost every quarter of the State is

constantly improving both in quality and quantity. This fact is

creditable to the sagacity of our agriculturists, for probably in

nothing else can an equal amount of profit be realized with the same

outlay.

Our market is not an important one for live stock, much of the greater

share of the receipts by rail being through freight. Our wholesale

market is mainly governed by that at the East, buyers for shipment are

always on the look-out, and whenever anything can be purchased that

affords even a moderate margin, it is promptly taken. Extra cattle are

always sought for by our butchers, and command full rates. A spirit of

emulation on the subject of fine stock is pervading the minds of our

farmers, and, as a consequence, its quality is rapidly improving. At

the last State Fair, the display of cattle was such as to elicit the

admiration of good judges from abroad. There are so many interests

claiming the attention of our agriculturists, that the idea of

becoming famous as to _quantity_, is perhaps precluded; if so, they

may well rest content in the attainment of high rank in point of

_quality_.

The raising of fine sheep is constantly attracting more and more

attention, and from the progress already made by our State, she bids

fair at no distant day to take a position in advance of all her sister

States.

The year 1859 opened with rather flattering prospects for

wool-growers. The last year's stock was nearly exhausted before the

new clip came into the market. Prices of woolen fabrics were

advancing, and bid fair to rule high. On the eve of the wool season

prices declined in the Eastern markets, although there was no

particular reason for this unfavorable turn. It was considered at the

time, that the fall in prices was occasioned by a regular combination

among buyers to break down the market. The news of the passage of the

Ticino by the Austrians, and the actual commencement of hostilities in

Italy, arrived in this country before the wool was brought into the

market, and this circumstance was seized on as a pretext for lowering

the price of the new clip. Buyers were very industrious in circulating

reports that a general European war was commencing, and, as it was

not known how affairs would terminate, it would be unsafe for American

buyers to make investments in the wool trade, except at prices that

would leave a large margin for profit. It was fortunate that farmers

did not take the same view of transatlantic complications, for they

refused to sell except at remunerating prices, a decision which caused

some of the Eastern buyers to retire from the market in disgust.

Almost the entire press of Michigan supported the views of the farmers

on this occasion, and declared that they could see no reason why the

war in Italy should affect the prices of wool in America, especially

as all the domestic clip, and a very large quantity of foreign wool

would be manufactured in this country. Michigan produces excellent

wool. There are numerous flocks of French, Spanish, and Saxon Merinos

in this State, which have been selected or bred with the greatest

care, and the wool produced by them cannot be surpassed in any of the

Western States. There are also flocks of coarse-wooled sheep which

produce heavy fleeces, and when fattened for the butcher make

excellent mutton. In 1840 the wool clip of this State was about

150,000 lbs., in 1850 something over 2,000,000 lbs., and 1859 it

amounted to nearly 4,000,000 lbs. It will be seen by these figures

that it has nearly doubled during the last nine years. There are but

few woolen manufactories in Michigan, and the most of the wool clip of

this State is purchased by Eastern manufacturers. A considerable

portion of it goes to Boston and other parts of Massachusetts. We want

a large woolen factory in Detroit, where everything that is necessary

for its operation can be easily procured. We want more manufactories

of every kind in Michigan.

Our city is largely interested in the shipping business, and its trade

gives employment to a larger number of side-wheel steamboat lines than

any other three cities on the entire chain of lakes. During the last

season, the following regular lines of steamers were in successful

operation:

Detroit and Cleveland.

Detroit and Toledo.

Detroit and Sandusky.

Detroit and Saginaw.

Detroit and New Baltimore.

Detroit and Maiden.

Detroit, G. Bay and Buffalo.

Detroit and Lake Superior.

Detroit and Port Huron.

Detroit and Chatham.

Detroit and Wallaceburg.

Detroit and Gibraltar.

Two of the above routes sustain opposition lines, and to the list

might be added the line of lake steamers to Buffalo, and the line to

Goderich, which though not run last year, will probably be in

successful operation the coming season, making in all sixteen lines.

It is significant that the late financial revulsion, which fell with

such crushing weight upon the shipping interest all over the country

did not occasion the withdrawal of any of our steamboat lines, save

one. As a still more striking fact, we may state that until last

season none of the cities located in the vast region between the foot

of Lake Michigan and the foot of Lake Erie, has for many years past

supported a single line of steamers that did not make Detroit a

terminus. Last year a line was put in successful operation between

Buffalo and Cleveland, and another between the latter place and

Toledo, but it ought to be added that both of these were established

by Detroit enterprise.

In addition to the line above enumerated, we have daily lines of

propellers to Ogdensburg, Buffalo, Dunkirk and to the Upper Lakes,

which do an immense freighting business.

We are indebted to Captain J. H. Hall, the public-spirited proprietor

of the Detroit shipping-office for following statement of the number

of vessels that passed Detroit in 1859:

_Number of Vessels passing Detroit, 1859._

No. Times.

Steamers passed up, 194

Propellers, " 492

Barks, " 273

Brigs, " 295

Schooners, " 1,811

-----

Total number up, 3,065

No. Times.

Steamers passed down, 195

Propellers, " 503

Barks, " 284

Brigs, " 314

Schooners, " 1,825

-----

Total number down, 3,121

Greatest number passed up in one day, eighty-five; greatest number

down, seventy-three.

The number of entries and clearances reported at the Custom House

during the year is as follows:

Arrived. Cl'd.

Jan. 48 70

Feb. 49 71

March 161 288

April 334 375

May 438 586

June 458 568

July 403 597

Aug. 461 519

Sept. 316 481

Oct. 288 319

Nov. 294 316

Dec. 45 71

During the past year the amount of total losses has been light, not

greater, probably, than the number of vessels built, so that although

the classification is slightly changed, there is no material change so

far as concerns the aggregate tonnage. Detroit owns, therefore,

_nearly one-sixth of the entire tonnage of the lakes_.

As a matter of some interest we present a comparative statement

showing the tonnage, steam, and total, of a number of the more

important maritime places in the country, taken from the report of the

Register of the Treasury on Commerce and Navigation:

Steam tonnage. Total tonnage.

New York 118,638 1,432,705

New Orleans 70,072 210,411

Philadelphia 22,892 219,851

Baltimore 18,821 194,488

Pittsburg 42,474 56,824

Cincinnati 23,136 26,541

Chicago 8,151 67,001

St. Louis 55,515 61,266

Boston 9,452 448,896

Buffalo 42,640 73,478

Detroit 35,266 62,485

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

The following exhibits the number and tonnage of vessels owned in this

district--nearly all of them in this city--on the 31st of December,

1859:

Number Tons. 95ths

Steamers 73 29,175 02

Propellers 32 6,090 81

Barks 4 1,337 08

Brigs 7 1,877 75

Schooners 131 19,671 56

Scows and all others 136 4,322 68

--- ------ --

Total 383 62,485 05

In 1857 301 52,991 50

--- ------ --

Increase in two years 82 9,493 50

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

AMERICAN.

69 Side-wheel steamers register tons 44,562

110 Propellers do. 45,562

70 Tugs (propellers) do. 6,880

46 Barks do. 18,788

79 Brigs do. 22,558

711 Schooners do. 166,725

109 Scows do. 11,848

---- -------

1194 Total 316,923

CANADIAN.

67 Side-wheel steamers, register tons 25,966

16 Propellers do. 4,631

4 Tugs (propellers) do. 388

19 Barks do. 5,697

16 Brigs do. 2,988

186 Schooners do. 19,311

13 Scows do. 609

---- -------

321 Total 59,580

The Michigan Central was the first railroad built in the State, and

since its completion has been known as one of the best managed in the

West. Its beneficial effects to the region of country through which it

passes, is incalculable. On its line, have sprung up a number of

beautiful towns and villages as if by magic, while many of those that

had an existence prior to its construction have grown into flourishing

cities. Ypsilanti, Ann Arbor, Jackson, Marshall, Battle Creek,

Albion, Kalamazoo, Niles, and others that might properly be included,

all located upon this road, are beautiful places, noted for their

thrift and enterprise as well as for their rapid advances in all that

pertains to well-regulated cities. Their commerce is rapidly

increasing and the country along the entire route will vie with that

traversed by the great thoroughfares of any of the older States along

the seaboard.

The Central was commenced and partially built by the State, but in

1844, passed into the possession of the company now owning it, who

completed it to Chicago. A telegraph line has been in use for some

years past along the entire line of the road, with an office at each

station, by which means the exact position of each train may be at all

times known at each and every point. To this admirable system may be

attributed in a very great degree the extraordinary exemption of the

road from serious accidents, while its advantages are very great in

every point of view respecting the general management. The eastern

terminus of the road being at Detroit, it has the full advantages of

the numerous connections at this point, the Great Western and Grand

Trunk Railways, the important steamboat route from Cleveland, the

lines of Detroit and Buffalo propellers with their immense freight

traffic, as well as the numerous other steamboat routes of which our

city is the nucleus. At Chicago it has the advantages of connection

with all the roads radiating from that flourishing city. Freight is

now taken from Chicago to Portland without breaking bulk but once. An

important "feeder" is the Joliet Cut-off, by means of which it has a

direct connection with St. Louis, via the Chicago, Alton, and St.

Louis Railroad. An important arrangement was consummated last summer

with the latter road, for the direct transmission of freight between

this city and St. Louis. Fifty cars have been diverted to this route,

under the name of the "Detroit and St. Louis Through Freight Line."

The time between the two cities is thirty-eight hours. The advantages

of this line to shippers are very considerable, and the arrangement is

adding, and will continue to add, materially to the commerce of our

city.

A commendable progressive spirit has latterly been evinced by the

managers generally, of our railroads, in the transmission of freight,

especially live stock and grain. The improvement is a most grateful

one to shippers, who have ordinarily quite enough anxiety and vexation

to suffer in the fluctuations of the market and subjection to unlooked

for and onerous charges, without having superadded unreasonable

exposure and deterioration of their property while en route to market.

In this movement the management of the Central has fully sympathized.

Their stock and grain cars have received high commendations from those

for whose benefit they were intended. The entire equipment of the road

is such as to comport with them; the safety, comfort and convenience

of the public, being constantly kept in view, regardless of the cost

incurred.

The three staunch and magnificent steamers belonging to the company,

the Plymouth Rock, Western World and Mississippi, owing to the hard

times have been laid up at their dock since the fall of 1857, to the

great regret of the public generally, as well as to the detriment of

the business interest of our city. With the return of a more

prosperous era they will doubtless be again placed in commission. The

line formed by these boats is the most pleasant and expeditious medium

of communication between the East and the West and Southwest, and

cannot fail to be well patronized, especially now that the Dayton and

Michigan Railroad is completed, which will bring a large amount of

both freight and passenger traffic by way of Detroit that formerly

sought other routes.

The rolling stock now on the road consists of ninety-eight engines,

seventy first class passenger cars, twelve second class cars;

twenty-nine baggage cars, and two thousand seven hundred and

seventy-eight freight cars, making a total of two thousand eight

hundred and eighty-nine cars and all of which were built in the

company's own shops.

This road is one hundred and eighty-eight miles long, and has been in

operation throughout its whole extent since November, 1858. It is

deserving of the distinctive appellation of the _Back Bone Road of

Michigan_, having been of incalculable value in developing the

resources of the region through which it is located, decidedly one of

the richest and most important in the West. The principal towns and

cities upon its line are Pontiac, Fentonville, St. Johns, Ionia, Grand

Rapids and Grand Haven. The growth of these places has received a

great impetus since its completion, while numerous villages have also

sprung into being as if by magic at various points along the line.

These changes are plainly visible in the improved trade of our city,

and the increase from the same cause, must continue to be strongly

marked. Last season over one-fourth of the wheat and wool received

here was by this new route, and a number of vessels loaded at the

company's noble and spacious wharf for European ports direct.

Within the year past, the company have completed one of the finest

railway wharves in the world. It is 1,500 feet long by 90 broad, the

west end of which is occupied by the freight house, the dimensions of

which are 450 by 132 feet.

One of the most important events to Detroit and the entire West, that

has transpired for many years, is the completion of this great

thoroughfare. The link from Port Huron to this city was opened to

traffic on the 21st of November, since which date the businesses

crowding upon it has fully equaled its capacity. It is the Minerva of

railways, having reached at a single bound a condition of prosperity

outrivaling many of the oldest established roads on the continent.

It possesses important advantages over any other road both for freight

and passenger traffic. Being of uniform gauge, no change of cars will

be necessary from Sarnia to Portland; and being also under the

management of one corporation, it affords better facilities for the

protection of passengers and the preservation of their baggage than

where they are required to pass over lines under the control of

different and perhaps conflicting corporations. Having only one set

of officers quartered upon its exchequer, it can afford to do business

at lower proportionate rates, than a number of shorter lines, each

having a different set to salary, while the delay and vexation which

not unfrequently arise from short routes, being compelled to wait upon

each other's movements, will all be avoided, which is certainly no

small consideration both to passengers and shippers.

The harbor of Portland is one of the finest and most eligible in the

world, and our immediate connection with a point of such importance is

of itself a matter deserving particular mention. Portland district, as

appears by the official statement of the tonnage of the United States,

made to June, 1857, then owned 145,242 tons of shipping, being the

ninth port in the Union in point of tonnage; she is very largely

interested in the West India trade, her annual imports of molasses

exceeding those of any port in the United States. She offers,

therefore, to the Western States, peculiar facilities for procuring at

a cheap rate the products of the West Indies. The harbor is without

any bar, and so easy of access that no pilots are required, and

strangers, with the sailing directions given in the American Coast

Pilot, have brought their ships into it with safety. There are no

port charges, harbor dues, or light-house fees, excepting the official

custom house fees.

The Grand Trunk Railway is likely to become the avenue through which

an immense tide of immigration will pour into Michigan. It will be a

favorite route for emigrants, who will thus avoid the rascally

impositions of the swindlers and Peter Funks of New York, who have

given that city an unenviable notoriety throughout the world. It is

predicted that more immigrants will hereafter come by the new route

than by all others put together. There is no valid reason why this

prediction should not prove strictly true. This is therefore a matter

likely to be of vast importance to our State, with a large share of

her territory as yet an unbroken wild, offering tempting inducements

to the hardy settler.

The completion of this stupendous bond of connection between the

Eastern and Western States, Canada and Europe, will render markets

available which were before difficult of access, and enable

far-distant countries to exchange their products at all seasons. The

Grand Trunk may be called the first section of the PACIFIC RAILROAD,

as it already communicates with the Mississippi through Michigan,

Illinois and Wisconsin Railroads, and we expect to see the line

completed from the Mississippi to California. It is not easy to form

an estimate of the amount of traffic and intercourse that the 1,150

miles of Grand Trunk Railway will bring to Michigan and the

neighboring States. A junction has been already formed with that model

of western lines the Michigan Central by which freight and passengers

reach Chicago and the numerous lines which diverge from that great

commercial city. It is probable that another junction will be made

with the Detroit and Milwaukee Railway by means of a branch from Port

Huron to Owasso. In this case there will be a direct line across

Michigan connecting with the Milwaukee railroads by the ferry across

the lake, and penetrating into Iowa, Minnesota, Nebraska, and Oregon

by lines which have not yet been traced on the railway maps of the

United States.

The ostensible western terminus of this road is at Windsor, opposite

our city, but it is practically as much a Detroit road as any that can

be named. The connections with the other routes centering here is made

by a number of ferry boats of the most staunch and powerful

description. The receipts by this route of general merchandise

consigned to the cities and points westward of us is immense, and it

enjoys a large and growing local traffic.

The main line of the Southern Michigan and Northern Indiana Railroad,

which taps a rich and important portion of Michigan, is 461 miles in

length. The business on this line has recently shown a decided

improvement.

The D. and T. Road, which is 65 miles in length, was opened to traffic

in January 1857. It was built by the "Detroit, Monroe, and Toledo

Railroad Company," who leased it to the Michigan Southern Road. It is

now an important link in the great railway system extending from the

East to the Great Southwest, of which system, Detroit, from its

favorable position, has become the centre and soul. Since the opening

of the Grand Trunk, in November, a large amount of freight has passed

through, billed for Liverpool direct, a species of freight which must

steadily increase.

L. P. Knight is agent at Detroit. The office is in the depot building

of the Detroit and Milwaukee Railway.

The Dayton and Michigan Railroad was completed last fall, placing us

within a few hours' ride of the Queen City of the West. This is justly

regarded as a most important route to our city, and will develop new

features to some of our leading business interests. The consumer of

our State will have the benefit of lower prices for the products of

Kentucky, Tennessee, Louisiana, and the West Indies. The want of

direct communication between Detroit and New Orleans has long been

felt. Sugars and molasses can now be laid down here for fifty cents

per 100 lbs., including all charges from New Orleans, via the

Mississippi and Ohio Rivers, and D. and M. Railway, giving us, in a

word, the benefits of as low freights in winter as in summer. With the

cost of transportation thus reduced to a merely nominal standard,

prices of Southern products will be upon an average no higher here

than in Louisville. It is more than probable, nay, quite certain, that

the advantages which must ultimately accrue to the State from our

connection with Cincinnati _per se_, if not so general, will be even

more marked and important than those to which we have above referred.

The prices of provisions will be equalized, giving our lumbermen and

miners the benefit of reduced rates throughout most of the year, and

when speculation is rampant, and the price of pork, the great staple

of our neighbors, reaches an extreme figure--as has been the case for

two successive seasons, and will be the case again--our farmers will

reap the benefit of the movement. The growth of Cincinnati is

altogether without parallel in the world, taking into account the

character of that growth--its _quality_, so to speak. All its great

interests, particularly its manufactures, have kept pace with its

numerical increase. It is indeed difficult to determine whether

manufactures or commerce is most intimately identified with its

prosperity. The connection with her will give us new and desirable

customers for some of our surplus products, particularly our choice

lumber.

The entire line of the Flint and Pere Marquette Railroad, as located,

is 172-1/2 miles; track laid and completed, 7-3/4 miles; additional

length graded 24-1/2 miles, the ties for which have all been

delivered.

It is thought that hereafter twenty miles per year will be completed

without difficulty until the whole is completed. This road will be

important in developing the resources of a very rich tract of country.

On the line of Amboy, Lansing, and Grand Traverse Railroad, the entire

distance from Owasso to Lansing, twenty-six miles, is ready for the

iron, except three miles. On the division from Lansing to Albion,

thirty-six miles, the work of grading and furnishing ties is

progressing, and some one hundred men at work. Between Owasso and

Saginaw, thirty-three miles, arrangements are nearly completed to

start the work. The work of grading and preparing for the iron is

done by local subscriptions, of which $3,000 per mile has been

subscribed and is being paid.

The existence of copper on the shores of Lake Superior appears to have

been known to the earliest travelers, but it has been only a few years

since it has entered largely into Western commerce. But the country

had long been a favorite resort for fur traders, and as long ago as

1809, and perhaps still further back, the Northwest Company (British)

owned vessels on Lake Superior. This organization was at that period

the great trading company of the region in question, the operations of

the Hudson's Bay Company being confined chiefly to the region further

north. At the period of which we speak, the bulk of the trading was

done by means of birch canoes, some of them large enough to carry two

or three tons. With these, the traders passed up to the Indian

settlements in the fall, with goods, provisions, and trinkets, usually

returning to the trading posts during the month of June with the furs

which they had procured in exchange. Mackinac and the Saut were

trading posts at an early day. At a somewhat later period, the

Northwest Company had an agency on an island in Lake Huron, not far

from the month of Saut river. The formation of the American Fur

Company was of more recent date, that company dating its origin during

the war of 1812, or soon after.

Prior to the building of the canal, a number of steamers had been

taken over the portage to Lake Superior, but so far as our knowledge

extends, only one or two craft larger than a canoe were ever taken

over the rapids, one of which was the schooner Mink. She was built of

red cedar, on Lake Superior, about the year 1816, and was of some

forty tons burden. She became the property of Mack & Conant, who had

her brought down the rapids. In making the descent she suffered some

injury by striking against a rock, but, notwithstanding this mishap,

she lived long enough to ride out many a stormy sea, running for

several years in the trade between Buffalo and the City of the

Straits. Shubael Conant, Esq., at this day an honored citizen of

Detroit, was one of the firm that purchased the Mink.

In the spring of 1845, the fleet on Lake Superior consisted of the

schooner White Fish, belonging to the Hudson's Bay Company, the

Siscowit, belonging to the American Fur Company, and the Algonquin,

owned by a Mr. Mendenhall. The same year the schooners Napoleon,

Swallow, Uncle Tom, Merchant, Chippewa, Ocean, and Fur Trader, were

all added. In 1845, the propeller Independence, the first steamer that

ever floated on Lake Superior, was taken across the portage, and the

next year the Julia Palmer followed her, she being the first

side-wheel steamer. In the winter of 1848-9, the schooner Napoleon was

converted into a propeller. In 1850, the propeller Manhattan was

hauled over by the Messrs. Turner, and the Monticello in 1851, by Col.

McKnight. The latter was lost the same fall, and Col. McK. supplied

her place the next winter with the Baltimore. In 1853 or 1854, E. B.

Ward took over the Sam Ward, and Col. McKnight took the propeller

Peninsula over in the winter of 1852 or 1853.

In the spring of 1855, the Saut Canal was completed, since which date

the trade with that important region has rapidly grown into commanding

importance. It will be seen by the table below that the importations

of machinery, provisions, supplies, and merchandise, for the past year

amounted to $5,298,640, while the exports of copper, iron, fur and

fish amount to $3,071,069.

The following are the names of the steam craft now regularly employed

in this trade:

S. B. Illinois. Prop. Mineral Rock.

S. B. Lady Elgin. Prop. Montgomery.

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

Prop. Marquette. Prop. Iron City.

A number of other steam-craft made occasional trips last year, and

next season it is expected that another line will be placed on the

route permanently. The Detroit shipping-office has published the names

of ninety-six sail vessels that have been engaged in the iron trade

the past year.

Rapid as this trade has increased, it is destined, no doubt, to yet

undergo a still greater transformation. The latent resources of the

Upper Peninsula are of a character and magnitude that defy all

estimates of their future greatness. With regard to the importance of

the trade to our city, and the steps to be taken to retain it, ample

comments have already appeared in the _Tribune_, both editorially and

in the form of communications, to which we can add nothing.

The aggregate amount of tolls collected in May, July, August and

September, was $10,374.18, a large increase over the corresponding

months last year. Including the probable amount for the months not

reported, and we have at the lowest not less probably than $16,000, as

the tolls for 1859.

Number of passengers: May, 2,493; June, 1,764; July, 2,116; August,

2,617; September, 1,538; October, 1,015.

It is _now_ almost universally admitted that the State of Michigan

possesses in her soil and timber the material source of immense

wealth. While in years past it has been difficult to obtain

satisfactory information concerning the real condition and natural

resources of a large portion of the surface of the Lower Peninsula,

the re-survey of portions of the government land, the exploration of

the country by parties in search of pine, the developments made by the

exploring and surveying parties along the lines of the Land Grant

Railroads, and the more recent examinations by the different

commissions for laying out the several State roads under the Acts

passed by the last Legislature, have removed every doubt in reference

to the subject. The universal testimony from all the sources above

mentioned, seems to be that in all the natural elements of wealth the

whole of the northern part of the Peninsula abounds.

The pine lands of the State, which are a reliable source of present

and future wealth, are so located and distributed as to bring almost

every portion of the State, sooner or later in connection with the

commerce of the lakes. The pine timber of Michigan is generally

interspersed with other varieties of timber, such as beech, maple,

white-ash, oak, cherry, etc., and in most cases the soil is suited to

agricultural purposes. This is particularly the case on the western

slope of the Peninsula, on the waters of Lake Michigan and along the

central portion of the State. On the east and near Lake Huron, the

pine districts are more extensively covered with pine timber, and

generally not so desirable for farming purposes. There are good

farming lands, however, all along the coast of Lake Huron and

extending back into the interior.

A large proportion of the pine lands of the State are in the hands of

the Canal Company, and individuals who are holding them as an

investment, and it is no detriment to this great interest, that the

whole State has been thus explored and the choicest of the lands

secured. The developments which have thus been made of the quality and

extent of the pine districts, have given stability and confidence to

the lumbering interest. And these lands are not held at exorbitant

prices, but are sold upon fair and reasonable terms, such as practical

business men and lumber men will not usually object to.

It is a remarkable fact that almost every stream of water in the

State, north of Grand River, penetrates a district of pine lands, and

the mouths of nearly all these streams are already occupied with

lumbering establishments of greater or less magnitude. Those lumber

colonies are the pioneers, and generally attract around them others

who engage in agriculture, and thus almost imperceptibly the

agricultural interests of the State are spreading and developing in

every direction. The want of suitable means of access alone prevents

the rapid settlement of large and fertile districts of our State,

which are not unknown to the more enterprising and persevering

pioneers, who have led the way through the wilderness, and are now

engaged almost single-handed in their labors, not shrinking from the

privations and sufferings which are sure to surround these first

settlements in our new districts.

The Grand Traverse region, with its excellent soil, comparatively mild

climate, and abundance of timber of every description, is attracting

much attention, and extensive settlements have already commenced in

many localities in that region. The coast of Lake Michigan, from Grand

River north, for upward of one hundred miles to Manistee River,

presents generally a barren, sandy appearance, the sand hills of that

coast almost invariably shutting out from the view the surrounding

country.

North of the Manistee, however, this characteristic of the coast

changes, and the hard timber comes out to the lake and presents a fine

region of country extending from Lake Michigan to Grand Traverse Bay

and beyond, embracing the head waters of the Manistee River. This

large tract of agricultural land is one of the richest portions of the

State, and having throughout its whole extent extensive groves of

excellent pine timber interspersed, it is one of the most desirable

portions of the Peninsula. Grand Traverse Bay, the Manistee and the

River Aux Becs Scies are the outlets for the pine timber, and afford

ample means of communication between the interior and the lake for

such purposes. The proposed State roads will, if built, do much toward

the settlement of this region.

A natural harbor, which is being improved by private enterprise, is

found at the mouth of the River Aux Becs Scies, and a new settlement

and town has been started at this point. This is a natural outlet for

a consideration portion of the region just described.

The lands here, as in other localities in the new portions of the

State, are such as must induce a rapid settlement whenever the means

of communication shall be opened.

The valley of the Muskegon embraces every variety of soil and timber,

and is one of the most attractive portions of the Peninsula. The pine

lands upon this river are scattered all along the valley in groups or

tracts containing several thousand acres each, interspersed with hard

timber and surrounded by fine agricultural lands.

The Pere Marquette River and White River, large streams emptying into

Lake Michigan, pass through a region possessing much the same

characteristics. This whole region is underlaid with lime rocks, a

rich soil, well watered with living springs, resembling in many

features the Grand River Valley. Beds of gypsum have been discovered

on the head waters of the Pere Marquette.

The unsettled counties in the northern portion of the State, the

northern portion of Montcalm and Gratiot, Isabella, Gladwin, Clare and

a portion of Midland, are not inferior to any other portion. There is

a magnificent body of pine stretching from the head of Flat River in

Montcalm county to the upper waters of the Tettibiwassee, and growing

upon a fine soil well adapted to agriculture.

This embraces a portion of the Saginaw Valley, and covers the high

ground dividing the waters of Lakes Huron and Michigan. The eastern

slope of the Peninsula embraces a variety of soil and timber somewhat

different in its general features from other portions of the State.

The pine lands of this region are near the coast of the lake, and lie

in large tracts but with good agricultural land adjoining. There are

in the Lower Peninsula, in round numbers, about 24,000,000 acres of

land.

Taking Houghton Lake, near the centre of the State, as a point of

view, the general surface may be comprehended as follows: The Muskegon

Valley to the southwest following the Muskegon River in its course to

Lake Michigan. The western slope of the Peninsula directly west,

embracing the pine and agriculture districts along the valleys of

several large streams emptying into Lake Michigan. The large and

beautiful region to the northwest embracing the valley of the Manistee

and the undulating lands around the Grand Traverse Bay. Northward, the

region embraces the head-waters of the Manistee and Au Sauble, with

the large tracts of excellent pine in that locality, and beyond, the

agricultural region extending to Little Traverse Bay and the Straights

of Mackinaw. To the northeast, the valley of the Au Sauble, and the

pine region of Thunder Bay. To the east, the pine and hard timber

extending to Saginaw Bay. To the southeast, the Saginaw Valley; and to

the south, the high lands before described in the central counties.

That portion of the State south of Saginaw and the Grand River Valley

is so well known that a description here would be unnecessary.

Thus we have yet undeveloped over half the surface of this Peninsula,

embracing, certainly, 12,000,000 to 15,000,000 of acres, possessing

stores of wealth in the timber upon its surface, reserving soil for

the benefit of those, who, as the means of communication are opened,

will come in and possess it, and thus introduce industry and

prosperity into our waste places.

We have not the figures at hand, but it is probable that at least

one-tenth of the area north of the Grand River is embraced in the pine

region. The swamp lands granted to the State will probably cover

nearly double the area of the pine lands proper. The remainder for the

most part is covered with a magnificent growth of hard timber suited

to the necessities of our growing population and commerce.

The statistics herein furnished will give some idea of the importance

and value of the lumber traffic in this States. The trade in pine

timber, lumber, shingles and other varieties of lumber, with the

traffic in staves form one of the most important branches of

manufacture and commerce in our own State, and this trade alone is now

accomplishing more for the development and settlement of the country

than all other causes in operation.

The lumber manufactories in Detroit and its suburbs are eleven in

number. The following are the names of the proprietors and the amount

cut last year by each:

FT. LUMBER. PCS. LATH.

H. A. & S. G. Wight 6,500,000 2,220,000

Samuel Pills 3,500,000 482,000

-- Moffat (est) 1,500,000

H. B. Benson 3,254,029

W. Warner & Co. 194,370

Brooks & Adams 3,800,000

Baughman, Hubbard & Co. 3,378,080 1,043,300

Kibbee, Fox & Co. 3,000,000 800,000

N. Reeve 800,000 20,000

Davis & David 2,000,000

Copeland 1,000,000

---------- ---------

Total 29,426,479 4,745,300

The aggregate of capital employed by these mills is $1,440,000. The

above amount is no criterion of their capacity. The same mills cut

46,000,000 feet in 1856, and nearly the same in 1857, and their

probable capacity is 54,000,000. Warner & Co., run their mill only

about five weeks last year, and are now about retiring from business.

One of the others sustained a temporary loss of business by fire. The

product will in the aggregate be doubled next season.

The logs sawed in Detroit are procured from St. Clair River, Black

River, Mill Creek and, Belle River. As a large share of that sold here

has been on contract, there has been no great fluctuation in the

market at this point. On the first of July the rates by the cargo were

$25a$26 for clear and $19a$20 for second clear; on the first of

October, $24 for clear, and $18 for second clear.

Last winter and spring were very unfavorable for lumbering. Owing to

the small quantity of snow, but few logs were got out, and many of

them being on small streams, owing to the failure of the usual spring

freshets, were not sawed, so that upon the whole the mills of the

State turned out only about half the amount of their capacity.

The market opened in the spring with flattering prospects. Buyers from

a number of important points in the Eastern States, previously

deriving their supplies from Maine, visited our State, anxious to

secure contracts for choice lumber, and the opinion prevailed that the

demand would exceed the supply. The prospect encouraged manufacturers

to make unwonted exertions in turning out all the stock that could be

rendered available, which involved increased expense. In some places,

as was the case at Saginaw, a very large amount was got out in the

early part of the summer. About the close of June, the market

experienced a sudden and unlooked-for depression, after which prices

tended speedily downward, falling to such a low point before the close

of the season that manufacturers on the west coast generally suspended

their shipments. Those on the east coast continued to ship, but their

shipments to a very great extent still remain unsold. We are cognizant

of 7,000,000 feet held in that way by only four manufacturers.

The accounts this winter are very favorable, but the idea that

obtains, fixing the amount at a very high figure, is vague and

erroneous. The true state of the case is, that manufactures, as a

general thing, in view of the depressed condition of the trade, have

been making calculations to do a light business, and got out their

logs sooner than they expected, and will on the whole do rather more

than they had anticipated, having gone into the woods lighthanded. The

most experienced judges concur in fixing the amount of logs got out

this winter on River St. Clair, at Port Huron and Saginaw Bay, but not

including the rivers above, at 175,000,000 feet. In the Saginaws, it

is ascertained that about 100,000,000 will be got out. Taking the

entire east coast, it is thought the logs this winter would exceed

those of last by fifteen to twenty per cent.

By Custom House statements of shipments, added to actual receipts at

one of the receiving points--Chicago--it will be seen below that for

1859 a little over 269,000,000 feet is the amount of shipments arrived

at. These figures, taken in connection with the estimates of those

competent to judge, render it certain that the actual amount shipped

out of the State did not vary materially from 400,000,000 feet. There

being no penalty involved in the failure of masters of vessels to

report, there is great carelessness in the matter. The Cleveland,

Toledo and Sandusky shipments, are at the outside, not more than half

reported. Those reported to Buffalo, Oswego, etc., are a little nearer

the truth, but they fall considerably below the mark.

The amount made in 1859, did not vary materially from that shipped. In

the district embracing the River St. Clair, Port Huron and the Lake

Shore, 6,000,000 feet more were wintered over last year than this. On

the west coast it was different generally, so that the variation in

the aggregate cannot be much either way. The capacity of the mills in

the pine lumber region is 900,000,000 feet, or possibly a little more.

As regards the amount of shingles made, even dealers are much in the

dark. To add 50 per cent. to the Custom House returns would certainly

be within bounds for the eastern coast. This would give 120,000,000

as the amount. For the west coast, if we take the amount received at

Chicago, say 165,000,000, with an additional twenty-five per cent. for

that received at Milwaukee, and then estimate that two-thirds of the

whole amount were from the west coast of Michigan, which is doubtless

true, we have 137,500,000 as the amount shipped by the coast, making

267,500,000 for the whole State.

The improved demand for staves has greatly stimulated the production,

and in localities where the production of pine lumber is decreasing,

that of staves is taking its place. At Saginaw 2,500,000 were got out

last year, and this year there will be full as much, or more. The

greatest activity prevails, and dressing by machinery has been

started. At Lakeport, Burchville, Lexington, Port Sanilac, Forester,

Point aux Barque, and Foresterville, 850,000 were got out last year;

from Port Huron and St. Clair 750,000. The amount turned out in the

whole State could not have been short of 20,000,000.

An immense amount of lath were turned out. A mill that can turn out

three millions of lumber, generally makes one million of lath. On this

basis about 133,000,000 must have been turned out. The supply

generally exceeds the demand.

The lumber on the east coast is worth at the mills $9 per M.; that on

the west coast $7. At the average of $8, the amount made last year

would be worth $3,200,000. The value of shingles at $2 per M., was

$515,000, and the lath at $1 per M., are worth $133,000.

We are enabled to present a nearly complete list of names of owners,

with the amount of capital respectively, which will be of some

interest, both at home and abroad. So far as the east coast is

concerned, the figures are in the main entirely reliable, being upon

the authority of one of the best men in the State who knows whereof he

advises. Those for the west coast, thought not perhaps so strictly

correct as the others, will as a general thing be found within bounds.

We hope the statistics will prove an incentive to lumbermen to be more

particular hereafter in furnishing information:

BLACK RIVER.

Name. Capital.

J. & J. Bayard $15,000

Sweetser & Bayard 7,000

Comstock mill 7,000

Davis' mill 8,000

R. Wadham's mills 10,000

MILL CREEK.

Bunce's mill 4,000

L. Brockway 2 mills 5,000

John H. Westbrook 4,000

PORT HURON.

G. S. Lester 24,000

Haynes & Baird 24,000

Howard & Bachelor 15,000

Fish, two mills 35,000

Welles 24,000

Avery 75,000

Bunce 24,000

Hibbard 40,000

Black River mill 35,000

LOCKPORT.

Farrand 10,000

BURCHVILLE.

Woods, two mills 30,000

John S. Minor 7,000

LEXINGTON.

Hubbard 8,000

Jenks & Co. 20,000

Stevens & Davis 10,000

Hitchcock & Co. 30,000

BARK SHANTY.

Oldfield 10,000

FORESTER.

Emely 50,000

GIBRALTAR.

Colin Campbell 10,000

ALGONAC.

Daniels & Ripley 15,000

Smith 24,000

NEWPORT.

E. B. Ward 20,000

Rust 10,000

B. S. Horton 10,000

ST. CLAIR.

Moore & Scott 20,000

W. Truesdale 2 mills 60,000

E. Smith 15,000

Smith & Chamberlin 5,000

Oaks & Holland, two

mills 40,000

St. Clair 30,000

FORESTVILLE

E. B. Ward 50,000

Breckinridge 2,000

VICKSBURG.

Williams & Mills,

three mills 55,000

CHEBOYGAN.

Three mills 100,000

CHERRY CREEK.

Peninsular Bank 15,000

HURON COUNTY.

Luddington 12,000

Hubbard & Co. 50,000

Donahue 30,000

Armstrong & Co. 10,000

Smith & Co. 50,000

W. R. Stafford 15,000

Pt Austin Company 100,000

Crawford & Co. 10,000

BAY CITY.

Clark, Ballou & Co. 35,000

Moore & Smith 30,000

Geo. Lord & Co. 24,000

Saml. Pitts 30,000

Beeson & Wheeler 24,000

Beebe & Atwood 10,000

Henry Doty 35,000

McEwing & Brother 30,000

Bangor mills 35,000

Drake mills 24,000

Henry Raymond 30,000

Catlin & Jennison 10,000

Miller & Butterfield 14,000

Frost & Bradley 35,000

PORTSMOUTH.

J. J. McCormick 10,000

Portsmouth mill 15,000

Budd's mill 14,000

Partridge mill 24,000

H D Braddack & Co. 14,000

Watson & Southard 14,000

ZILWAUKEE.

J. J. Westervelt 35,000

CARROLLTON.

Name Unknown 35,000

EAST SAGINAW.

Garrison & Co. 24,000

I. Hill 20,000

Holland 10,000

Copeland & Co. 10,000

Cushing & Co. 36,000

L. B. Curtis 24,000

Wm. Gallagher 14,000

Atwater mill 30,000

SAGINAW CITY.

V. A. Payne 30,000

Curtis & King 30,000

New mill 20,000

G D Williams & Son 20,000

D. Rust & Brother 50,000

TITTIBIWASSEE, PINE RIVER AND SWAN CREEK.

Eight mills 65,000

CASS, BAD, AND SHIAWASSEE RIVERS.

Seven mills 50,000

LAPEER.

D. Farrer 8,000

W. Williams 15,000

Crofoot & Baldwin 15,000

Manwaring & Co. 21,000

Wm. Peters 14,000

Thorp's mill 14,000

H. D. Torner 8,000

Lawrence & M'Arthur 7,000

Wm. Peter 30,000

Sixteen small mills 85,000

N. H. Hart 21,000

Rogers & Jenness 24,000

Smith & Jenness 15,000

Smith 14,000

J. B. Wilson 14,000

James Farrell 10,000

White & Peter 10,000

W. H. Crapo 60,000

H. L. Hemingway 6,000

PINE RUN.

McFarren 20,000

MONTROSE.

Name unknown 30,000

ALPENA AND VICINITY.

G. N. Fletcher & Co. 35,000

Lockwood & Miner 25,000

Harris & Co. 35,000

Smith & Chamberlain 15,000

D. D. Oliver 5,000

Whitmore & Co. 25,000

SANILAC COUNTY.

J. L. Woods & Co. 5,000

Mason & Luce 17,500

Stevenson & Davis 20,000

AU SAUBLE HIGHLANDS.

Harris's mill 24,000

RIFLE RIVER, SAGANIN, COQUALIN, AND SAND BEACH.

Six mills 85,000

TUSCOLA COUNTY.

A. Watson 10,000

W. A. Hart 10,000

Perry 5,000

Others 30,000

Edmunds & North 14,000

Richardson & Bro. 14,000

Holmes 5,000

FLINT AND VICINITY.

Eleven mills 715,000

There are also others on the east slope of the lower peninsula,

representing a capital of say--$120,000.

Beyond the lower peninsula, there are some very heavy manufactories,

particularly around Green Bay, (Michigan) generally estimated at

$1,000,000, but which it would be safe to put at--$750,000.

Total capital, including Detroit,-- $5,360,000

WESTERN SLOPE--OTTAWA COUNTY.

Name. Capital.

Ferry & Co. 50,000

W. M. Ferry, Jr. 50,000

Joseph Weld & Co. 30,000

T. W. White & Co. 50,000

Becker & Spoons 40,000

Richard Roberts 24,000

Jno. Haire 24,000

E. Jewitt 15,000

Plugger & Nyn 24,000

Howard & Co. 14,000

Ryerson & Morris, 2

mills 65,000

Chapin, Marsh & Foss 50,000

Smith, Forbes & Co. 35,000

Trowbridge, Way &

Son 65,000

J. B. Bailey 14,000

Porter & Slyfield 14,000

C. Davies & Co. 50,000

Durkee, Truesdell &

Co. 40,000

George Ruddmain 40,000

Lewis & Davis 24,000

Eldridge & Co. 24,000

Carleton & Co. 24,000

Ferry & Son 40,000

Lind & Slater 50,000

Young, Savedge & Co. 30,000

Amos Norton 40,000

Benj. Smith 30,000

Rhodes, Cloyn & Co. 24,000

Hatch & Merritt 15,000

C. Hart 10,000

L. G. Mason & Co. 35,000

Beidler & Co. 40,000

Mears & Co. 24,000

Hill & Co. 24,000

Colgrove & Co. 18,000

Wm. Thompson 14,000

Harris & Co. 8,000

Jno. Ford 8,000

Denton & Co. 14,000

Carleton & Co. 10,000

Jos. Dalton & Bro. 10,000

S. Lawrence 12,000

Edward Dalton 8,000

E. W. Merrill & Co. 14,000

Reed & Co. 10,000

Brown & Grist 8,000

KENT COUNTY.

Jennison & Bro. 14,000

W. T. Powers 2,000

Seymour 24,000

Gooch & Webber 5,000

A. McFarland 4,000

Thos. Myers 21,000

George Funck 8,000

S. Lapham 5,000

A. House 5,000

Farrell & Sons 10,000

J. C. Clements 15,000

T. Spencer 8,000

Dewey & Co. 14,000

Reed & Plum 5,000

N. H. Withey 5,000

Knickerbuck 4,000

Robert Konkle 10,000

A. Roberts & Son 25,000

White, Worden & Co. 25,000

C. C. Comstock 9,500

D. Porter 5,000

Chase, Harris & Co. 8,000

C. W. Taylor 6,000

D. Caswell 12,000

Hubbard, Hitchcock

& Co. 16,000

NEWAYGO COUNTY.

Newaygo Company 80,000

Name unknown 24,000

J. M. Wood, 2 mills 25,000

James Botchford 10,000

R. P. Mitchell 5,000

Weaver 3,000

Amos Bigelow, 4,000

STONY CREEK, OCEANA COUNTY.

Campbell, Wheeler

& Co. 25,000

PERE MARQUETTE, BLACK CREEK AND BIG SAUBLE.

C. Mears & Co.,

3 mills 95,000

SPRING CREEK.

Hopkins & Co. 24,000

MANISTEE.

Coles 80,000

McVicker &Ingleman 24,000

One near Manistee 24,000

John C. Haines 55,000

John Stranch 40,000

GRAND TRAVERSE.

Hanna, Lay & Co. 32,000

A. S. Wadsworth 15,000

WHITE RIVER.

Amos Rathbone 24,000

MECOSTA.

Leonard, Ives, & Co. 20,000

MONTCALM COUNTY.

Bruce 10,000

Slaght 14,000

E. Gregory & Co. 20,000

LELANAW COUNTY.

Averill & Son 2,000

BEC SCIE'S RIVER.

R. Gardner 15,000

Chamberlin & Co. 20,000

Name unknown 2,000

Harris & Co. 10,000

IONIA COUNTY.

Estimated Aggregate 100,000

All others, on West Slope, estimated 350,000

Capital Western Slope 2,669,500

Total Capital of State $8,029,500

An intelligent gentleman who, at our instance, visited all the

establishments around Saginaw, and procured statistics, reports the

amount of lumber manufactured as follows:

Place. No. of Mills. Feet.

Bay City 11 20,000,000

Portsmouth 4 5,000,000

Zilwaukee 1 3,000,000

Carrollton 1 2,800,000

East Saginaw 8 19,750,000

Saginaw City 4 14,000,000

Bad River 2 4,500,000

Rafted Lumber 4,000,000

----------

Total 73,050,000

Valuation, at $8.50 per M. $620,925

Of the above lumber, 63,000,000 has been shipped; the rest is now on

the docks.

Shingles manufactured 25,000,000 at $2.50 $62,500

Lath " 5,000,000 at 1.00 5,000

Oak Staves

and shipped 2,000,000 at 30.00 60,000

Add Lumber 620,925

--------

Total $748,425

The supply of pine in some few localities is becoming exhausted, and

some few mills have ceased operating. This is the case at Lexington,

but the machinery and capital have been taken elsewhere. At the

present ratio of consumption, the supply of pine must rapidly become

diminished, but profitable employment will then be found in the

manufacture of hemlock and hard-wood. Some little has already been

done in the way of turning out hemlock. The manufacture of hard-wood

lumber is increasing very rapidly.

The copper interest of Michigan was first brought into public notice

by the enormous speculations and the mad fever of 1845. The large spur

of country which projects far out into the lake, having its base

resting on a line drawn across from L'Anse Bay to Ontonagon, and the

Porcupine Mountains for its spine, became the El Dorado of all

copperdom of that day. In this year the first active operations were

commenced at the Cliff Mine, just back of Eagle River harbor. Three

years later, in 1848, work was undertaken at the Minnesota, some

fifteen miles back from the lake at Ontonagon.

The history of the copper mines on Lake Superior shows that even the

best mines disappointed the owners in the beginning. We give the facts

relative to the three mines at present in the Lake Superior region to

illustrate this. The Cliff Mine was discovered in 1845, and worked

three years without much sign of success; it changed hands at the very

moment when the vein was opened which proved afterward to be so

exceedingly rich in copper and silver, producing now on an average

1,500 tons of stamp, barrel, and mass copper per annum.

The Minnesota Mine was discovered in 1848, and for the first three

years gave no very encouraging results. The first large mass of native

copper of about seven tons was found in a pit made by an ancient race.

After that discovery much money was spent before any other further

indications of copper were found. This mine yields now about 2,000

tons of copper per annum, and declared, for the year 1858, a net

dividend of $300,000. The dividends paid since 1852 amount to upward

of $1,500,000 on a paid-up capital of $66,000.

The same has been experienced at the Pewabic Mine. That mine commenced

operations in the year 1855, with an expenditure of $26,357, which

produced $1,080 worth of copper; the second year it expended $40,820,

and produced $31,492 of copper; in 1857 $24,484 of expenses produced

$44,058 worth of copper; 1858, the amount expended was $109,152, and

the receipts for copper $76,538; the total expense amounts to

$235,816, and the total receipts for copper to $153,168, leaving an

excess of expenses amounting to $82,648, which is, however, amply

covered by the extensive works established above and below ground at

the mine.

The Pewabic will undoubtedly take its place among the dividend-paying

mines of the present year.

It is scarcely ten years that mining has been properly commenced in

that remote region. At that time it was difficult, on account of the

rapids of St. Mary's River, to approach it by water with large craft.

Being more than a thousand miles distant from the centre of the Union,

destitute of all the requirements for the development of mines; every

tool, every part of machinery, every mouthful of provisions had to be

hauled over the rapids, boated along the shores for hundreds of miles

to the copper region, and there often carried on the back of man and

beast to the place where copper was believed to exist. Every stroke of

the pick cost tenfold more than in populated districts; every disaster

delayed the operations for weeks and months.

The opening of the Saut Canal has changed all this and added a

wonderful impetus to the business, the mining interests, and the

development of the Lake Superior country. Nearly one hundred different

vessels, steam and sail, have been engaged the past season in its

trade, and the number of these is destined largely to increase year

by year, an indication of the growth of business and the opening up of

the country. For the growth in the copper interest we have only to

refer to the shipments from that region year by year. These, in gross,

are as follows:

1853 2,535 tons.

1854 3,500 "

1855 4,544 "

1856 5,357 "

1857 6,094 "

1658 6,025 "

1859 6,245 "

The same facts of development would hold generally true, with regard

to the other industrial interests of that vast country.

It remains yet almost wholly "a waste, howling wilderness." At

Marquette, Portage Lake, Copper Harbor, Eagle River, Eagle Harbor, and

Ontonagon, and the mines adjacent, are the only places where the

primeval forests have given place to the enterprise of man, and these

in comparison with the whole extent of territory embraced in this

region, are but mere insignificant patches. What this country may

become years hence, it would defy all speculations now to predict, but

there seems no reason to doubt that it will exceed the most sanguine

expectations.

The copper region is divided into three districts, viz., the

Ontonagon, the most northern, the Keweenaw Point, the most eastern,

and the Portage Lake, lying mostly below and partially between the

range of the two. In the first are situated the Minnesota, the

Rockland, the National, and a multitude of other mines of lesser note,

profit, or promise. In the Cliff, the Copper Falls, and others. In the

last are the Pewabic, Quincy, Isle Royale, Portage, Franklin, and

numerous others. Each district has some peculiarities of product, the

first developing the masses, while the latter are more prolific in

vein-rock, the copper being scattered throughout the rock.

There have been since 1845 no less than 116 copper-mining companies

organized under the general law of our State. The amount of capital

invested and now in use, or which has been paid out in explorations

and improvements, and lost, is estimated by good judges at $6,000,000.

The nominal amount of capital stock invested in all the companies

which have charters would reach an indefinite number of millions. As

an offset to this, it may be stated that the Cliff and Minnesota mines

have returned over $2,000,000 in dividends from the beginning of

their operations, and the value of these two mines will more than

cover the whole amount spent in mining, and for all the extravagant

undertakings which have been entered upon and abandoned. While success

has been the exception and failure the rule in copper speculations,

yet it must be admitted that these exceptions are remarkably tempting

ones. Doubtless there is immense wealth still to be developed in these

enterprises, and this element of wealth in the Lake Superior region is

yet to assume a magnitude now unthought of.

The copper is smelted mainly in this city, Cleveland, and Boston, the

works in this city being the largest. There is one establishment at

Pittsburg which does most of the smelting for the Cliff Mine, we

believe; one at Bergen, N. Y., and one at New Haven, Conn. There are

two at Baltimore, but they are engaged on South American Mineral. The

Bruce Mines on the Canada side of Lake Huron have recently put

smelting works in operation on their location. Prior to this the

mineral was barreled up and shipped to London, being taken over as

ballast, in packet ships, at low rates.

The amount of copper smelted in this city we can only judge by the

amount landed here, but this will afford a pretty accurate estimate.

The number of tons landed here, in 1859, was 3,088. The copper yield

of Lake Superior will produce between 60 and 70 per cent, of ingot

copper, which is remarkably pure. The net product of the mines for

1859, is worth in the markets of the world nearly or quite $2,000,000.

This large total shows the capabilities of this region and affords us

some basis of calculation as to the value and probable extent of

future development.

Beside the amount already noticed as landed here there were 1,268 tons

brought to this city from the Bruce Mines, and sent on to London. The

mineral of this location is of a different quality from that of Lake

Superior and not near so productive of pure copper. The price of ingot

copper in New York the past season has arranged from 20-1/2 to 23-1/2

cents per pound, averaging full 22-1/2 cents.

There are indications that Michigan is slowly but surely taking the

rank to which she is entitled in the manufacture as well as production

of iron. The first shipment of pig iron of any consequence was made by

the Pioneer Company in the fall of 1858. Dr. Russell, of this city, is

turning out large quantities. His works went into operation about two

years and a half ago, but were burned after running sixty days. They

were immediately rebuilt by the enterprising proprietor.

The Lake Superior iron has been proclaimed the best in the world, a

proposition that none can successfully refute. Its qualities are

becoming known in quarters where it would naturally be expected its

superiority would be admitted reluctantly, if at all. It is now sent

to New York and Ohio, and even to Pennsylvania--an agency for its sale

having been established in Pittsburg. For gearing, shafting, cranks,

flanges, and, we ought by all means, to add, car-wheels, no other

should be used, provided it can be obtained.

A large amount of capital is invested in the iron interest in

Michigan, as the following figures prove:

Pioneer $150,000

Jackson 300,000

Collins 150,000

Cleveland 300,000

Lake Superior and Iron Mountain R. R. Co. 700,000

Northern Michigan Iron Company 110,000

Wyandotte Rolling Mills 236,000

Eureka Iron Company 117,000

Dr. G. B. Russell's 60,000

Ford & Philbrick's Steam Forge 25,000

---------

2,148,000

Marquette is the only point on Lake Superior where the iron ore

deposits have been worked. There are deposits of iron in the mountains

back of L'Anse, but this wonderful region leaves nothing more to be

desired for the present. At a distance of eighteen miles from the

lake, are to be found iron mountains named the Sharon, Burt, Lake

Superior, Cleveland, Collins, and Barlow, while eight miles further

back lie the Ely and St. Clair mountains. Three of these mountains are

at present worked, the Sharon, the Cleveland, and the Lake Superior,

and contain enough ore to supply the world for generations to come.

The mountains farther back embrace tracts of hundreds of acres rising

to a height of from four to six hundred feet, which, there is every

reason to believe, from the explorations made, are solid iron ore. The

extent of the contents of these mountains is perfectly fabulous, in

fact, so enormous as almost to baffle computation. The ore, too is

remarkably rich, yielding about seventy per cent. of pure metal. There

are now in operation at Marquette three Iron Mining Companies, and two

blast furnaces for making charcoal pig iron, the Pioneer and Meigs.

The Pioneer has two stacks and a capacity of twenty tons of pig iron

per day; the Meigs one stack, capable of turning out about eleven

tons. The Northern Iron Company is building a large bituminous coal

furnace at the mouth of the Chocolate River, three miles south of

Marquette, which will be in operation early in the summer.

Each of the mining companies, the Jackson, Cleveland and Lake

Superior, have docks at the harbor for shipment, extending out into

the spacious and beautiful bay which lies in front of Marquette to a

sufficient length to enable vessels of the largest dimension to lie by

their side and to be loaded directly from the cars, which are run over

the vessels and dumped into chutes, which are made to empty directly

into the holds. The process of loading is therefore very expeditious

and easy.

The amount of shipments of ore for 1859, from Marquette to the ports

below, reaches 75,000 gross tons in round numbers, and the shipments

of pig iron, 6,000 gross tons more. To this must be added the amount

at Marquette when navigation closed, the amount at the mines ready to

be brought down, and the amount used on the spot. This will give a

total product of the iron mines of Michigan for the past year of

between _ninety and one hundred thousand tons_. These mining companies

simply mine and ship the ore and sell it. Their profit ranges between

seventy-five cents and one dollar per ton.

The quality of the iron of Lake Superior is conceded by all to be the

best in the world, as the analysis of Prof. Johnson, which we

reproduce, shows. The table shows the relative strength per square

inch in pounds.

Salisbury, Conn., iron 58,009

Swedish (best) 58,184

English cable 59,105

Centre county, Pa. 59,400

Essex county, N. Y., 59,962

Lancaster county, Pa. 58,661

Russia (best) 76,069

Common English and American 30,000

Lake Superior 89,582

The manufacture of pig iron at Marquette will probably be carried on

even more extensively as the attention of capitalists is directed to

it. The following may be considered a fair statement of the cost of

producing one ton of pig iron at the Pioneer Iron Co.'s works:

1-1/2 tons iron ore, at $1.50 per ton $2 50

125 bushels charcoal at 7 cents per bushel 8 75

Fluxing 50

Labor 2 50

Incidental expenses 1 00

------

Cost at the works 15 00

Freight on R. R. and dockage 1 37

------

Cost on board vessel $16 36

The quantity of wood required for charcoal for both furnaces, is

immense. The pioneer furnace requires 2,500 bushels of coal in

twenty-four hours; and in blast as they are, day and night, for six

months, and at a yield of forty bushels of coal to a cord of wood, it

would require 15,000 cords of wood to keep them going. The company has

had 120,000 cords chopped this season. This vast consumption of wood

will soon cause the country to be completely stripped of its timber.

Coal will then come into use. The business of manufacturing pig iron

may be extended indefinitely, as the material is without limit, and

the demand, thus far, leaving nothing on hand.

These facts exhibit the untold wealth of Michigan in iron alone, and

point with certainty to an extent of business that will add millions

to our invested capital, dot our State with iron manufactories of all

kinds, and furnish regular employment to tens of thousands of our

citizens, while our raw material and our wares shall be found in all

the principal markets of the world.

The superior fish, found in such profusion in our noble lakes and

rivers, while they afford a highly-prized luxury for immediate

consumption, from one of our leading articles of export, and are very

justly regarded as constituting one of our greatest interests.

It is estimated by men of intelligence that the value of our yearly

catch of fish is greater than that of all taken in fresh waters in the

thirty-two remaining States of the Union. This may at first blush seem

like a broad assertion, but it is no doubt strictly within bounds. If

the claim be not too much of the nature of a truism, we may add that

so far as quality is concerned the superiority of our finny tribes is

even more strongly marked than in regard to quantity. In the sluggish

streams that abound in "ten degrees of more effulgent clime," the fish

partake of the slimy properties of their native element; it is only in

the limpid waters of the North that they are found of flavor so

unexceptionable as to please an epicurean taste, or exalt them to the

dignity of a staple of commerce. Fish possess peculiar qualities to

commend them as an article of food, independent of the arbitrary

preference of the epicure. They are universally esteemed as a

wholesome and nutritious diet. In that pleasant work, Irving's

"Astoria," a tribe of Indians are described who subsisted entirely on

fish, whose rotund appearance contrasted strongly with the physique of

their brethren of the forest. The profusion with which the finny

tribes propagate their species is a peculiarity said to be imparted to

those who partake freely and regularly of them for food, a supposition

which would seem to be strongly supported by facts. Fishermen are

proverbial for the number of their descendants. One of the tribe who

dries his nets in Sarnia, is the happy father of nineteen children,

and we can cite numerous proofs almost equally striking in support of

this theory.

The fisheries have always been a leading subject in the government

policy of seaboard nations. They are a prime source of revenue, and

have been the cause of numerous wars. The serious controversy between

the United States and Great Britain concerning the Newfoundland

fisheries, is still fresh in the memory of our readers. Recently the

earnest attention of the French government has been directed to

propositions for the artificial propagation of fish, as a means of

affording good and cheap food to the people at a merely nominal cost.

The gradual diminution of the species, as well as the ultimate

extinction of the large birds and quadrupeds, is everywhere a

condition of advanced civilization and the increase and spread of an

industrial population. To provide a remedy for the evil, the science

of pisciculture has latterly attracted no small degree of attention,

and, at this time, gentlemen prominently identified with our fishing

interest have it in contemplation to stock lakes in the interior of

Michigan with a view to the prosecution of the science.

Most of the fish packed on Lake Huron, and rivers St. Clair and

Detroit, find their way into the Ohio market. The trade with that

State has rapidly increased, but in its early stages it had some

difficulties to contend with, to one of which we will briefly allude.

Some twelve or fourteen years ago, a large quantity of fish, not less

than 8,000 to 10,000 barrels, which had been caught in Lake Superior,

were in the possession of a single dealer, who had them stored in the

large warehouse recently torn down at the Detroit and Milwaukee

Railway depot. He had opportunities to dispose of them at $8 per

barrel, but refused to sell them for less than $10, and the result was

that they were kept so long that many of them spoiled. They were

complained of as a nuisance, and 1,500 barrels were turned out into

the river at one time. Part of the lot was, however, sent to Ohio, and

the effect was, for a time, extremely prejudicial to our trade,

requiring a great deal of explanation before the Cincinnati dealers

could be again induced to stand in the position of customers. But when

confidence once more became fairly restored, the circumstance seemed

to have the effect to precipitate the trade between the two cities. At

least it grew rapidly from that day, our neighbors purchasing freely

of our staple articles and sending us sugar and molasses in return.

Thus, as in Samson's time, honey was gathered from the carcass of the

dead lion. Ohio has become a very large consumer of our fish, and her

influence is being extended rapidly into Indiana.

The habits of fish are as interesting as anything in the animal

economy, constituting a beautiful study for the lover of nature; but

this branch does not come within the scope of our article, and we must

content ourselves with a brief description of the principal varieties,

particularly such as are held in highest repute for packing, with such

statistics as we have been able to procure.

Whitefish are more highly prized than any other kind found in our

waters, being decidedly the most delicious in a fresh state, and when

packed command a higher price than any other by $1 per bbl. They are

found in the Straits and all the Lakes. They spawn in the fall, in the

Straits, and in shoals and on reefs about the Lakes. They are caught

in seines, gill nets, trap nets, and with spears; never with hooks.

Those found in Detroit river come up from Lake Erie regularly in the

fall to deposit their spawn. They were found in our lakes and rivers

in vast quantities when the white men first visited their shores. They

constituted, with other kinds, the principal food of the white and

Indian voyagers as they coasted around the lakes, and were invaluable

to the first settlers of the country, who, perhaps in some cases, but

for the assistance they afforded, would have been compelled to

relinquish their settlements. They could catch a supply at any time,

and they then had an unfailing resort when their crops failed.

Whitefish were a great favorite with the Indians. They would give many

times their weight in trout or any other species in exchange for them.

It is said that a person can subsist longer upon them than upon any

other kind.

Their ordinary weight is from 3 to 5 lbs, length 15 inches, though

some have been caught weighing not less than 18 lbs. They are a

beautiful fish, and when first taken out of the water and struggle and

flounder in the sun, they exhibit all the colors of the rainbow, but

they soon expire, and when dead they are of a delicate white color.

The trout, pike, and muscalonge devour them without mercy. Some of

these voracious kinds have been caught with the remains of six

white-fish in them.

The Detroit River white-fish are more juicy and better flavored than

those caught in the upper lakes, probably from the fact that they feed

on more delicate food, but those found in Lake Superior surpass all

others in size. They were once so numerous that eight thousand were

taken at a single haul. At present a haul of one or two thousand is

thought a very good one. In all the rivers they are growing scarce

very gradually, but surely. The ratio of decrease cannot be arrived at

with any degree of precision. A few years ago they were mostly taken

with gill nets, and when they fell of in one place, a corresponding

increase would be found in another. Now they are taken with trap nets

along the shore. The trap nets are a decided advantage over gill nets.

They allow the fish to be kept alive, and they are taken out at

leisure; they are therefore of better quality.

Pickerel are also held in high esteem. They are good either fresh, or

salted and dried, and for packing, rank next in value to white,

although held nominally at the same price as trout when packed. They

generally run up the rivers and lakes in the spring to spawn, where

they are caught in considerable numbers. Average weight, 2 lbs; large,

20 lbs; common length, 15 inches.

Lake or Mackinaw trout are as voracious as pike. They are chiefly

caught on Lake Huron with gill nets and hooks. Saginaw Bay appears to

be a favorite resort with them. Some winters large quantities are

caught in the Bay through the ice, with a decoy fish and spear. They

spawn in the fall, generally in the bays and inlets. Average weight 5

lbs; large 75 lbs.

Siscowits are mostly found in Lake Superior, and are preferred by some

to any other kind. They are of the trout family, and for fat are

unequaled; they are mostly taken in gill nets. They spawn in the fall,

and are very superior for packing. They are also of some value for

their oil. Common weight 4 pounds, length 16 inches.

Large herrings are very good fish, found only in the straits and large

lakes. They spawn in the fall; but few are caught. Average weight

1-3/4 pounds; common length 10 inches.

In addition to the above the muskelonge--a large and delicious

variety--black and white bass, rock bass, perch, sturgeon, and at

least twenty other kinds, abound in our waters; a minute description

of which we are compelled to forego. Whitefish are taken both spring

and fall, chiefly the latter; spring is the season for pickerel; trout

are taken at all seasons.

Something over a year since some excitement was occasioned by a mode

of fishing adopted by a party of fishermen on Detroit river, who

stationed nets over a mile and a half in extent across the mouth of

the stream, a proceeding that was not only calculated to destroy the

value of the seine fisheries above, but which would ultimately have

driven the fish out of the river altogether. A formidable opposition

was of course arrayed against this unusual and unwarrantable

proceeding, and the party found it expedient to desist, but the

Legislature, which met shortly after, failed to pass an inhibitive

measure. This action, or rather want of action, would have been

considered extraordinary in a State less favored by nature.

We have fortunately been able to procure estimates of the amount of

the catch at all the various fisheries, together with other leading

statistics; and with the view of imparting to the subject a more

general interest, we include two or three points beyond the limits of

the State. The estimates are furnished by gentlemen of intelligence

and experience, and may be relied on as substantially correct:

Sandusky fisheries, catch mostly sold fresh:

Whitefish, valuation $50,000

Pickerel, bass, etc 40,000

Value of seines and fixtures 16,000

Paid for wages 37,000

Maumee River, pickerel, white bass, etc., etc., mostly sold fresh:

Valuation $50,000

Seines and fixtures $15,000

Paid for wages 12,000

Maumee Bay and Monroe County, Michigan, white fish and pickerel:

Valuation $20,000

Pounds, seines, and fixtures 9,000

Paid for wages 10,000

Detroit River, nearly all white:

Valuation $75,000

Seines, fishing grounds, and

fixtures 40,000

Paid for wages 20,000

St. Clair River and Rapids, mostly pickerel:

Valuation $11,000

Cost of fixtures 2,000

Paid for wages 1,200

Port Huron to Point au Barque, 3,000 barrels, mostly white:

Valuation $25,000

Au Sauble 6,000 barrels, 3/4 white, the rest trout:

Valuation $50,000

Boats, nets, etc. 13,000

Paid for wages 7,000

Thunder Bay and vicinity, above Sauble River, 6,000 barrels, mostly

white:

Valuation $50,000

Saginaw Bay and River, 2,000 barrels pickerel and 1,500 white and

trout:

Valuation $32,000

Tawas, 600 barrels, mostly white:

Valuation $5,000

Between Thunder Bay and Mackinac, 500 barrels, mostly white:

Valuation $4,500

Mackinac, including all brought there, 7,500 barrels, 3/4 or 7/8

white:

Valuation $62,000

Beaver Islands and neighborhood, 7,000 barrels, nearly all white:

Valuation $59,000

Green Bay in Michigan, 3,000 barrels, all white:

Valuation $25,500

Island between De Tour and the Saut, 1,000 barrels, 2/3 white, the

rest trout:

Valuation $8,000

Green Bay in Wisconsin, 2,500 barrels white and 500 barrels pickerel,

all packed:

Valuation $25,000

Of the catch of Lake Huron, only an inconsiderable amount are sold

fresh. On Detroit River about 4,000 barrels were packed last year.

Having procured specific information of the cost of outfit and amount

paid for wages at the Sauble fisheries, we have taken such

expenditures as the basis for those of all the upper lake fisheries in

proportion to the catch, which in the main will doubtless prove

substantially correct. At the Sauble last season there were sixteen

boats employed for two months, and eight for the rest of the season.

The value of the boats was $200 each, and the nets, etc., cost an

additional sum of $600 for each, making the aggregate value of the

boats and their outfit about $13,000. About forty men were employed on

an average during the season, receiving a probable aggregate of $7,000

for wages. Taking these outlays, etc., as a fair average, and we have

the following result:

From Port Huron to the Beavers, inclusive, together with Green Bay in

Michigan, and the Saut Islands:

Cost of outfit $83,500

Amount paid for wages 45,000

Average number of men 300

The amount shipped from Lake Superior, as appears from the report of

the Superintendent of the Saut canal is 4,000 barrels. This is

probably not a tithe of what might be done. The mouth of almost every

stream in that region affords good fishing grounds, which is also true

of most of the islands, particularly Isle Royale, where the siscowit

is very abundant.

The fisheries on the east coast of Lake Michigan have for about six

years past increased very rapidly in importance, some years gaining

100 per cent, on the year preceding. A few years since a party of

Norwegians came on and embarked in the business, which they have

prosecuted ever since with advantage and profit. Trained in the severe

school of their rugged northern home, they exhibit the greatest

daring, going out in their tiny craft during the heaviest gales. They

frequently venture out twenty-five miles from shore, almost meeting

their countrymen from the Wisconsin side of the lake, who are engaged

in the same hazardous calling. We have the following returns:

Little Traverse, 600 barrels:

Valuation $4,000

300 nets and 6 boats, worth 1,800

Paid for wages 575

Big Point Sauble, 1,500 barrels:

Valuation $12,000

600 nets and 8 boats 3,600

Paid for wages 1,700

Little Point Sauble, 2,000 barrels:

Valuation $16,500

750 nets and 10 boats 4,500

Paid for wages 2,000

White Lake, 1,500 barrels:

Valuation $12,000

500 nets and 5 boats 3,000

Paid for wages 1,600

Grand Haven, 4,000 barrels:

Valuation $32,800

800 nets and 8 boats 4,000

Paid for wages 5,000

Saugatuck, 2,000 barrels:

Valuation $16,000

600 nets and 6 boats 3,600

Paid for wages 2,500

South Haven, 2,100 barrels:

Valuation $16,800

600 nets and 6 boats 1,200

Paid for wages 2,500

St. Joseph's 3,500 barrels:

Valuation $28,000

1,200 nets and 9 boats 7,500

Paid for wages

New Buffalo, 300 barrels:

Valuation $3,000

400 nets and 5 boats 2,600

Paid for wages 450

Michigan City, 3,000 barrels:

Valuation $30,000

1,020 nets and 18 boats 8,000

Paid for wages 4,400

Showing an aggregate of 21,000 barrels, of which about 18,000 barrels

are salted; valuation $169,800; value of fixtures $43,600; estimated

amount paid for wages, $22,000.

The fishing grounds of Michigan City are almost entirely within our

State. The number of barrels include those sold fresh as well as

salted, there being a considerable quantity of the former, in some of

the fisheries last named, Michigan City and New Buffalo especially,

from whence they are sent packed in ice to the different towns in

Michigan; also to Lafayette and Indianapolis, Indiana, to Louisville,

Kentucky, to Cincinnati, and also to Chicago, where they are repacked

in ice, and some of them find their way to St. Louis, Cairo, etc. From

St. Joseph and Grand Haven there are large quantities sent fresh to

Chicago and Milwaukee, where they are repacked in ice.

At a fair estimate for the few small fisheries on this coast from

which we have no return, together with those on the west coast of Lake

Michigan, they are worth at least $60,000, but we have no data by

which to form an estimate of the proportion packed.

The number of men employed, and the consequent expense, varies

according to the method employed. With seines the occupation is very

laborious, and requires a much stronger force than pound nets. One set

of hands can manage a number of the latter. Some of the fisheries on

Detroit and St. Clair rivers use seines altogether, to draw which,

horse-power is brought into requisition in some cases. A double set

of men are employed, working alternately day and night, and the

exposure is a most disagreeable feature of the business, particularly

in bad weather. The great bulk of the aggregate catch continues to be

taken with seines or gill nets, but pound (or trap) nets are on the

increase. They have been in use below Lake Huron more or less for the

past four or five years, but it is only about two years since their

introduction in the upper lakes. With these nets 100 barrels of

white-fish have been taken at a single haul. Of course their general

use must produce a material diminution in the supply.

As regards capital invested, there is in particular instances a wide

difference. George Clark, Esq., nine miles below Detroit, has $12,000

invested in his grounds, owing mostly to the cost of removing

obstructions. But this is an exception.

The barrels for packing constitute no inconsiderable item of this vast

and important trade. Their manufacture is a regular branch in Port

Huron, but most of them are made by the fishermen when not engaged in

their regular vocation. They are made at all the villages and fishing

stations on Lake Huron, pine being generally easy of access. The

barrels are worth 62-1/2 cents each; half-barrels, 50 cents. Over

two-thirds of the packages used are halves, but our estimated totals

of the catch represent wholes.

Formerly the nets used also to be made almost entirely by the

fishermen, who usually procured the twine from Detroit. Latterly, many

of them have been brought from Boston already made.

Salt is another large item. For packing and repacking, about

one-fourth of a barrel is used to each barrel of fish. For the amount

packed, therefore, in the fisheries we have described, about 20,000

barrels are used.

Total proceeds of Michigan fisheries $620,000

Total proceeds of all enumerated 900,000

Total capital invested 252,000

Paid for wages 171,000

Aggregate of barrels salted, say 80,000 bbls.

Cost of packages 70,000

Cost of salt 22,000

The catch at the Sauble and Thunder Bay showed a falling off last

season, owing not to the want of fish, but to the unfavorable weather.

At these points they congregate only from October to the close, and

the weather being very rough last fall, the catch was comparatively

light.

Mackinac has been famous as the greatest fishing point on the lakes.

Gill nets are mostly in vogue. The work in that locality is mostly

done by half-breeds, in the employ of the merchants, the latter

furnishes the salt, and paying them in trade, of which the outfit

generally constitutes a part. But with the late general depression,

prices declined some thirty or forty per cent., and consequently the

business, previously quite lucrative, lost its attraction for the time

being. The merchants advanced the means in summer, and could not

realize until the ensuing year. Small holders were obliged to sell,

some of the time by forcing the market, and this added to the

difficulty experienced by large holders in obtaining returns.

Much has been said in reference to the coal fields of Michigan, and

within the past two or three years, explorations, with a view of

developing these deposits, have been conducted in different portions

of the State. There is no longer any doubt of the existence of a

valuable field of coal in central Michigan. There have been openings

at different points in the State; at Jackson and Sandstone, in Jackson

county; at Owasso and Corunna in Shiawassee county; at Flint in

Genesee county, and at Lansing, coal has been found deposited in veins

of from twenty inches to four feet in thickness. Most of the openings

have been upon veins outcropping at the surface of the ground, and

there has been little difficulty in procuring samples of coal from

these veins in many localities in the State. These deposits of coal

found at, and near the surface, are producing coal in limited

quantities in different localities, but no works have been prosecuted

with a view to supplying any but a limited local demand. From the

surface evidences of a coal field on the line of the Detroit and

Milwaukee Road near Owasso, and from explorations and developments

already made, some specimens of the coal having been produced and

shipped to Detroit, it has been determined to prosecute the work at

that point.

In Jackson county, however, the matter of mining has become an

enterprise of some magnitude, and we are enabled to give some facts

and figures which exhibit in some measure the importance to the State

of this new branch of industry. There are several "workings" of coal

in the vicinity of Jackson, and several companies have been formed for

the purpose of mining coal. Considerable coal has been mined and sold

from these different workings and mines. The principal mine, and one

which in all its arrangements and provisions is equal to any mine in

the country, is that of the Detroit and Jackson Coal and Mining

Company. The works of this Company are at Woodville station on the

line of the Michigan Central Railroad, about three and a half miles

west of Jackson city.

The mine is situated on the north side of the Railroad and about half

a mile from the main track. The Coal Company have built a side track

from the Central Road to the mouth of their shaft. The shaft from

which the coal is taken is ninety feet deep, and at the bottom passes

through a vein of coal about four feet in thickness. This vein has

been opened in different directions for several hundred feet from the

shaft, and with a tram-road through the different entries the coal is

reached and brought from the rooms to the shaft, and then lifted by

steam to the surface. This coal has been transported to different

points in the State and is rapidly coming into use for all ordinary

purposes, taking the place of many of the Ohio coals and at a reduced

cost. The mine to which reference is made is within _four hours'_ ride

of Detroit, on the Central Road, and a visit of two hours (which can

be accomplished any day, by taking the morning train, leaving the city

at 9 45 and returning so as to reach here at half past six in the

evening,) will repay any one for the trouble. The station is called

Woodville, and is only three and a half miles west of Jackson.

Michigan, hitherto a heavy importer of salt, is in a fair way not only

to have amply sufficient for her own wants, but something perhaps to

spare. To aid in developing our saline resources, the Legislature

wisely provided a bounty upon the production, which has already

brought forth good fruits. At Grand Rapids, salt water has been

discovered much stronger than that of the Syracuse springs, requiring

only twenty-nine gallons to produce a bushel.--Arrangements have been

almost perfected for commencing the manufacture upon a very extensive

scale.

At Saginaw, within a few days, at the depth of 620 feet, copious

volumes of brine were revealed. This is also stronger than any in New

York. From some cause, it is sought to keep this information a secret,

but it is fair to presume it would soon have leaked out. The salt both

at Grand Rapids and Saginaw, is a beautiful article, of great purity.

When Nature formed the Grand River and Saginaw valleys, she seems to

have been engaged in an animated contest with herself. The

developments are such as to warrant the conviction that other and

perhaps equally valuable salt springs lie hidden in the intervening

space between those valleys. These and other discoveries plainly

indicate that the employment of a large amount of capital in

developing the latent resources of Michigan would amply "pay."

The inexhaustible plaster beds of Grand Rapids constitute one of the

prime sources of prosperity of that enterprising metropolis of the

Grand River Delta. Our whole State has also a great interest in the

trade, the material being, it is admitted, a better fertilizer than

the imported article.

CHAPTER XV.

Desirableness of a trip to the Lakes -- Routes of travel --

Interesting localities -- Scenery -- Southern coast --

Portage Lake -- Dr. Houghton -- Ontonagon -- Apostles'

Islands -- Return trip -- Points of interest -- St. Mary's

River -- Lake St. George -- Point de Tour -- Lake Michigan --

Points of interest -- Chicago.

A trip to the northern lakes, for variety and beauty of scenery to

such as are seeking enjoyment and pleasure, possesses advantages over

every other route of travel in the United States, and with the

exception of the works of art and the classical associations of the

old world, is unsurpassed by any on the globe. To such as are in quest

of health, no comparison can be instituted, as it has been

demonstrated that the Northwest, especially in the region of the

lakes, possesses the most invigorating climate in the world. A

reference to the mortuary tables removes all doubt on this point. In

the town of Marquette, on Lake Superior, containing a population of

over three thousand, there were during the last year but eight

deaths, and only a portion of that number was from disease.

Our object in this chapter is to notice the various routes of travel

to the interesting localities in the Northwest. During the summer

months the most pleasant mode of conveyance is by water. The Hudson

River boats, compared with which no inland steamers are superior,

leave, every day, the foot of Courtland street for Albany. By taking

passage on an evening boat, after a quiet night's rest the traveler

will find himself at Albany the next morning, where he can take the

cars for Buffalo, at which point he will be able to take a steamer for

Detroit. From thence he can take a steamer for Superior City, passing

through Lakes St. Clair and Huron, and up the Saut St. Mary to Lake

Superior. On the route from the Saut he will pass the following

points, Point Iroquois, White-Fish Point, Point Au Sable, Pictured

Rocks, Grand Island, Marquette, Manitou Island, Copper Harbor, Eagle

Harbor, Eagle River, Ontonagon, La Point, Bayfield and Point De Tour.

The usual time occupied in passing over this route is about

twenty-four hours. In leaving the Saut above the Rapids the steamer

enters Lequamenon, passing Iroquois Point fifteen miles distant on the

southern shore, while Gros Cap, on the Canada shore, can be seen

about four miles distant. The porphyry hills, of which this point is

composed, rise to a height of seven hundred feet above the lake, and

present a grand appearance. North of Gros Cap is Goulais Bay, and in

the distance a bold headland named Goulais Point can be seen. Indeed

the whole north shore presents a scene of wild grandeur. Near the

middle of Lequamenon Bay is Parisien Island which belongs to Canada;

opposite to this island on the north is seen Croulee Point, an

interesting locality in the vicinity of which are numerous islands.

Still further on the steamer passes Mamainse Point, another bold

headland once the seat of the works of the Quebec Copper Mining

Company, but now abandoned in consequence of their unproductiveness;

some fifteen or twenty miles further north, is located the Montreal

Company's copper mine. The traveler has now fairly entered the vast

mineral region of Lake Superior, and passes along a coast hundreds of

miles in extent, "abounding in geological phenomena, varied mineral

wealth, agates, cornelian, jasper, opal, and other precious stones,

with its rivers, bays, estuaries, islands, presque isles, peninsulas,

capes, pictured rocks, transparent waters, leaping cascades, and bold

highlands, lined with pure veins of quartz, spar and amethystine

crystals, full to repletion with mineral riches, reflecting in

gorgeous majesty the sun's bright rays, and the moon's mellow blush;

overtopped with ever verdant groves of fir, cedar, and mountain ash,

while the back ground is filled up with mountain upon mountain, until,

rising in majesty to the clouds, distance loses their inequality

resting against the clear vault of Heaven."

On the southern shore, beyond White Fish Point, immense sand hills can

be seen rising from four hundred to one thousand feet in height. After

passing Pictured Rocks, which we have elsewhere described, the steamer

approaches Grand Island, the shores of which present a magnificent

appearance. This island is about one hundred twenty-five miles from

the Saut and is about ten miles long and five wide. It is wild and

romantic. The cliffs of sandstone broken into by the waves form

picturesque caverns, pillars, and arches of great dimensions.

Forty-five miles further is the town of Marquette one of the most

flourishing places on the borders of the lake, and the entrepot of the

vast mineral wealth in that region. Near this place are the Carp and

Dead rivers, both which have rapids and falls of great beauty. Sailing

in a northwestern direction the steamer passes Standards Rock, a

solitary and dangerous projection, rising out of the lake at the

entrance of Keweenaw Bay. At the head of this bay stands the harbor

of L'Anse a short distance from which are located a Roman Catholic and

Methodist mission house and church, both of which, on each sides of

the bay where they are located, are surrounded by Indian tribes and

settlements.

Passing along, the steamer enters Portage Lake an extensive and

beautiful sheet of water extending nearly the entire breadth of the

peninsula of Keweenaw Point, which is a large extent of land jutting

out into Lake Superior, from ten to twenty miles wide and sixty in

length. This whole section abounds in silver and copper ores. After

passing Manitou Island, Copper Harbor, one of the best on the lake is

reached. At this place there is a flourishing village. The next points

are Agate Harbor, Eagle Harbor, and Eagle River Harbor. It was at this

point that the lamented Dr. Houghton was drowned in October 1845. He

was the State Geologist of Michigan, and while coming down from a

portage to Copper Harbor, with his four Indian companions _du voyage_,

the boat was swamped in a storm about a mile and a half from Eagle

River. Two of the _voyageurs_ were saved by being thrown by the waves

upon the rocks ten feet above the usual level of the waters.

The next point, three hundred and thirty-six miles from the Saut, is

Ontonagon situated at the mouth of a river of the same name. A

flourishing town is located here having several churches. In its

vicinity are the Minnesota, Norwich, National, Rockland, and several

other copper mines of great productiveness; silver is also found

intermixed with the copper ore, which abounds in great masses. La

Point, four hundred and ten miles from the Saut and eighty-three from

Superior City, which is next reached, is situated on Madeline Island,

one of the group of the Twelve Apostles. It was settled at an early

day by the Jesuit Missionaries and the American Fur Traders. The

population is mixed, consisting of Indians, French, Canadians and

Americans. It has long been the favorite resort of the "red man" as

well as the "pale face," and possesses a historic interest to

travelers. The adjacent islands of the Twelve Apostles grouped

together a short distance from the main land, present during the

summer months a most lovely and beautiful appearance. Cliffs from one

to two hundred feet, may be seen rising above the waters, crowned with

the richest foliage. Passing Rayfield, a village on the mainland, and

Ashland, a settlement at the head of Chag-wamegon Bay, and the Maskeg

and Montreal Rivers, the steamer, after rounding Point de Tour,

enters Fon du Lac, a noble bay at the head of Lake Superior, twenty

miles in width and fifty miles in length, on the shore of which stands

Superior City, near the mouth of St. Louis River. This is a

flourishing place, possessing great commercial importance, and which,

at no distant day, must be connected with the mouth of the Columbia

River and Puget Sound. On the return trip coasting along the

northwest, the steamer passes numerous points of interest. At the

extreme west end of Lake Superior, seven miles northwest from Superior

City, stands the village of Portland. Along the shore northward are

bold sandy bluffs and highlands which are supposed to be rich in

mineral wealth. Encampment, the name of a river, island, and village,

is a romantic spot. Immense cliffs of greenstone are to be seen rising

from two hundred to three hundred feet above the water's edge;

northward along the shore porphyry abounds in great quantity. This

point is noted for the singular agitation of the magnetic needle.

Hiawatha, Grand Portage, Pigeon Bay, Pie Island, Thunder Cape, and

Thunder Bay, surrounded by grand scenery; Isle Royale, Fort William, a

strong post of the Hudson Bay Company. Black Bay, Nepigon Bay, on the

extreme north of the lake. St. Ignace Island, State Islands, Pic

Island Michipicoten Island, formerly the seat of Lake Superior Silver

Mining Company of Canada. Montreal Island, Carabon Island and other

points of interest.

Re-entering the Saut the steamer shapes her course for Mackinaw. The

Garden River settlement, an Indian village ten miles below the Saut,

is on the Canada shore. A mission church and several dwellings

occupied by Chippewa Indians may be found here. The St. Mary's River

presents the finest scenery. A traveler in describing it says, "There

is a delicious freshness in the countless evergreen islands that dot

the river in every direction from the Falls to Lake Huron." The next

point is Church's Landing on Sugar Island, opposite to which is

Squirrel Island belonging to the Canadians. Lake George twenty miles

below the Saut is an expansion of the River which at this point is

five miles wide. The steamer soon enters the Nebish Rapids, after

passing Lake George, and the main land of Canada, stretching out to

the north in a dreary wilderness, is lost sight of. Sugar Island which

is a large body of fertile land belonging to the United States, near

the head of St. Joseph's Island is next reached, and then in

succession, Nebish Island, Mud Lake, another expansion of the river,

Lime Island, Carltonville, St. Joseph's Island, a large and fertile

body of land belonging to Canada, once the site of a fort; Drummond

Island, belonging to the United States, and Point De Tour, at the

mouth of the river, the site of a light-house and settlement. The

other points of interest are Round Island, Bois Blanc, at the head of

Lakes Huron and Mackinac, all of which we have elsewhere described. At

east the steamer enters the Straits of Mackinaw, and the site of the

old fort and town heave in view. These straits are from four to twenty

miles in width, and extend east and west about twenty miles.

Lake Michigan now spreads out its beautiful sheet of water, second in

size to Superior, and invites the traveler to sail along its shores

and among its islands. The points of interest are, La Gros Cap, a

picturesque headland; Garden and Hog Islands, Great and Little Beaver

Islands, Fox Island, on the west of which is the entrance to Green

Bay, and on the east the entrance to Grand Traverse Bay, the Great or

north Manitou, and the Little or south Manitou Islands, Kewawnee, Two

Rivers, Manitoulin and Sheboygan, Port Washington, Milwaukee, Racine,

Waukegan and other places of minor importance. After passing the

localities on the western shore, at length Chicago is seen in the

distance, stretching along for miles and presenting a fine

appearance. From this point the traveler can return to New York, by

way of Detroit, through Canada on the railroad, or he may if he

chooses take a southern route. Such are the facilities for travel that

the tourist will be at no loss during the entire season in finding

excellent steamers and good accommodations. Steamers of the first

class leave Cleveland on Mondays, Tuesdays, Thursdays and Fridays of

each week, for Lake Superior, touching at the various ports on the

route. Persons in the West or South, who may desire to visit the lakes

can thus be at any time accommodated.

Should the tourist prefer taking another route from Buffalo, instead

of passing over Lake Erie and up the Detroit River, he can go direct

to Collingwood at the foot of Georgian Bay, and from thence can take

steamer for Saut St. Mary, Chicago or any other point he may desire in

the Northwest.

THE END.