Old Mackinaw Part 13

Each round trip would give the following sums for freight and pa.s.sage:--1500 tons of freight at $6 per ton, $9,000; 40 cabin pa.s.sengers at $50 each, $2,000; 50 steerage do. do. $25 each, $1,250.

Total for the trip out, $12,250. Inward bound:--600 tons freight at $6, $3,600; 75 cabin pa.s.sengers at $60, $4,500; 300 steerage do. do., $30, $9,000--$17,100. Add outward receipts, $12,250. Total, $29,350.

The total cost of the trip, including insurance, would not exceed $14,000. Total net profits, $15,250.

It will be seen by the above figures that our staple products can be carried to England in the right kind of vessels, at one half the cost that railroads and connecting steamers can perform the same service, even when the latter carry at a rate that brings no profit to the shareholders, while the former would pay large dividends. At the rates named for pa.s.sage (but little more than one-half the present cost of going from Detroit to England) crowds of the European settlers in this country would flock to the mother country to see dear friends and relatives, and tens of thousands of the American people would embrace the opportunity to behold the tombs and temples and wonders of the land from whence their ancestors came. A feeling of friendship of the true stamp would spring up spontaneously between the Anglo-Saxon races on each side of the Atlantic that never could be severed, and which would alternately shed the blessings of Christianity and civilization to every corner of the world. Such free intercourse would show that to be appreciated by each other they only need to be better acquainted.

And it is our firm belief, that the day that beholds the commencement of direct trade between the old world and in the inland seas of the Great West, by vessels of the cla.s.s named, will see a day of glory and promise brighter and greater than has ever yet dawned on any efforts put forth to subdue the world by human means, to peace and universal brotherhood.

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

Another important point which is now in a fair way to be gained, is the making of European consumers acquainted with the fact that their wants can be supplied to any desired extent. When this information becomes general the consumption must be vastly stimulated, affording one of the most inviting fields for enterprise known in the commercial annals of the world. The resources of the State are amply sufficient to afford employment for half a century to a tenfold larger number of vessels than have yet engaged in it. By a carefully compiled estimate, it has been ascertained that in prosperous times the annual product of our _pineries_ is hard upon TEN MILLION DOLLARS. Large as this sum is, it is the opinion of those who are well qualified to form an estimate, that it may easily be surpa.s.sed by the product of our hard timber.

Take for example the region around Saginaw Bay, which is perhaps the most remarkable locality in the world as respects the quality and variety of hard wood timber. Here, for near a hundred miles in extent, upon streams debouching into the bay, are dense forests of the choicest oak, with a profusion of hickory, black walnut, white ash, whitewood, and other desirable varieties. The manufacture of agricultural implements, as well as many other articles that afford employment to the toiling millions of the old world, must receive a new impetus when it is found that wood admirably adapted to their construction can be had direct from our forests at the moderate rate at which it will bear transportation. So of birds-eye maple for cabinet ware, red elm for carriage hubs, and other varieties applicable to specific uses. We have designated only such as abound in great plenty. The profusion of the growth is in fact equaled only by its accessibility, the whole country being so permeated by streams that it can be floated off with very little trouble.

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

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

Bark D. C. Pierce, Staves, Liverpool.

" Allies, Lumber and staves, Cork.

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

" Ma.s.sillon, Lumber and staves, Liverpool.

Brig J. G. Deshler, Staves, Glasgow.

" Caroline, Lumber and staves, Liverpool.

" Black Hawk, Staves, London.

Schr R. H. Harmon, Staves, Liverpool.

" J. F. Warner, Staves, Liverpool.

" Gold Hunter, Staves, Cork.

" Dousman, Staves, London.

" Valeria, Lumber and staves, Liverpool.

" Vanguard, Staves, Liverpool.

" Grand Turk, Lumber, Hamburg.

" St. Helena, Lumber and staves, Cork.

" Chieftain, Lumber and staves, London.

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

" M. S. Scott, Lumber, Hamburg.

" E. Bates, Lumber and staves, Liverpool.

" H. Barclay, Staves, London.

" Republican, Lumber and staves, Cadiz.

" Messenger, Staves, &c. Calais.

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

Aspinwall & Son, and two of the others were owned here.

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

West India staves No. 692,057 Standard pipe staves, No. 142,662 Lumber, feet 474,693

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

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

As collateral to this trade, an important commerce has sprung up between the lake cities and the Atlantic ports which promise to increase rapidly. Prior to 1857, the pa.s.sage of vessels from the Welland Ca.n.a.l to the ocean was of very rare occurrence. As a matter of curiosity, we present a complete statement of the vessels which have pa.s.sed through the ca.n.a.l bound for Atlantic or European ports, with the year of sailing, avoiding a repet.i.tion of the list above given.

The Dean Richmond, and those clearing in 1857 and 1858, all sailed for Europe. Those designated in this list as having sailed in 1859, all cleared for Atlantic ports:

1847 American steam revenue cutter Dallis.

" Canadian barque Arabia.

1848 American barque Eureka.

1850 Canadian schooner Scotia.

1854 Canadian schooner Cherokee.

1855 Canadian bark Reindeer.

1856 American schooner Dean Richmond.

1857 American bark C. J. Kershaw.

" English schooner Madeira Pet.

1858 American brig Black Hawk.

" American schooner R. H. Harmon.

" American schooner Col. Cook.

" American schooner Correspondent.

" American bark D. C. Pierce.

" American schooner D. B. s.e.xton.

" American schooner John E. Warner.

" American bark H. E. Warner.

" American bark C. J. Kershaw.

" American schooner C. Reeve.

" American schooner Harvest.

" American bark Parmelia Flood.

1859 American bark Magenta.

" American brig Sultan.

" American brig Indus.

" American brig Kate L. Bruce.

" Canadian schooner Union.

" American schooner Kyle Spangler.

" American schooner Muskingum.

" American schooner Adda.

" American schooner Clifton.

" American schooner Metropolis.

" American schooner Energy.

" American schooner W. B. Castle.

" American schooner Alida.

" American tug Uncle Ben.

" American tug Cushman.

" American schooner Typhoon.

" American schooner Sarah Hibbert.

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

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

Are staves or lumber the more profitable to ship? This depends upon circ.u.mstances. Last year it was very dull for both. For staves especially the season could not, for various reasons, have been more unfavorable. In the first place, the grape crop was a very short one, not only in France, but in all the vine countries, including the Canaries. This, of course, greatly lessened the demand for staves, and there were consequently very few taken from England to France, although French vessels are in the habit of taking them for ballast at a merely nominal rate, owing to the difficulty they experience in procuring return freights from England. The short crops in Canada and the great scarcity of money, forced an unusual number of laborers in that country into the stave and lumber business. Under advices that heavy shipments were in prospect, coupled with the general check upon business on account of the war, prices became depressed.

Notwithstanding all this, the shipments hence, being early in the market, sold to advantage, and may therefore be considered as a signal success, under the circ.u.mstances. The smallest vessel going out from here netted a freight of $3,500.