[B.]

The following list shows names and tonnage of the principal grain-vessels trading with Toledo during the season of 1872.

Partial list of vessels trading between Chicago, Milwaukee, Du Luth, Cleveland, and Buffalo which do not visit Toledo.

[C.]

TOLEDO, OHIO, December 17, 1872. DEAR SIR: As chairman of the committee referred to, we beg to submit the following statement with reference to the losses sustained by the line of steamers owned and controlled by the Northern Transportation Company of Ohio.

The Northern Transportation Company had employed during the season of navigation, 1872, on the lakes 21 steamers; eleven of which on Lake Erie, running between Lake Erie ports and ports on Lake Ontario and the Saint Lawrence River. These steamers are built to pass through the Welland Canal, in Canada, their carrying capacity varying from 340 to 410 tons each; but in consequence of there being but a depth of less than ten feet of water in the channel through Maumee Bay, between the Maumee River and Lake Erie, they can take but from 300 to 360 tons each. The following is a statement in detail, showing the tonnage capacity of each boat employed in the trade between Toledo and the ports in the lower lake and river; the tonnage they can carry through the bay channel; the number of trips each steamer makes, and the tonnage deficit:

During the fall, when there is a certainty of low water on account of prevailing westerly winds, the masters of these boats frequently refused to take within 10 to 20 tons of the amount stated above, from the fear of being detained. Yet, even then, through the season just passed, the detentious were inevitable, as the depth of water was frequently less than 9 feet in the channel, and a long delay, with expense of assistance of tugs, the rule rather than the exception. During the summer season the rate of freight obtained has been unusually low, so that little profit accrued to the carrier; but in the fall the rates are more remunerative, so that the season when the carrier expects to make a profit on his investment, he is met with extreme low water in the channel, as well as the more dangerous season of navigation, and frequently is fast on one of the bars, or grounded on the edge of the channel when good weather prevails outside; and when he does get off it is to meet with a storm, perhaps, which he would have avoided if he could have got out promptly.

The average rate of freight obtained by this line during the season of navigation, 1872, was, Toledo to Ogdensburgh, $4.50 per ton, at which rate the deficit in the carrying capacity of the steamers, solely on account of low water in the channel, would amount to nearly $22,000. The delay incident to the navigation of the bay will average through the season twenty-four hours to each and every steamer, some, in the months of June and July, having comparatively little trouble with the tonnage as stated above, while through balance of the season having frequently forty-eight to sixty hours' delay, counting in the time awaiting between sundown and sunrise the following morning, when steamers lay by, the masters being afraid to risk going out after dark. The loss to the line by these delays, together with the amounts paid tugs for assistance rendered, cannot be computed at less than $18,000 per season, in addition to the deficit in tonnage, making on a business of 10,000 tons westward and 40,000 tons eastward bound freight a loss of $40,000 in the season. No line can exist long under such circumstances. In fact, the Toledo branch of the line has been a losing institution for years back, while it might be otherwise on a much reduced rate of freight if the harbor was such steamers

could carry through the chanuel to the lake as much freight as they can carry on the lake and be free of the detention stated. Respectfully submitted.

W. T. WALKER & Co.,

Agent and Consignee Northern Transportation Company's Line Steamers.

JNO. SINCLAIR, Esq.,
Chairman of Committee, &c., &c., Toledo, Ohio.

[D.]

DETROIT, MICH., December 17, 1872. DEAR SIR: Your letter of the 14th is at hand. We withdrew our propellers Phil. Sheridan and J. L. Hurd from the Saginaw River and Toledo trade the past season on account of the very low stage of water at Toledo. We had to put off at Detroit about one-fifth of their loads so as to get into Toledo, and then often got hard on and had to lighten. Loss of time and lighterage on our last trip with propeller Sheridan was over $1,000.

It is a wonder to us that a port of the importance of Toledo should be overlooked, or nearly so, while large sums are being spent on harbors on the west shores of Michigan that are not much better than private enterprises. We think no other government on earth, except ours, would so long neglect such an important harbor as Toledo.

Yours, respectfully,

W. T. WALKER, ESQ.

J. L. HURD & Co.

DETROIT, MICH., December 26, 1872.

DEAR SIR: Your telegram of to-day is at hand, 11 a. m. Our Mr. Stewart would most gladly go over to Toledo, but he is confined to the house with rheumatism. We have no copy of the letter we sent you; but we will state that our losses by detention, on account of low water at the entrance to your harbor since 1867, and including that year, have not been less than $20,000 for our two propellers, the Phil. Sheridan and J. L. Hurd. With 12 feet water these propellers will carry over 700 tons, having been built flat expressly for the Saginaw trade; but at no time have we been able to enter Toledo within the past six years with 550 tons, and we have grounded in the channel and had to lighten 120 tons during the season just closed, when our entire cargo was only 540 tons, there being only water for 420 tons, or 300 tons less than the carrying capacity of the Phil. Sheridan, with a draught of 12 feet water.

This state of things so discouraged us that we withdrew from the trade, as we found that all we could carry into Toledo would not pay the expenses of the trip with risk of detention added. With 12 feet water reliable at all times, the writer has no hesitation in saying that your port would much more than double its present commerce within one year from the completion of the improvement, and could, within five years of that time, see it at least four times its present volume; this would be a great boon to the entire trade of the West, and would afford a much cheaper outlet to market than any now offered from the West, where cramped outlets and high rates of freight are now crushing out the entire agricultural enterprise of the western farmers, where at present, in many sections, coarse grains will not pay the cost of gathering them and hauling them to the nearest station.

If it costs $5,000,000 to accomplish this work in a permanent manner, it would pay the nation largely to have it done. And we trust the time is near at hand when our Government will not count the cost of these much-needed improvements, but the benefits and profits the nation at large will derive from them, and these will far outbalance the outlay. A united effort should at once be made to render Toledo, Buffalo, Chicago, Milwaukee, and Marquette, on Lake Superior, and perhaps Du Luth, first-class harbors, safe in all weathers, and of sufficient capacity to accommodate at least double the present tonnage of the lakes. All local jealousies should be thrown aside, and all should work earnestly and harmoniously for these needed improvements, and the people and the Government must be educated up to their importance, and that millions are needed for the work where only one hundred thousand is now granted and wasted for these harbor improvements. Storms destroy them, owing to the small scale on which they are carried on, just about as fast as they are constructed. At Aberdeen, Scotland, a port with a fine harbor, but not as important a one as Toledo, $4,500,000 in gold have been expended within the past few years, and twelve hundred and fifty thousand more is being spent to complete the improvement.

The writer remembers when the first vessel of 300 tons came up the Clyde to Glas

gow with the full tide. There were public rejoicings; a public dinner, with the lord provost in the chair, to commemorate the event. Now the largest wooden steamships and East Indiamen lie at her wharves. Glasgow then had not much over one hundred thousand inhabitants; now she is the second city of the British empire in point of popnlation and wealth. An unsparing and enlightened use of the steam-dredge has done it all. Let our Government examine into what the steam-dredge and harbor improvements have done for the eldest branch of the Anglo-Saxon race, and we think it will come at once to the conclusion that it will yield greater benefits to the younger nembers of the same family. The House of Representatives, the Senate, and the President and Cabinet should now have these matters pressed without ceasing upon their attention. Happily there are no political issues in these grand national improvements. Of course, southern rivers and harbors must come in for their share of improvement, and it is right and proper they should. This is not a local question, but one of the utmost national concern. Would time permit we could add much more; but it being near mail time, we must close with the sincere regret of the writer that he cannot be with you to-morrow.

IMPROVEMENT OF MAUMEE RIVER, OHIO.

The balance of appropriation on hand was expended upon the improvement of this river, as stated in the last annual report. Convenient approach from Toledo to Perrysburgh may now be had by vessels not drawing more than seven feet of water.

From Perrysburgh to Maumee City the channel has yet to be completed. For this, estimate is made. Perhaps a little dredging between Perrysburgh and Toledo may be required to maintain the existing channel; 23,159.40 cubic yards of material were removed from the channel during the fiscal year.