or four times a year a sight of surpassing interest was to be seen in the assembling of the numerous homeward bound English ships at St. Thomas, for the purpose of obtaining the benefit of the convoy of men-of-war appointed to protect them on their voyage. The number of merchant ships varied according to the season of the year. The convoy, which sailed in the month of August, frequently numbered not fewer than four hundred, while the smallest was composed of at least a hundred vessels. It must have been a sight of no common interest to witness the departure of so numerous a fleet, even though composed of merchant vessels. Many of them were of a large class, and partly armed, while all no doubt did their utmost to make a respectable appearance under the eyes of so many observers, and to avoid the stigma of laggard, from their proud and majestic conductors-the men-of-war.

Trade during these years languished, but was not annihilated. What remained of it was turned into a different channel. The manufactures of the northern and middle countries of Europe were imported in British vessels by way of England, and considerable quantities of foreign West India produce found its way through St. Thomas to the English market, introduced, no doubt, as the growth of a British possession. American provisions, and lumber of all kinds, were received through the small Swedish island of St. Bartholomew, which had also been made a free port; and from British North America were received the productions of that country direct. Great Britain, of course, supplied the island with her manufactures in abundance, and Ireland sent provisions and linens; but the change from a neutral, to the flag of a belligerent power, rendered it infinitely more difficult to dispose of their importations to advantage.

In April, 1815, the Danes again became masters of the island. Foreign vessels speedily arrived laden with the goods that had so long been prohibited. Numbers of the smaller class of vessels, schooners, sloops, &c., were put under Danish colors, and adventures to the other West India islands and the Spanish main, were resumed with the same activity as in former times. Produce once more poured into the island, and many Danish ships were loaded and dispatched for the European markets.

Commerce was again molested by privateers, but this time they sailed under the Columbian and Buenos Ayrean flags, and continued to commit depredations during the entire continuance of the war of independence between Spain and her South American Colonies-that is from 1808 to 1825. These pretended privateers had, in many cases, no right to the flags they had assumed, and were in fact, nothing better than pirates, who took indiscriminately whatever came in their way that was worth capturing and weaker than themselves, adding frequently to their other crimes, the wanton slaughter of the crews or passengers they found in their prizes.

The South American struggle for independence brought a new addition to the population by the emigration from that country to St. Thomas, of many of its inhabitants, principally natives of Old Spain. In some cases the fugitives brought with them means sufficient to begin business, and some of them became afterward among the wealthiest merchants of the island.

When it became evident to the European powers that the South Americans could succeed in throwing off the yoke of the mother country, their enterprising merchants began already to meditate the opening of a direct trade with these rich and fertile regions, and as early as 1824 direct importations were made at various of the Columbian ports. This, of course, was

so much withdrawn from the Commerce of St. Thomas; but, in the mean time, the Island.of Porto Rico had so increased in its population and productions, as in a great degree to make up the loss of the South American trade.

St. Thomas has gone on prospering up to the present day. Some, however, suppose its prosperity has now reached its culminating point, and that it cannot hope long to maintain the important position it has acquired. Those who thus predict its decay, point chiefly to some attempts that are now making in Porto Rico to follow the example of South America, by establishing a direct trade with the manufacturing countries of Europe and America. But the usual blindness of Spanish commercial policy is too evident in the steps that are taken for that purpose, to admit of the slightest probability of their success. The St. Thomas trade with that island has long lost its original character of a cash business, and for many years the most liberal and extended credits have been afforded to the Spanish dealers. These facilities have been the means of creating a large and respectable class of shopkeepers in Porto Rico, from whom by far the greatest part of the custom-house revenues is derived; and indeed, not a few of the sugar plantations of the island have been established by means of the facilities thus afforded by St. Thomas. And this is the sort of connection which, by a most unreasonable scale of differential duties against importations from St. Thomas, the Porto Rico authorities are doing all they can to put an end to. In the mean time, a few individual traders of the Spanish island, and possibly some of the authorities themselves, are reaping large advantages from the present state of things; while the numerous body of shopkeepers, before mentioned, see the lucrative occupations they have been so long accustomed to, trammeled by the unwise measures of their own rulers, and only for the purpose of enriching a few individuals, principally we believe foreigners, who are there for the sole purpose of acquiring wealth with which to remove as soon as possible to their own countries. The Spanish traders complain, not indeed loudly, but deeply, while they are in St. Thomas, of the injuries they sustain by these measures; but their dread of expulsion, or other punishment, deters them from making their complaints known to the Cortes of Spain, the only quarter whence they might possibly hope to receive redress.

The result of the Porto Rico policy will probably be that which invariably follows unreasonable restrictions on Commerce, namely, the increase of smuggling, and consequently empty coffers in the custom-houses, while its destructive effect on the morality of the population, is perhaps, still more to be deplored.

St. Thomas, as the principal rendezvous of the British steam-packets, and from its central situation in the great route from Europe to the rich countries now opening upon the Pacific ocean, will, we hope, still continue to prosper, even should its Spanish neighbors succeed (which, however, does not seem likely) in dispensing with her connection.*

At present, the value of goods imported into St. Thomas may be set down at $5,000,000; probably half of which comes from Europe, about $1,000,000 from the United States and British America, and the rest from

Since the above was written, the Government of Spain, apparently actuated by sounder views of commercial policy than its colonial deputies, has seen fit to order the withdrawal of the greater part of the differential duties on importations from St. Thomas, and from the 1st of November of this year, they will be reduced to 2 per cent. Vessels under the Spanish flag, however, when coming from St. Thomas, will continue to be treated as foreign as far as their cargoes are concerned.

France, Hamburg, Altona, Flensburg, Bremen, and Holland, with Spain, and one or two ports in the Mediterranean. It is estimated that $2,000,000 of these imports go to the Island of Porto Rico;* and it is ascertained by a return lately made to a public body in St. Thomas, that her merchants, either for their own or for account of her European and American correspondents, take on an average $1,021,114 per annum in Porto Rico produce, and $999,962 in the paper of its mercantile houses, besides making occasional remittances of specie, which in 1849 and 1850 amounted to $216,992. It is true that but little of the produce thus exported comes to St. Thomas, since its merchants usually send their vessels to load in Porto Rico, whence they sail direct for their ultimate destinations. The absence of any explanation of this circumstance, in the official returns to Madrid, is directly calculated to mislead the Spanish Government as to the nature of the relations between the two islands.

The remaining portions of the imports of St. Thomas go to St. Domingo, Cuba, Venezuela, New Grenada, Curaçoa, and the Windward Islands, but it is next to impossible to ascertain what proportion finds its way to each of these countries respectively.

The shipping, as far as regards the number of vessels entering the port, does not seem to have increased during the last thirty-two years, although there has been a large augmentation in point of tonnage, arising partly from the quantity of coal imported since 1841, for the use of the Royal Mail Steam-Packet Company's ships, which amounts to no less than 42,000 tons per annum; and partly from the increased size of the vessels employed in the importation of goods from Europe.

In 1819, the number of vessels that arrived was 2,358; tonnage, 157,003 tons. In 1850, the vessels numbered only 2,196, while the tonnage came up to 235,843, in which the British mail steamers are not included. The average for the last thirty-two years is found to be 2,512 vessels, measuring 182,038 tons; and there seems to be no reason to anticipate a decay, so long as the masters of the islands continue to pursue the liberal system of commercial policy which has conducted it to its present prosperity.

Art. IV. COMMERCIAL CITIES AND TOWNS OF THE UNITED STATES.

NUMBER XXXII.

DAYTON, OHIO.

THE progress of the commercial and manufacturing cities of the West, has been so rapid within the last decennial period, that a frequent recurrence to facts and figures seems necessary in order to a correct estimation of the relative importance of these new centers of trade and Commerce.

Dayton is situated at the confluence of the Miami and Mad Rivers, in latitude 39° 47', and in longitude West from Washington, 7° 6'. From its geographical position, the climate is much milder in winter than that of New England, or the State of New York; and, indeed, differs materially from the towns and cities in Northern Ohio. Its situation in the great valley

• McCulloch states it in 1839 at $1,951,617.

of the Mississippi, renders its climate subject to the bland winds which prevail up the valley, for a considerable portion of the year-and thus for several winters (previous to the present) there has been little or no snow, and farmers in the vicinity, have been able to plow and gather corn in January and February; while at Cleveland, and other points, upon the lake shore, subject to the bleak winds of the north, the snow is abundant, and extreme cold weather continues for several months.

EARLY SETTLEMENT.

The ground on which the city is built was originally purchased by John Clere Symmes, about the year 1795. Subsequently, it appears that Arthur St. Clair, then Governor of the Northwestern Territory, and Jonathan Dayton, late a Senator in Congress, from New Jersey, with several associates, contracted with Symmes, for the purchase and settlement of so much of the original purchase, as was included in the corporative limits of the present city. The name of the late Senator Dayton was given to the embryo town. Symmes being unable to meet his payments, the land reverted to the government; and afterwards, Daniel C. Cooper, of New Jersey, succeeded to the proprietorship of the town, (in 1799.) The town was then laid out, upon a plan originally furnished by St. Clair, with streets 100 feet wide, crossing each other at right angles. The town plat was divided into 280 lots, 100 feet by 200 in depth. Upwards of 50 out-lots, of 10 acres each, were laid off at the same time. But it was not till within the present century that the town had a tangible existence.

EARLY TRADE AND TRANSPORTATION.

At the settlement of the town, it does not appear what were the selling prices of the "leading articles," at this point; but the buying prices at Cincinnati were as follows:

The cost of transportation, at this period, from Cincinnati to Dayton, a distance of 50 miles, (on horseback,) was $2 50 per cwt. It also appears that the first flat-boats from Dayton descended the Miami to the Ohio River in 1800.

Large quantities of flour, pork, and bacon, were successfully shipped to New Orleans in that way. In April, 1818, 1,700 barrels of flour were shipped by flat-boats to New Orleans. This trade continued to some extent, until the opening of the Miami Canal in 1829. Since which time no boats have passed down the Miami, nor is it now possible, on account of the numerous obstructions in the river.

It is worthy of remark that some of our most wealthy and honorable citizens laid the foundations of their fortunes by this bold and hazardous Com

merce.

Up to 1817, but two citizens of the town were the owners of pleasure carriages; at the present writing there are in the city not less than riages valued at

car

In 1804, there appears to have been a direct post route, from Cincinnati to Detroit, via Dayton, over which route the mail was transported, on horse

The several locks of the Erie and Miami Canals, afford considerable motive power, within the corporate limits of the city.

In 1845, a few enterprising business men were incorporated as the Dayton Hydraulic Company. This company constructed a hydraulic canal, from a point at Mad River, four miles above the city. By means of this canal, the waters of a large and unfailing river are brought through the city, and the surplus water is discharged into the canal, and thence into the Miami River, below the city. It was supposed that this additional water-power, was equal to one hundred run of stones. Of late, it has been found that this estimate was too large. The whole power is leased to manufacturers. This addition to the motive power of the city, is justly ranked as one of the chief sources of its prosperity.

It is thought, by competent judges, that an additional water-power, equal to that of the Hydraulic Company, can be created by conducting the waters of the Miami River (a still larger stream on the western side of the city) through a canal, and discharging the same into the river below the city. This project is worthy of the attention of capitalists.

There is no other city in the West so largely engaged in the manufacture and export of linseed oil and oil-cake as Dayton. The crop of flax, in the Miami Valley, is raised almost entirely for the seed; very little of the fiber being preserved for any profitable use. It is hoped that in the progress of recent discoveries, some method will be found, whereby the raising of flax for the fiber, will be a source of profit to the farmer.

AMOUNT OF FLAXSEED PURCHASED, AND OIL MANUFACTURED, AT DAYTON IN 1850-51. 134,000 bushels of seed purchased, at an averaged cost of $1 22 per bush. Amount of oil produced from same......

$163,348

...galls.

294,500

Average value per gallon, 72 cents....

$212,040

2,680 tons of oil-cake, produced from same, valued at $10 per ton.....

$26,800

1851-155,000 bushels of seed at $1 05

$162,750

Producing 294,500 gallons of oil, at 63 cents
3,100 tons of oil-cake, at $10 per ton....

185,535

$1,000

FLOUR. The amount of superfine flour, which is manufactured annually in the city, is equal to 125,000 barrels.

For the two past years, the annual wheat crop of Montgomery County (of which Dayton is the County seat) has been equal to 900,000 bushels.

MANUFACTURES GENERALLY.

Dayton surpasses all other Western cities of its size, in the variety and extent of the manufactures. Among the more notable and extensive establishments, are those for the manufactures of freight and passenger cars, on the largest scale. Paper mills for wrapping, news, and book paper, which supply no small part of the Western market. Foundries for stoves, hollow