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. tons. In 1819, the number of vessels that arrived was 2,358; tonnage, 157,003 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 back, once in two weeks. And in 1820, the Eastern mail, via Chillicothe, arrived and departed once in each week. At this time, there are two daily mails between Dayton and New York, which pass from point to point in 48 hours. PROGRESS OF DAYTON. The town of Dayton was incorporated by the Legislature in 1805-and the first brick building was erected in 1806. It has therefore, as a town and city, had 47 years of corporate existence. The progress of Dayton, seems to have been quite slow, until it was quickened by the spirit of internal improvements. At a In the year 1829, that portion of the Miami Canal extending from Cincinnati to Dayton was completed; and on the 25th day of January of that year a canal-boat traversed the whole distance (60 miles) from Cincinnati to Dayton. From this date the prosperity of Dayton commences. later period the canal was extended to Lake Erie, and immediately became one of the most extensive artificial channels of Commerce in the Western States. TABLE EXHIBITING THE AMOUNT OF TOLLS COLLECTED, ON THE MIAMI AND LAKE ERIE CANAL, AT THE PORT OF DAYTON, FROM 1841 TO 1851, INCLUSIVE. Tolls....... Tolls....... 1841. 1842. 1843. 1844. 1845. 1846. The charter for a city government was granted by the Legislature in 1841. The, city is divided for legislative purposes, into six wards; and its affairs are managed by twelve councilmen, representing the several wards in a single body, called the Council. The present revenue of the city for taxes, licenses, &c., amounts to $20,000, one-third of which is devoted to educational purposes. The population now amounts to 14,000. MCADAM AND RAIL ROADS. There are upwards of 250 miles of McAdam, or hard graveled road, (equal to McAdam,) radiating in all directions from the city. The cost of the construction of these roads, varies from $1500 to $6,000 per mile. That made of broken stone being the most expensive; while that made of clean gravel and pebble stones is cheaper, but quite as smooth and desirable. It is believed, that no city in the Union, has such an extent of costly and excellent roads, leading to and from it, as Dayton. The city is connected with the following railroads, which give her easy access to the principal points of the Union: A continuous line of railroad is under contract, from a point on the Ohio River, connecting with the Baltimore and Ohio Railroad, to Illinoistown, opposite St. Louis. The principal points on this road will be Columbus, Dayton, Indianapolis, Terre Haute, and St. Louis. It is confidently believed that this entire chain of road will be completed within two years. TABLE SHOWING THE AMOUNT OF SOME OF THE PRINCIPAL ARTICLES OF COMMERCE RECEIVED AND SHIPPED FROM DAYTON, VIA THE MIAMI CANAL FOR THE YEARS 184950-51. Arrived. -Cleared. Sundries... .... 1849. 1850. 1851. 1849. 1850. 1851. 906,078 2,066,495 235,276 621,793 1,219,938 260.958 Hoop poles......number 784,582 851,110 672,082 Hogs 115,500 72,974 3,000 3,497 Staves and Heading. Shingles.. 1,657,758 1,221,760 2,180,310 3,420,250 2,870,850 7,500 750,000 5,400 57,000 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 manufucturers. 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 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 185,535 31,000 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 estabJishments, 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 |