A Report on Washington Territory

LIST OF MAPS.

ITINERARY.

I entered Washington Territory, by way of the Northern Pacific Railroad, on the morning of October 27, 1887, coming first to the valley of the Spokane River,Great Plain. and spending the entire day in traversing the plains of Eastern Washington, reaching Pasco Junction a little after nightfall. I crossed the Cascade MountainsCascade Mountains. on the Switchback, and arrived at Tacoma about noon of the 28th, at which point I took a Puget Sound steamer, and landed at Seattle about four P.M. the same day. The next morning, accompanied by Mr. F. H. Whitworth, engineer, and Mr. F. M. Guye, I went out on the Columbia and Puget Sound Railroad to the end of the road, near Newcastle, where we took horses, and reached Hop Ranch,Hop Ranch. on the Snoqualmie River, the same night.

October 30.—Proceeded up the south fork of the Snoqualmie River, and reached the engineers' camp near the top of Cascade Mountain, at Snoqualmie Pass. Distances by rail and by wagon road: Seattle to Coal Creek, near Newcastle, twenty miles; Coal Creek to Squak Valley, five miles; Squak to Falls City, ten miles; Falls City to Hop Ranch (or Snoqualmie) six miles; Hop Ranch to Engineers' Camp, twenty-six miles; Camp to Summit, five miles.

The railroad on which I left Seattle is a narrow-gauge coal road. Between its terminus and Squak Valley is a high mountain spur. The proportion of cleared land along this whole line is not large in comparison with the forests of evergreen timber, but there are many farms of great fertility, some of them large. The timber increases in quantity and size nearly to the top of the mountain. On these points I shall speak fully hereafter. My object in thus hastening to the Cascade Mountains was to make my observations first at the point where I was most likely to be interrupted by bad weather. I found the engineers, headed by Mr. Thompson, busily engaged in making the location of the railroad, beginning at Snoqualmie PassSnoqualmie Pass. (the summit), and working westward and downward, so as to connect with their finished work in the neighborhood of Hop Ranch.

Spending the night of October 30 at the camp, I went next morning to the Guye Iron Mines,Guye Mines. which were one mile from the line of the railroad. The outcrops of ore and limestone lie high on a mountain, which I named Mount Logan,Mt. Logan. in honor of General T. M. Logan, who seems to have been among the first of the Eastern men to put faith in the resources of this remarkable region. I returned in the evening to the engineers' camp.

The next day, November 1, I spent visiting the Denny Mine,Denny Mine. two miles from the railroad line, and also high on a mountain, and again returned to camp. The Chair Peak Mine (also called the Kelley Mine), thirteen miles distant from the railroad, and Guye's Mine on Middle Fork Mountain, six miles distant, I did not visit, owing to want of time.

Salal Prairie.November 2.—First rain. We returned down the mountain, and stopped for an hour at Salal Prairie, where we found a large camp occupied by the employees of the Moss Bay Iron and Steel Company,Moss Bay Co. of England, who expected to build iron furnaces on this admirable location.[A] This night we spent at Hop Ranch, a description of which is given hereafter.

November 3.—Spent the most of this day in examining the coking coal beds on Snoqualmie Mountain, three miles from Hop Ranch, and reached Falls City that night, pausing by the way to look upon that wonderful sight, the Snoqualmie River Falls, 267 feet high.

November 4.—Left the line of the railroad and went up Raging RiverRaging River. ten miles, where I visited the coal openings, and spent the night at the miners' camp. The Raging River valley and mountain-sides are covered with large timber.

November 5.—Descended Raging River valley six miles to the line of the railroad, which we followed to the Gilman Coal Mines,Gilman Mines. on Squak, passing a bed of ochreous earth, which might have value for paint, and may lead to a bed of iron-ore.

At Camp Gilman I looked at all the openings which were accessible, and observed the preparations making for large mining. Spent the night at Tibbett's in Squak Valley, two miles distant.

November 6.—Returned to Seattle.

November 7.—In Seattle.

November 8.—Crossed Puget Sound to the great Blakeley Lumber Mills,Blakeley Mills. and also examined Mrs. Guye's large collection of the minerals of Washington Territory.

November 9.—Made short excursions in and around Seattle, including a trip on the Seattle, Lake Shore and Eastern Railway, fourteen miles out.

Wilkeson Mines.November 10.—Went to the Wilkeson Coal Mines, where I found the only coke ovens I saw in the Territory.

November 11.—Returned to Seattle by way of Tacoma, where I met Mr. Peter Kirke, the partner and agent of the Moss Bay Company, who is preparing to erect a steel plant; but whether he intended to build at Salal Prairie or at Cle-ellum, I could not ascertain. In fact, I am not sure that he had then determined in his own mind.

November 12.—Excursions around Seattle, especially around the borders of the lakes.

November 13.—The first Sunday I have been able to observe like a Christian.

November 14 and 15.—Collecting information and constructing maps.

November 16.—Out on the line of the S. L. S. & E. Railway eighteen miles.

November 17.—To Kirke's Coal MinesKirke's Coal Mines. on Green River. By rail as far as the Franklin Coal Mines, passing the Renton, Cedar Mountain and Black Diamond mines. At Franklin Mines, took horses to the Green River Mines, seven miles, where we spent the night at Mr. Kirke's camp.

November 18.—Last evening and to-day, examined all the openings on Mr. Kirke's property, and one opening on Section 34, Sugar-Loaf Mountain, owned by Mr. Whitworth and others; and took the Northern Pacific Railroad cars at the Common Point, and got back to Seattle the same night.

November 19.—In Seattle working on maps.

November 20.—Sunday.

November 21.—Remained in Seattle.

November 22.—Went to Portland, Oregon. I will here say that Mr. F. H. Whitworth accompanied me on all my trips away from Seattle, and superintended the construction of my large maps, which were made in his own office. I found him a most obliging gentleman, and exceedingly well informed about the country. He was untiring also in collecting for me such information as he did not already possess. Judge Burke, Mr. Leary, Mr. Mackintosh, Governor Squire, Judge Lewis, Dr. Minor (the Mayor), etc., were exceedingly attentive, Judge Burke especially so. Other citizens, such as Chancellor Jones, ex-Governor Ferry, Mr. Arthur A. Denny (the oldest citizen on Puget Sound), Mr. F. M. Guye, Dr. Cumming, Mr. Haller, etc., were cordial, and ready to do me any service. Indeed, the citizens of Seattle, so far as I became acquainted with them, showed themselves in enthusiastic sympathy with the new railroad enterprise.

November 23.—Portland.Spent the day in visiting the Oswego Iron Works, six miles from Portland, in company with Mr. S. G. Reed, president of the Oregon Iron and Steel Company. The only point of special interest connected with these unfinished iron-works, is that Mr. Reed is looking forward impatiently to the progress of the S. L. S. & E. road, expecting to receive from it magnetic ore for mixture, also limestone and coke.

November 24.—Ascended the Columbia River by steamer, with six miles of portage, to the Dalles, where I took the Northern Pacific train for Spokane Falls, having daylight from Pasco Junction.

November 25.—Nothing could be more unjust to the country than the location of the Northern Pacific Railroad, which runs most of the way to Spokane Falls in a coulée (or dry river bed), which completely hides most of the farming land from the traveler.

November 26.—In Spokane Falls,Spokane Falls. which I found to be a rapidly growing city of 7,000 to 8,000 people, who are pressing the interests of the town with amazing energy. Mr. Routhe, president of the Board of Trade; Mr. Cannon, president of the Bank of Spokane Falls; Mr. Paul F. Mohr, Mr. Curtis, Mr. Nash, and quite a number of other prominent citizens, called upon me, and showed the liveliest interest in the Seattle, Lake Shore and Eastern Railway. I collected here a mass of valuable information concerning the agricultural and mineral resources of Eastern Washington; this being an important centre of trade for farmers and miners.

November 27.—Sunday.

November 28, 29 and 30.—Went out on the Spokane Falls and Palouse Railroad to the Palouse River country. At Garfield I took the train to Colfax, which I found to be also a flourishing place, and wide awake in reference to the Seattle road. The citizens here were also ready to do all in their power to aid the enterprise.

December 1.—Arrived at Walla Walla, another of the great wheat centres, where I found leading citizens well informed as to the new railroad, but not indulging much hope of its coming within striking distance, except in the remote contingency of Snake River Valley being selected as the route of the Manitoba Railroad.

December 2.—In the afternoon came south fifty miles, to Pendleton, in Oregon, and on the morning of the 3d started for home by way of the Oregon Short Line and Union Pacific. By this time the earth was covered with a light snow; but upon the whole, the weather during my trip was pleasant—Good weather.certainly not so much falling weather as I had a right to expect, and no severe cold.

Thus I was five weeks and two days in Washington Territory. The entire trip, from the time I left Lexington until my return, was seven weeks and two days. Miles traveled, 8,500.

A GENERAL ACCOUNT OF WASHINGTON TERRITORY.

HISTORICAL.

Denny, of Denny Mines.The first white man who ever settled near the site of Seattle (Mr. Arthur A. Denny) now lives in that city, and can scarcely be called an old man. The country remained unsettled so long, partly because of its inaccessibility from the East, and partly because it was disputed territory between the United States and Great Britain. It became a separate Territory only in 1853.Causes of delay in settlement. No transcontinental line of railroad touched any part of Washington Territory until four years ago, when the Northern Pacific passed across the eastern part of the Territory, and united with the road along the Columbia River, which had been built by the Oregon Railway and Navigation Company, and which had barely entered this Territory. Following this line to Portland, Oregon, and then completing the road from Portland, northward, the railroad reached Puget Sound at Tacoma by this circuitous route in 1883.

The Northern Pacific Railroad has, during the present year (1887), succeeded in reaching Tacoma by a more direct, though still angular, line, crossing the Cascade Mountains at Stampede Pass.

Whilst thus comparatively unknown and inaccessible, it is not surprising that population should at first come in slowly. Those who came to Western Washington were chiefly lumbermen. Since that time farmers have settled large tracts of country, commerce has become large, and now every interest is going forward with great rapidity.

The population in 1880 was 67,000.Population of Washington Territory. Governor Semple, in his report for 1887, puts the population at 143,669, which shows a gain in seven years of over 100 per cent. But the Governor himself declares that the enumerations made since 1880 are unreliable, and it is claimed by intelligent gentlemen in Seattle that the present population exceeds 175,000. It is increasing rapidly day by day. The fact seems suddenly to have burst upon the country at large that here, in this neglected corner, is a wide region offering perhaps the richest inducements to immigration of any part of the United States.

In spite of Oriental exclusiveness, now broken down, the Asiatic trade has always formed a large element in the commerce of the world, and has long been sought by the great maritime powers of Europe, especially by England. For this she conquered India, and seized upon many islands of the ocean. For this she battered in the gates of China, and established herself permanently at Hong Kong, at the entrance to the River of Canton.

In these countries,Majority of the human race in the countries of the Pacific. and upon these islands, live more than half the human race, and with all the barbarism of some, and the old-fashioned civilization of even the best, the large majority of these people are producers of a multitude of articles wanted by the civilized world. And of late these peoples have become possessed with a strange desire to avail themselves of the products of European and American art. This market will not only grow rapidly in its demands, but the currents of trade will be diverted from Europe to America. In fact, the settlement of the west coast of America inaugurated a revolution greaterChange in the currents of trade. than that which substituted the voyage around the Cape of Good Hope for the camel train across the Asiatic continent. It gave America a standpoint from which she would ultimately wrest the bulk of the vast trade of the Orient from Europe. The cutting of the Suez Canal mended the hold of England and other maritime European states on the Oriental market, in fact secured for them the advantage of a shorter line to the Southern Asiatic market as far as the Malay Peninsula; but as for the rest of that great market included in the Pacific Islands, the Chinese Empire, Japan and Siberia, the revolutionary movement has commenced, whereby the bulk of that trade will be taken from England and Holland by the merchants of San Francisco and Puget Sound.

The trade of ChinaThe China trade. alone has been estimated at $130,000,000 per annum, the greater part of which is absorbed by England, and the annual value of the export and import trade of England with the Pacific Islands has been put at $75,000,000. This already immense market may and will be enlarged, especially in China, by means of railroad and steamboat connections, which will bring to the coast the products of the interior sections. Much of the China trade now goes overland into and through India, and also through Siberia, to be consumed by the way, or pushed through to the termini of European railroads and ship-lines which are reaching to get it. And, as the transportation becomes better, so will the production increase. Railroad building, until lately forbidden in China, has now commenced, and will, in the nature of the case, go on rapidly. The result will be to bring most of the trade to the Pacific coast, and thus reverse all the interior movements.

Even the capital of the Empire, the great Peking, and the productive region around it, have depended largely on the overland trade to Europe, and especially on the great Russian market opened annually at Novgorod. It only needs a railroad from the back country, through Peking direct to the coast, to bring this large trade under American control. Mr. James G. Swan (Hawaiian Consul) has written a valuable pamphlet on the regions drained by the Amoor River, in which he shows that there is an immense trade "now lying dormant in Siberia, Mongolia, Manchooria, Northern China, Corea and Japan, which will be brought into active life and diverted to the American shore of the North Pacific Ocean by the great continental railroads which will have the outlet of their commerce through the Straits of Fuca."

He gives the population of these countries as follows:

The Amoor RiverThe trade of the Amoor River, Japan, etc., with its great Chinese tributary, the Songaree, furnishes over 2,600 miles of steamboat navigation (a second Mississippi), but, owing to a great bend to the south, the Amoor can be reached by a short line of railroad from the Russian port Vladivostock, or Poisette Harbor. Japan lies on the way from Puget Sound to the region referred to. Major Collins, some years ago, said in a letter to Secretary Marcy concerning this market: "One item, cotton fabrics, might be introduced to the amount of millions yearly; then there are many products of these countries that could be received in exchange. This must be done through the Amoor and its affluents. It can hardly be estimated what a revolution in trade and commerce can be effected in this region; and the fondness of the people for luxuries and foreign merchandise being very great, if the means of procuring them were facilitated and the prices cheapened, the consumption would be immense, and in a few years a trade of many millions would be effected."

Major Collins thought that these people would consume annually five dollars per head of American goods; Mr. Swan estimates two dollars per head. These goods would be paid for in silks, tea, rice, furs, skins, wax, fossil ivory, plumbago, tin, precious stones, naval stores, etc. It is said that the overland trade of North China to Russia now requires for its transportation a caravan line of 36,000 camels and bullocks, and 100,000 horses, and that the Siberian trade is as large as that of China. The tea sold at Novgorod amounts to $5,000,000 each annual fair. The caravan tea is preferred to the ship tea, which is said to be injured by the voyage through the tropics; another argument for the North American route.

Since Mr. Swan'sThe new railroad across Siberia to St. Petersburg. pamphlet, the news comes that the Russian Government is now actively engaged in building a railroad from St. Petersburg across Siberia to Vladivostock on the Japan Sea; and the expectation is general that this imperial power will seize Corea so as to bring the terminus of her railroad to Ninsen at the south point of Corea. All the great trade which will thus be developed is in addition to the existing trade of China and the Islands, and will probably swell the China, Japan and Russian trade to over $200,000,000, to which is to be added the Australian and Island trade, which already is, no doubt, over $100,000,000.

The American Pacific States have decisive advantages over all others in controlling the Pacific trade.Now comes the practical question, Who are to handle this vast trade of $300,000,000 annually? No one nation exclusively, of course. The Dutch and other small powers will have a little of it; but the only contest will be between England and the American Pacific Coast. England has the lion's share now, but this great nation will hereafter labor under too many disadvantages in its contest with America. America has the needful capital, material, pluck and energy, and enjoys certain decisive advantages, as, for example—1. In distance, which of itself would in this case decide the matter; 2. In the local production of certain staple articles which will be in great demand, and which England cannot supply so cheaply, if at all, such as lumber, meats, flour, canned goods, cheap cottons, and agricultural and other machinery, which, if not cheaper, can be more readily adapted to the wants of the market; 3. In possessing the back country of Eastern America, whereby the entire United States become tributary both ways to the Pacific commerce; to which may be added, 4. The ever-flowing river in the Pacific Ocean, flowing in a circle from Japan to the American coast and back—the famous Kuro Shiwo, or Japanese current; a current which gives a gain to every ship of twenty miles a day in distance; the current which brings the disabled Japanese junks to the American coast.

The half-way point on the Pacific side between America and England is the Malay Peninsula. This leaves even Australia and all of OceanicaAdvantage in distances. nearer to us than to England, and all of China, Japan and Siberia thousands of miles nearer to us. Hong Kong and Canton are the English headquarters in China, and yet our Pacific coast is 5,000 miles nearer to these than England is. It is also 6,500 miles nearer to Shanghai, which is a more important port than Canton, because of its greater nearness to the rice and tea producing sections. The advantages are still greater in respect to Peking, Japan, Vladivostock, the terminus of the projected Russian railway, and the entire country drained by the Amoor. Our commerce is now within thirty days of the coast of China, and will be in less than ten days when the fast mail and express and passenger steamers are launched. I insert a table of distances, which is full of significance.

ROUGH ESTIMATES OF DISTANCES.

Liverpool and Puget Sound are about equally distant from west coast of the Malay Peninsula.

By this it will be seen that New York, by way of Puget Sound, is 1,400 miles nearer to Canton than Liverpool is, and nearly 4,000 miles nearer to Shanghai. Mr. Swan makes the distance from the Pacific coast less than I have given. It should also be noted that Puget Sound has the advantage of distance over San Francisco also.

Puget Sound has also the advantage over all competitorsAdvantage in productions. of being able to produce a large bulk of the materials for commerce in its own vicinity. In this report there will be a large array of facts concerning the present and future productions of Washington Territory, which will amply confirm and illustrate the above statement. The only real competitor of Puget Sound on the American coast is British Columbia, but British Columbia cannot vie with Washington Territory in the production of the materials of commerce, and Canada at large furnishes no such background as the United States.

Coastwise trade.It will, of course, not be overlooked, that in the great coastwise trade which the Pacific States have and must always have with each other, they will minister to each other's prosperity. And here it will be shown that Puget Sound will have the advantage in supplying the wants of others.

South American trade.In addition to these is the foreign trade along the coast of British Columbia, Mexico, Central America, and all the Pacific States of South America. Chili is a prosperous State. She has nearly doubled the volume of her trade in ten years. From 1874 to 1883 her exports went up from $32,000,000 to $73,000,000, and her imports from $35,000,000 to $50,000,000. The United States imports over $4,000,000 of goods from the Pacific side of South America, and exports about $8,000,000 to these states. England, however, gets the most of the West South American trade, so that here again we must enter the lists with Britannia. Already the contest has begun, and our Pacific States must bear off the palm sooner or later.

Large existing trade.Thus it is evident that a vast field of commercial enterprise is wide open to the people of Washington Territory as well as to Oregon and California. And our commercial statistics show what handsome progress has already been made. Taking both exports and imports, there is already a business of $80,000,000 done by the seven Pacific ports of entry. San Francisco is now far ahead of the others, and this city has nothing to fear from any other port except Puget Sound, which will gain upon her rapidly and ultimately surpass her. Washington Territory has all that California has on which to trade, and a great deal besides; and has the advantage of position. When our commercial statistics were made up, Puget Sound had no direct railroad communication with her own back country east, much less a transcontinental line. A very different story will be told a few years hence. I here insert a table of summaries which show that the commercial revolution is now in operation.

In the latest report to which I have access, San Francisco is the only one of the Pacific ports mentioned separately.

Much of the exports above reported to the credit of Oregon really came down the Columbia River from the eastern part of Washington Territory; and the great bulk of the exports from San Francisco consists of wheat, flour, and other breadstuffs, an item in which Washington Territory can surpass all competitors. The following table shows the principal items of export from the Pacific ports.

Let it be noted that in respect to the production of the larger items, to wit, wheat and flour, wood and its manufactures, animals, iron and steel and their manufactures, machinery of all sorts, fish, etc., Washington Territory can surpass all competitors.

Note.—Humboldt, Oregon, San Diego, Willamette, and Wilmington have almost no exports except those included in this list. Puget Sound and San Francisco have a great variety of exports.

APPENDIX.

LIST OF EXPORTS OF DOMESTIC MERCHANDISE, YEAR ENDING JUNE 30, 1885. EXPORTED FROM THE SEVEN CUSTOMS DISTRICTS OF THE PACIFIC.

• Agricultural Implements.
• Animals.
• Art Works.
• Bark, and Extract for Tanning.
• Billiard Tables, etc.
• Blacking.
• Bones, Hoofs, Horns, etc.
• Books, Maps, etc.
• Brass, and Manufactures of.
• Breadstuffs, Wheat, etc.
• Bricks.
• Broom-corn, Brooms and Brushes.
• Candles.
• Carriages, and parts of.
• Cars, passenger and freight.
• Casings for Sausages.
• Chemicals, Drugs, Dyes, and Medicines.
• Clocks and Watches.
• Coal.
• Coffee and Cocoa, ground or prepared, and Chocolate.
• Copper, and Manufactures of.
• Cotton, Manufactures of.
• Earthen, Stone, and China Ware.
• Eggs.
• Fancy Articles.
• Fertilizers.
• Fish.
• Flax, Hemp, Jute, and Manufactures of.
• Fruits.
• Furs and Fur-skins.
• Glass and Glassware.
• Glucose, or Grape-Sugar.
• Glue.
• Grease, and all Soap Stock.
• Gunpowder, and other Explosives.
• Hair, and Manufactures of.
• Hides, and Skins other than Furs.
• Hay.
• Honey.
• Hops.
• Ice.
• India-rubber and Gutta-percha, and Manufactures of.
• Ink.
• Instruments and Apparatus for Scientific purposes.
• Iron and Steel, and Manufactures of.
• Jewelry, and Manufactures of Gold and Silver.
• Lamps, etc.
• Lead, and Manufactures of.
• Leather, and Manufactures of.
• Lime and Cement.
• Malt Liquors.
• Marble and Stone, and Manufactures of.
• Matches.
• Musical Instruments.
• Naval Stores.
• Oakum.
• Oil-cake and Oil-cake Meal.
• Oils.
• Ore, Gold and Silver bearing.
• Paraffine and Paraffine Wax.
• Paints and Painters' Colors.
• Paper, and Manufactures of.
• Plated Ware.
• Provisions (comprising Meat and Dairy Products).
• Quicksilver.
• Rags.
• Rice.
• Salt.
• Seeds—Timothy, etc.
• Silk, and Manufactures of.
• Soap.
• Spermaceti and Spermaceti Wax.
• Spices, ground and prepared.
• Spirits, Whisky, etc.
• Spirits of Turpentine.
• Starch.
• Stationery, except Paper.
• Stereotype and Electrotype Plates.
• Straw and Palm-leaf, and Manufactures of.
• Sugar and Molasses.
• Tin, Manufactures of.
• Tobacco, and Manufactures of.
• Trunks, Valises, etc.
• Umbrellas, etc.
• Varnish.
• Vegetables.
• Vessels sold to foreigners.
• Vinegar.
• Wax (Bees').
• Wine.
• Wood, and Manufactures of.
• Zinc (pigs, bars, plates, and sheets).

LIST OF IMPORTS OF MERCHANDISE, YEAR ENDING JUNE 30, 1885. IMPORTED INTO THE SEVEN CUSTOMS DISTRICTS OF THE PACIFIC.

• Animals.
• Articles, the growth, produce or manufacture of the United States, returned.
• Art Works.
• Art Works, the production of American artists.
• Books, etc.
• Brass, and Manufactures of.
• Brushes.
• Buttons, some kinds of.
• Cement.
• Chemicals, Drugs and Dyes.
• Clays, etc.
• Clocks, and parts of.
• Coal, bituminous.
• Cocoa, Coffee.
• Confectionery.
• Copper, and Manufactures of.
• Corsets.
• Cotton, Manufactures of.
• Cotton, unmanufactured.
• Dairy Products.
• Diamonds, uncut.
• Earthen, Stone, and China Ware.
• Eggs.
• Fancy Articles.
• Farinaceous Substances, and preparations of.
• Fish, a few.
• Flax, Hemp, Jute, etc., and Manufactures of.
• Fruits and Nuts, some.
• Furs and Fur-skins, undressed.
• Furs, dressed, and Manufactures of.
• Glass and Glassware.
• Household and Personal Effects, Clothing, Tools, etc., of persons arriving from foreign countries.
• Hair, Hats and Bonnets, etc.
• India-rubber and Gutta-percha.
• Iron, Steel, and Manufactures of.
• Jewelry, Manufactures of Gold, Silver, and Precious Stones.
• Lead, and Manufactures of.
• Leather, and Manufactures of.
• Malt Liquors.
• Marble and Stone, Manufactures of.
• Meats, prepared, of all kinds, and Extracts, etc.
• Metals, some.
• Musical Instruments, and parts of.
• Oil, animal and vegetable.
• Opium, and other Medicines.
• Paints and Colors.
• Paper, and Manufactures of.
• Paper Stock, crude.
• Plaster-of-Paris, unground.
• Rice.
• Salt.
• Seeds.
• Silk, Manufactures of.
• Silk, unmanufactured.
• Soap.
• Some Breadstuffs.
• Spices, ground.
• Spices, unground.
• Spirits, Distilled and Spirituous.
• Sponges.
• Sugar and Molasses.
• Tea.
• Tin (bars, blocks, etc.).
• Tobacco, and Manufactures of.
• Vegetables, some, in natural state, in brine, preserved, etc.
• Wines.
• Wood, and Manufactures of.
• Wood, unmanufactured.
• Wools, Hair of the Alpaca goat, etc., and Manufactures of.
• Zinc, Spelter or Tutenegue, and Manufactures of.

APPROXIMATE POPULATION IN THE YEAR 1887 OF