Historic Highways of America (Vol. 14)

ture of the St

blic spirit of the constituted authorities. If, in presenting the various considerations which have induced them to make this appeal, they should occupy more time than is usual on common occasions, they must stand justified by the importance of the object. Connected as it is with the essential interest of our country, and

be bound together by a community of interests, and a reciprocation of benefits; that agriculture should find a sale for its productions, manufacturers a vent for their fabrics; and commerce a market for its commodities; it is your incumbent du

to which commodities are exposed when transported by land, and the dangers to which they are liable when conveyed by natural waters, are rarely experienced on canals. In the latter way, comparatively speaking, no waste is incurred, no risk is encountered, and no insurance is required. Hence, it follows, that canals operate upon the general interests of society, in the same way that machines for saving labor do in manufactures; they enable the farmer, the mechanic, and the merchant, to convey their commodities to market, and to receive a return, at least thirty times cheaper than by roads. As to all the purposes of beneficial communication, they diminish the distance between places, and therefore encourage the cultivation of the most extensive and remote parts of the country. They create new sources of inter

rosperity and greatness. Inland navigation is in fact to the same community what exterior navigation is to the great family of mankind. As the ocean connects the nations of the earth, by the ties of commerce and the benefits of communication, so do lakes, rivers, and canals operate upon the inhabitants of the same country: and it has been well observed, that "were we to make the supposition of two states, the one having all its cities, tow

and lakes exceeding in its aggregate extent, some of the most celebrated seas of the old world. Atlantic America, on account of the priority of its settlement, its vicinity to the ocean, and its favorable position for commerce, has many advantages. The western country, however, has a decided superiority in the fertility of its soil, the benignity of its climate, and the extent of its territory. To connect these great sections by inland navigation, to unite our Mediterranean seas with the ocean, is evidently an object of the first importance to the general prosperity. Nature

ountains. In the Hudson, it breaks through the Blue Ridge, and ascends above the eastern termination of the Catskill, or gr

nto poverty and insignificance. If a river or natural canal, navigable about 170 miles, has been productive of such signal benefits, what blessings might not be expected, if it were extended 300 miles through the most fertile country in the universe, and united with the great seas of the west! The contemplated canal would be this extension, and viewed in reference only to the productions and consumptions of this state, would perhaps convey more riches on its waters, than any other canal in the world. Connected with the Hudson, it might be considered as a navigable stream that extends 450 miles through a fertile country, embracing a great population, and abounding with all the productions of industry. If we were to suppose all the ri

all the states,) yet we contend, that our natural advantages are so transcendant, that it is in our power to obtain the greater part, and put successful competition at defiance. As all the other comm

goodness of the market. If a cultivator or manufacturer can convey his commodities with the same ease and expedition to New-York, and obtain higher price for them than at Montreal or New-Orleans, and at the same time supply himself at a cheaper rate with such articles as he m

o Montreal 350 miles; from Montreal to the Chops of the St Lawrence 450. From Buffalo to New Orleans by the great Lakes, and the Illinois river, 2,250 miles; from

der, however, to obviate all objections that may be raised against the place of comparison, let us take three other positions, Chicago near the southwest end of lake Michigan, and a creek of that name, which sometimes communicates with the Illinois, the nearest river from the lake

les. To the mouth of the Mississippi, by New-Orleans, near 1600 mile

n, pursuing the nearest route by Cleveland, and down the Muskingum, 2400 miles. The distance from Pittsburgh to the ocean, by Le Beuf, lake, Buffalo,

benefits. From that place the voyager to Montreal has to encounter the inconveniences of a portage at the cataract of Niagara, to load and unload at least three times, to brave the tempests of Lake Ontario and the rapids of the St Lawrence. In like manner the voyager to New-Orleans, has a portage between the Chicago and Illinois, an inconv

ed canal, for three dollars, and from Albany to New-York, according to the present prices of sloop transportation, for $2.80, and the return cargoes would be the same. We have not sufficient data upon which to predicate very accurate estimates with regard to

rs per hundred for transportation to Clinton, the geographical centre of the state, the whole expense would be $6.50, which is only fifty cents more than the transportation from Philadelphia to Pittsburgh, and at least $2.50 less than the transporta

Mississippi, become victims to disease; and that many important articles of western production are injured or destroyed by the climate. New-York is, therefore, placed in a happy medium between the insalubrious heat of the Mississippi, and the severe cold of the St Lawrence. She has also pre-eminent advantages, as to the goodness and extensiveness of her market. All the productions of the soil, and the fabrics of a

beef, pot and pearl ashes, flaxseed, wheat, barley, corn, hemp, wool, flax, iron, lead, copper, salt, gypsum, coal, tar, fur, peltry, ginseng, bees-wax, cheese, butter, lard, staves, lumber, and the other valuable productions of our country; and also, with merchandise from all parts of the world. Great manufacturing establishment

e in the vicinity of the outlet of lake Erie, and be carried in the most eligible direction across the country to the head waters of the Mohawk river at Rome: from whence it should be continued along the valley of the Mohawk to the Hudson. It is, on the other side, insisted, that it should be cut around the cataract of Niagara; that lake Ontario should b

xhibit so serious an aspect. If two roads are made, that which is most accommodating will be preferred; but if only one is established, whether convenient or inconvenient to individuals, beneficial or detrimental to the public, it must necessarily be used. We are so fully pers

e state, and supply the whole community with salt, gypsum, and in all probability coal. Whereas the Ontario route would accommodate but an inconsiderable part o

falls of Niagara, and no countervailing nor counteracting system is adopted in relation to lake Erie, the commerce of the west is lost to us for ever. When a vessel once descends into Ontar

mproved in the way proposed, and the other not opened, the consequences will be most prejudicial. A barrel of flour is now transported from Cayuga lake to Montreal for $1.50, and it cannot be conveyed to Albany for less than $2.50. This s

falo to Rome, is less than 200 miles in the course of t

us. After leaving Niagara river, it would have to pass an inland sea to the extent of 127 miles, as boisterous and as dangerous as the Atlantic. And besides a navigation of at least twenty miles

Albany another; so that on this route there would be five loadings and five unloadings before the commodities were stored in New York. This difference is an object of great consequence, and presents the most powerful objections against the Ontario route; for to the delay we must add the accumulated expense of these changes of the cargo, the storage, the waste and damage, especially by theft (where the chances of depredation are increased by the merchandise passing through a multitude of hands) and the additional lake vessels, boats and men that will be required, thereby increasing in this respect alone, the cost two thirds above that attending the other course. And in general it may be observed, that the difference between a single and double freight forms an immense saving. Goods are brought from Europe for twenty cents p

wego river from its outlet at Oswego to its origin in Oneida lake, encumbered with dangerous rapids and falls, and flowing through a country almost impervious to canal operations; and when we

this canal; and that if practicable, the expense will be

be erected, and the whole line will not require more than sixty-two; perhaps there is not an equal extent of country in the world, which presents fewer obstacles to the establishment of a canal. The liberality of Nature has created the great ducts and arteries, and the ingenuities of art can easily provide the connecting veins. The general physiognomy of the country is champaign, and exhibits abundance of water: a gentle rising f

e most celebrated civil engineers in Europe, who has superintended canals in this state and Pennsylvania, and who is perfectly well acquainted with the country has thus expressed his opinion on the subject: "Should your noble but stupendous plan of uniting Lake Erie with the Hudson, be carried into effect, you have to fear no rivalry. The commerce of the immense extent of country, bordering on the upper lakes, is yours for ever, and to such an incalculable amount as would baffle all conjectur

we must be guided by the light which experience affords in analogous cases. The canal of Languedoc, or canal of the two seas in France, connects the Mediterranean and the Atlantic, and is 180 miles in length: it h

t. Ships drawing nine feet four inches of water, pass through it from the German ocean, in the vicinity of Tonningen, into the Baltic. From two to three thousand ships have pass

ing eight feet water, having 19 feet beam, and 73 feet length. The cost is calculated at ￡200,000 sterling, which is at the rate of about 23,000 dollars a

idea of the money expende

t M

le Canal ￡

ere 40

nd Avon

nction 5

Liverpool

the cost is ￡2,411,900 sterling,

us this would be but small. If we look at the history of the English canals, we shall see how many objects of great expense are connected with them, with which we should have nothing to do, and that most of them have encountered a

e price of the land and the adventitious objects which have been before referred to, be deducted from the cost of the foreign canals, but we must consider that there will be almost as great a difference in our favor in the cost of the materia

lockage of 148 feet, 750,000 dollars. From Elizabeth river to Pasquotank, 22 miles, with a lockage of 40 feet, 250,000 dollars. These estimates thus vary from 48,000 to less than 12,000 dollars a mile, and furnish the medium of about 31,000 dollars a mile. But it must be observed that they are for small distances, are calculated to surmount particu

0 miles, (exclusive of lake Oneida,) going around the Cohoes, and embracing 55 locks of eight feet lift each, at 2,200,000 do

on the Delaware and Chesapeake canal, the most difficult of all others, from its being nearly altogether formed through hard rocky ground, cost 13,000 dollars, and

is about 17,000 dollars a mile. It contains 22 locks of solid masonry and excellent workmanship and to accomplish this work, it was necessary to dig in some places to the depth of 20 feet, to cut throug

ek to the Seneca river

he Rome summit,

e Hudson river, i

rise and f

xpense of such locks as experimentally proved in severa

servoirs and tunnels, are the most expensive part of the operation, and none will be necessary in our whole route. The expense of the whole earth work of excavating a mile of canal on level ground fifty feet wide and five feet deep, at 18 cents per cubic yard, and allowing for the cost of forming and trimming the banks, puddling, etc. will not exceed 4000 dollars per mile, and the only considerable aqueduct on the whole line, will be over the Genesee river. From a deli

o ways, either by companies, incorporated for particular sections of the route, or by the state. If the first is resorted to, pecuniary sacrifices will still be ne

eneficial appropriation, and will be so little in amount that it may be raised in many shapes without being burdensome to the community. In all human probability, the augmented revenue proceeding from the public salt works, and the increased price of the state lands, in consequence of this undertaking, will more than extinguish the interest of the debt contracted for that purpose. We should also take into view, the land already subscribed by individuals for this wo

on this occasion is to show a culpable inattention to the bounties of Nature; a total insensibility to the blessings of Providence, and an inexcusable neglect of the interests of society. If it were intended to advance the views of individuals, or to foment the divisions of party; if it promoted the interests of a few, at the expense

ention to this great object, are so obvious, so various, and so weight

the canal will pass; and when we consider the surplus hands which have been recently dismissed from the army into the walks of private industry, and the facility with which an additi

acilitations of intercourse. Turnpikes, locks, and short canals, have been resorted to, and in consequence of those establishments, villages have been laid out, and towns have been contemplated. To prevent i

es of transportation frequently exceeded the original value of the article, and at all times operated with injurious pressure upon the fin

be seriously impaired by dishonest smuggling, and that the commerce of our cities should not be supplanted by the mercantile establishments of foreign countries? then it is essential that this sovereign remedy for maladies so de

may thus, in a short time, be extinguished. Our taxes of course will be diminished, and a considerable portion of revenue may then be expended in great public improveme

he ocean, and the trade of the lakes, passing through one channel, supplying the wants, increasing the wealth, and reciprocating the benefits of each great section of the empire, will form an imperishable cement of connexion, and an indissoluble bond of union. New-York is both atlantic and western, and the only state in which this union of interest can be formed and perpetuated, and in which this great centr

ean; of the Euxine and the Caspian; and of the Mediterranean and the Atlantic, has been projected or executed by the chiefs of powerful monarchies, and the splendor of the design has always attracted the admiration of the world. It remains for a free state to create a new era in history, and to

s, and to posterity, in presenting this subject to the fathers of the commonwealth. And may that Almighty Being, in whose hands are the des