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of conveyance, and that the vicinity of the market is at all times a consideration of great importance.

From Buffalo, at or near the supposed commencement of the canal, it is 450 miles to the city of New-York, and from that city to the ocean, 20 miles. From Buffalo to 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 New-Orleans to the Gulph of Mexico 100. Hence, the distance from Buffalo to the ocean by the way of New-York, is 470 miles; by Montreal 800: and by NewOrleans 2,350.

the great seas of the west! The contemplated canal would be this extension, and viewed in reference only to the productions and consumptions of the 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 fruitful country, embracing a great population, and abounding with all the productions of industry: if we were to suppose all the rivers and canals in England and Wales, combined into one, and discharged into the ocean at a great city, after passing through the heart of that country, then we can form a distinct idea of the importance of the projected canal; As the upper lakes have no importantTM but it indeed comprehends within its influ-outlet but into Lake Erie, we are warrantence a greater extent of territory, which ed in saying that all their trade must be will in time embrace a greater population. auxiliary to its trade, and that a favouraIf this work be so important, when we ble communication by water from Buffalo, confine our views to this state alone, how will render New-York the great diepot and unspeakably beneficial, must it appear warehouse of the western world. when we extend our contemplations to the In order, however, to obviate all objec great lakes, and the country affiliated tions that may be raised against the place with them! Waters extending two thou-of comparision, let us take three other poand miles from the beginning of the ca-sitions, Chicago, near the southwest end of nal, and a country containing more terri- Lake Michigan, and a Creek of that name, tory than all Great Britain and Ireland, which sometimes communicates with the and at least as much as France. Illinois, the nearest river from the lakes to the Mississippi: Detroit, on the river of that name between Lakes St. Clair and Erie; and Pittsburgh, at the confluence of the Allegany and Monongah ela rivers, forming the head of the Ohio, and communicating with Le Beuf by water, which is distant fifteen miles from Lake Erie.

While we do not pretend that all the trade of our western world will centre in any given place (nor indeed would it be desirable if it were practicable, because we sincerely wish the prosperity of 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 communications are impeded by mountains; the only formidable rivals of New-York, for this great prize, are NewOrleans and Montreal, the former relying ou the Mississippi, and the latter on the St. Lawrence.

In considering this subject, we will suppose the commencement of the canal somewhere near the outlet of Lake Erie.

The inducements for preferring one market to another, involve a variety of considerations; the principal are the cheapness and facility of transportation, and the goodness of the market. If a cultivator or manufacturer can convey his commodities with the same ease and expedition to New-York, and obtain a 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 may want in return, he will undoubtedly prefer New-York. It ought also to be distinctly understood, that a difference in price may be equalized by a difference in the expense

The distance from Chicago to the ocean by New-York, is about 1,200 miles. To the mouth of the Mississippi, by New-Orleans near 1,600 miles, aud to the mouth of the St. Lawrence, by Montreal, near 1,600 miles.

The distance from Detroit to the ocean by New-York, is near 700 miles. From Detroit to the ocean by Montreal, is 1,050 miles. From Detroit to the ocean, pursuing the nearest route by Cleveland, and down the Muskingum, 2,400 miles. The distance from Pittsburgh to the ocean, by Le Beuf, Lake Erie, Buffalo and NewYork, is 700 miles. The same to the ocean by Buffalo and Montreal 1,050 miles. The same to the ocean by the Ohio and Mississippi, 2,150 miles.

These different comparative views shew that New-York has in every instance, a decided advantage over her great rivals. In other essential respects, the scale preponderates equally in her favour. Sup. posing a perfect equality of advantages as to the navigation of the lakes, yet from Buffale as the point of departure, there is no com

parison of 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.

which time produce lies a dead weight ou the hands of the owner; that the navigation from New-York to the ocean, is at all times easy, and seldom obstructed by ice, and that the passage from the Balize to NewOrleans is tedious; that perhaps one out of five of the western boatmen, who

In like manner the voyager to New-descend the Mississippi, become victims to Orleans, has a portage between the Chi- disease; and that many important articles cago and Illinois, an inconvenient naviga- of western production are injured or detion on the latter stream, besides the well stroyed by the climate. New-York is, known obstacles and hazards of the Mis- therefore, placed in a happy medium besissippi. And until the invention of Steam-tween the insalubrious heat of the Missis Boats, an ascending navigation was considered almost impracticable. This inconvenience is, however, still forcibly experienced on that river, as well as on the St. Lawrence between Montreal and Lake Ontario.

The navigation from Lake Erie to Albany, can be completed in ten days with perfect safety on the canal, and from Albany to New-York, there is the best sloop navigation in the world.

From Buffalo to Albany, a ton of commodities could be conveyed on the intended canal, for three dollars, and from Albany to New-York, according to the present prices of sloop transportation, for Dollars 2700 and the return cargoes would

be the same.

We have not sufficient data upon which to predicate very accurate estimates with regard to Montreal and New-Orleans, but we have no hesitation in saying, that the descending conveyance to the former, would be four times the expense, and to the latter at least ten times, and that the cost of the ascending transportation would be greatly enhanced.

It has been stated by several of the most respectable citizens of Ohio, that the present expense of transportation by water from the city of New-York to Sandusky, including the carrying places, is dol. 400 per hundred, and allowing it to cost two dollars per hundred for transportation to Clinton, the geographical centre of the state, the whole expeuse would be dol. 6 which is only fifty cents more than the transportation from Philadelphia to Pittsburgh, and at least dol. 27% less than the transportation by land and water from these places; and that, in their opinion, New-York, is the natural emporium of that trade, and that the whole commercial intercourse of the western country north of the Ohio, will be secured to her by the contemplated canal.

50

In addition to this, it may be stated that the St. Lawrence is generally locked up by ice seven months in the year, during

sippi, 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 art, can command au adequate price, and foreign commodities can generally be procured at a lower rate. The trade of the Mississippi is already in the hands of her merchants, and although accidental and transient causes may have concurred to give Montreal au ascendancy York is founded in nature, and if improved in some points, yet the superiority of Newby the wisdom of government, must always soar above competition.

New-York will command a considerable Granting, however, that the rivals of portion of the western trade, yet it must tions, that she will engross more than sufbe obvious from these united consideraficient to render her the greatest commercial city in the world, The whole line of pork, beef, pot and pearl ashes, flax-seed, canal will exhibit boats loaded with flour, wheat, barley, corn, hemp, wool, flax, iron, lead, copper, salt, gypsum, coal, tar, fur, peltry, ginseng, bees-wax, cheese, butter, productions of our country; and also, with lard, staves, lumber, and the other valuable inerchandise from all parts of the world. spring up; agriculture will establish its Great manufacturing establishments will granaries, and commerce its warehouses in will line the banks of the canal, and the all directions. Villages, towns, and cities shores of the Hudson from Erie, to NewYork. The wilderness and the solitary place will become glad, and the desert will rejoice and blossom as the rose.'

While it is universally admitted that there ought to be a water communication between the great lakes and the tide-waters of the Hudson, a contrariety of opinion (greatly to be deplored, as tending to injure the whole undertaking) has arisen with respect to the route that ought to be adopted. It is contended on the one side, that the canal should commence 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 round the cataract of Niagara; that Lake Ontario should be navigated to the mouth of the Oswego river; that the navigation of that river, and Wood Creek, should be improved and pursued until the junction of the latter with the Mohawk at Rome. As to the expediency of a canal from Rome to the Hudson, there is no discrepance of opinion the route from Rome to the great Lakes constitutes the subject of controversy.

tate the passage down the St. Lawrence. It is not to be concealed, that a great portion of the productions of our western country, are now transported to Montreal, even with all the inconveniencies attending the navigation down the Senega and Oswega rivers; but if this route is improved in the way proposed, and the other not opened, the consequences will be most prejudicial. A barrel of flour is now trausported from Cayaga Lake to Montreal for dol. 14 and it cannot be conveyed to Albany for less than dol. 2. This simple fact speaks a volume of admonitory in

struction.

But taking it for granted, that the On

west to New-York, yet the other ought to be preferred on account of the superior facilities it affords.

In the first place, it is nearer. The dis tance fram Buffalo to Rome is less than 200 miles, in the course of the intended

canal; by lake Ontario and Oswego, it is

232.

If both plans were presented to the Le-tario route will bring the commerce of the gislature, as worthy of patronage, and if the advocates of the route by Lake Ontario, did not insist that their scheme should be exclusive, and of course, that its adoption should prove fatal to the other project, this question would not exhibit 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 persuaded of the superiority of the Erie Canal, that although we should greatly regret so useless an expenditure of public money as making a canal round the cataract of Niagara, yet we should not apprehend any danger from the competition of Montreal, if the former were established.

An invincible argument in favour of the Erie Canal, is that it would diffuse the blessings of internal navigation over the most fertile and populous parts of the state, and supply the whole community with salt, gypsum, and in all probability coal. Whereas the Outario route would accommodate but an inconsiderable part of our territory, and instead of being a great highway, leading directly to the object, it would be a circuitous bye-road, inconvenient in all essential respects.

The most serious objection against the Ontario route, is, that it will inevitably enrich the territory of a foreign power, at the expence of the United States. If a canal is cut round the 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 Ontario, she will pursue the course ordained by Nature. The British Government are fully aware of this, and are now taking the most active measures to facili

2. A loaded boat could pass from Buf falo to Rome by the Erie route, in less than 7 days, and with entire safety. By the Ontario route, it would be perfectly uncertain, and not a little hazardous. After leaving the Niagara river, it would have to pass an inland sea to the extent of 127 miles, as boisterous and as dangerous an the Atlantic. And besides a navigation of at least twenty miles over another lake, it would have to ascend two difficult, streams for 55 miles; no calculation could then be made, either on the certainty or safety of this complicated and inconveuient navigation.

3. When a lake vessel would arrive at Buffalo, she would have to unload her cargo, and when this cargo arrived at Albany by the Erie Canal, it would be shifted on board of a river sloop, in order to be transported to New-York. From the time of the first loading on the great Lakes, to the last unloading at the storehouses in New-York, there would be three loadings and three unloadings on this route.

But when a lake vessel arrived with a view of passing the canal of Niagara, she would be obliged to shift her lading for that purpose, for it would be almost impracticable to use lake vessels on the Niagara river, on account of the difficulty of the ascending navigation. At Lewiston, or some other other place ou t'he Niagara, another change of the cargo on board of a lake vessel for Ontario would be necessary: at Oswego another, and at Albany

another; So that on this route, there would Lake Erie is elevated 541 feet above the be five loadings and five unloadings, be- tide waters at Troy. The only higher fore the commodities were stored in New-ground between it and the Hudson is but a York. few miles from the Lake; and this difficulty can be easily surmounted by deep cutting; of course no tunnel will be required. The rivers which cross the line of the canal, can be easily passed by aqueducts; on every summit level, plenty of water can be obtained: whenever there is a great rise or descent, locks can 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 establish ment of a canal. The liberality of Nature has created the great ducts and arteries, and the ingenuity of art can easily provide the connecting veins. The general physiog nomy of the country is champaign, and exhibits abundance of water: a gentle rising from the Hudson to the lake; a soil well adapted for such operations; no impassable hills, and no insurmountable waters. As to distance, it is not to be considered in relation to practicability. Ifa canal can be made for fifty miles, it can be made for three hundred, provided there is no essential variance in the face of the country; the only difference will be that in the latter case, it will take more time, and consume more money.

This difference is an object of great con. sequence, 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 encreased 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 above twothirds 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 per cubic foot; whereas, the price from Philadelphia to Baltimore, is equal to ten cents. This shews how far arti cles once embarked, are conveyed with a very small addition offreight, and if such is the difference between a single and a dou ble freight, how much greater must it be in the case under consideration!

Ift he fall from Lake Erie to Lake Ontario be 4:50 feet, as stated in Mr. Secretary Gallatin's report on canals, it will require at least 45 lo cks for a navigation round the cataract. Whether it would be practicable to accon modate all the vessels which the por pulati on and opulence of future times will create in those waters, with a passage through so many locks accumulated within a short distance, is a question well worthy of serio us consideration. At all events, the demurrage must be frequent, vexatious, and expensive.

When: we consider the immense expense which would attend the canal proposed on the Niagara river; a canal requiring so many locks, and passing through such difficult ground; when we view the Oswego river fror b 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 operat ions; and when we contemplate the numerous embarrassments which are combined with the improvement of Wood Creek, we are prepared to believe that the expense of this route will not greatly fall

short of the other.

It is hov vever alleged, that it is not practicable to make this canal, and that if practicable, the expense will be enormous, and will far i transcend the faculties of the state.

But this opinion does not rest for its have been successfully cut through more support upon mere speculation. Canals the United States; and even in part of the embarrassing ground, in various parts of locks have been erected at the little falls, intended route from Schenectady to Rome, and at other places; and short cauals have been made, and all these operations have taken place in the most difficult parts of the whole course of the contemplated Erie navigation. Mr. William Weston, one of the 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 this 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 your's for ever, and to such an incalculable amount as would baffle all conjecture to conceive. Its execution would coufer immortal honour on the projectors and supporters, and would in its eventual consequences, render New-York the greatest commercial emporium in the world, with perhaps the exception at some distant

day of New-Orleans, or some other depot at | land over which they pass is included, and the mouth of the majestic Mississippi. From this is enormous. The land alone for one your perspicuous topographical description canal of 16 miles, is said to have cost and neat plan and profile of the route of the 90,000l. sterling. With us this would be contemplated canal, I entertain little doubt but small. of the practicability of the measure."

With regard to the expense of this work, different estimates will be formed. The commissioners appointed for that purpose, were of opinion that it would not cost more than five millions of dollars. On this subject 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 has 114 locks and sluices, and a tunnel 720 feet long. The breadth of the canal is 144 feet, and its depth six feet: it was begun in 1666, and finished in 1681, and cost 540,000l. sterling, or 3,000l. sterling a mile.

• The Holstein canal, begun in 1677,
and finished in 1785, extends about 50
miles, is 100 feet wide at the top and 54
at the bottom, and not less than 10 feet
deep in any part. Ships drawing nine
feet four inches in water pass through it
'from the German ocean in the vicinity of
Tonningen into the Baltic. From two to
three thousand ships have passed in one
year. The expense of the whole work
was a little more than a million and a half
of dollars, which would be at the rate of
50,000 dollars a mile for this ship naviga-
Tion.

*The extreme length of the canal from
the Forth to the Clyde in Scotland, is 35
thiles. It rises and falls 160 feet by means
of 39 locks. Vessels pass drawing 8 feet
water, having 19 feet beam and 73 feet
Jength. The cost is calculated at 200,000l.
sterling, which is at the rate of about
*23,000 dollars a mile. But this was a ca-
nal for ships drawing eight feet of water,
with an extraordinary rise for its length,
and having more than one lock for every
mile.

The following will give an idea of the money expended on such works in EngTard,

1.

Cost. Miles.

The Rochdale Canal...... £291,900....31
Ellesmere ...
Kennet and Avou
Grand Junction....

400,000....57
420,000....78
500,000....90

Leeds and Liverpool...... 800,000..129 The miles of canal are 8851⁄2, and the cost is 2,411,9001. sterling, or about 28,000 dollars per mile.

But in the estimation of the cost of these canals, unquestionably the price of the VOL. V. No, 27. Lit. Pan. N. S. Dce. 1.

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 and surmounted obstacles which we should not meet with. For instance, the Grand Junction Canal passes more than once the great ridge which divides the waters of England; ours will pass over a country which in comparison is champaign.

But it is said that the price of labour in our country is so much above what it is in England, that we must add greatly to the cost of her canals in estimating the expense of ours. But that is certainly a false conclasion, for not only must the 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 favour in the cost of materials and brute labour, as there is in favour of England as to human labour, and it is well known, that so much human labour is not now required on capals as formerly. Machines for facilitating excavation have been invented and used with great success.

Mr. Gallantin's report on canals, contains several estimates of the cost of con templated ones. From Weymouth to Taunton in Massachusetts, the expense of a canal of 26 miles, with a lockage of 260 feet, is set down at 1,250,000 dollars. From Brunswick to Trenton, 28 miles, with a lockage of 100 feet, 800,000 dollars. From Christina to Elk, 22 miles, with a 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 $1,000 dollars a mile. But it must be observed, that they are for small distances, are calculated to surmount particular obstacles, and contemplate an extraordinary number of locks, and that they do not therefore furnish proper data from which to form correct conclusions, with respect to the probable cost of an extensive canal, sometimes running over a a great number of miles upon a level without any expense for lockage, or any other expense than the mere earth work.

Mr. Weston before mentioned, estimated the expeuse of a canal from the tide-was P

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