CANAL POLICY, No. I—Second Edition.
I 7
It must be highly gratifying to all those who have any in¬
terest in, or any wish to promote, the solid prosperity of this
country, to find that the public attention is every where at¬
tracted towards the important object of facilitating the inter¬
course between the different states and different parts of the
same state, by means of canals, the immense advantages of
which are at length duly appreciated. For this happy frame
of the public mind, the nation owes a heavy debt of gratitude
to the great state of New York, which has set a magnificent
example to her sisters, whereby she stands proudly preemi¬
nent in this noble career, having very nearly completed a
work, the second of the kind in the world, as to extent—and,
population, resources, and other circumstances considered, by
far the first canal ever accomplished. In this point of view,
it leaves behind at an immeasurable distance every similar
undertaking.
The state of Pennsylvania has deeply suffered by the un¬
fortunate circumstance of the project of internal navigation
having been ushered to the public, at a period when the
wretched spirit of speculation was at its height, which blighted
and blasted the undertaking in the bud. While a great propor¬
tion of our citizens, from public-spirited motives, subscribed
to the stocks of the two canal companies, formed for uniting
the Delaware with the Schuylkill, and the latter with the
Susquehannah—and others subscribed from an honest view
to fair profits on their capitals invested, many of the sub¬
scribers were mere speculators, whose only view was to
make a profit by selling out on the eventual rise of the
stock, on which they calculated with certainty. Disappointed
in this wild scheme, and unable to pay up their instalments,
the bubble burst—the works were abandoned after consider¬
able progress had been made—the money expended, to a very
large amount, was absolutely lost—all the honest and fair
subscribers were injured—confidence was destroyed—and
thus public improvements of this description, were arrested
in their career for nearly twenty years.
This state of things has fortunately passed and gone, it is
to be hoped for ever. A new era has arrived. Public con¬
fidence is restored. And in this state, and many of the other
states of the Union, projects are forming for canals, some of
them on the most extensive scale.
Among these projects, the most important by far, as a na¬
tional measure, is the connexion between the waters of the west¬
ern section of the union, and the eastern waters emptying into
the Atlantic, whatever may be the direction which prudence,
policy, and justice may point out—whether through the Po¬
tomac and the Ohio, or the Susquehannah and the Alleghany,
or both. For the former route, the aid of the general govern¬
ment is called for, and cannot be dispensed with ; for the
latter, it is confidently believed that the resources of the
great state of Pennsylvania are amply adequate. Whether
the Potomac or the Juniata, be the eastern rivers chosen for
the connexion, a tunnel of from two to four miles will be impe¬
riously necessary. As this is an expensive and arduous utt-
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dertaking, many of our citizens are terrified at it, and dispos¬
ed to regard it as an almost insuperable difficulty. This is a
Very great error, which requires to be eradicated; and I trust
it will be regarded as an acceptable service, to detail some
portion of what has been effected in this way in Great Britain,
and France, in order to tranquillize the minds of our fellow
citizens, and call into activity the energies necessary for this
magnificent enter prize.
The first tunnel ever constructed in England, was on the
Trent and Mersey Canal, executed for the Duke of Bridge-
water. It is 2880 yards in length, and in some parts cut out
of the solid rock. This canal is 93 miles in length, and has
four other tunnels, of 131, 350, 572, and 1241 yards.
The Worcester and Birmingham Canal, of 29 miles in
length, has five tunnels ; one of 2700 yards long, 18 feet high,
and 18^ feet wide; and four others, 110, 120, 400, and 500
yards long.
, The Leeds and Liverpool Canal has two tunnels, one of
which is 1530 yards.
The Leicestershire and Northampton Canal has four tun¬
nels, of 286, 880,990, and 1056 yards.
The Leominster Canal has two tunnels, of 1250 and 3850
yards.
The Thames and Severn Canal has one tunnel of 4300 ,
yards, or two miles and three-eighths.
The Chesterfield Canal has two tunnels, one of which is
2850 yards.
The Crumford Canal has one tunnel of 2966 yards, and seve¬
ral smaller.
The Dudley and Owen Canal has three tunnels, of 623,
2926, and 3776 yards, or about four miles.
The Ellesmere Canal has two tunnels, of 487 and 775
yards.
The Hereford and Gloucester Canal of thirty-five and a
half miles, has three, of 440, 1320, and 2192 yards.
The Edgebarton Canal has four tunnels, 110,400,500, and
2700 yards.
The old Birmingham Canal has two tunnels, one of a mile
and a quarter, the other 1000 yards.
The Grand Union Canal has two tunnels, 1166, and 1524
yards.
The Grand Junction Canal has two tunnels, 3045 and 3080
yards.
The Oxford Canal has two tunnels, one of 1188 yards.
The Huddersfield Canal of only 19^ miles long, with a
lockage of 770 feet, has a tunnel of three miles and 1540
yards, through a rocky mountain.
The Canal of Picardy has two tunnels, one of 1191 yards,
and the other of three miles and 1026 yards.
I hope these simple facts, to which, if leisure permitted, I
might make large additions, will set at rest forever all the
doubts and gloomy apprehensions arising from the necessity
of tunnelling the Alleghany Mountains. FULTON.
Philadelphia. Den. 8th* 1824-
CANAL POLICY—No. II.
Although the great mass of our citizens are at present fully satis¬
fied that canals are objects of primary importance, and highly de¬
serving the utmost attention and liberality on the part of the legisla¬
tures of the different states, yet there are probably very few, perhaps
not one in ten, acquainted with the immense extent of the benefits
they insure, when properly located, that is, when they open a com¬
munication between large towns, which carry on an extensive trade
and have great mutual wants.
In order to place before the public eye the advantages of the canal
policy in a striking point of light, I subjoin a comparison of the ex¬
penses of the outfit of wagons and those of transportation by land,
with the outfit of a boat and the expenses of canal transportation;
predicating the calculation on the conveyance of 25 tons, or 250 bar¬
rels of flour, 100 miles;—assuming that a boat of 75 feet long and 10
feet wide will convey that quantity in five days—that it requires
8 five-horse wagons to convey it by land over a turnpike road, in
the same space of time and the same distance—and that the tolls are
equal in both cases.* ~
Expense of the outfit of wagons, horses, and gears.
40 horses at 100 dollars each ------ §4,000
8 wagons at 100 dollars - - - - - - - 800
40 sets of gears at 40 dollars - - - - - - 1,600
§ 6,400
Expense of the outfit of a canal boat, horse and gears.
Boat, about - - - - - - - - - $ 150
Horse and gears - - - - - - - - 140 ' •
$ 290
Difference - - - - - - ^ §6,110
Interest on the difference of outfit per annum - - - § 360
Thus it appears, however incredible, that the outfit for the trans¬
portation of produce by land from Pittsburg to Philadelphia, or mer¬
chandise from the latter place to the former, is above twenty times
as great as would be necessary for the outfit for the transportation by
water, were a canal completed.
Expense of transportation of 25 tons or 250 bbls. of flour, 100 miles, perjvagons* '
40 horses, 5 days, at 87^f cents each - - - - - § 175
8 men, 5 days, at 87^t cents 35
jg 210
Per canal.
One man and one boy, at 87£f cents each, 5 days - - § 8.75
One horse at 87 cents, 5 days ----- 4.37^
> § 13.12|
Difference in a single trip, on 250 barrels of flour - - § 196.87f
Here is a difference of sixteen to one in favour of canal transpor¬
tation. Fulton and other writers make it twenty to one. The expense
of transportation to and from Pittsburg and Wheeling, and the inter¬
mediate places, all of which would take the direction of the Canal,
if completed, has been estimated, at the present very low prices, at
500,000 dollars per annum, (a single commission house in Wheeling,
out of six which were there, paid 90,000 dollars for transportation in
the year 1822.) Of course, the saving by canal transportation would
* Let it be observed, that this comparison—and the number of wagons,
horses, &c. are borrowed from Mr. Shriver's pamphlet oil the proposed canal
from the Potomac to the Ohio. ,
f Mr. Shriver's estimate is one dollar. .
! ( 4 )
...
atThe above low estimate be 470,000 dollars per annum, being near¬
ly 8 percent, on the capital requisite to cut the canal.
From these data, it will satisfactorily appear, that there is no ob¬
ject to which our resources and energies can be so advantageously
applied—none pregnant with such solid benefits—none that will
ever pay so rich an interest to the state, as canals.
The Erie Canal will probably cost 6 or 7,000,000 of dollars.
Were it 12 or g 15,000,000, it now appears clear that it would be as
cheap a purchase as any nation ever made. A canal uniting the waters
of the Susquehannah, with those of the Alleghany, by the Kiskema-
netas, or any other suitable stream, which would not probably cost
above 8 5,000,000, would be full as valuable to Pennsylvania as the
Erie Canal to New York.
Assuming that it will require only $ 5,000,000, and may be
finished in six years, the expenditure will be about 850,000 dollars
per annum. If Pennsylvania follows the illustrious example of New
York, and creates a stock bearing interest at, say five per cent, the
taxes to be raised to pay the interest will be as follows :—
First year about - - - $ 42,500
Second - - - - - - - - - 85,000
Third - " - - , - ■ 127,000
Fourth 170,000
Fifth 212,500
Sixth - - - - - - - * - 255,000
Total _ $ 892,000
It is highly probable that after the second year, tolls to a very con¬
siderable amount may be collected, which will greatly lessen the taxes
to be raised thenceforward—perhaps one-third—and the tolls will in¬
crease from year to year. The Erie Canal is not yet finished; never¬
theless last year the tolls on it and the Champlain Canal were above
$ 200,000—and this year above $ 310,000, being almost five per cent,
on the actual expenditure. Next year, when the Erie Canal is com¬
pleted, the tolls will probably be above $ 600,000.
That an easy mode of raising adequate funds for this purpose is
practicable in a state with a population of 1,200,000, and almost alto¬
gether unburdened with taxes, and that our citizens would chear-
fully acquiesce in any reasonable system of taxation which would be
necessary to attain so grand an object, cannot for a moment be doubt¬
ed. It is therefore hoped that the present legislature will not have
much hesitation on this all-important subject—but that they will im¬
mortalize themselves by adopting such initiatory measures, as may ulti¬
mately lead to the glorious result of uniting the citizens of the western
portion of our continent with their eastern brethren by the adaman¬
tine ties of interest. When this grand canal is completed, it is mo¬
rally certain that the tolls, as will obviously be the case in New York,
will not only pay the interest—and suffice for the creation of a sink¬
ing fund to discharge the debt—but defray a very large portion of
the expenses of the state government.
Let it be observed that as soon as a canal communication is opened,
the quantity of produce transported will probably be increased at
once fifty per cent.—for numbers of bulky articles, which will not
at present bear the expense of land transportation, may then be ad¬
vantageously conveyed to Philadelphia by water carriage.
(Subject to be continued.)
Philadelphia, Dec. 15th, 1824. FULTON,
CANAL POLICY—No. III.
Feeling a deep solicitude to impress on the public mind a due
sense of the necessity of the state making exertions to avail itself
of the numberless natural advantages wherewith heaven has endowed
it—exertions commensurate with the importance of those advan¬
tages, of which a large portion has unfortunately lain too long dor¬
mant, and must remain so without a radical change in our system,
it is deemed proper to present to the public, some exhilirating views
of the beneficial consequences which have resulted to the state of
New York, from the magnificent and liberal canal policy adopted
by the legislature of that state, who did not hesitate to encounter the
burden of a debt of above 7,400,000 dollars—a temporary burden, the
disadvantages of which have been even hitherto insignificant in com¬
parison with its solid benefits, and will be compensated twenty-fold
within a few years, when the debt shall have been entirely cleared off.
It is fully ascertained, that, notwithstanding the low rate of
freight on the canals, the income for last year was $ 310,000, not very
far from the amount of the interest on the whole debt, altho' the im¬
mense resources are not yet opened, which the lakes will pour through
that channel, as soon as the communication is completed, which will
be in the course of the next year. The salt duty, and other ways
and means provided by the state, added to the tolls, will leave a sur¬
plus next year beyond the interest, of 300,000 dollars, which pro¬
bably will be doubled the following year—and there cannot be a
doubt that it will go on increasing from year to year, and thus
eventually not only defray the whole expenses of the government, but
leave a handsome annual surplus towards extending similar improve¬
ments elsewhere, on the sole account of the state.
A vessel arrived lately at New York, direct from Swan ton in Ver¬
mont, distant 340 miles from the former city, laden with lumber and
marble. And a regular trade is carried on between New York and
St. Albans, and various other parts of Vermont. This very import¬
ant trade, in which the towns on the Erie canal already begin largely
to participate, would be almost as impracticable as a direct trade
with Hudson's bay, but for the Champlain canal.
A vessel lately cleared out from Syracuse, 300 miles in the inte¬
rior of New Y'ork, of which the ultimate destination was Hartford, iu
Connecticut!
By a census taken in 1823, it appears that Rochester then con¬
tained 3731 inhabitants—and from the rapid increase of its trade,
it is probable the number is at present 4500. In 1812, there was not
the semblance of a village there !
Seventy miles of the Erie canal were finished in one year, and one
hundred might have been completed.
The freight on the canal for salt and gypsum is fifty cents per
ton for 100 miles—150 cents for produce—-and three dollars for mer¬
chandise. Thus merchandise will cost about 10.50 dollars per ton for
the whole distance from Albany to Buffalo—and produce about $5.25
from Buffalo to Albany. Whereas, merchandise now pays, even at
the present reduced rates, forty-five dollars per ton to Pittsburg from
Philadelphia. The difference in the freight of salt and gypsum between
carriage by land and by the canal, is about twenty-fold.
Vessels of sixty tons ply on the Erie canal, and from authentic infor¬
mation it appears to be navigable for those of one hundred tons.
C 2 )
Passage boats ply on this canal, which convey passengers about
100 miles in twenty-four hours, at the rate of three cents per mile for
passage and provisions. Thus the passage and provisions from Albany
to Buffalo, 363 miles, will cost only about 10.80 dollars.. Whereas the
passage from Philadelphia to Baltimore, about 100 miles, costs with
provisions about eight dollars. Tlie passage from Philadelphia to
Pittsburg, 300 miles, is eighteen dollars, exclusive of expenses on the
road, which are at least five or six dollars.
The number of entries at Utica in 1823, was only 2393;—and in
1824, no less than 5264—such is the wonderful increase of the trade
arising from this magnificent undertaking.
The following are among the principal items, viz.
151,918 barrels of flour.
40,735 barrels of salt.
19,140 barrels of provisions.
28,251 barrels of pot and pearl ashes. |
1,537 barrels of linseed oil.
273,551 bushels of wheat.
7,947 bushels of flaxseed.
27,866 bushels of water lime.
349,765 gallons of whiskey.
761,497 pounds of butter and lard.
57,850 pounds of wool.
3,477,774 feet boards and scantling.
34,359 feet of timber.
1,161,000 shingles.
1,390,000 staves.
5,662 boxes of glass.
255 tons of cheese.
127 tons of hops.
102 tons of fur and peltry. .
7,136 tons of gypsum.
83 tons of tallow.
889 tons of furniture and mechanics'
tools.
1,664 tons of iron castings.
170 tons of oysters and clams.
350 tons of marble, burr, and grind
stones.
308 tons of Amboy clay.
17,589 tons of merchandise.
An enumeration of the articles which arrived, during last year, at
Albany, from the westward and northward, has been published, by
which it appears that they amounted to 2,309,000 dollars. In the list
there are various articles omitted, as hops, butter, cheese, lard, wool,
paper, timber, &c. &c. amounting to some hundred thousand dollars.
The amount of merchandise sent from Albany was probably equal to
the produce received there.
The tolls, on both canals, were, as we have seen, 310,000 dollars*
last year. At the most moderate calculation, the freight by land would
have been eight times as much, or 2,480,000 dollars.! Thus a saving
has been made, in freight alone, in one year, of above a fourth part
of the whole expense of both canals—that is, supposing the produce
could have been all taken to market by land, which would have been
impracticable. Much of it would have lain a useless drug on the
hands of the farmers for want of a market, and much would never
have been created but for these canals.
That a canal opening a communication between the waters of the
Susquehannah and the Alleghany, will be as beneficial to the State
of Pennsylvania as the Erie canal to New York, cannot for a moment
be doubted. A view of the map of that state will show that not more
than one-third part of its population is within reach of its western ca¬
nal—and an equal proportion of our population would be at once with-
, • A recent statement makes the receipts of tolls at Utica, $ 259,500—west¬
ward of that place $ 25,000—and on the Champlain canal $ 65,500—in all
$350,000.
f It is to be observed that land carriage is much more expensive in New
York than on the great western road of Pennsylvania.
%
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in reach of the contemplated canal. Besides which it will command a
large portion of the trade of the states of Ohio, Kentucky, Indiana,
Illinois and Missouri.
It may be asked, where are the funds to be raised ? The reply is
simple. Pennsylvania has as great resources as New York had,
when she began her canals. And it is only requisite for our le¬
gislature to exercise the same degree of liberality and public spirit
—and all the difficulty vanishes.
There is no tax, that can be devised, in which every enlightened
citizen would not chearfully acquiesce for such a grand purpose, par¬
ticularly as it will be but temporary, and be ultimately repaid twenty-
fold. But taxes, amply adequate, and not burdensome, might be
readily devised by any financier of even moderate abilities.
Our quota of the direct tax in 1798 was - - - - g 138,269
Our quota in 1813 was - 365,479
For the same tax in 1816 we paid - - . - . «. 706,192
The internal duties in this state in 1815 amounted to - 1,380,020
Surely a state, which, in 1815, was able to raise by taxes in one
year, $ 1,380,000, can find no difficulty in 1825, 6, 7, 8, 9, in rais¬
ing the comparatively insignificant amount of interest of the capital
necessary to complete this grand undertaking, which, as will ap¬
pear, will not be much more, in five years, than half the sum.
Different estimates have been made of the expense of the proposed
canal—g 4,500,000, g 5,000,000 and g 6,000,000. It is impossible to
pronounce with exactness on the subject, until the report of our ex¬
ploring commissioners is received, nor is critical exactness necessary.
Approximation is abundantly sufficient. Meanwhile I submit the follow¬
ing views. It being contemplated to unite our western canal with the
Union Canal at Middletown or Harrisburg—the distance will be
about 200 miles, of which probably only 150 will require to be exca¬
vated, as the fivers may afford navigation for the residue, at least for
some years. At an average of g 30,000 per mile, which is a very
high estimate, this would be only g 4,500,000. Suppose this sum to
be borrowed, as it might be, at five per cent, and to be advanced in
five annual instalments—as the canal would probably require at least
five years to complete it—this would be g 900,000 per annum—of
which the interest would be—
After the second year, tolls to a considerable amoupt would pro¬
bably be received, and would rapidly increase from year to year; so
that the whole sum to be raised might not exceed 450 or 500,000
dollar^.
Let it be observed, as a powerful incentive to this great undertak¬
ing,-that the domestic exports of Pennsylvania diminished from 1817
to 1823, no less than forty per cent, although our population had in*
creased probably thirty per cent. ■ (
In the first year -
g 45,000
90,000
135,000
180,000
225,000
Second year
Third year
Fourth year
Fifth year -
g 675,000
*
. C 4 )
/ •
This canal cannot be undertaken or completed by private sub¬
scription. It must be executed by the state, as the Erie and Cham-
plain canals have been by our sister state. The only questions then
are, When is it to be done ? and, Which of our legislatures will have the
honour of so magnificent a benefaction to the present and future
generations? It is to be hoped that the present legislature will seize
the golden opportunity of signalizing themselves, by seriously adopt¬
ing the initiatory measures, and thereby establishing a just claim to
the gratitude ot their cotemporaries and of posterity.
The following extract from Mr. Clarke's report on the Juniata
canal, deserves the most serious consideration, and places the import¬
ance of the subject in the strongest possible point of light.
" Let us suppose five concentric circles, the innermost of which to
pass round Pittsburg at thirty miles distance, and having the lands
within it raised in value only g 2 50 per acre, and each succeeding
circle at the same distance from the one within it, by having a less
increase on the value of its lands by fifty cents per acre, which would
leave the outermost circle within the supposed influence of the canal,
only benefited at the rate of fifty cents per acre. The calculation
would then stand thus:—
Circles. Square miles. No. of acres. Enhanced value per acre. Dollars.
1st
21,721|
13,901,760
at $ 0 50
, 6,950,880
2d
18,894$
12,092,480
1 00
12,092,480
3d
, 16,067|
10,283,200
1 50
15,424,800
4th
13,240£
8,473,920
2 00 '
' 16,947,840
5th
' 10,413$
6,664,640
2 50
16,661,600
Total
80,337$
51,426,000
$ 68,077,600
"But when to this is added the transportation of limestone, gyp¬
sum and manures, to those places which need them—the building"
timber, fencing and fuel, that can be supplied both cheap and abun¬
dant, to the counties east of the Susquehannah—the trade, activity,
wealth, growth and prosperity of our towns and cities, and above all,
the increased population, strength, and respectability of our free and
happy commonwealth, which must follow the completion of this mag¬
nificent work; it can be no exaggeration to place the benefits result¬
ing to the state, at the round sum of one hundred millions of dol¬
lars. Shall we then hesitate to expend but a single year's interest of
this large sum, to secure so many and such great advantages ?"
While on this subject, it is far from irrelevant to present a very
brief view of the extent of the English canals, not one of which
was in existence before the year 1755. The whole number is 97—
their extent 2741 miles. There are 48 tunnels, of which 40, whose
lengths are known, amount to 57,057 yards—or above 32 miles. The
canal between London and Liverpool is 264 miles long—with which,
various minor canals, extending 1500 miles, have a direct communi¬
cation. The cost of the whole is supposed to have amounted to be¬
tween 25 and 30,000,000^. sterling.* '
FULTOK
Jan. 13, 1825. v*^ |^f
* Niles's Weekly Register. .
\
(
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The importance of the views of the Canal policy of New York, presented
by De Witt Clinton, Esq. governor of the state, in his recent message,
renders the following extract from it well worthy of the attentive
consideration of our legislature, and our citizens generally.
6t The Erie canal, (which is the longest in the world, and which in
conjunction with the Champlain canal, and the contemplated commu¬
nications with lake Ontario, and the minor lakes, will produce the
most extensive and important inland navigation ever witnessed,}
would have been finished last season had it not been for the inter¬
vention of unexpected impediments. It is, however, so near to its-
completion, as to render it necessary to form a permanent system for
the preservation of the canals, for the collection of the revenue, for
the extinguishment of the debt, and for a vigilant superintendance
both of their particular concerns and of their general interests. A
plan ought to be adopted, combining economy with efficiency, and
having regard to future as well as present operations. I consider
these works as but the first, in a series of great undertakings. We
must, however, pursue our objects with prudence as well as with
energy, in every stage of our progress looking for support to the wis¬
dom and patriotism of the people. And it is a source of high felici¬
tation to know, that the debt maybe speedily satisfied without resort¬
ing to taxation, without discontinuing our efforts for similar improve¬
ments, and without staying the dispensing hand of government in
favour of the great departments of education, literature and science,
or the cardinal interests of productive industry.
" A board for the promotion of internal improvements, composed
of well-informed citizens, ought to be constituted, with authority to
consider and report on all subjects relative to the establishment of
communications by land and by water, by roads, railways, canals,
bridges and water-courses, and with a general superintending power
over their construction. All applications and proposals on such sub¬
jects, would, of course, receive the full consideration of the board, be¬
fore they were accepted by the Legislature; and would be carried
into execution in accordance with the exigency of the case, the im¬
portance of the object, and the ability of the state. The field of ope¬
ration is immense; and the harvest of honour and profit is unbound¬
ed: and if our resources are wisely applied and forcibly directed, all
proper demands for important avenues of communication, maybe an¬
swered in due time, and in ample extent.
" The primary design of our artificial navigation is to open a route
by canals between the Atlantic ocean and the Great Lakes. The
Erie and Champlain canals will in a great measure accomplish this
object: but it will not be fully realized until the waters of Lake On¬
tario shall be connected with the Erie canal and with Lake Cham¬
plain. The importance of this design will be duly appreciated, when
it is understood that the lake coast, not only of this state, but of the
United States, is more extensive than the sea coast.
4< The next leading object is to unite the minor lakes and the se¬
condary rivers with the canals; to form a junction between important
rivers; and to produce such a connexion between the bays on the sea
coast, as will insure the safety of our boat navigation in time of peace
against the tempests of the ocean, and, in time of war, against the
depredations of an enemy.
( 6 )
" To unite in the most accommodating manner the waters of the
Seneca, Cayuga and Canandaigua lakes, and such of the secondary
lakes as may be deemed expedient with the Erie canal, is also an ob¬
ject of great importance. A connection, too, is desirable between the
Delaware and the Hudson ; between the upper waters of the Allegha¬
ny, Susquehannah, and Genesee rivers; between the Erie canal and
the Susquehannah along the valley of the Chenango river; between
the Susquehannah and the Seneca lake; between the Erie canal at
Buffalo, and the Alleghany river at its confluence with Conewango
creek; between Black river and the Erie canal; and between Graves-
end Bay, Jamaica Bay, Great South Bay, and Southampton Bay, and
across Canoe place to South-hold Bay, on Long Island. Other eligi¬
ble communications might be indicated; but these are sufficient to
evince the expediency of constituting a board with general powers,
in relation to internal improvements.
" All these works must emanate from the authority of the state %
but many of them will doubtless, be undertaken without any demand
on the treasury, in consequence of encouraging grants. Of this na¬
ture is the connexion proposed to be made by a company between the
Delaware and Hudson—a project highly deserving of public counte¬
nance. The canal on the south side of Long Island would, perhaps,
be constructed under a similar grant. Considering that these sections
of the state are necessarily excluded from an immediate participation
in the benefits of the canals already made, I derive a peculiar gratifi¬
cation from the liberality manifested by the legislature in the one
case, and shall be happy to see it extended to the other.
" The proposed connexion between the Seneca lake and the Che¬
mung or Tioga branch of the Susquehannah, will not exceed twenty
miles; and that lake is open for navigation during the whole year.
This canal will open our salt and gypsum to the extensive region
connected with the Susquehannah, and a numerous body of our citi¬
zens will find a market for their productions in Philadelphia and Bal¬
timore, as well as in New York. This multiplication of markets will
be beneficial to the agricultural interest; is in consonance with the
dictates of sound policy; and can only be opposed by sectional and
monopolizing views.
" In addition to this it may be stated that there is an inexhaustible
quantity of bituminous coal on the head waters of the Tioga river,
which is now sold at the mines for two cents per bushel, and which can
be transported on flats to Newtown, in Tioga county. It is repre¬
sented to be of a superior quality, and similar to the Liverpool coal
of commerce; and it is supposed to occupy that extensive region from
Wheeling, to that part of the state near the head of Seneca lake. And
should the proposed communication be made, it may be transported
to Albany by water.
"Some canals will undoubtedly be accomplished by individual en¬
terprise; some will require partial assistance; and others must de¬
pend entirely on public munificence. But all can, with proper exer¬
tion, be executed in due time, and in accordance with the growth of
the state, the exigencies of society, and the inevitable evolution of
our resources. The Erie canal, besides completion at its western ter¬
mination, will require in time some important additions. These will
consist in double locks and towing paths to accelerate the passage of
( 7 )
the boats. When new bridges shall be required, a much greater ele¬
vation ought to be given to the road bridges, and the farm bridges
ought to be formed on a retractile plan.
" The Charnplain canal enters the Hudson at Fort Edward, and the
navigation is continued for several miles down that river. The com¬
parative advantages of natural and artificial navigation, are thus fairly
tested and fully contrasted: and the delay, expense, and vexation, of
the former channel of conveyance, are found so harassing, that it has
become essential to substitute a canal; and initiatory proceedings have
been had for that purpose, under the sanction of the legislature,
which will, I trust, be consummated immediately. The Charnplain
canal opens.a vast expanse for inland trade and public accommoda¬
tion. Its revenue, when compared with that of the Erie canal, will be
at least in the ratio of its extent. The region which borders on Lake
Charnplain, abounds with rich iron ore, convertible into the best iron,
which, with excellent steel, is now manufactured successfully by en¬
terprising" individuals. Calcareous substances of all and the best
kinds, from marble to building stone, lumber, the products of the
dairy, of the soil, and of manufactures, are also in great plenty, in
return for which, that region has occasion for salt, gypsum, and va¬
rious commercial accommodations.
" The debt due on account of canals and the subsidiary works,
is 8 7,467,770 99, of which 84,524,270 99 bear an interest of five
per cent, and the residue an interest of six per cent, making an ag¬
gregate annual interest of 8375,823 55. The revenue from the tolls
the present year, will exceed 8 310,000, and the duties on salt
8 100,000, which, with the sources of income belonging to the
canal fund, will, in all probability, produce an excess of revenue
above the interest of the canal debt, of near 8 300,000. Should any
discrepancy appear between this statement and the annual report of
the comptroller, it will be only apparent, his having reference to the
fiscal, and this to the natural year.
" It is believed that next year the revenue will be nearly doubled, if
the Erie canal arrives to the Lake in due season; and its progressive
expansion will be commensurate with the prosperity of the state and
the growth of our country. From these data, a just estimate may be
made of the rapid operation of a judicious sinking fund in extinguish¬
ing the whole debt, and of the prospective fiscal resources of the state.
It is estimated that 10,000 boats have passed at the junction of the
Erie and Charnplain canals, within the last season. Boats with com¬
modities, proceed at the rate of 55 miles in 24 hours; and boats with
passengers near 100 miles in the same time. As late as the 15th of
December, a boat laden with merchandise, arrived at Utica from
Albany.
" Internal trade is most flourishing, when its profits are small, and
its returns quick; and this desirable effect is produced, by the brisk
circulation of commodities through canals. An important recommen¬
dation of this communication is the facility which it affords to
emigration and change of habitation; its conveyance of bulky arti¬
cles which are forbidden to land transportation; the cheapness, safety
and certainty of travelling and its consequent increase. Hence the
promotion of rapid settlement and concentrated population. All
these propitious circumstances go to establish the permanency and
r s )
magnitude of the income to be derived from our canals, and to de¬
monstrate the superior profit of judicious investments in them. The
advantages of a condensed over a scattered population proceed from
furnishing great markets for sale and purchase; from extending the
operations of ingenuity and skill; from expanding the sphere of em¬
ployment by subdividing the exertions, and augmenting the produc¬
tive power of labour, and by concentrating great capitals subservient
to all the purposes of life. In producing extensive markets, in com¬
municating the benefits of a dense to a spare population, and in de¬
stroying the inconveniences of distance, canals may be emphatically
designated as the great labour-saving machines of internal commerce.
"For almost all purposes, the city of Detroit will,on the completion
of the Erie canal, be brought within a hundred miles of the city of
Albany. Already have we witnessed the creative power of these
communications in the flourishing villages which have sprung up or
been extended ; in the increase of our towns; and above all, in the
prosperity of the city of New York. If, as it is said, upwards of
3000 houses have been built in that city during the last year, it is
highly probable that in 15 years its population will be double, and
thatin less than thirty years, it will be the third city in point of numbers
in the civilized world, and the second, if not the first, in point of
commerce. Nor is there any danger of a re-action. After cities
reach a certain elevation of opulence and prosperity, they appear to
possess a self-multiplying, self-augmenting power. But independent¬
ly of this consideration, the external as well as the internal causes of
the opulence and extent of New York will continue in full operation
and with additional power; and in proportion as its supplies increase,
it will furnish augmented means of consumption at home, and of at¬
traction to customers from abroad. How emphatically then does it
behove us, in the contemplation and enjoyment of these abundant
blessings, to remember that we derive them all from the great Foun¬
tain of Benevolence!
" I cannot refrain upon this occasion from congratulating you and
our country on the propitious spirit which is generally diffused
through the other states in favour of Internal Improvements. The
state of Ohio has now under consideration a stupendous project for
uniting the Ohio river with Lake Erie, which may justly be consider¬
ed a prolongation or continuance of our Erie canal, and which will
connect the Hudson with the Mississippi, and convert a most import¬
ant portion of the United States into one vast island. I shall wel¬
come the commencement, and hail the consummation of that work as
among the most auspicious events in our history. It will open to our
trade the luxuriant valley of the Mississippi and its auxiliary rivers.
It will immeasurably enhance the value and usefulness of our works ;
concentrate the commerce of the East and West in our great empo¬
rium ; and bind the Union together by indissoluble ties. The state
of Ohio is distinguished for fertility of soil, benignity of climate,
moral power and prospective resources. The revenue from the canal
will pay in a reasonable time the interest of the sum expended for its
completion, and form a large surplus applicable to the speedy extin¬
guishment of the debt: and there can be no doubt but that the neces¬
sary funds may be procured in this state on easy and satisfactory
terms."