42d Congress,) no USE OF REPEESENTATIVES. (Mis. Doc. 
 3d Session. f \ No. 22. 
 
 NIAGARA SHIP-CANAL. 
 
 MEMORIAL AND REPORT 
 
 OF THE 
 
 EXECUTIVE COMMITTEE OF THE DETROIT COMMER- 
 CIAL CONVENTION, 
 
 HELD AT 
 
 The city of Detroit, Michigan, on the 13th day of December, 1871, in rela- 
 tion to the Xiagara Falls ship-canal. 
 
 December 1372. — Ordered to be printed and recommitted to the Committee on 
 
 Commerce. 
 
 3Ir. Conger, from the Committee on Commerce, reported the following 
 memorial of the Detroit commercial convention relative to the Niagara 
 ship-canal : 
 
 To the honorable Senate and House of Representatives of the United States 
 of America in Congress assembled : 
 
 The undersigned, the executive committee appointed by the Detroit 
 commercial convention held at Detroit, in the State of Michigan, on 
 the 13th day of December, A. D. 1871, would respectfully state that said 
 convention assembled in pursuance of a call from city councils, cham- 
 bers of commerce, boards of trade, and other like bodies, in most of the 
 principal cities and commercial centers in all the Northern States, both 
 West and East, aud was composed, in large numbers, of business, com- 
 mercial, and other representative men from all parts of the country. 
 The object of the convention was to devise some plan for the speedy con- 
 struction of a ship-canal, of large capacity, around the falls of Niagara, 
 on the American side thereof, and thereby to inaugurate a system of 
 cheap transportation between the grain-fields of the West and the east- 
 ern and European markets, and also to facilitate and cheapen commer- 
 cial and other business intercourse between the different sections of our 
 country. 
 
 The corresponding secretary of the executive committee, who issued 
 the cad for the Detroit commercial convention of 1871, in calling the 
 convention to order, said : 
 
 We are assembled here, from different parts of the country, to deliberate upon one 
 of the most important questions that is now or probably ever will come before the 
 American people. We are here from the East, from the West, and from the center of 
 this great country, for the purpose of devising some plan by which we can facilitate, 
 and thereby cheapen, transportation between the two sections of the country; and I 
 
2 
 
 NIAGARA SHIP-CANAL. 
 
 am rejoiced to see representative men here from the far East and from the far West, 
 from the center, and almost from the circumference, of the Union. It shows that there is 
 a deep and determined purpose among the people to secure greater facilities and cheaper 
 rates of transportation. There are representatives here from -at least twenty millions 
 of people. There are fifteen millions residing west of Lake Erie, and north of the 
 Ohio River, who are represented here; and that people all speak with one voice, and 
 express hut one sentiment. They have all decided and determined that the West must 
 have increased means and facilities for transportation between the grain-fields of the 
 vast and fertile regions lying west of the great lakes and the Atlantic sea-board. It 
 is to devise some plan to secure that result that we are assembled here to-day. I hope, 
 and most sincerely trust, that our deliberations and our action will have a tendency, at 
 least, speedily to secure that result. 
 
 After the fall organization of the convention, his excellency Governor 
 Baldwin, of Michigan, delivered the following address of welcome: 
 
 Gentlemen of the Convention : It is a pleasure to me to welcome you to our city 
 and State. The time is not far distant when Detroit and Michigan were looked upon 
 as far off toward the setting sun — at the far west — but that time has passed away for- 
 ever. 
 
 Our city and State, where you are now assembled, may be classed as occupying an 
 important position as the gateway between the great East and the great and growing 
 West. We live in an age and in a country of progress. Less than a century, or three 
 generations of men, has passed away since the Government under which we live was 
 organized. Luring this period we have not been exempt from the common lot of 
 nations; several times engaged in open conflict with other nations, and but very re- 
 cently in a prolonged internal strife, such as has never before befalleu a civilized 
 people. An overruling Providence has been with us; so that Ave have not only suc- 
 cessfully maintained a republican government, but have steadily gone forward, deep- 
 ening the foundations and strengthening the principles of a government from the 
 people and for the people, under which the country has grown and prospered as has no 
 other country upon the face of the globe. 
 
 During the first seventy years of our history as an independent government, from 
 1790 to i860, the increase of the population of the country was about 35 per cent, for 
 each of the seven decades; and during, the last ten years, notwithstanding the four 
 years of civil war, the population was augmented 22 per cent. So steady and so 
 marked has been the progress of the United Slates that the peoples and the govern- 
 ments of the Old World, far beyond the Atlantic, look at its rapid development and 
 growth with wonder and amazement. While they see iu us the youngest of the family 
 of nations, they cannot but assign to the Government of the United States the fore- 
 most rank in influence, position, and power. 
 
 The completion of the Erie Canal, in 1825, providing water-communication from the 
 great lakes to the Atlantic, was the beginning of a new era iu the history and advance- 
 ment of our country. Up to that period the great West was almost an unknown land. 
 Although a small steamer appeared on the upper lakes as early as 1819, the first 
 steamer was seen on Lake Michigan in 1826, the year after the opening of the Erie 
 Canal; but it was not until 1832 that a steamer visited Chicago. Just thirty years 
 after the completion of the Erie Canal another great work was completed, the Saint 
 Mary's Falls Ship-Canal, furnishing a most important highway from the Northwest to 
 the lower lakes. So great has been the giowth of the commerce of Lake Superior, and 
 so wonderful is its promise for the future, that the capacity of this canal is at the 
 present time being doubled. 
 
 It is quite unnecessary at this time to attempt to notice in detail the wonderful in- 
 crease of population and products in that portion of the West which finds its natural 
 outlet to the sea-board by way of the lakes. The entire population of the vast extent 
 of territory now embraced within the thirteen States ami eight Territories west of the 
 thirty-first degree of west longitude, and north of the thirty-sixth degree of north lati- 
 tude, in 1830 was but 1,610,473. The same territory had, in 18/0, a population of 
 13,867,861, an increase of 806 per cent., while the remaining portion of the Union in- 
 creased but 202 per cent. 
 
 When we scan the past, and bring to mind the hardships and self-denials of the 
 early settlers, the obstacles overcome by them, the want of facilities, and the heavy 
 cost in reaching a market for their products, then, turning to the present, behold on 
 every hand railroads stretching out their iron arms in every direction, traversing the 
 continent to the Pacific coast, and, not content with present advantages, observe the 
 construction, with accelerated pace, of new lines, north and south, east and west, to 
 the limits of the continent, we may safely assert that the development of this vast re- 
 gion has just begun. 
 
 The want of adequate acilities for reaching the sea-board with the products of the 
 West is already felt to a very serious extent, and perhaps no other one thing will have 
 
NIAGARA SHIP-CANAL. 
 
 o 
 
 o 
 
 so important a bearing upon the future of the Northwest as that of providing reliable, 
 cheap steam-transportation to the Atlantic coast- 
 That the rapid growth of the population and products of the Northwest, and the 
 consequent increase of the commerce of the lakes, will soon render the construction of 
 a ship-canal of large capacity around the falls of Niagara, on the American side, a 
 necessity, would seem to admit of little doubt. 
 
 To consider and devise the best ineaus of supplying adequate cheap steam-transpor- 
 tation to the Atlantic has brought you together. The subject is one of vital import- 
 ance, and may well demand the most earnest, the most elaborate, and the wisest coun- 
 sels of thoughtful minds. 
 
 I trust that the deliberations and discussions of this convention will so awaken the 
 public mind to its importance as to result in the accomplishment of the end so neces- 
 sary for the future prosperity of our country. 
 
 The convention unanimously adopted the following preamble and 
 resolutions, to wit: 
 
 Whereas this convention is deeply impressed with this central thought, to wit, that 
 the true prosperity of any nation can only be found in the greatest prosperity of its 
 individual members and the various commercial and internal relations between the 
 different States: Therefore, 
 
 Resolved, That, in the opinion of this convention, the General Government at Wash- 
 ington should at once adopt a liberal policy as to intercommunication between the 
 West and tide-water by the great lakes and the rivers leading to and from the centers 
 of the States lying adjacent thereto. 
 
 Resolved, That, in the opinion of this convention, the construction of the Niagara 
 Falls ship-canal is of great national importance; and Representatives in Congress 
 are requested to do all iu their power to procure an appropriation for that purpose. 
 
 Resolved, That one or more water-routes, by which the steamboats of the Mississippi 
 can reach the harbors and unload into the vessels of the great lakes, are of such im- 
 portance to so many States, East and West, as to have become a matter of uational 
 importance. 
 
 Resolved, That the legislature of the State of New York be requested to grant per- 
 mission to the General Government to enter upon its territory for the purpose of sur- 
 veying and constructing the Niagara ship-canal. 
 
 Resolved, That a copy of these resolutions, duly authenticated, be forwarded to the 
 President of the United States and to each member of Congress. 
 
 LUCIUS FA1RCHILDS, President. 
 
 William Wilmot, of Michigan, 
 J. Potts Brown, of Minnesota, 
 
 Secretaries. 
 
 On motion, the following gentlemen were appointed by the president 
 of the convention an executive committee, to adopt such measures as 
 they might deem necessary and advisable to bring this question of a 
 ship canal around the falls of Niagara, on the American side thereof, to 
 the consideration of Congress, and also to press upon that body the 
 great importance, indeed imperative necessity, that it should adopt such 
 measures as may be necessary to secure the speedy construction of that 
 work: 
 
 Lewis A. Thomas, of Iowa, chairman. 
 
 Charles Randolph, of Illinois; John Burt, of Michigan; Daniel G. 
 Foit and George I. Post, of Hew York; T. C. Kersey, of Maine; J. H. 
 Gray, District of Columbia; C. D. Robinson, of Wisconsin; Ralph P. 
 Buckland, of Ohio, executive committee. 
 
 At a previous commercial convention, held at the same place on the 
 11th, 12th, 13th, and 14th days of July, 1805, to take intoconsideration the 
 same subject, the following resolutions, among others, were adopted, to 
 wit : 
 
 NIAGARA SHIP-CANAL. 
 
 Whereas the annual increase of the productions of the States bordering npnn and 
 tributary to the northern lakes has exceeded the capacity of transportation of all the 
 avenues to the Atlantic, demonstrating the urgent necessity of enlarged water facili- 
 ties for communication between the West and East; and 
 
 Whereas the canals and various lines of railroads leading to and from said lakes, 
 
4 
 
 NIAGARA SHIP-CANAL. 
 
 while they have contributed vastly to develop the resources, increase the wealth, aud 
 promote the permanent union of our whole country, are wholly inadequate to the de- 
 mands of the immense and rapidly growing commerce of our country : Therefore, 
 
 1st. Resolved, That this convention regard the construction of a ship-canal around 
 the falls of Niagara as a national work of great commercial importance, alike demanded 
 by the necessities of commerce and political wisdom, and that its early completion by 
 the General Government is required by every consideration of sound political economy. 
 
 2d. Rekolved, That such a canal, of a capacity to pass the largest steam or sail vessels 
 which now or hereafter may navigate the lakes, will afford the cheapest aud most ex- 
 peditious water communication for the transportation of the products of the great pro- 
 ducing States of the West and Northwest, by bringing into use the most easterly of the 
 entire chain of lakes on our northern frontier, from which these annually increasing pro- 
 ducts may be distributed by short enlarged canals and by railway to the Hudson and 
 New York, also into New England and Pennsylvania, and by the Saint Lawrence 
 River direct to the ocean. 
 
 ****** 
 
 Adopted Jul v 13, 1865. 
 
 HIRAM WALBPJDGE, New York, 
 
 President of the Convention. 
 
 William Lacy. New York. 
 Ray Haddock, Michigan, 
 Adam Brown, Canada, 
 
 Seevetavies. 
 
 (Proceedings of the Commercial Convention held at Detroit, Michigan, July 11th, 
 12th, 13th, and 14th, 1865 ; page 96.) 
 
 We Lave thus copied entire the resolutions of that convention on this 
 subject, because it was more fully represented by nearly all the com- 
 mercial associations of all the principal cities, towns, and commercial 
 centers, not only of all or nearly all the States of the Union, but also by 
 the leading commercial and other representative men of all the leading 
 cities of the Canadian provinces. It thus more fully represented the pub- 
 lic sentiment of the people of the entire North American continent than 
 any other convention or public deliberative body which has ever assem- 
 bled on the continent. General Walbridge, of the city of New York, its 
 president, said of it in the National Board of Trade, held at Richmond, 
 Virginia, in December, 1869: 
 
 As early as 1822, the War Department organized a commission to report upon the 
 propriety of the construction of a Niagara ship-canal. The report was favorable, and 
 there has been frequent action on the part of the Government since that time. At the 
 Detroit convention, (1865,) composed of six huudred and forty delegates, the first com- 
 mercial convention held after the rebellion, the resolution in favor of the construction 
 of this skip-canal was passed by a nearly unanimous vote. — (Proceedings of National 
 Board of Trade at Eichinond in 1869, page 141.) 
 
 The one idea prevailing in that, as also in the subsequent convention 
 of 1871. was the necessity for cheap transportation, and the impossibility 
 of securing that result in any other way than by opening up continuous 
 steam navigation of large capacity from the great lakes of the North- 
 west to the Atlantic Ocenn by the way of the Eiver Saint Lawrence, 
 Lake Champlain, and Hudson Eiver. 
 
 . Mr. James F. Joy, of Detroit, one of the most influential, intelligent, 
 ' and representative men in that convention, and, indeed, in the entire 
 West, used the following language, which is now more emphatically true 
 now than when uttered. The products of the West, as well as its popu- 
 lation, have vastly increased since that speech was made: 
 
 With the millions of the West, the avenue to market is a vital question. When, close 
 upon the Mississippi, corn is burned for fuel, because the expense of sending it to mar- 
 ket is more than it is worth ; when from Illinois, on an average, it costs the farmer 
 three bushels to get the fourth to market in New York, and much more to lay it down 
 in Liverpool ; w hen, from all the Lake States, it costs half of all the flour and wheat to 
 the farmer to get the rest to the markets of the world, it has become high time for the 
 Government to look a little to the protection of its interest, and to the future welfare 
 and prosperity of that vast and fertile region of country surrounding the Great Lakes 
 
NIAGARA SHIP-CANAL. 
 
 5 
 
 and stretching- across tlie valleys of the Mississippi and Missouri Rivers toward the 
 Rocky Mouutai s. (Record of proceedings of convention, page 39.) 
 
 Note. — During the past year it cost the Iowa farmer, and still does, 
 seven bushels of corn to get the eighth to the New York market, and 
 other products in like proportion. (Ex committee.) 
 
 At the meeting of the National Board of Trade, held at Richnjond, in 
 the State of Virginia, on the 1st day of December, I860, the following 
 resolution in relation to the Niagara ship-canal was adopted, to wit: 
 
 Resolved, That this convention regards the construction of a ship-canal around the 
 falls of Niagara as a national work of great commercial importance, alike demanded 
 by the interests of commerce and political wisdom, and that its early completion by 
 the General Government is required by every consideration of sound political economy. 
 
 In carrying out the instructions of the convention we present the 
 following facts and arguments in support of that great national measure. 
 In doing so we unite with said convention, as also with the prior one — 
 indeed, with the people in all sections of the country — in urging upon 
 the consideration of Congress the very great importance of this work, 
 and the imperative necessity that it should adopt some plau for its speedy 
 construction. We are firmly impressed with the conviction that cheap 
 transportation can never be established, or even inaugurated, until con- 
 tinuous steam-navigation through this route is opened up to the Atlantic 
 Ocean. We would also respectfully request the careful consideration of 
 the following statements by each and all of the honorable members. 
 They may be somewhat voluminous, but the importance of the measure, 
 and the A T ast number and variety of the facts and circumstances neces- 
 sary to be considered, preclude the possibility of very much reducing 
 their elucidation. 
 
 Lewis A. Thomas, Iown, 
 
 Charles Randolph, Illinois, 
 
 Daniel G. Fort and Geo. I. Post, New York,* 
 
 John Burt, Michigan, 
 
 T. C. Hersey, Maine, 
 
 J. H. Gray, District of Columbia, 
 
 C. D. Eobiinson, Wisconsin, 
 
 Ralph P. Bucklant). Ohio, 
 
 Executive Committee. 
 
 Detroit, Michigan, November 20, 1872. 
 
 But those conventions are not the only* representative bodies which 
 have taken emphatic and decided action on this subject. The people of 
 the whole country have, through resolutions of popular assemblies and 
 commercial conventions, by messages of governors, and memorials of 
 legislatures, and through the public journals of the country, again and 
 again reiterated the imperative necessity of this work. Brief extracts 
 only from a few of these popular demands of the people can here be 
 given. The following is a portion of the memorial of the legislature of 
 the State of Iowa to Congress, for the year 1870, on the subject of this 
 route : 
 
 The general assembly of the Stale of Iowa to the Senate and House of Eejirexentativcs of the 
 United States respeetfully represent : 
 
 That the question of " uninterrupted water-communication," between the Mississippi 
 Valley and the Atlantic sea-board, has become one of all-absorbing interest to the peo- 
 ple of the whole couutry, and more especially the food-produciug States of the North- 
 west. It has been considered by the people, met in local, county, State, and national 
 conventions; by boards of trade and other commercial associations; by city councils 
 and boards of supervisors of cities and counties; by the legislatures and governors of 
 
6 
 
 NIAGARA SHIP-CANAL. 
 
 States, aud through the public press; and, without exceptiou, by resolution, memorial, 
 message, aud public discussion, all have united iu recognizing its importance and 
 imperative necessity, and urging the attention and action of Congress and the country 
 in relation thereto. A few brief extracts will demonstrate how thoroughly and uni- 
 versally this subject has taken hold of the popular sympathies of the people. 
 
 The national commercial convention, which met in Chicago in 1862, one of the largest, 
 most intelligent, aud most influential popular assemblies which ever convened in the 
 country ,%iost emphatically affirmed the proposition that "uninterrupted steam-uaviga- 
 gation from the Mississippi River, by way of the great lakes, to the Atlantic sea-board, 
 had become an imperative necessity." The following resolutions were adopted by a 
 unanimous vote : 
 
 " Resolved, That we regard the enlargement of canals between the Mississippi River 
 and the Atlantic, with canals duly connecting the lakes, as of great national, military, 
 and commercial importance; we believe such enlargement, with dimensions sufficient 
 to pass gun-boats from the Mississippi to Lake Michigan, and from the Atlantic to and 
 from the Great Lakes, will furnish the cheapest and most efficient means of protecting 
 the northern frontier, and, at the same time, will promote the rapid development aud 
 permanent union of our whole country. 
 
 " Resolved, That these works are demanded alike by military prudeuce, political wis- 
 dom, aud the necessities of commerce. Such works will be not only national, but 
 continental, and their early acconrplishinent is required by every principle of sound 
 political economy." 
 
 In the memorial addressed to Congress, the convention say: "The one great idea 
 which your memorialists seek to impress upon Congress is the necessity of a great national 
 highway in the form of a ship and steamboat canal between the Mississippi and the Atlantic. 
 This great national highway is demanded alike by military prudence, the necessities of com- 
 merce, and sound political wisdom." 
 
 The commercial convention, held in the city of Dubuque, in May, 1864, by delegates 
 from nearly all the Northwestern States, in their resolutious to Congress say: " The 
 increasing development of the vast agricultural, mineral, and commercial resources of the Xorth- 
 west, and more especially of the Upper Mississippi Valley, require and demand the opening, at 
 the earliest possible periods, of a water-communication between the eastern sea-board and the 
 Mississippi Hirer, by the nearest, cheapest, most expeditious, and most practicable route." 
 
 A commercial convention "of the people of Missouri, Iowa', Illinois, Minnesota, and 
 'Wisconsin, held at the same place, on the 14th and 15th days of February, 1866, in 
 their report and memorial to Congress say: "Many of the great staples are nearly 
 valueless; and never before, in the history of the country, did the fruit of the laborer 
 produce so little comfort. Corn, in many places, is used for fuel; oats in the stack rot 
 unthrashed; barley and rye cannot be moved ; and wheat, except of the first quality, 
 haves no margin to the shipper. If animal products form au exception, it is oniy 
 because of the scarcity war has produced, aud their price will soon reach the low level 
 of the cereals.* In all this thare is a great want, a sore need; and if no remedy can 
 be found, production in this region must diminish, aud the strongest arm of the nation 
 must Avither. But one means of relief can be afforded, which is to provide cheaper trans- 
 portation to the markets of the world for our heavy products. * * * The 
 good results to flow from the successful accomplishment of this great purpose can 
 hardly be enumerated. They are as multiplied as the industries of the nation, aud vast 
 as its wonderful resources." 
 
 The commercial convention of delegates from all the States of the Mississippi Valley, 
 held at Keokuk on the 7th day of September, 1837, in their proceedings s:iy : u Unin- 
 terrupted water-transportation from the Mississippi Valley to the Atlantic Ocean is 
 indispensable, and an imperative necessity." 
 
 In a memorial to Congress, extensively signed by the people in the Upper Mississippi 
 Valley, and forwarded to their respective Representatives iu 1365, 1837, and 1863, they 
 say : " The experience of the whole country, for the last few years, has most abundantly 
 proven that new, cheaper, and more diiect commercial communications must be speedily 
 opened up between the East and the West, or the expansion and continued prosperity of 
 the latter must very soon reach a limit beyond which it cannot pass. Railroads are en- 
 tirely inadequate to supply that need. We confidently affirm that nothing but a continued 
 water-communication between the eastern sea-board and the Mississippi can, by any possibility, 
 obviate this difficulty." These memorials further say : " This region (the Upper Mississippi 
 Valley) will raise and send to market this year (1868) about seventy million bushels of 
 wheat, or two million tons. There will also be imported hither at least one million tons of 
 merchandise and other freight, making in all three million tons, besides beef, pork, and 
 other agricultural products which must seek an eastern market. The annual increase, 
 
 *The prediction of that convention was most emphatically fulfilled iu the price of 
 pork and other animal food in 1870-71. In the latter year the producer realized less 
 than $'2.50 per 100 lbs. on his pork. 
 
NIAGARA SHIP-CANAL. 
 
 1 
 
 for many years to come, will be about 25 per cent.* A water-communication, which 
 will reduce the tariff from railroad to water rates on these products and merchandise, 
 wili annually save, to this region alone, at least ten millions of dollars, which must 
 otherwise be paid in freights iu the land-carriage from the Mississippi to the lakes, 
 when, at the same time, the products of this whole region of country can be transported 
 through such a route to New York City as cheap, and quite ay expeditiously, as by rail 
 from any of the ports on Lake Michigan. 
 
 In a pamphlet compiled and published in I80S by order of the president and direct- 
 ors of the James River and Kanaw ha Canal Conipauy, at the request of prominent 
 citizens of the West, the writer says: "Cheap transportation is the great necessity of 
 the West. Its products exceed the means at couunaud of cheap outlet to the sea-board. 
 * * * They press constantly upon the avenues of transportation, and millions 
 of western producers are thus placed under the power of carriers." 
 
 The city council of the city and the board of supervisors of the county of Dubuque, 
 in a memorial to Congress on this subject, say: "That upon the speedy completion of 
 the great national thoroughfare from the Mississippi by the way of the Wisconsin and 
 Fox Rivers, the great lakes, the River Saint Lawrence, and Lake Champlain, to the 
 tide-waters of the Atlantic at New York City, depends in a very great measure the 
 future development and continued prosperity of the entire Northwest." 
 
 The twelfth general assembly of the State of Iowa, in a memorial to Congress in re- 
 lation to this question, say : "That the great want of oar State is cheap transportation 
 for our heavy products to the markets of the world. That the most feasible plan to 
 secure this end is to provide a direct and continuous line of water-communication be- 
 tween the Mississippi River and the Atlantic sea-board." 
 
 In another memorial to Congress on the same subject, but in relation to another route, 
 the same legislature further says: "The products of the Northwest for transportation 
 have increased beyond example. The capacity of the present channels of commerce is 
 insufficient to move them, while the cost of transportation is so great that in some 
 localities corn is used for fuel, and, in most, is converted into pork and beef before it 
 can be forwarded." 
 
 The legislature of Wisconsin for the year 1868, iu a memorial to Cougress on this sub- 
 ject, say: "The character of the undertaking is alike apparent to Congress, the legis- 
 lature, and the people. It is rendered necessary as a military measure, to protect against 
 inroad and attack a frontier extending from the Atlantic»to the Pacific; as a commer- 
 cial measure, to enlarge the already inadequate outlets for an increasing commerce, 
 thereby lifting from freights, and ultimately from the people, extortionate tariffs; and 
 as a measure otherwise national, to establish, out of avenues of intercourse and trade, 
 bonds of national unity." 
 
 The senate committee on commerce and navigation of the legislature of the State of 
 New York for the year 1664, in a report on the Niagara Ship-Canal, say: " On the five 
 seas that are embraced in this system of lakes, there annually float two thousand ves- 
 sels of all descriptions, valued at twenty millions of dollars, and bearing a commerce 
 double the value of the whole foreign trade of the country.t 
 
 "This great and rapidly increasing commerce, derived from a group of States and 
 moving to the markets of the world through three distinct systems of navigation, is as 
 much national in its character as that which is floated on the ocean. 
 
 "This contemplated improvement is bounded by no Stare lines, nor confined to nar- 
 row limits, but would affect more or less remotely the interests of ten millions of peo- 
 ple, scattered over broad regions of country and contributing largely to our natioual 
 power, prosperity, and security. * * * * 
 
 "The construction of such a route would open a wide and deep channel between the 
 upper lakes and Lake Ontario and the Saint Lawrence River, aud eventually lead to 
 the construction of ship-canals from Lake Ontario on the Saint Lawrence to the Hud- 
 son River, thus saving greatly the interchanging of products and merchandise between 
 New York and the West." 
 
 At the canal convention held at Prairie du Chien, in the State of Wisconsin, Novem- 
 ber 10, 186H, the president. Governor Merrill, of Iowa, on taking the chair, said: "The 
 importance of the subject which has called us together cauuot be overestimated. It is 
 a subject affecting, not the interests of au individual, of a corporation, of a city, or of 
 asiugle State even, but it is one of such magnitude that five or six States have assem- 
 bled here, iu the persons of their representatives, to consider and discuss it. * # 
 I declare it my belief that our growth and prosperity will be largely affected by the 
 success or defeat of the measure now before us." 
 
 In the proceedings of the convention the following resolution was unanimously 
 adopted : 
 
 "Resolved, That the immediate opening of said channel is demanded by the interests 
 of the people of the entire country; that the work is one of national importance, re- 
 
 * At the present time (1372) these products have increased more than two million tons. 
 tThe value of that inland commerce is now more than one thousand million dollars. 
 
8 
 
 NIAGARA SHIP-CANAL. 
 
 quired as a channel of commerce, as a ligament to bind together the States, insuring 
 national unity, and as a measure of defense in case of war." 
 
 The Dubuque (Iowa) delegation, not being able to reach the convention in time, for- 
 warded a preamble and resolution expressive of the views of the people of that State, 
 which were incorporated into the proceedings of the convention. The following is one 
 of the resolutions: 
 
 11 Resolved, That cheap transportation is an imperative necessity for the entire North- 
 west, and more especially for the Upper Mississippi Valley, without which its continued 
 development, and consequent prosperity, must at no distant period reach a limit beyond 
 which it cannot pass." • 
 
 At the re-assembling of that convention at Portage City, Wisconsin, on the 20th of 
 October. 1869. the following resolution, among others, was unanimously adopted: 
 
 "Resolved, That a water-route by which steamboats of the Mississippi River cau run 
 to the harbors and unload into the vessels of the great lakes, is a public necessity." 
 
 These are but brief extracts. Volumes might be filled with the proceedings of 
 legislatures, national, State, county, and local conventions, discussions in the public 
 press, and proceedings of the people generally, iu relation to this great national and 
 continental enterprise, thus receiving the sanction of the entire American people. The 
 following memorial, now pending before this legislature,* is the latest expression of this 
 universal sentiment of the country. It is signed by very many of the most enterprising, 
 public-spirited, wealthy, and successful business men of the State, and of the whole 
 Northwest, and expressing in very brief terms the imperative necessities and general 
 interests of the people of the entire Upper Mississippi Valley, and, as we believe, of the 
 whole country: 
 
 " To the honorable the general assembly of the State of Iowa : 
 
 "The undersigned, citizens of Iowa, would state that the people of the entire 
 country, and more especially of the Northwest, have become deeply interested in the 
 question of uninterrupted water-communication between the Mississippi Valley and 
 the Atlantic sea-board, and more particularly in relation to the route b\ T the way of the 
 Wisconsin and Fox Rivers, the great lakes, the river Saint Lawrence, and Lake Cham- 
 plain, to New York City. Although this great transcontinental work must be mainly 
 carried out (if at all) by individual enterprise and capital, 'the interposition and assist- 
 ance of the General Government will be indispensable to its final success. We would 
 therefore respectfully request the legislature to memorialize Congress for such legisla- 
 tion and material aid as may be necessary to secure a speedy consummation. Also, to 
 invite the co-operation of the legislatures and people of the country, and njore especi- 
 ally of the Western and Northern States, iu this work. And also to suggest some plan 
 of operation whereby the iulluence, energy, and capital of the whole country can be 
 .successfully concentrated upon this great national and continental enterprise. 
 
 "Lewis A. Thomas, Ambrose Gleed, A. Heeb, Shubel P. Adams, W. H. Rumph, John 
 S. Williams & Co., C. A. Metcalf, P. D. Hosford, M. Kingman, W. Chandler, Johu King, 
 Stewart, Shields & Co.. Johu P. Burt. J. W. Cov, W. G. Stewart, E. D Cook, Simplot 
 Bros., B. B. Richards, John H. Lull, Henry Barr, E. H. Eigrny, L. A. Rhomburg & Co., 
 M. S. Robison, J. A. Rhomburg, John W. Deery, P. Morgan, John Glabb, Edward 
 Clingenberg. John Milligan, Burton, Hill & Co., J. W. Parker, John Fitzpatrick, Rouse 
 & Dean, W. W. Parker, Ed. C. David, A. Hubert, F. A. Parker, H. W. Griswold, Alex- 
 ander Levi, Will. F. Deuce. John D. Jennings, George W. Jones, Atherton, Walker & 
 Co., Carr, Austin & Co., Chas. Jones, V. J. Williams, J. B. Lane, G. Fleming, C. J. 
 Cummings, Win, Newman, Wm. A. Judd. Johu Mullanv, Lawrence McNamee, Amsden 
 & Walker, M. H. Moore, W. H. Peabody. P. Logan, R. j' Gibbs, J. H. Thedinga, Parker, 
 McMasters & Co., L. D. Randall & Co., W. C. Chamberlain, A. A. Cooper, Thos. Kenny, 
 C. Mason, F. Jaeger & Co., Sears & Abbott, Thos. Swain, J. E. Fairbanks & Co., Sol. 
 R. Naugh & Co., Geo. D. Wood. H. B. Baker, C. Crocker. 
 
 " Dubuque, Iowa, December 24, 1869." 
 
 A few extracts, taken from the circular issued by the executive 
 committee for tlie convening" of the said Detroit convention of 1871, 
 clearly demonstrate how thoroughly impressed the people in all parts 
 of the country have become of the importance and imperative necessity 
 of this work : 
 
 A GREAT CONTINENTAL ENTERPRISE. 
 
 CONTINUOUS STEAM NAVIGATION FROM THE MISSISSIPPI VALLEY TO THE ATLANTIC 
 
 OCEAN. 
 
 Whereas resolutions have been adopted by chambers of commerce, boards of trade, 
 
 * Afterwards unanimously adopted by both branches. 
 
NIAGARA SHIP-CANAL. 
 
 9 
 
 oity councils, and public meetings and other bodies in most of the principal cities and 
 commercial centers in the Northern and Western States, calling for a commercial con- 
 vention to take into consideration the foregoing proposition, which resolutions are all 
 in substance as follows, to wit: 
 
 "Besohed, That the business men in all parts of the country interested in cheap 
 transportation betweeen the West and East be invited and requested to meet in con- 
 vention at Detroit, in the State of Michigan, some time this autumn, to devise ways 
 and means of opening up, at the earliest practicable period, a continuous water and 
 steam navigation route, of maximum capacity, from the Mississippi Valley, around the 
 Falls of Niagara on the American side: thence by the way of Lake Ontario and River 
 Saint Lawrence. Lake Champlain, and Hudson River, to the Atlantic Ocean, by the 
 nearest, cheapest, and best route; also to petition Congress to assist in the consumma- 
 tion of this great continental as well as national enterprise, by making an appropria- 
 tion adequate to the construction of the works at Niagara Falls. 
 
 u That the convention be restricted in its proceedings and resolutions exclnsively to 
 measures for the promotion and success of this enterprise, and that it petition Congress 
 to legislate thereou separate and apart from all other questions and measures." 
 
 Resolutions (all of which are substantially embodied in the foregoing) have been 
 unanimously adopted by the following civil and commercial bodies and public meetings 
 of the people in various and distant parts of the country, to wit : 
 
 State of Ioica.— Board of trade and city council of the city of Dubuque, June 1, 1871 ; 
 board of supervisors of the county of Dubuque, June 5; city council and public meet- 
 ing of McGregor, July 20; city council of Lansing, July 21. 
 
 State of Wisconsin. — City council and board of trade of La Crosse, July 25 ; chamber 
 of commerce of Milwaukee, September 20. 
 
 State of Minnesota. — City council of Winona. July 24 : city council and board of trade 
 of Redwing. July 27 : city council of Hastings, July 28; board of trade of Saint Paul. 
 August 7 : city council, board of trade, and lumbermen's board of trade of Saint Croix 
 Valley, Stillwater. August 4 : board of trade of Minneapolis and Saint Anthony. August 
 3, and city council of Minneapolis, August 10; city council and board of trade of Du 
 Luth, August 9. 
 
 State of New York. — Public meeting and president and trustees of Lewiston, August 
 18; public meeting and president and trustees of Youngstown, Angust 19. 
 
 State of Vermont. — President and Trustees of Saint Albans, August 25 : public meeting, 
 mayor aud city council and board of trade of Burlington, Angust 28. 
 State of New Hampshire. — City council of Concord, September 6. 
 State of Maine. — Board of trade of Portland, September 6. 
 State of Massachusetts. — Boston Commercial Exchange, September 8. 
 Stale of Michigan. — Board of Trade of Detroit. September 15. 
 State of Illinois. — Chamber of Commerce of Chicago, September 19. 
 And whereas the governors of a large portion of the Northern States have united in- 
 said call, while others have signified their approval of said convention and pledged 
 their co-operation therein. Now, therefore, in view of the vast importance of the con- 
 templated improvement to the continued development and consequent prosperity of the 
 agricultural, manufacturing, and commercial interests of the whole country, and being 
 •called for by so large a majority of the principal commercial centers of the country, and 
 more especially of the Northern States, notice is hereby giveu that a commercial con- 
 vention will be held at Detroit, in the State of Michigan, on Wednesday, the 13th day 
 of December. 1~71. for the purpose expressed in the foregoing resolution. 
 
 The effort to open up continuous steam navigation of large capacity between the 
 Mississippi Valley and the Atlantic sea-board is a gigantic enteqmse. well worthy the 
 combined aud vigorous efforts of a free, prosperous, and enterprising people. It will, 
 however, tax the energies of our whole people: not one effort or influence should or can 
 safely be omitted in this grand movement, in the onward progress of onr national de- 
 velopment and material prosperity. In no other way. however, can the vast and rapidly 
 increasing agricultural, manufacturing, and commercial interests of the whole country 
 be adequately aud efficiently subserved. Let us. therefore, make one more grand and 
 united effort to consummate this great continental as well as national enterprise. 
 Judging the future by the past, we have the strongest assurance that our efforts trill 
 be crowned with the most triumphant success. 
 Bv order of the executive committee : 
 
 TAMES BURT. WM. W. JONES. Wisconsin, 
 
 WM. I. GILCHRIST. W. W. WHEATON. 
 
 R. J. GIBBS. C. M. GARRISON. 
 
 Dr. G. W. SCOTT, JOHN BURT. Michigan. 
 
 A. C. CALL. ExeeHtire Committee. 
 
 M. KINGMAN. Iowa, LEWIS A. THOMAS, 
 
 D. W. INGERSOLL. Minnesota. Con-expanding Secretary. 
 
 F. H. WEST, 
 Dlbuqi-e. October IS. 1*71. 
 
10 
 
 NIAGARA SHIP-CANAL. 
 
 The following letter of Governor Merrill, of Iowa, speaks the unani- 
 mous sentiment of the people, not only of that State, but of the entire 
 West, and, as we believe, of the whole country: 
 
 Executive Office, 
 Des Moines, Iowa, October 4, 1871. 
 Dear Sin : I have received yours of September 30, together with resolutions and 
 printed circulars entitled " A call for a commercial convention of the people and busi- 
 ness men of the country, to devise ways and means for opening up continuous and 
 uninterrupted water and steam navigation from the Mississippi Valley to the Atlantic 
 Ocean." 
 
 I most cheerfully join the governors of the East and West in this call, which I have 
 signed and herewith returned to you. 
 
 I regard this effort, by the friends and advocates of cheap transportation between 
 the East and the West, to open up continuous water and steam navigation of maxi- 
 mum capacity from the Mississippi Valley to the Atlantic Ocean, as the most important 
 enterprise of its character that has ever been brought before the American people. 
 The West must have cheap transportation to the East and to Europe, or her continued develop- 
 ment and consequent prosperity will be materially retarded. 
 
 Even now we begin to see unmistakable signs of such a crisis. At this very hour, in the 
 interior and all the western portions of Iowa, and all of Nebraska and Dakota, the pro- 
 ducts of the farm, after deducting interest on capital invested, expenses, &c, will make 
 the agriculturist only a meager return for his labor in raising them. Never before has 
 Iowa had such a crop of corn, wheat, and other products of the earth, as that of this year. 
 Yet of this immense production little or none can be shipped, except wheat and pork ; 
 and the prices for these articles rule so low that the expense of getting them to market 
 consumes the greater part of the whole crop. This, it will be readily seen, cannot long 
 continue without producing utter prostration of our agricultural interests. For this 
 state of affairs a partial, if not a full, remedy can be found in cheapened transportation ; 
 something that will materially reduce the expense of getting this wealth of field and 
 stock to market. Railroads cannot meet this requirement. More than eighteen months 
 ago a leading northwestern journal stated that the West " even now is at the end of its 
 transit ability. Not another ton of freight can be removed from the West to the East 
 with its present means and facilities of transportation, immense as they confessedly 
 are." If this was true at that time, (and I have not the slightest doubt of it,) how 
 much more emphatically is it the case at the present day ; the facilities of transporta- 
 tion, thus fully occupied then, have not been increased ; yet the population of the West 
 has in that period of time been augmented by nearly, if not quite, a million of people, 
 nine-tenths of whom are agriculturists, who by their industry and energy are adding 
 immensely to her agricultural products, even while the fruits of their labor yield them 
 little more than a bare living. And no amount of probable increase of railroad facili- 
 ties will be adequate for the demand. 
 
 The advocates of the contemplated water-route affirm (and I fully concur with them) 
 that it is the only agent by which we can bring about cheap transportation, and draw 
 producer and consumer together, as well as open up new markets in Europe, now closed, 
 to us because of the cost of reaching them. The friends of reform therefore urge en- 
 lightened, energetic, and representative men, in all parts of the country, to come up to 
 this convention, and aid in devising means and inaugurating measures to facilitate this 
 great work, demanded by the interests of the East and the West. Cheapened transporta- 
 tion across the continent means cheap food for the sea-board, and cheaper merchandise 
 for the West. Thus, farmer, merchant, mechanic, laborer, East and West, will for all 
 time be benefited. 
 
 Respectfullv yours, 
 
 SAMUEL MERRILL, 
 
 Governor of Iowa. 
 
 Colonel L. A. Thomas, Dubuque, loica. 
 
 In support and approval of the action of the Detroit commercial 
 convention, the legislature of the State of Illinois, on the 22d of Decem- 
 ber, 1871, adopted the following preamble and resolutions, to wit: 
 
 Whereas the property of the State of Illinois is to be measured by the value of its 
 products at the sea-board ; and 
 
 Whereas, if the cost of transport of the cereals to tide-water should be reduced 10 
 cents per bushel our products would command the markets of all Western Europe; and 
 
 Whereas a movement has been recently inaugurated by the national board of trade, 
 at Saint Louis, seconded by a commercial convention at Detroit, with a view of urging 
 upon Congress the necessity of the construction of a ship-canal at Niagara, New York, 
 -connecting Lake Erie with Lake Ontario: Therefore, 
 
NIAGARA SHIP-CANAL. 
 
 11 
 
 Resolved by the senate, (the house concurring therein,) That, in the judgment of the gen- 
 eral assembly, the question of cheap transportation is the question of the first impor- 
 tance to all our producers. 
 
 Resolved, That our members of Congress are hereby earnestly requested to favor such 
 appropriations for the construction of said canal as shall secure its immediate com- 
 mencement and early completion. 
 
 Approved December 23. 
 
 MEMORIAL TO CONGRESS OF THE IOWA LEGISLATURE. — MEMORIAL AND 
 RESOLUTIONS OF THE LEGISLATURE OF IOWA IN RELATION TO THE 
 NIAGARA FALLS SHIP-CANAL. 
 
 To the honorable Senate and House of Representatives of the United States in Congress 
 
 assembled : 
 
 Your memorialists, the legislature of the State of Iowa, would state that the agri- 
 cultural and other material interests of the entire West, and .more especially of this 
 State, require, indeed demand, increased facilities for transportation between the grain- 
 iields of the West and the eastern and European markets than is now or ever can be 
 afforded by the railroads and the partial and imperfect system of water-transit now 
 existing. So wide-spread and universal has this conviction become disseminated among 
 the people of the West, indeed of the whole country, that efforts are now being made, 
 and an enterprise inaugurated, to open up and perfect a system of continuous steam- 
 navigation between the valley of the Mississippi and the Atlantic sea-board, by the 
 way of the Wisconsin and Fox Rivers, to Lake Michigan, thence by the way of the 
 northern lakes, river Saint Lawrence, Lake Champlain, and Hudson River, whereby the 
 rates of transportation can be so reduced as that the cereals and other agricultural 
 products of the Western States can at once command the provision-markets of Western 
 Europe, from which they are now practically excluded in consequence of the excessive 
 cost of transportation thither. There is an equally strong conviction that, by overcom- 
 ing the barrier at Niagara Falls, all other obstructions to continuous navigation to the 
 Atlantic sea-board will be speedily removed — probably as soon as the works at that 
 point can be constructed : Therefore, 
 
 Be it resolved by the legislature of the Slate of Iowa, That our Senators and Representa- 
 tives in Congress be, and they are hereby, requested to give their earnest attention to 
 this subject; and if, in their judgment, this enterprise should appear to be feasible, 
 and that it will conduce to the object sought to be secured, to wit, cheap transporta- 
 tion, to urge upon Congress that such aid be rendered by the General Government as 
 will accomplish the end in view, to wit, the construction of a ship-canal around the 
 
 Falls of Niagara, nu the American side thereof, as speedily as possible. 
 
 # * # # * * * 
 
 Approved March 24, 1872. 
 
 NIAGARA SHIP-CANAL. 
 
 The legislature of Kansas, on the 20th day of January, 1872, adopted 
 the following preamble and resolutions on the subject of" the Niagara 
 Falls Ship-Canal, to wit: 
 
 Preamble and resolutions of the Stale of Kansas to Congress, in relation to the Niagara Falls 
 
 Ship-Canal. 
 
 Whereas a commercial convention of business and other representative men from 
 different portions of the country, both East aud West, was held at Detroit, in the State 
 of Michigan, on the Pith day of December last, to take into consideration the practica- 
 bility of reducing the rates and cost of transportation between the agricultural States 
 of the West and the eastern aud European markets, by opening up continuous steam- 
 navigation, by way of the northern lakes, to the Atlantic Ocean; 
 
 And whereas said convention adopted resolutions requesting Congress to assist in 
 that enterprise by making an appropriation adequate to the construction of a ship- 
 canal around the Falls of Niagara, on the American side; * * * 
 
 And whereas the people of Kansas have ever taken a deep interest in all questions 
 and enterprises the object of ■which is to open up, extend, and perfect the means and 
 facilities of intercommunication between the different portions of our country: There- 
 fore, 
 
 Be it resolved by the legislature of Kansas, (the senate concurring,) That our delegation 
 in Congress be, and they are hereby, requested to give their earnest attention to this 
 subject, and if, in their judgment, it should appear to be feasible, to urge upon Con- 
 gress that such aid be rendered bv the General Government as will accomplish the 
 end in view. * *• * * * * 
 
 Approved January 21, 1872. 
 
12 
 
 NIAGARA SHIP-CANAL. 
 
 The legislature of Nebraska, on the 10th day of January, A. D. 1872, 
 adopted like resolutions. 
 
 MINNESOTA RESOLUTIONS ON THE NIAGARA SHIP-CANAL. 
 
 Preamble and resolutions to Congress of the legislature of Minnesota in relation to the Niagara 
 
 Ship-Canal. 
 
 Whereas the agricultural aud other interests of the entire West, and morey especially 
 of this State, require and demand increased facilities for transportation between the 
 grain-fields of the West and the eastern and European markets, than is now or ever 
 can he afforded by the railroads and the partial and imperfect system of water-transit 
 now existing ; and 
 
 Whereas au effort is now being made to open up and perfect a system of continuous 
 steam-navigation between the valley of the Mississippi and the Atlantic sea-board, by 
 way of the northern lakes and river Saint Lawrence: Therefore, 
 
 Be it resolved by the senate and house of representatives of the legislature of Minnesota, 
 That Congress be requested to assist in that enterprise by making an appropriation at 
 its present session, adequate to the work, for the construction of a ship-canal around 
 the fails of Niagara, on the American side. 
 
 Resolved, That our Senators and Representatives in Congress be requested to use 
 their best efforts to secure an appropriation for the work at the present session. 
 
 *#***■*.(■ 
 
 Approved February 13, 1872. 
 
 MEMORIAL OF THE WISCONSIN LEGISLATURE ON THE NIAGARA SHIP- 
 CANAL. 
 
 Memorial to Congress relating to a ship-canal around Niagara Falls. 
 
 Your memorialists, the legislature of the State of Wisconsin, would respectfully state 
 that — 
 
 W 7 hereas to insure the continued development and consequent prosperity of the man- 
 ufacturing and commercial interests of the Eastern States, as also the agricultural and 
 other interests of the West, indeed of the whole country, a cheaper system of trans- 
 portation between the two sections thau now or ever can exist with the present means 
 and facilities by railroad and the limited and imperfect system of water-transit now 
 existing must be speedily opened up ; and 
 
 Whereas the main aud probably the only means of securing that object, to wit, " cheap 
 transportation," is by opening up a continuous steam-navigation from the Mississippi 
 Valley to the Atlantic Ocean by the way of the great water-channels of the continent, 
 thereby creating competing lines of transit of unlimited capacity between the grain- 
 fields of the West and the eastern and European markets ; the most serious, indeed 
 the only serious obstacle to the consummation of that enterprise by the way of the great 
 lakes, river Saint Lawrence, and Lake Champlain, exists at Niagara Falls; and 
 
 Whereas another movement has been inaugurated by the late commercial convention 
 held at Detroit, iu the State of Michigan, in December last, to invoke the assistance of 
 the General Government to break down that rocky barrier existing between Lakes Erie 
 and Ontario, as speedily as possible: Therefore, 
 
 Resolved by the assembly, (the senate concurring,) That Congress be requested to make 
 an appropriation, at its present session, for the construction of a canal around the falls 
 of Niagara, on the American side, of the maximum capacity of the lakes, as speedily 
 as can be done consistent with the best interests of the country. 
 
 Resolved, That our Senators and Representatives in Congress be requested to use their 
 best efforts to secure such an appropriation at the present session. 
 
 Approved February 20, 1872. 
 
 JOINT RESOLUTION OF THE LEGISLATURE OF THE STATE OF OHIO RE- 
 LATING TO THE CONSTRUCTION OF A SHIP-CANAL AROUND THE FALLS 
 OF NIAGARA WITHIN THE TERRITORY OF THE UNITED STATES. 
 
 Whereas a commercial convention of business and other representative men, from dif- 
 ferent portions of the country, both East and West, was held at Detroit, in the State of 
 Michigan, on the 13th day of December last, to take into consideration the practica- 
 bility of reducing the rates aud cost of transportation between the agricultural States 
 of the West and the eastern and European markets, by opening up continuous steam- 
 navigation by way of the northern lakes and river Saint Lawrence to the Atlantic 
 Ocean ; and 
 
 Whereas the convention adopted resolutions requesting Congress to assist in that en- 
 
NIAGARA SHIP-CANAL. 
 
 13 
 
 ierprise, by making an appropriation adequate to the construction of a ship-canal 
 around the falls of Niagara, on the American side thereof; and 
 
 Whereas this proposition of opening up new and competing lines of transit between 
 the West and East, through those great water-channels of the continent, thereby re- 
 ducing very materially the cost of moving the vast agricultural and other products of 
 the West to the markets of the world, has received the direct sanction of the legisla- 
 tures of most of the Western States and Territories, and more especially of Illinois, 
 Iowa, Kansas, Nebraska, Dakota, Minnesota, Wisconsin, and Michigan, as also of several 
 of the New England States, thereby most incontestably proving that the people of the 
 whole country are making earnest and efficient efforts to secure greater and cheaper 
 means and facilities of transportation bet ween the two sections of our country ; and 
 
 Whereas the people of Ohio have ever taken a deep and abiding interest in all ques- 
 tions and enterprises the object of which has been to open up, extend, and perfect the 
 means and facilities of intercommunication between the different sections and portions 
 of our country, thereby materially reducing the cost of transit on her immense and 
 varied industries: Therefore, 
 
 Beit resolved by the general assembly of the State of Ohio, That our Senators and Represent- 
 atives in Congress be, and they are hereby, requested to give their earnest attention to 
 this subject ; and if, in their judgment, it should appear to be feasible and to subserve 
 the purpose sought to be secured, (to wit, cheap transportation,) to urge upon Congress 
 that such aid be granted to the enterprise, by the General Government, as shall secure 
 the speedy construction of the aforesaid ship-canal. * * 
 
 Approved April 5, 1872. 
 
 STATE OF MAINE. 
 
 KESOLVE3 in relation to the Niagara Ship-Canal. 
 
 Your memorialists, the legislature of the State of Maine, would state that — 
 Whereas, to insure the continued development and consequent prosperity of the man- 
 ufacturing and commercial interests of the Eastern States, and also to promote in the 
 most efficient manner the agricultural and other interests of the West, indeed of the 
 whole country, a system of cheaper transportation between the two sections than now 
 exists, or ever can be secured with the present means and facilities afforded by railroads 
 and the limited and imperfect system of water-transit, must be speedily opened up ; 
 
 And whereas the main and probably the only means of securing that object, to wit, 
 cheap transportation, is by opening up continuous steam-navigation from the Missis- 
 sippi Valley to the Atlantic Ocean, by the way of the great water-channels of the con- 
 tinent, thereby creating competing lines of transit of unlimited capacity between the 
 grain-fields of the West and the eastern aud European markets ; the most serious, in- 
 deed the only serious obstacle to the speedy consummation of that enterprise by way 
 of the great lakes, river Saint Lawrence, and Lake Champlaiu, exists at Niagara 
 Falls ; 
 
 And whereas another movement has been inaugurated by the late commercial con- 
 vention, held in the State of Michigan iu December last, to invoke the assistance of 
 the General Government to break down that rocky barrier existing between Lakes Erie 
 and Ontario as speedily as possible : Therefore, 
 
 Be it resolved, That Congress be requested to make an appropriation at its present ses- 
 sion for the construction of a canal around the falls of Niagara, on the American side, of 
 the maximum capacity of the lakes, as speedily as can be done consistent with the best 
 interest of the whole country. 
 
 Resolved, That our Senators and Representatives in Congress be requested to use their 
 best efforts to secure such an appropriation at the present session. 
 
 Resolved, That duly authenticated copies of this preamble and resolutions be trans- 
 mitted to the President of the United States, the President of the Senate, and Speaker 
 of the House of Representatives, with request that they lay them before their respective 
 houses, aud to each of onr Senators and Representatives in Congress. 
 
 In the House of Representatives, February 2d, 1872. 
 
 Read and passed finally. 
 
 FREDERICK ROBIE, 
 
 Speaker. 
 
 In Senate, February 2d, 1872. 
 
 Read and passed finally. 
 
 REUBEN FOSTER, 
 
 F resident. 
 
 February 29, 1872. 
 
 Approved. 
 
 SIDNEY PERHAM, 
 
 Governor. 
 
14 
 
 NIAGARA SHIP-CANAL. 
 
 State of Maine, Office of Secretary of State, 
 
 A ugusta, December 19, 1872. 
 I hereby certify that the foregoing is a true copy of the original as depositel in this 
 office. 
 
 [seal.] . GEO. G. STACY, 
 
 Secretary of State. 
 
 Concurrent resolution in relation to the proposed slop-canal around Xiayara Falls. 
 
 Whereas the annual products of the States bordering upon and tributary to the. 
 northern lakes are largely in excess at the present time (and are rapidly increasing) of 
 the capacity for transportation of all the avenues to the Eastern States and the sea- 
 board, demonstrating the necessity of enlarged water facilities for communication be- 
 tween the West and the East ; and 
 
 Whereas the State of Michigan is deeply interested in the matter of opening a 
 cheaper and more expeditious mode of transportation by water than now exists be- 
 tween this State and the Atlantic sea-board: 
 
 Besolred by the house of representatives, (the senate concurring,) That Congress be re- 
 quested to make an appropriation, either in money or laud, as soon as can be done con- 
 sistently with the best interests of the country, for the construction of a ship-canal 
 around Niagara Falls, from Lake Erie to Lake Ontario, upon the best, cheapest, and 
 safest plan, capable of transferring vessels of not less than two thousand tons burden, 
 in the most expeditious manner practicable. 
 
 Besolred, That our Senators and Representatives in Congress be, and they are hereby, 
 requested to use their efforts to procure an appropriation for the construction of said 
 canal at as early a day as is practicable. 
 
 Resolved, That duly, authenticated copies of these resolutions be transmitted to the 
 President of the United States, the President of the Senate, and the Speaker of the 
 House of Representatives, with the request that they lay the same before their respective 
 houses; and also to each of our Senators and Representatives in Congress. 
 
 Approved March 25, 1872. 
 
 State of Michigan, 
 
 Office of the Secretary of State, ss : 
 
 I, Daniel Striker, secretary of state of the State of Michigan, do hereby certify that 
 I have compared the annexed copy of concurrent resolution in relation to the proposed 
 ship-canal around Niagara Falls with the original on file in this office, and that it is a 
 true and correct transcript therefrom, and of the whole of such original. 
 
 In testimony whereof I have hereunto set my hand and affixed the great seal of the 
 State of Michigan, at Lansing, this 12th day of December, in the year of our Lord one 
 thousand eight hundred and seveutv-two. 
 
 [seal.] G. M. HASTY, 
 
 Deputy Serretary of State. 
 
 AGRICULTURAL STATISTICS. 
 
 The foregoing are but a few brief extracts from a vast amount of 
 evidence which for years has been and still is accumulating of the ex- 
 pression of the convictions of the people in all parts of the country of 
 the imperative necessity for cheap transportation between the grain- 
 fields of the West and the eastern and European markets. But the 
 necessity for securing to the West this much-coveted boon by some 
 means other than those now existing will be more apparent if we ex- 
 amine a few of the products of the great agricultural States clustering 
 around the northern lakes, and stretching away across the valleys of the 
 Mississippi and Missouri Rivers toward the mountains, to wit: Ohio. 
 Kentucky, Indiana, Illinois, Missouri, Kansas, Nebraska, Dakota,* 
 Iowa, Minnesota, Wisconsin, and Michigan. These twelve States pro- 
 duce more than three-fourths of all the cereals and other provisions and 
 products of the entire country, as the following tables most clearly and 
 conclusively demonstrate : 
 
 * Although a Territory, for brevity and convenience, we call Dakota a State. 
 
NIAGARA SHIP-CANAL. 15 
 
 Ulieat statistics of those States for the years 1867 to 1871, inclusive. 
 
 States. 
 
 1867. 
 
 1868. 
 
 1S69. 
 
 1870. 
 
 1871. 
 
 Obio 
 
 Indiana 
 
 Illinois 
 
 Missouri 
 
 Nebraska 
 
 Dakota 
 
 18, 000. 000 
 16, 861, 000 
 2, t<47, 000 
 28, 000, 000 
 4,061,000 
 1.330, CO J 
 1,000, 000 
 
 17, 550, 000 
 17, 336, 000 
 
 2. 8.'.0, 000 
 28| 500, 000 
 
 5, 357, 001) 
 
 3, 800. 000 
 1, 565. 000 
 
 100, 000 
 20, 350, 000 
 14, 500, 000 
 22, 60 ', 000 
 16, 012, t'00 
 
 20, 400. 000 
 20, 000, 000 
 5, 500, 000 
 29, 20 ', 000 
 7, 500, 000 
 1, 537, 000 
 1, 000, 000 
 130, 000 
 25, 000, 000 
 19, 000, 000 
 24,100, OCO 
 16, 800, 000 
 
 21,270, OCO 
 20, 170, COO 
 
 5, 610, COO 
 27, 115, 000 
 
 6, 750, 000 
 2, 343, COO 
 1, 848, OCO 
 
 17,x, OCO 
 37, 500, OCO 
 20, 2! 0, 000 
 26, 400, OCO 
 18, 480, 000 
 
 21, 830, COO 
 21,560, 000. 
 
 5, 930, 000 
 24, 740, 000 
 
 8, 050, 000 
 
 2, 577, 300 
 
 3, 032, 000 
 200, 000 
 
 ?,0, 250. 000 
 22,319, 000 
 29, 040. COO 
 20, 328, OOO 
 
 Michigan 
 
 16, 300, 000 
 10. 000, 000 
 22, 000. 000 
 15, 250, 0. 
 
 Total 
 
 136, 969, 00J : 149.520,000 
 
 ! 
 
 no, 0;j7, ooo 
 
 178, 154, 000 
 
 193, 876, 300- 
 
 Com statistics for the same years. 
 
 States. 
 
 Ohio 
 
 Kentucky . 
 Indiana ... 
 
 Illinois 
 
 Missouri . . 
 
 Kansas 
 
 Nebraska . 
 
 Dakota 
 
 Iowa 
 
 Minnesota 
 Wiscousin 
 Michigan . 
 
 Total. 
 
 1861 
 
 64, 000. 000 
 46, 550, 000 
 80, 000, 000 
 109, 000, 000 
 50, 437, 000 
 8, 150, 000 
 2, 325, 000 
 70, 000, 
 53, 333, 000 
 4, 500, 000 
 9, 885, 000 
 15, 118, OCO 
 
 1868. 
 
 53, 
 90, 
 134, 
 60, 
 8, 
 3, 
 
 65, 
 8, 
 13, 
 18, 
 
 000, 000 
 ls7, 000 
 832, 000 
 333, 000 
 C67.000 
 487, 000 
 185, 000 
 103, 000 
 339, 000 
 255, 000 
 565, 000 
 815, 000 
 
 443,368.000 535,038.000 
 
 1810. 
 
 1871. 
 
 83, 000, 
 51, 5 0, 
 100, 000, 
 123, 500, 
 80, 500, 
 24, 500, 
 6, 750, 
 130, 
 85. 270, 
 14, 230, 
 16, 180, 
 21,870, 
 
 000 ; 
 000 i 
 000 1 
 000 I 
 000 j 
 000 | 
 000 
 000 
 
 ooo ! 
 
 000 
 000 
 000 
 
 87, 751.000 
 63, 345, 000 
 113, 150, OCO 
 201,378, 000 
 94, 990, 000 
 26, 950, 000 
 7, 425, 000 
 145, 000 
 93, 797, 000 
 15, 653, 000 
 19, 995. 000 
 24, 057, 000 
 
 607,430,000 748,636,000 
 
 Note. — It is estimated by the best and most reliable authorities on this subject that 
 the corn crop of these States was at least one-fourth greater in 1872 than in 1871, or 
 any previous year. If that be a correct estimate, and of that there can be but little 
 if any doubt, it amounted to the enormous aggregate of 1,349,*285,175 bushels. 
 
 Hog statistics of those States for the same years. 
 
 States. 
 
 1867. 
 
 1868. 
 
 1869. 1870. 
 
 1871. 
 
 Ohio 
 
 Kentucky 
 
 Nebraska 
 
 2,139, 991 
 
 1, 300, 156 
 
 2, 581,369 
 2, 181, 734 
 1, 741, 154 
 
 140, 662 
 54, 968 
 
 2, 194, 163 
 
 1, 560, 186 
 
 2, 007, 195 
 2, 042, 938 
 2, 042, 438 
 
 160, 848 
 65, 637 
 
 2, 694,170 
 1,955, 000 
 
 2, 590, 369 
 
 3, 160, OtO 
 
 2, 300, 000 
 516,000 
 125, 000 
 
 13, 000 
 
 3, 500, 000 
 187, 330 
 471,602 
 443, 357 
 
 2, 033, 000 
 1,994, 100 
 2, 349, 000 
 .3, 363, OCO 
 
 2, 530, 000 
 572, 600 
 
 . 137, 500 
 14, 000 
 
 3, H 0, 000 
 205, 953 
 651. L00 
 517, 400 
 
 17, 468, 453 
 
 2, 266, 000 
 2, 193, 510 
 
 3, 583, 900 
 3, 699. 300 
 3, 7c3, 000 
 
 629, 860 
 151.250 
 21, 100 
 3,4H',(00 
 226, 546 
 717, 090 
 509, 140 
 
 19, 8?7, 686 
 
 Iowa 
 
 Minnesota 
 
 Michigan 
 
 Total 
 
 
 
 1, 748, 853 
 150, 795 
 378, 555 
 418,342 
 
 1, 948, 059 
 158, 732 
 421, 608 
 441, 608 
 
 12, 836, 879 
 
 13, 043, 912 
 
 15, 945, 108 
 
16 NIAGARA SHIP-CANAL. 
 
 Cattle statistics of those States during those years. 
 
 States. 
 
 1867. 
 
 1868. 
 
 1869. 
 
 1870. 
 
 1871. 
 
 Missouri 
 
 Iowa 
 
 1, 415, 000 
 491,048 
 892, 000 
 
 1, 395, 000 
 843, 097 
 235, 860 
 114, 011 
 
 1, 013, 894 
 349, 000 
 753, 601 
 
 1, 496, 750 
 479, 303 
 906, 
 
 1, 457, 000 
 939, 491 
 354, 000 
 142, 762 
 
 1, 103. 503 
 318. 241 
 794, 158 
 
 1,415, 866 
 629, 500 
 1, 000, 000 
 1, 535, 000 
 1, 306, 000 
 274. 572 
 161,300 
 1, 162, 000 
 334, 400 
 813, 800 
 81,711 
 602, 837 
 
 1,535, 100 
 627, 600 
 1, 185, 500 
 1, 907, 410 
 1, 376, 0G0 
 507, 600 
 177, 435 
 1, 280, 200 
 382, 500 
 895, 080 
 89, 882 
 715, 400 
 
 1, 688, 610 
 690, 360 
 
 1, 304, 050 
 
 2, 098, 140 
 1, 513, 600 
 
 ' 558] 360 
 195, 180 
 1, 408, 220 
 420, 750 
 984, 588 
 98, 870 
 786, 940 
 
 Total 
 
 604, 837 
 
 651, 761 
 
 8, 207, 348 9, 991, 969 
 
 9, 323, 986 
 
 10, 679, 697 
 
 11, 745, 668 
 
 Sheejy statistics of those States for the same year*. 
 
 States. 
 
 1867. 
 
 1868. 1869. 
 
 1870. 
 
 1871. 
 
 Ohio.... 
 
 Indiana 
 
 Kansas 
 
 Dakota 
 
 6, 730, 126 
 895, 865 
 2, 882, 176 
 2, 736, 431 
 1, 377, 547 
 76, 342 
 22, 059 
 
 6, 300. 000 
 868, 989 
 2. 622, 780 
 2, 38C, 694 
 1, 584, 179 
 107, 896 
 28, 078 
 
 7, 160, 252 
 942, 000 
 
 3. 141, 582 
 3; 092, 288 
 2, 300, 000 
 
 120, COD 
 35, 030 
 10, 120 
 2, 850,517 
 162, 220 
 2,012, 412 
 
 4, 343, 011 
 
 8, 876, 277 
 904, 300 
 3, 200, 000 
 
 3, 401, 505 
 2, 500, 000 
 
 115, 000 
 42, 290 
 12, 230 
 2, 293, 100 
 180, 259 
 2,810,320 
 
 4, 701, 000 
 
 9, 763, 904 
 994, 730 
 3, 280, 000 
 
 3, 741, 655 
 2, 800, 000 
 
 130, 000 
 51, 430 
 15, 471 
 2, 563, 124 
 210, 030 
 2, 910, 029 
 
 4, 981, 263 
 
 Minnesota 
 
 Wisconsin 
 
 Michigan 
 
 Total 
 
 2, 591, 37!) 
 129, 010 
 
 1, 880, 758 
 
 3, 948, 191 
 
 2,332,241 
 134, 170 
 1,749,104 
 3, 553, 371 
 
 23, 269, S84 
 
 21,661,512 
 
 26, 169, 532 
 
 29, 036, 281 
 
 31, 441, 736 
 
 WHEAT-PRODUCT IN 1870-'71. 
 
 From the foregoing statistics, compiled from the agricultural reports 
 at Washington, State agricultural reports, and other equally reliable 
 sources, we find that in those twelve States the wheat-product for 1870 
 was 178,151,000 bushels, while all other portions of the Union, including 
 the Pacific States, produced only about 67,730,700. In 1871 the wheat 
 crop of these States amounted to 193,876,300 bushels, all the other por- 
 tions of the country producing about 78,530,000 bushels. In other words, 
 those States, two-thirds of which are not yet one-sixth developed, pro- 
 duced more than two-thirds of the entire wheat crop of the whole 
 country. In 1872 the wheat-crop of those States amounted to about 
 225,000.000 bushels In all other States, to 86,383,000 bushels. 
 
 CORN- CROP FOR THE YEARS 1870 AND 1871. 
 
 In 1870 the entire corn crop of the whole country amounted to 
 1,094,255,000 bushels; of which those States produced 748,636,000 
 bushels. In 1871 the whole corn crop of the country was 1,203,680,500 
 bushels, of which those twelve States produced 919,323,060 bushels, 
 leaving but 284,457,440 bushels for all the balance of the country. In 
 1872 those States produced about 1,349,285,175 bushels, and that, too, 
 when several of them are not and never can be adapted to corn-raising — 
 especially Michigan, Wisconsin, and Minnesota — and while two others, 
 to wit, Dakota and Nebraska, are hardly developed at all. This is the 
 more remarkable when we take into consideration the farther fact that 
 
NIAGARA SHIP-CANAL. 
 
 17 
 
 all the States lying south of them are peculiarly adapted to the cultiva- 
 tion of corn. 
 
 HOG STATISTICS FOR THE YEARS 1870 AND 1871. 
 
 In 1870 those twelve States raised 15,468,453 hogs, while all the rest 
 of the Union, including the Pacific States, raised only 13,987,048 hogs. 
 In 1871 those States raised 19,250,686 hogs; all other portions of the 
 country, 15,387,996 hogs. The same remarks apply to this branch of 
 industry as to the corn crop. With this additional fact, that the hogs 
 raised in those States average about 300 pounds each, while those raised, 
 in other States do not average over 200 pounds each. This discrepancy 
 arises partly from the greater abundance of corn and other suitable food, 
 and partly from the larger and superior breeds raised. Thus, those 
 twelve States, in fact, raise about three-fourths of all the pork, bacon, 
 and lard of the whole country. 
 
 CATTLE STATISTICS. 
 
 In 1S70 those States raised 10,679,697 cattle; all other portions of the 
 country, including the Pacific States, raised 16,555,503. The weight of 
 beef, however, is in about the same proportion, owing unmistakably to 
 the same causes, to wit, more abundant food and better breeds. In 1871 
 these States had 11,745,668 cattle ; all other portions of the country about 
 17,111,056. They had in these two years about 4,696,700 milch-cows ; 
 all other portions of the Union, 5,326,300; only three of which are par- 
 ticularly devoted to this branch of industry, to wit, Ohio, Indiana, and 
 Michigan. 
 
 SHEEP STATISTICS. 
 
 In 1870 those States had 29,036,281 sheep; all the rest of the Union 
 11,816,719. In 1871 they had 31,441,736 ; all the balance of the country 
 about 12,998,390. Allowing one and a half pounds of wool to the head, 
 and those States raised, in 1871, 47,162,604 pounds of wool ; all other 
 portions of the country produced 19,497,585 pounds. 
 
 But it is not necessary to pursue these comparisons any further. We 
 can, upon the authority of these statistics, which we affirm are entirely 
 reliable, assume, without the fear of successful contradiction, that those 
 twelve States produce more than two-thirds of all the agricultural 
 staples of the whole country ; and that all the surplus, to supply the 
 markets of our own country, as also of Europe, comes almost exclusively 
 from those States, while not one of them is more than one-fourth devel- 
 oped, and more than half not one-tenth. This state of facts will always 
 remain. The country lying west of the lakes, and north of the thirty- 
 eighth parallel of north latitude, will always, in all time, continue to 
 be the food-producing portions of the continent. No revolutions of trade 
 or commerce, or increased facilities for transportation in other portions 
 of the country, or of any other land, will ever rival much less supersede 
 this, in its peculiar agricultural resources. These resources are being- 
 developed, in a most unprecedented degree, by the rapid extension of 
 railroads through all portions of the country. To get a more correct 
 estimate of the necessity of this work, we should look a few years 
 ahead, and ascertain what the productions of the country, and especially 
 those States, will be a few years hence; for instance^ in 1880, allowing 
 an annual increase of 10 per cent., which is a very moderate estimate, 
 and the account will stand thus: Wheat, 512,512,597 bushels; corn, 
 H. Mis. 22 2 
 
18 
 
 NIAGARA SHIP-CANAL. 
 
 2.572,951,383 bushels; bogs, 41,028,595 bead; cattle, 25,153,678 bead; 
 sbeep, 67,398,146 bead ; wool, 101,097,219 pounds. The foregoing will 
 be the probable products of the five great agricultural staples of 
 those twelve States in 1880. But. with the present products of those 
 States, the present means and facilities of transportation to the eastern 
 markets are so meager, and the charges so high, that they are of very 
 little value to the producer. 
 
 The following notice appeared in the Des Moines (Iowa) Daily Register 
 of 10th November last, and other Iowa papers, to wit : 
 
 The proprietors of the Ogdeu House, in Council Bluffs, are using corn as a common 
 article of fuel in all the rooms of their extensive establishment, iinding it altogether 
 cheaper and more economical than either wood or coal, although the price of neither 
 is extravagant — indeed, is very moderate. 
 
 And this other item appeared about the same time in a paper published 
 in the Missouri Valley, in Iowa : 
 
 We are informed, which is no doubt correct, that the farmers in all the prairie 
 country of this valley are burning their corn for fuel, riuding it altogether cheaper and 
 more economical than wood or coal, although the latter, of excellent quality, can be ob- 
 tained at any of the railroad-stations at from f>3 to $3.50 per ton ; and wood will not 
 exceed $4 per cord, We may well ask. what are we all coming to? Are we never to 
 have any relief from this state of affairs ? Corn in New York City is at least 85 cents 
 a bushel, and here our people are burning it to keep themselves from freezing. Other 
 agricultural products are nearly as worthless. It will take three bushels of wheat and 
 three fat hogs to get the fourth to market. There is a grievous wrong somewhere. Is 
 it in Congress? We should be reluctant to believe so. 
 
 In all other parts of the Mississippi Valley the same state of affairs 
 exists. Even iu Michigan, within one hundred miles of Detroit, corn is 
 also almost worthless. 
 
 General Hersey, of Portland, Maine, stated iu the Detroit commercial 
 convention of December 13, 1871, about one year ago : 
 
 The farmers of the West are burning their corn for fuel, while we, in the East, are 
 famishing for the want of it. 
 
 COUNTRY LYING WEST OF THOSE STATES. 
 
 But the necessity for increased facilities of transportation will be still 
 more apparent when we take into consideration the fact that there is a 
 country west of those States, equally fertile and productive, now being 
 rapidly developed by the extension through it of the Northern Pacific 
 and other railroads, of more than three times their aggregate area. The 
 country being developed by the Northern Pacific Railroad alone (in- 
 cluding the north half of Minnesota and Dakota, and the British pos- 
 sessions) embraces an area of more than one million square miles. The 
 sun does not shine upon a more beautiful or a more productive country. 
 Although lying, upon an average, more than five hundred miles farther 
 north, it still has the climate of Philadelphia. This extraordinary physi- 
 cal phenomenon exists from the fact that "the Northeast trade- winds," 
 which, sweeping up from the tropics of the Central Pacific Ocean, come 
 through the immense gorge (or plain, rather) of the Rocky Mountains, 
 caused by the interlocking of the bead-waters of the Missouri and Colum- 
 bia Rivers, (thereby breaking down that rocky barrier,) and overspread 
 that whole region of country, as far north as Hudson's Bay; imparting 
 to it the soft and genial climate of the Pacific coast. This is the true 
 and correct explanation of the sudden " trending " north of the isothermal 
 lines, from the head of Lake Superior, as delineated upon all isothermal 
 maps of the present day. The unbroken ranges of the Sierra Nevada 
 and Rocky Mountains cut off those genial trade- winds from all portions 
 
NIAGARA SHIP-CANAL. 
 
 19 
 
 6f " the great valley," lying farther south. Having to encounter alti- 
 tudes of almost perpetual snow and ice, those winds often, especially 
 during the winter, come sweeping down in chilling blasts upon all the 
 central and southern portions of that valley. 
 
 In Texas — indeed, in the whole Gulf region — they are called M the 
 northers." in winter the terror and dread alike of men and animals. 
 
 The following extract, taken from the report of Mr. Engineer Johnson, 
 of the North Pacific Railroad, gives a better description of the region 
 traversed by that road than anything we can produce from any other 
 source : 
 
 Middlktowx. Connecticut. February 1-', 136=?. 
 I am convinced that, before another generation has passed, very great changes will 
 take place in the belt of country to be traversed by the Northern Pacific Railroad. A 
 field is opening there for enterprise, the magnitude of which cannot be easily estimated. 
 It will not be confined merely to the belt of country between the Lakes and the Pacific, 
 bnt include the broad Pacific itself, and the densely peopled portions of Eastern Asia, 
 bringing half the globe, where labor rules the lowest, into direct and profitable com- 
 munication with our great centers of commerce. I entertain no doubt of the capability 
 of this region to sustain a large population. I have recently been looking over the 
 statistics of France, and rind a great similarity between the two. The annual rain-fall 
 throughout France is 21 inches, less than the average between Lake Superior and the 
 Pacific. One-seventh of the surface of France is set down as waste and worthless, a 
 larger proportion, I think, than can be found on this line. In coal and other valuable 
 minerals this line has greatly the advantage. The proportion of cultivable land is 
 doubtless in favor of France. If half as densely populated as France, there is room 
 for more than fifty million souls on this Lake and Pacific belt. 
 
 The above-described area does not include the valleys of the Upper 
 Missouri and its principal tributaries, now an almost unknown and un- 
 broken wilderness. A gentleman residing at Helena, Montana Territory, 
 who is a native of Iowa, and well acquainted with all portions of the 
 Mississippi Valley, lately stated to Colonel L. A. Thomas, one of the 
 committee, that in his estimation the valley of the Gallatin River 
 (one of the principal tributaries of the Missouri above the falls) is the 
 very garden of the continent : and that the valleys of many other of 
 its tributaries are very nearly, if not quite, equal to it. This region is 
 attracting considerable attention, and emigration to it. in consequence 
 of its great fertility of soil and geniality of climate. The lower valley 
 ( to the first rapids; is more than sixty miles long and thirty wide, nearly 
 every quarter-section of which is susceptible of cultivation. Montana 
 alone can, and when developed by the extension of railroads through it 
 will, produce annually more than one hundred million bushels of wheat. 
 This, however, never can be done with the present means and facilities 
 of transportation from the lakes to the Atlantic Ocean, because the 
 cost of transit thither will consume the whole crop. If we tur n our eyes 
 still farther to the Northwest) the same expanse of unbroken wheat-fields 
 stretch away toward the mountains and the setting faun. The Saskatch- 
 ewan River has a navigation, for large steamers, of more than one 
 thousand miles, with a fer tile valley more than fitty miles wide in nearly 
 its whole length. But its fertile acres are worthless, because their wheat- 
 crops, wheu raised, would be worthless. Their cost of transportation to 
 a market would be greater than the price they would command in those 
 markets. 
 
 There is one fact, not often, if ever, referred to by writers or others, 
 which will make the Rocky Mountain region — indeed, all those vast 
 plains lying west of the Missouri, including Western Texas, the Indian 
 country, Kansas, Nebraska, and Dakota, in the United States, and 
 Manitoba, in the British possessions — the best, most permanent, as 
 well a> most productive, wheat-producing portion of the entire continent, 
 
20 
 
 NIAGARA SHIP-CANAL. 
 
 and that i8 its mineral gases and salts disseminated through the soil- 
 That whole region is volcanic, and has in abundance (in some places in 
 superabundance) the mineral salts, as sulphur, alkali, ammonia, and 
 other minerals, which constitute the food for all kinds of plants and 
 cereals, especially wheat. On those plains that alkali strata is a volcanic 
 drift of hard, ash-colored, stiff clay, intermixed with rock and coarse 
 gravel, forming a layer from ten to seventy-rive feet in thickness, the 
 average being, probably, thirty feet. Above this is a deposit of black 
 mold, of from one to three feet in thickness, intermixed with about 15 
 per cent, of white sand. When the surface is broken this alkaline and 
 other minerals crystallize in a white powder all over the surface, and 
 especially in the ditches, along the railroads, looking like a deep layer 
 or fall of snow. Beneath this alkaline strata is a layer of coarse gravel, 
 several feet thick, in which is found pure, soft water, of the very best 
 quality. The same alkaline and other mineral salts is found in all vol- 
 canic countries, as in the Andes, in South America. Chili is one of the 
 best and most productive wheat countries in the world. So of the regions 
 around Mounts ^Etna and Vesuvius; for more than three thousand years 
 they have been the grain-fields of Western Europe. The same is true of 
 all other volcanic regions. Hence, when wheat-culture is driven out of 
 the valleys of the Mississippi and the Ohio Kivers, it will flourish in the 
 Missouri Valley, on the western plains beyond, and up among the moun- 
 tains, indeed everywhere, where is found this " alkaline drift.' 7 Fifty 
 years hence that region will constitute the wheat-fields of the continent — 
 indeed, of the world; and a thousand years hence they will be as good 
 as new, because those mineral salts will be as abundant as now. Then 
 "subsoiling" may, perhaps, be a good thing, and probably not before. 
 Experiments in beet culture for several years past in California, Nevada, 
 Montana, and other sections of the Rocky Mountain region, clearly 
 demonstrate that those alkaline plains are better adapted to the sugar- 
 beet than any other portion of the continent, and probably of the world. 
 For that culture there cannot well be a superabundance of alkali. 
 
 But perhaps we can get a more definite, and, at the same time, a more 
 comprehensive idea of the almost boundless extent of the country 
 drained by, or tributary to, the great chain of lakes lying along our 
 northern frontier, if we carefully examine the following tables relating 
 thereto. It will be observed that those lakes have an aggregate coast- 
 line of 4,281 miles, very nearly equal to the entire sea-coast line of the 
 whole country, and nearly one-half the sea-coast line of the whole North 
 American continent within the line of the temperate or inhabitable re- 
 gions. If to this we add the aggregate coast-line of the lake region, 
 including that of Hudson's Bay in Manitoba, it will give a coast-line 
 of the lake region of the North American continent of more than ten 
 thousand miles. All these lakes, except, perhaps, Hudson's Bay, lie 
 within the wheat-growing districts of the continent. And all that 
 boundless wiieat-region is necessarily tributary to the proposed water- 
 route down the lakes to the Atlantic Ocean. 
 
NIAGARA SHIP-CANAL. 
 
 Magnitude, altitude, depth, area,$-c., of the great lakes. 
 
 21 
 
 
 English statute miles. 
 
 
 Depth, in feet. 
 
 
 ea at 
 
 
 it 
 = 
 © 
 
 ca 
 g 
 
 03 
 
 ,1 
 © 
 
 it 
 
 coast-line. 
 
 
 
 © 
 © 
 
 © © 
 
 «^ 
 
 « 1 ■ 
 
 
 © 
 o 
 
 $ 
 o 
 
 © 
 
 [lea 
 
 © 
 
 ean. 
 
 « 
 
 W 
 
 
 
 
 '3 
 
 
 
 5 
 
 
 
 
 
 390 
 
 160 
 
 60 
 
 1,030 
 
 1,000 
 1, 200 
 900 
 
 900 
 
 32, 000 
 22, 400 
 
 600 feet. 
 
 
 345 
 
 84 
 
 58 
 
 665 
 
 1,000 
 450 
 
 578 feet. 
 
 
 270 
 
 105 
 
 70 
 
 705 
 
 23, 000 
 2, 150 
 
 574 feet. 
 
 Georgian Bay 
 
 130 
 
 55 
 
 40 
 
 260 
 
 700 
 
 320 
 
 574 feet. 
 
 Saint Clair.! 
 
 25 
 
 25 
 
 20 
 
 60 
 
 60 
 
 18 
 
 80 
 
 588 feet. 
 
 Erie 
 
 250 
 
 60 
 
 38 
 
 570 
 
 204 
 
 90 
 
 10, 000 
 6, 700 
 1, 130 
 
 564 feet. 
 
 Ontario 
 
 190 
 
 52 
 
 40 
 
 410 
 
 600 
 
 400 
 
 234 feet. 
 
 
 120 
 
 15 
 
 10 
 
 260 
 
 282 
 
 54 
 
 90 feet. 
 
 
 1, 000 
 
 
 
 2, 000 
 
 
 
 
 Tide-water. 
 
 
 
 
 
 
 
 2, 720 
 
 
 
 5, 960 
 
 
 
 116, 460 
 
 
 
 
 
 
 
 
 
 nitude, altitude, depth, area, $c. % of lakes in British America. 
 
 Kainy Lake 
 
 Lake of the Woods 
 
 AVinuipeg 
 
 Wollaston 
 
 Athabaska 
 
 Big Slave Lake 
 
 Hudson's Bay 
 
 Nipigon Lake 
 
 Nipissing Lake 
 
 Simcoe 
 
 Rivers 
 
 English statute miles. 
 
 300 
 190 
 
 220 | 
 100 j 
 220 ! 
 380 
 
 1, 320 
 100 
 
 40 
 35 
 
 2, 000 
 
 5, 005 
 
 20 
 36 
 32 
 12 
 28 
 44 
 530 
 55 
 12 
 10 
 
 810 
 315 
 410 
 215 
 441 
 
 1, 200 
 
 2, 640 
 320 
 120 
 108 
 
 4, 000 
 
 9, 57y 
 
 Depth in feet. 
 
 250 
 300 
 320 
 120 
 220 
 320 
 1, 50J 
 280 
 90 
 120 
 
 - <d 
 
 80 
 130 
 140 
 
 80 
 180 
 240 
 980 
 120 
 
 65 
 
 94 
 
 4, 200 
 
 3, 100 
 8, 400 
 1, 200 
 
 4, 630 
 12, 320 
 12,320 
 
 830 
 720 
 
 330 feet. 
 267 feet. 
 178 feet. 
 
 95 feet. 
 
 80 feet. 
 230 feet. 
 Tide-water. 
 630 feet. 
 651 feet. 
 704 feet. 
 
 48, 600 
 
 Distance from Chicago, via Wetland Canal and Montreal, to Neva York City. 
 
 Miles. 
 
 Lake navigation 1,005 
 
 River navigation 185 
 
 Canal navigation 71 
 
 To Montreal 1,261 
 
 Montreal to Whitehall 145 
 
 From Whitehall to Albany 66 
 
 From Albany to New York 150 
 
 365 
 
 Whole distance from Chicago to New York 1, 626 
 
 New York to Liverpool 3, 150 
 
 Whole distance from Chicago to Liverpool, via Montreal and New York 4, 776 
 
oo 
 
 NIAGARA SHIP-CANAL. 
 
 Whole distance from Ckioago to Liverpool, via River and Gulf of Saint Laurenc 
 
 Miles. 
 
 From Chicago to Montreal 1,261 
 
 Montreal to Liverpool, via River and Gnlf of Saint Lawrence 2, 450 
 
 From Chicago to Liverpool 3, 716 
 
 Less distance than via New York 1, 060 
 
 THE SOUTHWEST COUNTRY. 
 
 If we glance for a moment to tlie vast region lying west of the Indian 
 country, and the States of Arkansas, Missouri, and Iowa, including the 
 States of Kansas and Nebraska, and the southern portion of Dakota 
 Territory, we shall see stretching away toward the mountains the same 
 unbroken and almost unbounded expanse of wheat-land. It has been 
 demonstrated beyond a doubt that "the great American desert,' 1 which 
 a few years a £0 used to frighten timid people almost out of their senses, 
 is a myth. Like the deceptive and fleeting mirage of the plains, it melts 
 away and disappears before the advancing tide of emigration which is 
 flowing over the plains and over the mountains toward the shores of 
 the Pacific Ocean. This portion of the western country is known among 
 western men as the "treeless region." It is a vast area, extending from 
 the Bio Grande, on the south, to Big Slave Lake, on the Xorth, a dis- 
 tance of nearly three thousand miles, and averaging about one thou- 
 sand miles in width. Within the limits of the United States it rises 
 with a nearly uniform grade of about feet to the mile, from about 
 the meridian of Omaha to the foot-hills of the Rocky Mountains. There 
 are many groves and skirts of timber along the streams and other favor- 
 able localities, with a few large bodies, especially along the Arkansas 
 and Red Rivers; otherwise it is most emphatically a treeless plain. Its 
 fertility, however, is unsurpassed, in consequence of the presence in 
 great abundance of the mineral salts in the soil as above described. In 
 consequence of this absence of timber, these vast plains will not and 
 cannot be settled for many years to come, unless measures be adopted 
 to insure the cultivation thereon of timber. This can readily and effi- 
 ciently be done in connection with the homestead laws of Congress. A 
 law that should provide that every one who shall cultivate five acres of 
 timber of one year's growth, on each treeless quarter-section, shall be en- 
 titled to enter the same as a homestead, would at once and most effectually 
 accomplish the object. The law should be very particular and strict. 
 Let it provide that the tract shall be located on the west side of the 
 quater-section and extend, if possible, from the north to the south 
 boundary. This will give a strip 128 feet wide and half a mile long. If 
 sown with the seed of the silver-leaf maple and carefully cultivated, it 
 will produce a vigorous growth of plants of from one to five feet in 
 height the first year, with an expense of from seventy-five to one hun- 
 dred dollars, includin g the original breaking of the sod. The seed should 
 be sown in drills about six feet apart. On suitable ground it may be 
 sown with the first breaking of the prairie-sod. But the best and surest 
 plan is to sow the seed at the second plowing. The silver-leaf maple 
 produces a great abuudauce of seed, which ripens and falls off by the 
 1st of June, and may be gathered in great abundance in any of the 
 western towns and cities. If well taken care of and cultivated, this 
 five acres of timber will in a few years (five or six) produce all the fenc- 
 ing (except fence-posts) and fuel needed on the whole quarter-section, 
 besides making a most effectual screen and protection against the ter- 
 
NIAGARA SHIP-CANAL. 
 
 23 
 
 rinc winds and gales which often prevail on those plains. By this means 
 also the annual prairie fires, which sweep over those plains, burning up 
 every green as well a* every dry thing, can be kept out and thereby the 
 native timber allowed to grow, which it will do in great abundance and 
 with great vigor in all parts of the country not devoted to cultivation, 
 as soon as protected against those devastating fires. With, and even 
 without, those contemplated improvements it becomes a problem of 
 vast importance how those vast plains, which in time will be dotted 
 all over their broad expanse with fertile and productive wheat-fields, 
 are to be supplied with adequate and cheap means and facilities of get- 
 ting their crops to an eastern and European market. In the language 
 of the Spanish proverb we would say, Quien sabeP u Who knows?'' 
 That problem, however, will be in a very great measure solved by the 
 opening up of this water- route to the Atlantic Ocean, because by cheap- 
 ening transportation along the center and eastern portion, will cheapen 
 it throughout the whole route. 
 
 THIS PROPOSITION DISPUTED. 
 
 This proposition is often disputed, even by experienced shippers and 
 othercommercial men. One or two illustrations, however, will establish 
 it beyond all doubt or controversy. Suppose corn to be worth SO cents 
 per bushel in the New York market, which has been about the average 
 price for the last five years. It costs the farmer east of the lakes from 
 5 to 10 cents per bushel to get his crop to market, (say 10 cents,) conse- ' 
 queutly he gets 70 cents per bushel for his corn. But it costs the farmer 
 in the Mississippi Valley 65 cents per bushel (about the average price 
 op to the present time) to get his crop to the same market; hence he 
 gets only 15 cents per bushel for his crop. Hence also it will be observed 
 that com is not a very profitable crop in that region. The costs of 
 transportation have eaten it nearly all up. This at once explains the 
 reason why so much corn is burned every year for fuel in the West. 
 But the same is true of every other crop. The railroads and the trans- 
 portation companies have consumed about eight-tenths and often nine- 
 teuthsof the whole earnings of the whole agricultural population in the 
 great food-producing States of the West. But in the valley of the Missouri 
 it costs at least 10 cents per bushel more ; hence, when he reaches the 
 New York market, after paying transportation and other charges, he 
 gets the magnificent sum of Jive cents per bushel for his crop; about one- 
 fourth enough to pay him decent and living wages for hauling his corn 
 ten miles to the nearest depot. Now that is exactly the state of things 
 existing at the present hour in all that vast and fertile region of country 
 lying west of a north and south line down through the center of Iowa. 
 In all that vast region, the corn-crop, in excess of the home demand, 
 which will not amount to much, if any, more than 30 per cent, of the 
 whole crop, is practically worthless — indeed is a positive expense to 
 the farmer. "But why not raise other crops not so bulky, but more 
 valuable?*' exclaims the enemy of this water-ronte and cheap transpor- 
 tation generally. Sure enough, why not ? Simply and only because 
 there are no such other crops to raise. They are all bulky and heavy, and 
 are all eaten up by the excessive and ruinous charges of transportation. 
 Xow, suppose we can, by opening up this water-route, reduce the cost 
 of transit from the lakes east to the Atlantic sea-board 25 cents per 
 bushel, then the Mississippi Valley farmer will get 10 cents and the Mis- 
 souri farmer 30 cents per bushel for their respective crops. This is a 
 fair and conclusive illustration of the foregoing proposition, to wit, that 
 
24 
 
 NIAGARA SHIP-CANAL. 
 
 by reducing the cost of transit on auy part of the route, it equally 
 benents all parrs thereof. At those prices, or rather at those reduced 
 rates of charges, raising corn in the Mississippi and Missouri Valleys 
 will become remunerative, not till then. 
 
 THE IOWA COBX-CBOPS OF 1871 AND 1872. 
 
 The history of the Iowa corn-crop of 1S71-72 most forcibly and con- 
 clusively illustrates this proposition on a large scale. In 1871 that State 
 raised about 150,000,000 bushels; in 1872 at least 10 per cent, more, or 
 165.0un.0oii bushels of com. The average price of those crops will not 
 exceed 10 cents per bushel to the farmer, while the average price in the 
 ZSew York market exceeds SO cents per bushel. The entire difference, 
 or 70 cents per bushel, has been swallowed up in the cost of transporta- 
 tion. The same is true of all other products of the western farmer. It 
 takes three of his fat hogs and three bushels of his wheat to get the 
 fourth to market: and so of everything else which he raises. Surely 
 thar country cannot be permanently prosperous where such a state of 
 things exists. 
 
 N~ot the slightest improvement or mitigation of these enormous exac- 
 tions can be expected or will be afforded with the present systems of 
 transportation. The only remedy is another and a rical system. On the 
 contrary, in view of the immense crop of 1872, which is now being 
 moved to the eastern markets, the railroads have advanced their rates 
 about 30 per cent. In view of this fact one of the most prominent 
 western newspapers, the Dubuque Iowa* Times, in its issue of Novem- 
 ber L'7. 1S72. makes the following statement: 
 
 Eighteen of the principal railroad-lines centering in New York report an increase in 
 their October earnings over those of the same month last year of about 20 per cent. 
 This is not an increase in the amount of business done so much as it is an increase of 
 freights. It is no wonder, then, that the farmers of the West find their produce con- 
 sumed in the cost of getting it to market. There must be *ome icay to *toj) this extortion. 
 
 Perhaps the editor in penning that last sentence forgot, or did not 
 know, that that extortion was only the usual *• annual squeeze" to which 
 the farmers of the West are periodically (about that season) subjected. 
 
 The Inter-Ocean, of Chicago, on the 21th of October, 1872. says: 
 
 Just now the West is taken by the railroads at a peculiarly painful disadvantage. 
 The farmers have raised an unusually large crop of corn. Providence, as if to make 
 up for the immense losses entailed by iast fall's fires, in both city and country, has been 
 most bountiful. But certain men stand in the way of the equal distribution of this 
 beneficence and proclaim that the large majority of its benefits must accrue to them. 
 At the very time that prices in the West have fallen below a profitable shipping-point 
 the railway magnates call a meeting and proceed to put up rates of freight both ways, 
 and thus add to the distress of the entire industrial community, agricultural, manufac- 
 turing, and commercial. 
 
 THE EE IE CJlNAL A>"D THE BAILBOADS. 
 
 In support of the last foregoing proposition let us for a few moments 
 examine the present means and facilities of transportation between the 
 grain-fields of the West and the eastern and European markets. Xo 
 serious obstacles intervene along the lake-route until we reach the toot 
 of Lake Erie: indeed, the main trouble exists and the main expen>es are 
 incurred between rhe foot of that lake and the Atlantic sea-board. These 
 facts directly lead us to examine the capacity and condition of the Erie 
 Canal and the railroads r unning from the foot of that lake to the At- 
 lantic Ocean. Can they be so enlarged and their carrying capacity so 
 improved and increased as to meet the necessities and demands of the 
 
N I A ( 3 ABA SHIP- C A X A L . 
 
 25 
 
 West for greater facilities and cheaper rates for transportation ? We 
 assume that they cannot. One of the main reasons is, because they can- 
 not supersede the necessity for transshipment at the foot of Lake Erie. 
 
 THE ERIE CANAL. ■ 
 
 It is proposed to eularge the Erie Canal so as to run boats thereon of 
 1,000 tons capacity. But that will not and cannot supersede the neces- 
 sity for transshipment, as we shall hereafter demonstrate. The mere 
 proposition of enlargement, however, involves the monstrous absurdity of 
 digging out of the dry and hard earth and rocks, for a distance of more 
 than 330 miles, a navigable channel of that capacity, right alongside of a 
 system of navigable water of practically unlimited capacity, at a cost 
 of three or four times the amount which will be necessary to complete 
 this other route clear through to the Atlantic Ocean. But even were 
 this enlargement practicable it cannot meet the demands and necessities 
 of the country, and more especially of the West. 
 
 THE ENTERPRISE NOT PRACTICABLE. 
 
 But it is not practicable. With the proposed enlargement no amount 
 of water can be secured to supply the »• Syracuse level." The engineer- 
 ing skill of the canal board of the State of Xew York has been exhausted 
 to meet the present demands of that level: and still in the dry seasons 
 of the year, as July, August, September, and October, less than four feet 
 of water can be secured or relied upon for that purpose, and then for 
 only a portion of the time. At the very season of the year when the de- 
 mands for transportation are greatest and most imperative the facilities 
 furnished by the canal are the least. 
 
 Mr. Hutchinson, a civil engineer, connected and familiar with the canal 
 system of the State of New York, in a written statement to the House 
 of Eepresentatives, in a discussion on the naval defenses of the great 
 lakes, January 8, 1863, says : 
 
 That on one hundred and twenty miles of the Erie Canal, extending from near wS^neca 
 River (Montezuma) to the feeder east of Little Falls, there is not now a full supply of 
 water during the business season, and that, too, notwithstanding that section had the 
 advantage of eleven millions and sixty-four thousand acres of reservoirs, of nearly three 
 thousa)id million cubic feet, and one-half the Black River Canal and Erie Canal feeders' 
 reservoirs, and also various intersecting streams: and notwithstanding all these advan- 
 tages any addition to the dimensions of the present locks, alone, Mould recpiire large additional 
 supplies. To enlarge the prism of the canal would also be necessary, and to maintain an ade- 
 quate supj)ly of water, even in the levels, would seem impracticable, to secure the passage of ves- 
 sels with any increased draught. 
 
 The section of the canal thus described includes that portion known 
 as "the Long or Syracuse level." It is therefore a problem of very con- 
 siderable importance u where the supply of water is to come from when 
 the demand, arising from the proposed enlargement, will be at least ten 
 times greater than now." The proposition is a single absurdity. 
 
 LAKE ERIE TO SUPPLY THE REQUISITE AMOUNT. 
 
 The practical impossibility of increasing that supply by enlarging the 
 reservoirs has been so thoroughly demonstrated that another proposi- 
 tion has frequently been broached, to wit. to supply the deficiencies of 
 water for that level with the waters of Lake Erie, as also on the entire 
 canal to tide-water, if need be — certainly to a point on the Mohawk 
 Eiver where a full supply can be secured from thence. That would be 
 
26 
 
 NIAGARA SHIP-CANAL. 
 
 almost a physical impossibility; at least to do so would require an exca- 
 vation below the present level of the canal, upon an average, of at least 
 40 feet from Fulmers Creek aqueduct (about twenty miles east of Utica) 
 to Port Byron, a distance of more than one hundred miles, which would 
 include the entire distance of "the Syracuse level." This excavation 
 alone (of more than 100,000,000 cubic yards, more than half of which is 
 solid stratified rock) would cost more than three times the amount re- 
 quired on the whole of the other route. The impossibility of carrying 
 out such an undertaking will be more apparent by consulting a profile 
 map of the Erie and other canals of the State of New York published 
 in 1863. Later maps are still more accurate and explicit. 
 
 AN AQUEDUCT TO OVERCOME THE DEPRESSION BETWEEN LODI AND 
 
 NEWARK. 
 
 Another proposition is to construct an aqueduct from Lodi to Newark 
 to overcome the depression between those two points, and thus to bring 
 the waters of Lake Erie up on to the Syracuse level to supply the de- 
 ficiency of water now existing there. This would necessitate the con- 
 struction of an aqueduct between those two points (a distance of about 
 sixty miles) upon an average about 20 feet high, which would be a some- 
 what formidable undertaking, especially with a capacity for vessels of 
 one thousand tons. We leave to the engineering skill and acumen of 
 the friends of this enterprise (of Erie Canal enlargement) to supply that 
 level with the waters of Lake Erie, or in any other practicable way they 
 may or can devise. We imagine it will be some time before vessels of 
 one thousand tons burden will float over the Syarcuse level. 
 
 UTMOST CAPACITY OF THE LAKES NEEDED IN CONTINUOUS NAVIGA- 
 TION TO THE ATLANTIC OCEAN. 
 
 But suppose all these difficulties, which now appear so formidable, can 
 be overcome and the waters of Lake Erie can be made to supply the 
 "Syracuse level," or the requisite supply can be secured in some other 
 way, still the utmost capacity of the canal, when thus enlarged, would 
 allow of the passage of vessels of only 1,000 tons burden — about one, 
 half the present tonnage of many vessels now navigatiug the lakes. 
 This would still necessitate transshipment at Buffalo, which is one 
 of the most grievous and oppressive burdens upon western agricul- 
 ture and commerce at present existing, and from which the people of 
 that section have for years been seeking to escape. The conviction has 
 become universal, indeed unauimous, throughout all the agricultural 
 States of the West, that they can never secure cheap transportation so long 
 as that necessity (to wit, transshipment at Buffalo) exists. 
 
 LAKE VESSELS WOULD NOT NAVIGATE THE CANAL. 
 
 Transshipment would be inevitable, indeed imperative, in any event; 
 because lake vessels could not successfully and profitably navigate the 
 canal. This is not mere theory. There is a practical illustration of that 
 assumption now existing on a large scale. 
 
 THE CALEDONIA CANAL. 
 
 The largest ship-canal now known in Europe is the Caledonia Canal, connecting the 
 German and Atlantic Oceans, between the Murry, Frith, and Cantyre, opening, by 
 means of lakes and narrow arms of the sea, an interior navigation of two hundred and 
 
NIAGARA SHIP-CANAL. 
 
 27 
 
 fifty miles, and large enough to float a thirty-two gun frigate, (ahout 1,500 tons carry- 
 ing-capacity and 14 feet draught,) and yet it is an entire failure. Though it saves a 
 large distance of difficult and dangerous navigation around the north of Scotland and 
 the Orkneys, (about seven hundred miles,) it is scarcely used at all; indeed it does not 
 and never has paid expenses of operating it, much less the interest (not even one mill) 
 on the cost of construction, and is proposed to be abandoned. (Since this account was 
 written it has been entirely abandoned.) The open navigation of the sea, though dan- 
 gerous and of much greater distance, is found to be cheaper and far more convenient. 
 The fact may be demonstrated that the movement of a large vessel, especially a steamer, 
 through a long ship-canal (in this case entirely artificial and narrow) would be slow. 
 It would involve the monstrous absurdity of carrying a heavy weight of machinery a 
 distance of more than three hundred and fifty miles, which would be entirely useless 
 on the voyage, displacing, by just so many tons, more valuable and paying freight, 
 with a loss of the advantage of the machinery for the time. (Detroit commercial 
 convention, 1865, page 161.) 
 
 Another reason obviously is, that as the canal is not of sufficient 
 capacity to admit of the larger ocean steamers and vessels, it therefore 
 is far cheaper to incur the risks of ocean-navigation around the difficult 
 and dangerous coast of Scotland and the Orkneys than to transship on 
 to smaller vessels that can go through the canal. Indeed, that is the 
 main argument used in the English journals for the abandonment of 
 the canal. The same principles are involved, and the same reasons 
 would prevail, in regard to the Erie Canal, but with far greater force, 
 because the channel is artificial and narrow the entire distance. Hence, 
 suppose that the canal were enlarged to 1,000 tons capacity, as is pro- 
 posed, still, even then, smaller boats, as 200 or 250 tons, could be used 
 more economically than one large vessel of equal burden. There are 
 certain and well-defined principles which are thoroughly understood by 
 practical engineers, and which are involved in this inquiry. It would 
 also require, probably, four times the amount of capital to construct one 
 staunch lake-vessel of this size than an equal tonnage of smaller vessels 
 suitable for canal-navigation, and carrying an equal amount of freight. 
 Hence, although vessels navigating the lakes might also navigate the 
 canal, it would be found far cheaper and more economical to transship at 
 Buffalo on to lighter and smaller vessels for the canal. Experience 
 even now has induced the adoption of this plan. The capacity of the 
 Erie Canal is for vessels of about 225 tons; but probably not one- tenth 
 of the boats on that canal are of that tonnage; and probably not more 
 than one-fourth reach 150 tons, and by far the largest proportion do not 
 much, if any, exceed 125 tons. Experience has demonstrated that the 
 larger boats are not profitable and cannot be used to advantage, espe- 
 cially with the present propelling-power, to wit, horses. 
 
 BREAKAGES IX THE CANAL AX INSURMOUNTABLE OBJECTION TO 
 
 ENLARGEMENT. 
 
 If all other objections and difficulties could be overcome, the repeated 
 and disastrous breakages which are constantly occurring would render 
 this route utterly unsuited, as well as inadequate, to the wants and 
 necessities of the West. Hon. James F. Joy, of Detroit, stated, in that 
 convention at Detroit, in 1865, as follows : 
 
 I think I hazard nothing in saying that the break in the Erie Canal by the floods 
 last spring, only for a period of "three weeks, occasioned a greater loss by far to the 
 holders of western produce, seeking the market, than this proposed canal (the Niagara 
 Falls Canal) would cost, even though it should reach $-.25,000,000. (Report of the con- 
 vention, page 87.) 
 
 Since then there have been three breaks equally disastrous and con- 
 tinuing much longer. The break near Rochester, in the spring of 1871, 
 lasted about six weeks, and carried wide-spread ruin and disaster among 
 
28 
 
 NIAGARA SHIP-CANAL. 
 
 the grain-dealers and farmers in all the Western States. Should the 
 canal be enlarged to the proposed dimensions, the conclusion is inevi- 
 table that breaks would be quite as frequent and far more disastrous 
 than now, because there would probably be nearly ten times the volume 
 of water. 
 
 THE HOT WATERS OF THE CANAL.— SOUR GRAIN CARRIED IN BULK. 
 
 But over and above all these objections, there is one which can never 
 be overcome — that is the temperature of the water during, the summer 
 months ; indeed, during* nearly all the season of navigation. During 
 that period, these waters are denominated, by boatmen and others ac- 
 quainted with them, as " hot," and they are most emphatically so. Vast 
 amount of damage is done every year to grain carried in bulk, espe- 
 cially wheat and corn, and more especially the latter, if they have be- 
 come at all damp in the passage down the lakes, or were in a somewhat 
 unmatured state when shipped, as is often the case. This objection to 
 the Erie Canal can never be overcome. One western shipper once 
 described this risk to a member of this committee as " almost equal to 
 a passage through the Gulf of Mexico and around the Florida Keys in 
 the hottest season of the year." There is an actual difference in prices 
 between flour, wheat, and corn going by canal of about 5 per cent., and 
 oftentimes much more, being that much less than the prices of the 
 same articles carried by rail in all the eastern and European markets. 
 This difficulty can never be removed by any enlargement of the prism 
 of the canal, especially on that part of it where the cold waters of Lake 
 Erie cannot be used, which will include nearly two-thirds of the whole 
 length of the canal. This risk and depreciation cannot be encountered 
 by western agriculture in its present and prospective magnitude, if 
 there be any possibility of avoiding it. That depreciation is a dead loss 
 to the West of more than $2,000,000 per annum. 
 
 THE EARLY FREEZING OF THE CANAL. 
 
 The capacity of the canal is so entirely inadequate to the demand, 
 that vast amounts of western produce are annually pushed forward at 
 so late a period that immense damage and loss are incurred by western 
 shippers, especially if there be a premature closing of the canal. Sir 
 Morton Peto, in his work on America, published ten or twelve years ago, 
 states, that, "in one instance coming within his own knowledge, 40,000 
 barrels of flour were detained several months in consequence of this 
 delay, and the owner ruined thereby." He further says, "A vast mass 
 of produce is yearly destroyed from the inability of the carriers to for- 
 ward it. The owners are ruined, and parties in the Eastern States, who 
 advance money on this produce, charge excessive rates to cover the 
 risks of delay. These delays, risks, and losses will increase with the in- 
 crease of western agriculture; whereas if continuous navigation, by' 
 way of the lakes, were opened, the capacity of that route would be so 
 great — indeed unlimited — that ten times the present products of the West- 
 ern States could be moved to market long before the close of navigation." 
 It would be difficult to give a more correct and faithful description of 
 this whole question than is done by the author of that book in this 
 short sentence. Besides, lake navigation is not subject to this damage 
 by heating, because the waters of the lakes are always cool, and grain 
 carried in bulk never becomes heated on the passage, although some- 
 times it incurs dampness. This, however, does not prove to be a serious 
 
NIAGAltA SHIP-CANAL. 
 
 29 
 
 objection to lake-navigation, because of the rapidity with which lake- 
 vessels, especially steamers, move from the port of shipment to that of 
 discharge; the average speed being at the rate of eight miles per 
 honr, or two hundred miles in twenty-four hours, equal to the average 
 speed of freight trains. 
 
 We think we have demonstrated in another place, by proof which 
 cannot be impeached, that navigation by Lake Ontario and the Saint 
 Lawrence would be more than a month longer than by the Erie Canal, 
 the average time down that river being 270 days ; by the Erie Canal 230. 
 
 THE GENEROSITY OF THE AVE ST APPEALED TO TO DESIST FROM 
 THIS ENTERPRISE BECAUSE NEW YORK HAS EXPENDED LARGE 
 SUMS IN THE CONSTRUCTION OF THE ERIE AND OTHER CANALS OF 
 THAT STATE. 
 
 When, however, all other arguments fail to convince the people of 
 the West that the Erie Canal is all-sufficient for their demands and 
 necessities, their generosity is appealed to because the State of New 
 York has expended large sums of money in the construction of that and 
 other canals. This argument found expression in the remonstrance of the 
 Buffalo Board of Trade sent to the Detroit commercial convention held 
 on the 13th of December, 1871. (See page 34 of its proceedings.) This 
 remonstrance is entitled to great consideration as emanating from a 
 body of business and commercial men of great influence and respecta- 
 bility, including nearly all of her wealthy and principal business men. 
 That remonstrance may be condensed under the following heads: 
 
 First. The West ought not further to prosecute this enterprise (Niag- 
 ara Falls Ship-Canal) because the State of New York has, with great 
 magnanimity and at great expense to her treasury, opened up a large 
 and adequate means of transportation of western produce to eastern, 
 and European markets, to wit, the Erie Canal. This plea is always put 
 forth whenever this question of the Niagara Falls Ship-Canal is agitated 
 or efforts made to secure its construction. 
 
 In examining this assumption we have not one word to say in dispar- 
 agement of that water route. We readily concede all the good it has 
 done in the past, in the development of the country west of the lakes. 
 But when it is assumed that this work was begun and prosecuted to 
 final completion through the superior patriotism and magnanimity of 
 the people of the State of New York, we beg leave to suggest our dissent. 
 The record is somewhat, indeed entirely, different. The action of the 
 people of that State in relation to the construction of the Erie Canal 
 can be accounted for upon entirely different principles, which is the true 
 interpretation, and which at the same time does not in the slightest 
 degree impugn the magnanimous motives of the noble and patriotic 
 citizens of that State. In the report of the engineers and surveyors on 
 the New York canals for the year 1868, pages 12 and 13, it appears that 
 the tolls and other receipts of the Erie and Chainplain Canals up to 30th 
 of September, 1861, paid the cost of their construction, enlargement, 
 extension, and improvement, and interest thereon at the rate of about 
 7 per cent, per annum, and the cost of repairs, maintenance, and collec- 
 tions thereon to that date, and over and above ali these charges left a 
 surplus of net profits to the State of $38,455,560.01. That is a pretty 
 good showing as a mere business transaction, to say nothing about 
 patriotism, magnanimity, and all that. That same report shows that 
 twenty-nine-thirtieths of that enormous amount (more than 375,000,000) 
 came from tolls levied upon commerce coming from or going to the 
 
30 
 
 NIAGARA SHIP-CANAL. 
 
 country lying west of Lake Erie. Iu 180$ tlie New York canals trans- 
 ported 6,442,225 tons of freight, (report of auditor of the canal depart- 
 ment, page 67.) about uineteen-tweutieths of which was carried by the 
 Erie Canal. Only 201,654 tons (or less than one-thirtieth of which) was 
 the growth or product of the State of New York. The report for 1871 
 (page 67) shows that between the years 1835 and 1871, both inclusive, 
 those canals earned 124.432.939 tons of freight, only 4.314,431 tons of 
 which was the growth or product of that State. 
 
 NET EARNINGS SINCE SEPTEMBER 30, 1861. 
 
 The financial report of the auditor of the canal department for the 
 year 1871 (page 68) shows that the net earnings of those canals from 
 30th September, 1861, up to the close of the fiscal year September 30, 
 1^71. amounted to the sum of £32,970,269.29. That same report shows 
 that the surplus revenues of the canals of the State, from 1836 to 1871 
 inclusive, amounted to the sain of $72,424,797.21. The whole of this 
 amount is to be credited to the Erie and Champlain Canals, because the 
 balance of the canal system of the State, amounting to more than five 
 hundred miles, has cost, iu principal, interest, and expenses, over and 
 above the income derived therefrom, 6=43,733,378.19, as will be seen by 
 the annexed table prepared from the auditor's report for 1871 : 
 
 Statement of receipts and expenditures on account of the several canals of the State of N etc 
 York, other than the Erie and Champlain Canals, taken from the report of the auditor of the 
 canal department, for the year ending September 30, 1871, from panels to 105. inclusive; the 
 statement of receipts only include tolls, sale of lands, and water-rents. 
 
 Canals. 
 
 Vears. j Expenditures. 
 
 Receipt of tolls, 
 <fcc. 
 
 Deficiencies. 
 
 Black River 
 
 Genesee Valley 
 
 1626 to 1*71 
 1835 to 1871 
 18 JO to 1871 
 1831 to 1871 
 1833 to 1871 
 1K37 to 1-71 
 1837 to 1871 
 1841 bo 1*71 
 1853 to 1871 
 183S to 1871 
 
 $8. 750, 224 13 
 
 3. '244. 070 16 
 
 4, 36-2. 125 83 
 1.005,241 99 
 9,697,073 21 
 7.423,346 13 
 
 16.920.121 51 
 64 i, 999 31 
 39. 64 V 93 
 583. 376 46 
 
 $3, 517, 622 23 
 954, 317 32 
 504, 207 30 
 
 44. 446 76 
 719, 13t 75 
 174, 117 22 
 739. 664 4-2 
 
 65, 180 51 
 1.261 46 
 21*, 671 46 
 
 6"). 232, 601 79 
 •2. 269, 752 84 
 3, 657, 916 58 
 960, 973 23 
 8, 977, 937 46 
 7. 249, 230 91 
 16.160,237 09 
 575, 818 80 
 36,360 45 
 370, 706 96 
 
 52, < $,294 
 
 B, 932 646 47 
 
 43, 733, 376 IS 
 
 Statement of receipts and expenditures on account of the above-named canals, for the years 
 lS69and 1870, taken from the tamt report and paaes. 
 
 Canals. 
 
 Tears. 
 
 Expenditures. 
 
 Receipt of tolls,] Deficiencies . 
 
 1 
 
 Cayuga and Seneea 
 
 1869 to 1870 
 1869 to 1870 
 1869 to 1870 
 1869 to 1870 
 1869 to 1870 
 1869 to 1870 
 1*69 to 1870 
 1369 to 1870 
 1869 to 1870 
 1869 to 1870 
 
 6563, 653 51 
 168,366 61 
 2-J4. 016 02 
 
 59,731 45 
 843.767 83 
 354, 956 20 
 622. 506 HI 
 278.662 80 
 5. 43-2 70 
 
 5-2,223 12 
 
 $295,241 56 
 65, 158 19 
 15,499 1 7 
 740 55 
 42, 196 56 
 23. 602 54 
 39, 953 10 
 
 I2G8 411 95 
 123,210 4-2 
 208, 568 85 
 
 58, 996 90 
 801, 567 27 
 331, 153 66 
 562 553 51 
 276, 662 60 
 5. 432 70 
 
 52 223 1-2 
 
 Crooked Lake 
 
 
 Black River 
 
 Bald wins ville 
 
 
 Oneida River improvement 
 
 
 
 
 3. 190. 336 65 
 
 476. 392 67 
 
 2 701. 901 16 
 
 Now, allowing New York to furnish one-thirtieth of the business to 
 her productive canals, (which will be about her fair proportion,) and she 
 
N I A G A R A SHIP- C A X A L . 
 
 31 
 
 has contributed *1>U.393.33 toward the payment of the debt incurred in 
 those two years fur the support of those unproductive canals. Leaving 
 a balance to be levied upon the commerce of the country passing through 
 and beyond her limits of $2.0i'1,4o7.S.j. for the years 1S69 and 1>70. which 
 is an average of $1,310,703.92 per annum, levied upon that commerce 
 passing through and beyond her limits, to support her system of unpro- 
 ductive canals, which are not one particle of benefit to any portion 
 of the country except herself. It was. therefore, with a great deal of 
 significance, as well as truth, that Mr. Allen stated, in the Detroit com- 
 mercial convention of 1865. "that New York, with one arm on the ocean 
 and the other on the lakes, commanded the highway of commerce be- 
 tween the East and West." and was not to be disturbed with impunity 
 in the good thing she was then, as now, enjoying in her canal system, 
 unproductive as well as productive. 
 
 It will not be necessary to cite specific authorities to prove that at 
 least eight-tenths of this enormous sum of money has been levied directly 
 upon the agricultural industry and commerce of the people of this coun- 
 try living west of the lakes: and that this system of taxation is still 
 going on, not only to pay oil' the balance of her canal debt, but also to 
 maintain her system of unproductive canals, which are for her own 
 exclusive use and benefit. This charge exceeds one and a quarter million 
 dollars per annum, twenty-nine-thirtieths of which comes directly out of 
 the pockets of the people of the United States, residing beyond the limits 
 of the State of Xew York. So much in reply to the claim of •• gener- 
 osity" in the construction of the Erie Canal. The course of the State 
 of New York, stimulated and mainly incited by the citizens of Buffalo 
 and other promoters of the oppressive system of monopoly, which they 
 have succeeded thus far in maintaining, as to call out the following- 
 rebuke from one of her most patriotic, public-spirited, and wealthy citi- 
 zens, one, too, whose private interests would be far more effectually 
 promoted by the policy which he condemus than by the liberal and 
 patriotic one which he advocates. 
 
 Genii Smith to Horace Greeley. 
 A PLEA FOR THE SOUTH. 
 
 " Considering thyself, lest thon also be tempted." 
 
 Peterborough. March 6, 1865. 
 My Dear Sir : I have not taken up my pen to defend the South. The extent of my 
 present plea for her is simply to say, and briefly to illustrate, that there is one point at 
 which she is little if any worse than the North— and this. too. although it is right here 
 that the North judges her most severely. The point to which I refer is weakne ss of 
 national and patriotic feeling. Very remarkable. I admit, is this weakness in the 
 South. Else she would not have fallen off from the nation: else her slave-holding and 
 selfishness would not so easily have overcome her patriotism. But this weakness is 
 perhaps no less at the North. If slave-holding and consequent love of rule can produce 
 it at the South, so can greed of gain produce it at the North, aud perhaps quite as 
 abundantly. 
 
 New Jersey imposes a transit duty on the citizens and commerce of the other States : 
 also on the mails: ay. aud even on soldiers, who are pressing forward to shed their 
 blood in defense of their country. My complaint is not chiefly because this transit duty 
 violates the exclusive right of Congress to regulate commerce between the Stares, to 
 establish post-roads, and to raise armies — the right to raise which, of course, implies 
 the right to move them. Immeasurably more is my complaint because this transit duty 
 violates those laws of neighborhood and fraternity, of intercourse and fellowship, which 
 bind together the people of every worthy and happy nation. Iu effect, and to no small 
 extent. New Jersey has seceded from the nation. * That she has not seceded from it 
 directly and entirely is only because she has not been tempted to do so. With no 
 affection for her sister States, aud with no patriotism to make her national, she would 
 not. unless obliged to. remain in the Uuion a siugle year after her selrish iuterests should 
 begin to clamor for her withdrawal from it. 
 
32 
 
 NIAGARA SHIP-CANAL. 
 
 The State of New York is proving herself to be no less selfish, unpatriotic, and nnna- 
 tioual than the State of New Jersey. In two respects the Western States are unfavora- 
 bly situated. 1st. They are so far from market as to make transportation very expensive. 
 2d. So bulky are their staples that the present highways are very far from sufficing for 
 their transportation. Hence their last year's crop is still largely npon their hands. In 
 these circumstances their call is lond. and increasingly lond, for more and cheaper out- 
 lets. For one of these outlets they look to the Niagara River. But the State of New 
 York (if we call her legislature herself) will not let them use this river — will not let 
 it be improved and fitted for their use. By all that is patriotic and national, just and 
 generous, fraternal and religions, she is urged to permit it. Nevertheless, she with- 
 stands the appeal. For she thinks she can make money by withstanding it ; and it Is 
 
 money that she is after. 
 
 ******# 
 
 I do not complain of Buffalo for opposing this improvement. I do not complain 
 that her selfishness in opposing it seems to be as great as the selfishness of Os- 
 wego in advocating it. In weighing this great matter, the spirit, as well as the in- 
 terest, of these towns is to be '* counted as the small dust of the balance." By the way. 
 Burial o is blind, and Oswego may be sadly disappointed. Whatever shall contribute 
 to draw the produce of the West to the foot of Lake Erie will be for the interest of 
 Buffalo. The Niagara River would, with its proposed improvement, be lined with ship- 
 yards — ship-yards for both lake and ocean vessels. Where could the materials for 
 ship-building nnd for a vast variety of manufactures be more easily collected? These 
 ship-ya: ds and manufactures would be largely Buffalo's. The nnequaled water-power 
 created by tms improvement would also be largely Buffalo's. From her commanding 
 position, great population, and great wealth, Buffalo would necessarily have the lion's 
 share of that vast commerce, which would soon make the Niagara River and the foot 
 of Lake Erie one of the busiest scenes of earth. Surely danger to Buffalo is not from 
 routes which lead to her and by her. It can be only from such as lead elsewhere — as 
 for instance, from present and projected routes through Canada, and from rivers, canals 
 and railroads, that attract commerce from the region of the Lakes to Philadelphia, Bal- 
 timore, and western cities. As to Oswego, who hopes to share so largely in the in- 
 creased commerce of Lake Ontario — she may be left to wonder that so much of it turns 
 into Rochester and so much into Sodus, and- that so much goes down to Ogdensburgh. 
 to Montreal, to Portland and Quebec. In passing, let me say that one of the loudest 
 objections to this improvement of the Niagara is made in the name of patriotism. The 
 objection I refer to is that the improvement will divert western produce from our own 
 to foreign markets. But if this objection is well taken, then we have in it the very 
 strongest commercial argument for the improvement. By all means let us have - it, if 
 it shall give to eight or ten of our Western States better markets in Montreal and Que- 
 bec than they now enjoy in Portland, Boston, New York, Philadelphia, and Baltimore. 
 For what, compared with the vital interests of these States, is the consideration that 
 a few of our great cities will grow somewhat faster if they have the undivided trade of 
 these States. 
 
 Away with all this narrowness! No man, who is the subject of it, is worthy of being 
 called a statesman. Give to the West the best possible markets, be they within or 
 without the nation. Would too that they could be given now, while she is suffering so 
 much from the war, and while the commercial and manufacturing East is profiting so 
 much from it ! 
 
 I fear, however, that the improvement of the Niagara would not, to any considerable 
 extent, give new and better markets to the West. Probably nearly all her commercial 
 gains from it would be the cheapening of transportation to her old markets; and, by 
 the way, this cheapening would be not so much because the Niagara is the cheapest 
 route, as because it would add another to the competitive routes. It is increased com- 
 petition for the transportation of her products that the West needs. 
 
 I said that the objection in question is made in the name of patriotism. The objec- 
 tion, as well as the patriotism, is affected. Poor is that patriotism which does not go 
 for the country and the whole country. And as to the objection— they who urge it do 
 not believe in it. They make little account— in my judgment less than they should— 
 of a river whose month is blocked up half the year with ice. It is interest in Buffalo 
 and in the western portion of the Erie Canal that urges the objection. 
 
 I said that it is not of Congress nor of Buffalo that I complain. It is of our own 
 State — a State that I long to see as wise and just, as generous and patriotic, as she is 
 rich and populous. A year ago she refused to incorporate a company for making this 
 necessary improvement in the Niagara. Would that she could now see it to be her 
 duty to incorporate such a company! This, however, is hardly to be expected in the 
 light of the fuct that she has so recently planted herself squarely and effectually in 
 the way not only of the congressional but of every other authorization of the improve- 
 ment. *Had she' but said that this is no time fo/the Government to incur a debt for 
 such a work. I would not have censured her. But as she said that the people of the 
 Western States should not cross her territory except where she pleased and at what 
 
NIAGARA SHIP-CANAL. 
 
 33 
 
 price she pleased. I hasten to condemn her. By the way, how stnpid in two points of 
 view is oar State in dreading the Niagara Eiver as a rival to her Erie Canal. l»t. It 
 is her own river, leading down her own lake and its ontlet : and therefore why should 
 she dread it ? *2d. The improvement of that river may be indispensable to save her 
 from the fast-innlti plying rivals beyond her borders. Instead .of being wisely afraid 
 of others, she is foolishly afraid of herself. Or rather, she refuses to adopt another 
 means of defense against foreign rivalry lest it may prove more effective than her 
 present means. A very silly nation wonld be that which should refuse to build a new 
 fort lest it might do more execution than the old one. 
 
 And then how ridiculously conceited is our State in assuming that her present ave- 
 nues for western commerce are superior to all possible avenues for it out of the State ! 
 It may tnru ont that, even if we shall avail ourselves of our greatest natural advan- 
 tages fur attracting that commerce, we shall nevertheless fail to enjoy any very large 
 portion of it. There are far shorter routes north of us: and the routes south of us, 
 not to speak of their other advantages, are favored with a climate far less rigorous 
 than our own. In fine, it may turn out. not that the improvement of the Niagara 
 River is indispensable to save to Buffalo and the State of New York a large share of 
 western commerce, but that, even with this improvement and every other possible im- 
 provement to that end, the most of it will go elsewhere. When was there ever greater 
 stupidity or greater conceit than that which our State is now illustrating ? She is 
 virtually boasting that, with one hand tied, she can still whip the world. But she may 
 yet see that if she had as many hands as Briareus, she would nevertheless need them 
 all to- reach successfully after the bulk of western commerce. Utterly contemptuous 
 of all commercial rivalry is she. Utterly contemptuous, in this respect, is she of Boa- 
 ton and Philadelphia ; and of Baltimore too, who, now that she is relieved of the incu- 
 bus of slavery, is to be no mean competitor for the trade of the West- Of the Saint Law- 
 rence she makes no more account than does Behemoth of a river. ff * Behold, he drinketh 
 up a river, and hasteth not." And as to little Mississippi, it is but enough to rinse her 
 mouth with, as Jordan was but enough for the like service to Behemoth. ;t He trasteth 
 that he can draw up Jordan into his mouth."' She allows her present commercial pre- 
 eminence to assure her of her future commercial pre-eminence. Certain is she that 
 ' k To-morrow shall be as this day aud much more abundant." 
 
 Poor Stare of New York ! She is shriveled by her petty policy; and this petty policy 
 has come of her vanity and greed. Tell her that the improvement of the Niagara will 
 add to the business of her canals and railroads an drivers and towns, and she will 
 straightway answer you that her tolls in this or that section may be diminished by 
 it. She is after tolls instead of commerce. In her folly she makes tolls the primary 
 and commerce the secondary consideration. She " holds at the spigot while it runs at 
 the bung.' r 
 
 Alas, our States! No wonder they have fallen asunder. Slavery and avarice have 
 done their work upon them. Instead of loving each other, and working together to 
 build up the noblest nation on the earth, they, like the States of ancient Greece, are 
 jealous of each other, and hate each other, and «work against each other. Seeiug that 
 our nation is composed of such selfish and niurna?ly warring elements, what betier can 
 we expect for her than a short and unhappy existence ? 
 
 The doubt is sometimes expressed whether we Yankees are capable of beedming 
 Christians. The reason for the doubt is that our individuality is so intense : or, in less 
 flattering phrase, that we are so intensely selfish, and so prone to pull and haul, each 
 to his own side and to his own interest. For the like reason may it not be doubted 
 whether'we Yankees are capable of becoming a prosperous and permanent nation? 
 
 New Jersey a Christian State ! New York a Christain State ! Say not so ! To be a 
 Christian is to fall in with Christ's God. But who is so foolish as to believe that Christ's 
 God sees with complacency New Jersey and New York so greedy of gain as to throw 
 themselves across the pathway of His children, aud demand a fee for allowing them 
 commercial and fraternal intercourse ? Does Christ's God refuse His Niagara Eiver to 
 His children in the Western Stat*-s ? O no ! He made it for them more than for His 
 children in this State, because they need it more. 
 
 And say not that New Jersey and New York are patriotic and national States. They 
 are breaking up our nation : and this, too. under an infinitely feebler temptation than 
 that which the Southern States yielded to when they broke off from it. The time is 
 past for sayiug to either New Jersey or New York : * k Considering thyself, lest thou also 
 be tempted.'' They have both been tempted, and they have both fallen. And so long 
 as they continue to deny to their sister States the right of way — a right as clear, certain, 
 aud natural as the right to breathe— so loug will the man, who judges States by their 
 dispositions as well as their deeds, class New Jersey and New York with South Carolina 
 aud the other rebel States. 
 
 Surely, surely, if the day shall ever come when a sounder patriotism and a jnster 
 understanding of commercial interests shall obtain in the State of New York, it will 
 not then be held to have been an honor to belong to her legislatures, which lefused the 
 people of the Western States a cheaper ronte across her territory. 
 
 H. Mis. 22 3 
 
34 
 
 NIAGARA SHIP-CANAL. 
 
 I said that we must not call New Jersey and New York Christian States. Christ's 
 religion bids ns extend good not only to sister States, but it bids us " go into all the 
 world" with the good — even down the Saint Lawrence. 
 
 What must we poor Yankees do? We cannot adopt Auguste Comte's positive reli- 
 gion, for that expressly desires us to live " pourautnti " — for others— for "family, country, 
 humanity." We cannot adopt that religion, for we insist on self-seeking as our practical 
 rule. Nor, though we loudly profess it, can we really adopt Christianity. For this 
 religion not only requires us to live for all mankind, but for their Maker also. Are we 
 fated, then, to be nothing better than self-seeking atheists ? 
 With great regard, your friend, 
 
 GERRIT SMITH. 
 
 Hon. Horace Greeley. 
 
 Second. Another reason urged by the Buffalo Board of Trade against 
 the further prosecution of the enterprise for the construction of the Ni- 
 agara Falls Ship-Canal is "that, by the opening up of this water-route 
 to the Atlantic Ocean, the agricultural products of the West, going to 
 a European market, would reach their destination down the river and 
 gulf of Saint Lawrence by a route 700 miles shorter than to go by the 
 Erie Canal and Hudson Biver to New York City, thence to Europe, and 
 thereby the trade and commerce of that city and the Erie Canal would 
 be very greatly damaged." 
 
 Here the Board of Trade of Buffalo appeal directly to the patriotism 
 of the people of the West. This appeal ought, under all ordinary cir- 
 cumstances, to have great weight in the determination of any question 
 of the magnitude and importance of this. But we must remember that 
 the Erie Canal is, at the present time, by the free and unqualified ad- 
 mission of its friends, utterly inadequate to meet the reasonable demands 
 and necessities of the people of the whole country, and more especially 
 of the people of the West; and yet the people of the State of New York 
 at the autumn election in 1868, on a question of " enlargement of the Erie 
 Canal," voted against the proposition by nearly one hundred thousand 
 majority. And yet the Board of Trade of Buffalo, and through them pos- 
 sibly a large portion of the people of the State of New York, in somewhat 
 piteous terms appeals to the people of the West " not to inflict so great 
 an injury upon the people of that city and State as to divert (heir trade 
 to Europe and the Eastern States down the Saint Lawrence," although 
 it be more than eight hundred miles shorter than by the Erie Canal and 
 New York City, and although they can carry their produce to those 
 markets for less than one-third the cost. (See Buffalo protest, page 35, 
 in proceedings of Detroit convention, 1871.) This appeal would almost 
 seem to be a direct insult to the intelligence and independent spirit of 
 the people of the West, but surely it could not have been so intended. 
 Still this supposition has additional illustration in the action of that Board 
 of Trade and the city council and citizens generally of Buffalo during the 
 pendency of a law granting the right of way for the Niagara Falls Ship- 
 Canal before the legislature of the State of New York at its last session, 
 1872. They sent down to Albany an immense lobby (several hundred) 
 expressly to work against and if possible defeat that bill, and they did 
 defeat it. It would appear that the language of Mr. Allen, of Buffalo, 
 in the Detroit commercial convention in 1865, (proceedings, page 93,) is 
 the language of Buffalo and its confederate monopolists of to-day. Mr. 
 Allen said : 
 
 The Empire State, (of New York,) with one arm on the lakes and the other on the 
 ocean, commands the route to the sea-board, and was not to be insulted by that conven- 
 tion. 
 
 What was that convention and those gentlemen doing that should call 
 out such a portentous and significant warning from one of the most 
 prominent and wealthy citizens of Buffalo? Simply and only this: rep- 
 
NIAGARA SHIP-CANAL. 
 
 35 
 
 resentative men, as delegates from nearly every State and commercial 
 center in the country, as also from every province and every city in the 
 Dominion of Canada, to the number of about seven hundred, had peaceably 
 and quietly come together at Detroit to consult together, and, it possible, 
 devise some plan to cheapen transportation between the East and West. 
 One plan proposed was this ship-canal. That was all the cause there was 
 for this fiery menace. Such also was the object of the Detroit conven- 
 tion in 1871 — u cheap transportation " — nothing more, nothing less. The 
 people of the West will, therefore, understand that any attempt to secure 
 "cheap transportation" by going round the falls of Niagara, will be con- 
 sidered as an u insult to the great Nate of New York," (the Empire State.) 
 We cannot view the question in that light, nor do many of her most 
 prominent citizens. The following additional letter of Hon. Gerritt 
 Smith sets forth the action of the legislature of that State on this sub- 
 ject in its true light : 
 
 NIAGARA SHIP-CANAL. 
 
 The people of our Western States rely on the sale of their surplus produce to furnish 
 themselves with the coruforts and conveniences of life. Hence their chief concern is to 
 get the largest price for it — the largest net payment for it. To this end they seek out 
 as many markets as they can, and the most favorable routes to them. Sorely there is 
 nothing iu all this that is unreasonable; nothing in this that others should not take 
 pleasure in permitting and promoting. Nevertheless in these important respects the 
 State of New York not only shows no favor to the West, but arrays herself in positive 
 and heartless opposition to it. The West wants a way to market through a canal 
 around Niagara Falls, and she is williug to pay for the few acres of land which the 
 canal would take. But the State of New York, through her legislature, withholds her 
 consent; and withholds it under the plea that this canal would divert some of this 
 western produce from the Erie Canal. 
 
 Surely, such a selfish and narrow spirit as is here exhibited by our State, wonld, if 
 exercised by one individual toward another, be condemued by all right-minded meu. 
 The generous and fraternal spirit which should actuate States and nations as well as 
 individuals iu their intercourse with each other, would rejoice not in shutting cut the 
 West from this or that market, but in facilitating her access to as many markets as 
 possible. Of comparatively little moment to the State of New York is it whether the 
 Erie Canal shall have somewhat more or somewhat less of western freight ; but a vital 
 question to the West is it whether she shall enjoy the best markets and the best routes 
 to them. 
 
 This making money out of the necessities of others — necessities, too, which we are 
 responsible for producing — is a mean and wicked business; and this is the mean and 
 wicked business which the State of New York is carrying on against her western sisters. 
 But will she be able to do more than to try to make money out of their necessities i 
 More probable is it that she will lose than make out of them. Her unrighteous greed 
 of gain is carrying her too far for her own success. It will drive the West to markets 
 through Canada, Pennsylvania, and the Mississippi. 
 
 Fighting in this wise against the Western States, New York fights against their and 
 her Common Father. His will, as revealed in all nature and providence, is that States 
 and nations, as well as individuals, are to help and not hinder each other; and that 
 they are to find their prosperity and happiness iu the practice toward each other not 
 of selfishness but of benevolence. "The earth is the Lord's and the fullness thereof." 
 Hence we are to use it aud suffer it to be used in harmony with His laws and His lov- 
 iug-kimlness. To withhold from the West her vitally needed use of these few acres 
 around the great cataract is virtually to deny the title of God himself to them. 
 
 How long will our United States remain united ? Only so long as they shall deal 
 righteously and fraternally with each other. They will soon fall apart, if that spirit 
 shall become general among them which New York is manifesting toward her western 
 sisters. The South adopted the bad policy of dissolving the Union. Let not New York 
 also adopt it. 
 
 GERRITT SMITH. 
 
 April 8, 1872. 
 
 The reply, by its resolutions, of that Detroit convention, of 1865, is 
 the very best answer to the menace of Buffalo, as expressed by Mr. 
 Allen, on the attitude and action of that State, that can be given, to 
 wit: 
 
 3d. Iienohed, That the State of New York, geographically located on the highway of 
 
36 
 
 NIAGARA SHIP-CANAL. 
 
 commerce, between the great chain of lakes, to the sea-board, and having within her 
 borders the commercial metropolis of the nation, is bound, by every consideration of 
 interest aud true policy, <and by the comity she owes her sister States, to improve and 
 enlarge the shortest water-communication between the lakes and tide-water. Failing 
 to do so, slie must not complain if a portion of her great inland commerce shall be diverted 
 through other and cheaper channels of communication. (Proceedings of convention, 1865, 
 page 96.) 
 
 That is the only, because the best, answer we can make to all the 
 threats and menaces which, on all occasions, are constantly emanating 
 from a portion of the people of that State whenever this question of 
 "cheap transportation" comes up for discussion and elucidation. Had 
 the people of that State shown the least disposition to meet the reason- 
 able demands and necessities of the people of the West for greater 
 facilities and cheaper rates of transportation, they, and especially the 
 people of Buffalo, would not, in all probability, be alarmed and con- 
 stantly harassed in the possession and enjoyment of those monopolies 
 which they have succeeded in fastening upon the industry and com- 
 merce of the West by the continued and persistent efforts of the west- 
 ern farmers, laborers, and commercial men to break down that rocky 
 barrier at Niagara Falls, and thus to reach the Atlantic Ocean. 
 
 But perhaps we are judging the people of that State too harshly. In 
 all the opposition of the people of New York to the proposed enlarge- 
 ment of the Erie Canal, and more especially when that vote on the ques- 
 tion was taken, in 1868, they fully understood the difficulties and objec- 
 tions (heretofore set forth) against the attempted enlargement of that 
 canal. They well knew that it was a practical impossibility, because 
 their engineers, and other public officers whose duty it was to solve that 
 exact question, and who had faithfully and successfully done so, had 
 repeatedly told them so; and therefore they had intelligently voted 
 against the proposition of enlargement because they kneiv that it was an 
 utterly impracticable scheme. They knetv that it was utterly impossible 
 to supply water on the "Syracuse level" for any enlargement whatever; 
 and they knew also that it was equally impossible to bring the waters 
 of Lake Erie up on to that level. And much more than these facts did 
 the people of the State of New York know, and thus they voted against 
 enlargement, aud will probably do so every time the question comes up; 
 and they will do right. It will be just so much of the public money 
 thrown away and utterly wasted. And more especially do they know 
 that such enlargement cannot meet the demands and necessities of the 
 people of the West. 
 
 BIGHT OF TRANSIT FOR THIS CANAL GRANTED BY THE LEGISLATURE 
 
 OF NEW YORK. 
 
 But we probably do the people of New York injustice in another par- 
 ticular. Thus far we have treated this subject as if the people of that 
 State, in their legislative and official capacity, had obstinately and per- 
 sistently refused the right of transit for this canal across their territory. 
 Such, however, is not the fact. In the session for 1840 the legislature 
 adopted the following joint resolution, which has the full force and effect 
 of a statute, to wit : 
 
 RESOLUTIONS relative to ship-canal around Niagara Falls. 
 
 Resolred, (if the senate concur,) That the consent of this legislature is hereby given to 
 the construction, by the Government of the United States, of a ship-canal around the 
 falls of Niagara, and that the Senators and Representatives of this State, in the Con- 
 gress of the United States, be requested to use their best efforts to procure the passage 
 of a bill for this purpose. 
 
NIAGARA SHIP-CANAL. 
 
 37 
 
 Resolved, (if the senate concur.) That the governor of this State he requested to trans- 
 mit to each of the Representatives of this State, in the Congress of the United States, 
 a copy of the foregoing resolution. 
 
 In assembly, February 15, 1^40. 
 
 By order: 
 
 P. B. PRINGLE, Clerk. 
 In Senate, April 18, 1840. 
 
 Resolved, That the senate do concur with the assembly in their said resolutions. 
 By order: 
 
 SAM. G. ANDREWS, Clerk. 
 (Session Laws and Concurrent Resolutions of the Legislature of the State of New 
 York, session 1840, page 250.) 
 
 RAILROADS CANNOT FURNISH CHEAP TRANSPORTATION. 
 
 Of railroads little need be said — nothing to their disparagement— only 
 this, that they can never give to the country " cheap transportation? In 
 this, as in all other systems and enterprises, there is a point in the scale 
 of prices below which they cannot go, and no reliance whatever can or 
 should be placed, by the business interests of the- country, upon any 
 temporary reduction below that point. SLould, for example, two cents 
 per ton per mile be the minimum point in the price of profitable rail- 
 road transportation, any reduction below that point would and could be 
 only temporary, and, in the end, would work disaster and ruin to all 
 classes of business alike — transportation, manufacturing, agriculture, 
 and commerce, and the railroads as well. Every continuous line of rail- 
 road from the Atlantic sea-board to the foot of Lake Erie has cost about 
 $100,000,000; at least that is the amount of stock represented. The 
 experience of this country, as also of Europe, is, that every railroad, 
 including rolling-stock, depots, road-bed, indeed everything, wears out 
 entirely once in ten years. This does not include casualties by break- 
 age, fire, &c. This will require a levy upon the public travel and busi- 
 ness of the country passing over it of 10 per cent, per annum on the 
 whole capital stock invested, to keep it in repair, and at least 10 per 
 cent, more for operating expenses, breakage, and other casualties, inter- 
 est on capital invested, dividends, &c, making 20 per cent, in all, or 
 $20,000,000 upon every 8100,000,000 invested. It will be readily under- 
 stood that, under such circumstances, that road cannot by any possi- 
 bility furnish cheap transportation and at the same time do a safe and 
 remunerative business. The same ratio holds if the capital invested be 
 only one-half, or any other amount. 
 
 The, amount which such a road would be obliged to levy upon the 
 industry of the country in a single year to keep up those repairs would 
 very nearly open up this entire water-route to its utmost capacity from 
 the valley of the Missis sippi to the Atlantic Ocean. 
 
 This, however, is but oue of several roads — four or five, all of which 
 must do precisely the same thing, at the same time their carrying 
 capacity one way (from West to East, for example) does not exceed two 
 and a half million tons per annum. Experience has demonstrated that 
 railroads cannot reduce their rates below 2 cents per ton per mile and do 
 a safe or profitable business. 
 
 On pages 433 434 of the State engineer's report of Xew York for the year 
 1863, the rates of transportation on the Xew York Central and Xew Yoik 
 and Erie, from 1856 to 1861, inclusive, range from 1 cent and 8 mills to 3 
 cents and 4 mills, and average about 2 cents and 4 mills per ton per mile, 
 making an aggregate for the whole distance of upward of 610 per ton, 
 or more thau 30 cents for a bushel of wheat. On page 130 of the report 
 for the year 1864, the charges for the years 1802-63 were as follows : In 
 
38 
 
 NIAGARA SHIP-CANAL. 
 
 1863, Erie road, 1.89 cents per ton per mile, of which 61.93 per cent, was 
 actual cost of transportation, and of course 38.07 per cent. — about \ of 
 a cent — was profit ; that is the percentage to be levied to keep the road 
 in repair and other purposes, and does not include wear and tear, break- 
 age, interest on capital, &c. For the year 1863, the charges and expenses 
 for transportation were considerably higher, the cost and profit being in 
 about the same ratio. 
 
 Taking the thirteen principal roads of that State, (New York,) and 
 the average charge for those years (1856-63) was about 2.78 cents 
 (about 2§ cents) per ton per mile, of which about 55 per cent, was actual 
 cost of transportation, and of course 45 per cent, profit. This would be 
 about 35 cents per bushel on wheat. This does not include interest on 
 capital invested, breakage, wear and tear, &c. These included, and the 
 margin of profit would be very small, if anything at all. In 1864 the 
 average charges on the Erie road were about 1 cent and 7 mills per ton 
 per mile, or about one-fourth of 1 cent per ton per mile less than cost. 
 The annual report of the auditor of the canal department of New York 
 for the year 1868 shows that the average charges for transportation of 
 freight over the roads for that year were about 2f cents per ton per 
 mile. These charges will average about $31 per ton, or about 78 cents 
 for a bushel of wheat from the Mississippi Valley to New York City. 
 The average rate now charged by roads west of the lakes is about 4 
 cents per ton per mile. Special rates are somewhat lower, but seldom 
 less than 3 cents per ton per mile. Water-transit never exceeds 1 
 cent per ton per mile. During the season of water-navigation through 
 the lakes and Erie Canal, and with railroad transportation only 
 to the lakes, these charges could be, and probably are, somewhat re- 
 duced, and are much lower when there is not a pressure upon the ton- 
 nage capacity of the vessels on the lakes and canal. But during the 
 mouths of September, October, and November, when all the present 
 avenues of transportation are taxed to their utmust capacity to move 
 the wheat and other crops of the West to market, the charges of trans- 
 portation run up to more than double those rates — often to 5, 6, 7, and 8 
 cents per ton per mile. It Js a common saying among large transporters 
 on the Erie Canal, " that if they can make their boats pay expenses 
 during the season, and secure one load to each boat at the high rates 
 during the pressure of moving the western grain-crop to market, they 
 have made an excellent season's business." The foregoing are but a few 
 brief examples taken from a vast amount of record evidence on this 
 subject of transportation by rail, all of which clearly and unmistakably 
 establishes the proposition that "cheap transportation" by rail is en- 
 tirely out of the question. It can never- be secured. Experience has 
 most iucontestably demonstrated that- they cannot reduce their rates 
 below 2 cents per ton per mile and do a safe or profitable business. We 
 must, therefore, look to other agencies to secure the needed demand, to 
 wit, "cheap transportation." Experience has also demonstrated that 
 the agricultural interest of the West must have transportation from the 
 interior to the Atlantic sea board, at a rate not to Exceed 5 mills (J cent) 
 per ton per mile, as it now has on the great lakes. This it can only se- 
 cure by means of the proposed water-route. With that route the West 
 can successfully compete in the grain-markets of western Europe, with 
 the Baltic and Black Sea provinces, and not before. 
 
 COST OF TRANSPORTATION FROM THE BALTIC AND BLACK SEAS. • 
 
 It costs about 35 cents per bushel to transport wheat from the Baltic 
 provinces to Liverpool, and about 45 cents from the Black Sea provinces. 
 
NIAGARA SHIP-CANAL. 
 
 39 
 
 Now, to successfully compete with that wheat in the Liverpool and 
 other markets of Western Europe, we must reduce the cost from the 
 grain-fields of the West to those markets to about 30 cents per bushel. 
 This can only be done by reducing the* cost of water-rates. And this 
 can only be secured by opening up continuous steam-navigation of large 
 capacity from the valley of the Mississippi tc the Atlantic Ocean. That 
 prices will thus be reduced by opening this route will be most clearly 
 demonstrated by referring to the following tables: 
 
 Route from Dubuque, Iowa, by way of Wisconsin and Fox Rivers, the northern lakes, and 
 river St. Lawrence, to Liverpool. 
 
 o 
 
 Cents. 
 8.6 
 4. 2 
 7.9 
 17.1 
 .6 
 
 Dubuque to mouth of Wisconsin River 
 
 From mouth Wisconsin to Green Baj r , via rivers and canal' 
 
 From Green Bay to Montreal 
 
 From Montreal'to Liverpool 
 
 Add two transfers 
 
 Total. 
 
 70 
 
 280 
 1.061 
 
 2, 850 
 
 Mills. 
 
 3 
 5 
 
 2* 
 2 
 
 60 21 
 
 1 40 
 
 2 65 
 5 70 
 
 20 
 
 Cents. 
 1. 1 
 7.0 
 13.2 
 28.5 
 1.0 
 
 10 16 50. 6 1 30. 4 
 
 Route by rail to the lakes, thence by lake to Buffalo, thence by the Erie Canal and Hudson 
 River to New York, thence to Liverpool.* 
 
 From Dubuque bv rail to Chicago 188 
 
 From Chicago to Buffalo 1, 061 
 
 From Buffalo to Albany, (canal) 350 
 
 Albany to New York, (river). : 150 
 
 New York to Liverpool | 3, 150 
 
 Add tbree transfers 
 
 Cents. 
 3.0 
 
 .2* 
 
 .5 
 
 .3 
 
 .2 
 
 85 64 
 2 65 
 1 75 
 
 45 
 6 30 
 
 30 
 
 Total. 
 
 4, 899 
 
 17 09 
 
 Note. — These rates are tie lowest that are ever charged. When theie is a heavy 
 pressure on the several routes these rates are very often doubled, trebled, and .some- 
 times quadrupled, and even rates still higher are exacted. Whereas, on the through 
 lake route, such combinations to put up the prices on transportation can never prove 
 successful, because its capacity, being practically unlimited, freights can be forwarded 
 so rapidly iu such vast quantities, and at such low rates, that there can never be a 
 blockade, or pressure even, either upon thai or any other avenue of transportation. 
 Kates for transportation can rever be " put up" or increased, unless freights have so 
 much accumulated that they canuot be forwarded in good time. The whole opposition 
 therefore to this water-route monies from the citizens of Buffalo, and those interested 
 with them, in their efforts and determination to retain the power to create blockades 
 in the freight business, and bj that means to exact enormous charges for transit at 
 certain seasons of the year. Ii other words, it is a persistent and relentless war of 
 monopolists and moneyed combinations against the most vital interests of the whole 
 country, and more especially tha West. And what makes these efforts the more inex- 
 cusable and cruel is, that they operate directly and immediately upou those classes 
 
 * This table exhibits the lowest rates at which freights to or from the interior can be carried at a fair 
 profit. The same is also true, generally, of the rates by the river aud Gulf of Saiut Lawrence. 
 
40 
 
 NIAGARA SHIP-CANAL. 
 
 least able to endure these exactions, to wit, the small farmers, who do their own work, 
 scattered all over the broad prairies of the West, and the mechanics, operatives, and 
 laborers in our eastern cities and manufacturing districts. If the costs of transporta- 
 tion be high, high prices for provisions, indeed, of all the necessaries of life, are inevi- 
 table. The one follows the other as sure as night follows the day. Hence the strikes 
 and other difficulties among mechanics and operatives in cities and manufacturing 
 districts. 
 
 The above rates on the Erie Canal are the minimum. When the pressure from the West 
 is great to move the crop to market, transporters extort double, treble, and often even 
 quadruple the usual rates. Shippers must get their grain and other produce to market ; 
 hence they must submit to these exorbitant rates or do worse. The railroads also 
 enter into these oppressive combinations, and thus, between the two, enormous aud 
 ruinous extortions are exacted from the agricultuial industry of the West. In all such 
 combinations and extortions the farmers are the sufferers. 
 
 THE WELLAND CANAL NOT NOW AND NEVER CAN BE A SUBSTITUTE 
 FOR THE NIAGARA FALLS SHIP-CANAL. 
 
 Some people, and among them many grain-dealers and other com- 
 mercial men, claim that the Welland Canal can be so enlarged as to 
 meet the demands and necessities of the country. Those thus holding 
 cannot be well posted on the facts of this Welland Canal. There are 
 several reasons why the American people should never accept that 
 canal as a substitute for a canal around the Falls of Niagara on the 
 American side: 
 
 First. The people of this country should always retain control of their 
 own commerce between the two sections, to wit, the West and East, 
 which they cannot do if they accept that canal in lieu of one on the 
 American side. The original purpose of the British and Canadian gov- 
 ernments in the construction of the Saint Lawrence canals, and espe- 
 cially of the Welland Canal, was to control American commerce coming 
 down the lakes. The committee appointed by the Canadian legislative 
 assembly in 1855 unhesitatingly affirm, in their report, (page 3,) " that 
 the Saint Lawrence canals were constructed, at a large public expendi- 
 ture, for the express purpose of drawing the trade of the Western States 
 to the ports of Montreal and Quebec." 
 
 The Hon. A. T. Gait, finance minister of Canada, 1860, makes the 
 same remark, and then goes on to say, " that the canals of Canada had 
 cost that government £8,884,070, or 813,001,812, leaving only £i'2,272, 
 or $108,7130, as the total direct debt of Canada made for any other pur- 
 pose; hence, that such legislation should be adopted by the Canadian 
 parliament as that a revenue could be secured from American commerce, 
 passing through them." Upon his recommendation a system of " ad valo- 
 rem" duties was imposed upon our commerce, which was justified by the 
 organs of the government on the ground ''that the increase was rendered 
 necessary to meet the expenditures in carrying out their system of in- 
 ternal improvements." — (Eeport of select committee of legislative assem- 
 bly, 1858, to inquire into the course of trade wit(i America, &c, page 3.) 
 
 Now if we depend upon the Welland Canal as/ a part of the system of 
 continuous steam-navigation from the West to the Atlantic Ocean some 
 snch means will still be devised to levy those/exactions upon our com- 
 merce, notwithstanding the provisions of the treaty of Washington "con- 
 ceding the free navigation of the Saint Lawre/ice." 
 
 But it may be claimed that the same objection may be made against 
 the Saint Lawrence canals. That may be true to some extent, but to a 
 limited one only. By reaching Lake Outari/) through a canal on the 
 American side we secure, at Oswego and otper points, another system 
 of canals and railroads, extending to the sea-board, the competition of 
 which will effectually protect us, on the one hand from the extortions of 
 
NIAGARA SHIP-CANAL. 
 
 41 
 
 the Erie Canal and railroads from the foot of Lake Erie, and on the other 
 from like extortions of the Saint Lawrence canals. The history of the 
 past clearly and incontestably demonstrates that the competition of the 
 Well and Canal and the Canada railroads has not materially or even 
 sensibly affected the enormous and oppressive monopolies which the Erie 
 Canal and the New York railroads have succeeded in fastening upon 
 western commerce; nor is there the slightest prospect that they can do 
 so in the future, notwithstanding that canal may be enlarged to the con- 
 templated capacity, to wit, one thousand tons. 
 
 / • 
 
 THE CANADIAN GOVERNMENT CONTEMPLATES THE ENLARGEMENT OF 
 THE WELLAND CANAL TO ONE THOUSAND TONS ONLY. 
 
 The Canadian government only contemplates the enlargement of the 
 Welland and other canals of the Dominion to a capacity of one thousand 
 tons. 
 
 In the report of the canal commissioners to the secretary of state, 
 dated 24th February, 1870, it is recommended "that as regards the 
 proper scale of navigation for the main line of water-communication 
 frome Lake Superior to tide-water there should be one uniform size of 
 lock and canal throughout. The locks te be 270 feet in length of cham- 
 ber between the gates, and 45 feet in width, having 12 feet of clear 
 draught over the miter-sills ; the width throughout in the prism of the 
 canal to be of not less than 100 feet, to admit of vessels passing each 
 other with perfect ease in any part of the canal." (General report of 
 commissioner of public works, 1871, page 4.) 
 
 The above dimensions will give a capacity of 1,000 tons only, and are 
 precisely the same as the proposed enlargement of the Erie Canal,- and 
 are thus restricted for a specific purpose, to which we shall soon refer. 
 Sir John Young, of Montreal, stated in a speech in the national board 
 of trade at Saint Louis, and in the commercial convention at Detroit, in 
 December last, "that the contemplated enlargement of the Welland and 
 other Canadian canals was intended to be for the passage of vessels of 
 1,000 tons only." 
 
 Hon. Sir John Simpson, auditor of state, in a letter to Colonel Lewis 
 A. Thomas, dated Ottawa, Canada, December 18, 1872, stated that the 
 canal enlargement of the Dominion was for vessels of 1,000 tons only. 
 
 But it is not necessary to go further into these proofs. It is a gener- 
 ally conceded fact that the enlargement of the Canada canals is to be 
 restricted to the passage of vessels of 1,000 tons. This is somewhat 
 singular, when the navigable capacity of the lakes is 18 feet, suitable 
 for the passage of vessels of from four to six thousand tons. Several 
 iron steamers are now building on the lakes of more than two thousand 
 tons measurement; two or more at Buffalo, and one at Detroit; as also 
 that an enlargement to the maximum capacity will cost but a compara- 
 tively small additional amount. This is done for the direct and pre- 
 meditated purpose of drawing — indeed compelling — the trade of this 
 country to pass through those channels. This purpose is expressed by 
 J. W. Winn, esq., and others, of Montreal, in reply to interrogatories on 
 this subject issued by the Canadian canal commissioners. 
 
 Mr. Winn says: "This enlargement (to 1,000 tons) would involve mod- 
 erate labor and expense, and not serve to divert trade from Canadian 
 ports to Oswego and Ogdensburgh, as icould be the probable result of a 
 greater depth." — (Canal commissioners' report for 1871, page 103.) 
 
42 
 
 NIAGARA SHIP-CANAL. 
 
 WELLAND CANAL CANNOT BE ENLARGED BEYOND THE CAPACITY OF 
 
 ONE THOUSAND TONS. 
 
 But the Welland Canal cannot be enlarged beyond 12 feet in depth, or 
 1,000 tons capacity. There are two physical difficulties in the way, both 
 of which are nearly, if not quite, insurmountable. 
 
 First To get even that depth will require the blasting out of the 
 channel in front of Port Claiborn, (on Lake Erie,) beneath the waters 
 of the lake, of 1,500 feet in length, to reach the mouth of the canal. 
 This rock is of the "black rock 7 ' series, very hard, and difficult and 
 expensive to blast. This work alone will cost a very large sum of money, 
 more than $3,000,000. To cut this channel down to 18 feet (the lake 
 capacity) would involve an expense more thau half sufficient to construct 
 the entire work on the American side. In order to avoid this almost 
 insurmountable obstacle, it is proposed to leave the lake (Erie) at Port 
 Maitland, at the mouth of Grand River, and pass down to the old route 
 by the Grand River feeder. This would necessitate the extension of the 
 length of the canal to nearly fifty miles. And even then there is no 
 harbor at that point, only a broad, open roadstead, exposed to the furi- 
 ous gales which often sweep over that lake. 
 
 CANNOT GET THROUGH THE "DEEP CUT " AT ALLENBURG. 
 
 Second. But another and more formidable obstacle exists at the "deep 
 cut " at Allenburg, about fifteen miles north of Lake Erie. This "cut" 
 is about two miles long, and between 50 and 60 feet deep. It is com- 
 posed of heavy joint-clay, about 65 feet deep, underlaid with a stratum of 
 quicksand of unknown depth. The bottom of the canal does not now 
 extend quite through the strata, but so nearly so that almost every sea- 
 son of navigation vast bodies of earth slide off from the banks, partially, 
 and sometimes entirely, closing up the canal. The pressure of these 
 slides often causes the bottom to bilge up, and thus effectually close 
 up the canal. These slides often come down in vast masses, without 
 any premonition, especially , in the early spring and after heavy rains. 
 Many vessels have thus been seriously damaged ; some lives reported lost. 
 Should the canal be deepened so as to cut through the clay, the banks 
 would at once slide in and close it up entirely. The evil is partially 
 remedied now by locking up out of Lake Erie, about 10 feet. This 
 necessitates a dependence entirely upon Grand River for a supply of 
 water, which, in dry seasons or low water, is inadequate to the present 
 necessities of the canal, and would be entirely so, at any ordinary stage 
 of water, with the proposed enlargement. Hence, to enlarge the Wel- 
 land Canal to the proposed dimensions (1,000 tons) appears to be almost 
 a physical impossibility, especially without the expenditure of vast sums 
 of money; and to enlarge the same to 18 feet, the maximum navigable 
 capacity of the lakes, would be entirely out of the question. — (Report 
 Canadian caual commissioners, 1871, pages 68-70, and previous reports 
 on the same subject.) 
 
 PORT DALHOUSIE, ON LAKE ONTARIO, INSUFFICIENT FOR THE TRADE 
 
 OF THE LAKES. 
 
 Port Dalhousie, at the outlet of Welland Canal into Lake Ontario, is 
 entirely inadequate to accommodate the trade even now existing, being 
 shallow, and exposed to the furious northeast gales which often prevail 
 on that lake. It can never be made safe or commodious without the 
 
NIAGARA SHIP-CANAL. 
 
 43 
 
 expenditure of large sains of money, probably equal to the whole eost 
 of the canal on the American side, especially for the size, capacity, and 
 draught of vessels which may and can navigate those great inland seas. 
 
 THE LENGTH OF THE CANAL, AND THE IMPOSSIBILITY OF USING ANY 
 OTHER THAN CONSECUTIVE LOCKS OF LIGHT LIFT, ARE ENTIRELY 
 INADMISSIBLE AND INSUFFICIENT FOR THE PRESENT AND PROSPECT- 
 IVE DEMANDS AND NECESSITIES OF COMMERCE. 
 
 The length of the Well and Canal (twenty-nine and one-half miles) is 
 entirely inadmissible, and more especially so when a much shorter line 
 can be secured on the American side, the extremest length of which need 
 not much exceed seven miles. It is an axiom in civil engineering at the 
 present day, "that artificial navigation should never be substituted for a 
 natural route, as a river, lake, or the ocean.'''' On the American side the 
 entire navigable portions of the Niagara River, both above and below 
 the Falls, can be used. Improvements in lockage can and are being 
 made in canal-navigation. It is proposed by some of the most eminent 
 engineers of the age to overcome the entire fall from Lake Erie to Lake 
 Ontario (316 feet) by a single lock, thereby very greatly reducing the 
 expense of lockage, as also of operation. This improvement can never 
 be" adapted on the Welland Canal, because the descent is not all concen- 
 trated at a single point, and only at one place on the American side, to 
 wit, at Lewiston. We shall refer to this subject again hereafter. 
 
 NIAGARA FALLS. 
 
 All the prior discussion of this question of continuous steam -naviga- 
 tion to the Atlantic Ocean is only preliminary to the main question for 
 inquiry, to wit, " the Falls of Niagara." This is the most, indeed the only, 
 formidable obstacle on the entire route from the lakes to the ocean. If 
 this be overcome all others will be removed, almost as a matter of course. 
 It becomes important, therefore, to go, to a very considerable extent, 
 into the particulars of this work and the means necessary to be adopted 
 to overcome this formidable barrier. Several routes are mentioned, all 
 of which have several times been surveyed by the engineers of the Gov- 
 ernment. Each has its zealous friends and advocates, who claim that 
 their proposed route is preferable to all others, and clamorously insist 
 that it shall be adopted. All, however, that the friends and promoters 
 of the present movement ought to insist upon, (and upon that they should 
 most inflexibly insist,) is that the shortest, cheapest, and best route shall 
 be adopted, leaving to the engineers to ascertain which route possesses 
 those requisites. If that policy shall be adopted, there will then be a 
 fair show that the shortest, cheapest, and best route will be adopted. 
 
 The following map represents Niagara River from Grand and Navy 
 Islands, above the Falls, to Lake Ontario, with the short-line canal sur- 
 veyed by Captain Williams, Colonel Blunt, and others; also the escarp- 
 ment or precipitous slope at Lewiston : 
 
44 NIAGARA SHIP-CANAL. 
 
 HEIGHT OF THE FALLS. 
 
 From still water in the Niagara River above the Falls (near Schlosser 
 Island) to still water in the river below, the perpendicular descent or 
 fall is 316 feet, which must be overcome whatever route be taken ; so 
 that in this particular no one route has any advantage over its rivals.* 
 
 *The Canadian engineers report that the perpendicular descent on the line of the 
 Welland Canal, from Port Claiborne to Port Dalhousie, is 336 feet. The descent on 
 
NIAGARA SHIP-CANAL. 45 
 
 The shortest direct route will be about seven miles, and will not much 
 exceed that distance. In discussing as well as in constructing this work, 
 one rigid, inflexible, and imperative axiom or rule should be adopted; 
 that is, that not one mile, or one rod even, of an artificial channel shall be 
 constructed where the natural channel of the river will answer the same 
 purpose. 
 
 The above cut gives a bird's-eye view of the foot of Lake Erie, Niag- 
 ara River, Lake Ontario, and tbe short-line canal surveyed by Captain 
 Williams in 1S35, Colonel Blunt in 1SG7, and others. This route is 
 found to be about 7 miles; Colonel Blunt states it at 7.05 miles; Cap- 
 tain Williams and others make it about the same. 
 
 MEANS EMPLOYED TO OVERCOME THE FALLS. 
 
 The means employed to overcome the falls ought, and no doubt will, 
 have a very great influence in locating the route. Many ingenious plans 
 have been suggested to supersede the ordinary u combination locks" 
 which have heretofore been adopted, both in this country and in Europe, 
 none of which shall we discuss or refer to except to the single-lock sys- 
 tem, and to that only briefly. In saying this we do not wish to be 
 understood as saying, or even intimating, that no others have merits, 
 only that we have not space to notice, much less discuss them. 
 
 THE SINGLE LOCK. 
 
 This plan is to seek out an eligible location on the plane above Lewis- 
 ton, 1,000 (or so) feet from or south of the brow of the bluff or niouu- 
 
 the Eighteen-mile Creek (Lockport) route is 320 feet. Both of these statements are 
 probably correct. On tbe Welland Canal this undoubtedly includes tbe lockage up 
 out of Lake Erie. This lockage up, and then down again, is a most serious obstacle in 
 the practicability of that route. This also precludes the possibility of using any other 
 than the old "combination locks" to overcome the fall. There is no point along that 
 route where the whole descent is gathered into one point, as is the case on the American 
 side. 
 
46 
 
 NIAGARA SHIP-CANAL. 
 
 tain, and sink clown to the requisite depth below the surface of the 
 water in the Lower Niagara, then ••drift" or l< tnnnel out' 7 to the river. 
 This will require a chamber or prism to be sunk about 350 feet deep 
 from the surface of the ground above. This prism is to be sufficiently 
 large to allow of the passage of six or more lake-steamers, or other craft, 
 at the same time. This prism may be four or more hundred feet long 
 by two or more hundred feet wide. The tunnel thence out to the river 
 below is to be 50 feet wide and 150 feet high, or as much less as will 
 allow of the passage of the largest masted vessels. The mouth of the 
 tunnel is to be closed by a steel gate 50 feet wide by 150 long, (convex 
 toward the pressure of the water,) to be fitted into an iron frame, and 
 to be adjusted by weights, (like a window-sash,) so that it can be made 
 to slide up and down by a power just sufficient to overcome the friction 
 of the rollers over which the suspending ropes or cables pass. When 
 the gate is closed and the chamber filled, the water would force it against 
 all its bearings with a resultant force (or full pressure) of only 58,708 
 tons, thus tending to tighten the gate equally against all its bearings. 
 It is claimed by its friends that a gate constructed of steel plates prop- 
 erly put together, from two to six inches thick, with the convexity 
 against the water, will withstand all the pressure of that immense col- 
 umn of water. 
 
 CHAMBER, HOW FILLED. 
 
 To fill this chamber it is proposed to place cast-iron tubes two feet 
 in diameter (50 or more) around the face of the chamber at the 
 head gate, reaching down the breast wall and along the bottom of .the 
 chamber. In the horizontal parts of these tubes there are to be orifices, 
 allowing several hundred (or thousard) jets of water to issue upward, 
 thus lifting the vessels by their upward force, distributed and applied 
 equally all over the bottom of the prism or lock, to the upper level., 
 The excellence of this arrangement is that the upward lift is steady and 
 uniform, without any surging or violent commotion always resulting 
 from letting in the water from horizontal or lateral sluices. By similar 
 arrangements the waters are discharged from the chamber. The filling 
 and emptying the lock through these tubes is regulated and controlled 
 by a system of rotatory valves. 
 
 ANOTHER PLAN IS PROPOSED, DISPENSING ENTIRELY WITH THE 
 TUBES AND THEIR COMPLICATED MACHINERY. 
 
 This plan is thus arranged: At a proper distance ahead of the "head 
 gate" of the lock sink a shaft in the prism of the canal, of suitable 
 dimensions — 10, 20, or more feet in diameter — to the level of the bottom 
 of the prism or lock; thence run a tuuuel into the latter. The mouth 
 of this tunnel is closed by an irou (or steel) gate, which is opened or 
 shut similar to the gate of a saw or other mill flume. The bottom of the 
 prism, at the proper distance below the requisite draught or depth of 
 water, is floored over with timbers or planking of sufficient strength to 
 resist the upward pressure of water. This floor, or " diaphragm," is 
 " perforated" with the requisite number of orifices, through which the 
 water issues upward as by the other arrangement. The space between 
 this floor and the bottom of the prism should be ten or more feet, so as 
 to obviate or neutralize the lateral or surging motion of the water as it 
 issues from the tunnel. This plan will dispense entirely with all the 
 complicated machinery of the other arrangement, to which many scien- 
 tific men object as u too complicated." By this arrangement it is claimed 
 
NIAGARA SHIP-CANAL. 
 
 47 
 
 that the lock can be filled iu about 30 and emptied in 20 minutes. That 
 is, that six lake-steamers, or other vessels, can be passed up or down in 
 those periods of time. Eight, or at most ten, men will be all that will 
 be required to operate the lock, while on the ordinary plan of combina- 
 tion locks, such as are used on the Erie and other canals, two hundred 
 men will be required to pass one of those vessels, and from twelve to 
 twenty- four hours consumed in the passage. 
 
 MATERIAL AND FACILITIES FOE CONSTRUCTION. 
 
 This locality favors the construction of such a work as is here proposed. 
 There is an exhaustless supply of superior building-stone close at 
 hand. A superior quality of cement may be delivered iu bulk by rail, 
 at a cheap rate, from factories in the vicinity. Ships from any part of 
 the world may deliver freight within a very short distance. There is 
 also now, and will shortly be, greater facilities by railway, and Niagara 
 County is a rich agricultural region whence food may be cheaply and 
 unfailingly supplied. 
 
 THIS PLAX APPEOVED BY MANY EMINENT ENGINEERS. 
 
 This plan has received the sanction of several eminent engineers of 
 long experience and national reputation. Among'others General T. J. 
 Cram, an engineer of more than forty years* experience in the Govern- 
 ment service, says of it in a letter dated June 16, 1866: "There are 
 no engineering difficulties in the way.' 1 He further says, "that this steel 
 gate of 50 feet in width and 150 feet in length can undoubtedly be con- 
 structed with as much nicety and sufficient strength, and be made to 
 move in the grooves with ease and more perfect tightness than any ordi- 
 nary wooden gate.' 1 '' 
 
 Colonel William McAlpine, who has been a United States engineer 
 stationed at the Brooklyn navy-yard for many years, and who con- 
 structed the United States dry-dock at that place, in a letter dated Octo- 
 ber 3, 1866, says of this plan : 
 
 There are no impossible engineering difficulties in carrying out this plan. Gates of 
 the size proposed can be made without difficulty. I made a pair of wronght-iron gates 
 opening a space of 75 feet in width and 36 feet high, which weighed 75 tons. They 
 were the first wrought-iron lock-gates ever built. Tliey are in use at the United States 
 dry-dock at Brooklyn, aud have answered exceedingly well; cheaper and stronger than 
 wood. 
 
 Mr. E. L. Cheesbrough, the engineer and constructor of the Chicago 
 water-works, in a letter dated October 16, 1866, says: "You request me 
 to state such objections as might occur to me to the truly bold yet simple 
 plan of constructing and operating a ship-canal around the Falls of 
 Niagara.- I have thought of it a good deal."' He then goes on, in sub- 
 stance, to say : U I have submitted the plan to several eminent engineers, 
 and, among others, Mr. Win. Gooding, member of the board of public 
 works at Chicago aud engineer on the deepening of the Illinois and 
 Michigan Canal, and we all think very highly of the proposition, and 
 believe it will prove to be a success." 
 
 THIS INVENTION REMOVES ENTIRELY THE FORMIDABLE CHARACTER 
 
 OF THIS BARRIER. 
 
 If the expectations of its friends can be realized, it removes entirely 
 the formidable character of this rocky barrier to continuous navigation 
 from the upper to the lower lakes. So also, if this can be done, this 
 
48 
 
 NIAGARA SHIP-CANAL. 
 
 Lewiston route is the only one where it can be successfully applied and 
 used, because the only route where the whole descent can at once be 
 overcome, as also the only place where the space between the top of the 
 tunnel and the surface of the ground will allow of the hoisting up of the 
 gate entirely above the tunnel. The top or surface of the ground will 
 be at least 160 or 170 feet above the top or crown of the tunnel. 
 
 ORDINARY COMBINATION-LOCKS. 
 
 The mode of overcoming this barrier by ordinary combination-locks, 
 such as are used on the Erie and other canals, both in this country and 
 in Europe, is far better described by Colonel Blunt in his surveys of the 
 Niagara Falls in 1867, and other eminent engineers who have reported 
 upon that subject, than anything we can say. We can only say this 
 much as to the two plans: if the single lock, upon a rigid test, shall 
 fail, then the only alternative will be to fall back upon the old system 
 of combination locks. The- proposed a marine railway," and other like 
 plans, we do not propose to discuss, believing them all to be fatally de- 
 ficient in very many of their most important and essential details. 
 
 SHORTEST ROUTE. 
 
 One strong recommendation of this Lewiston route is that, it being 
 the shortest possible, it allows, indeed requires, the whole navigable 
 length of the Niagara River, both above and below the falls, to be used, 
 thus obviating the detentions and delays necessarily incident and inevi- 
 table on long routes, as the Welland Canal as now, or with its proposed 
 r extension, constructed. 
 
 LOWER NIAGARA RIVER THE BEST HARBOR ON THE LAKES. 
 
 This route has one other advantage not possessed by any other. It 
 debouches into one of the best and safest harbors on the entire chain of 
 lakes. The lower Niagara River (which is about seven miles long to Lake 
 Ontario) has in all its parts a depth of at least 30 feet of water, with 
 safe and easy shores, the water going down 20 and 30 feet within 30 feet 
 of its banks; is entirely land-locked, and secured from all winds and 
 gales, and of safe access in all states of the winds and weather ; besides, 
 it will never require the expenditure of one dollar for " breakwaters," 
 piers, docks, or works of any description whatever. It is in fact the 
 only natural harbor of unlimited capacity on the American side of Lake 
 Ontario — a distance of nearly two hundred miles — where vessels can 
 always take refuge and find a safe retreat in the most violent storms and 
 tempests, which frequently prevail on that lake. 
 
 THIS WORK PUBLIC AND NATIONAL IN CHARACTER. 
 
 This obstruction has always been regarded as of a national character, 
 being on a public national thoroughfare. It will not be necessary to cite 
 authorities to prove this assumption ; hence the expense of removing 
 the same should be incurred by the General Government. And more 
 especially should that be so when it is remembered that it is but one of 
 a series of obstacles to be overcome iu opening up this steam-navigation 
 route to the Atlantic Ocean ; all others of which must be removed 
 by private capital, at least by means other than those of the United 
 States. That being the case, the friends of this measure claim (we think 
 
NIAGARA SHIP-CANAL. 
 
 49 
 
 with a good deal of reason) that Congress shall furnish the funds for 
 this portion of the proposed water- route from the lakes to the ocean. If 
 that proposition be conceded, then arises a most important interroga- 
 tory, to wit : 
 
 HOW SHALL THAT EE DONE? 
 
 Shall Congress make a money appropriation adequate to the construc- 
 tion of this work, independent of all other considerations ! It thus be- 
 coming, like any other public improvement of this character and magni- 
 tude, as the improvements on the rapids of the Mississippi, at " Hell 
 Gate" in Xew York harbor, and other like works, free and open to the 
 use of the public generally. The commerce between Lakes Erie and 
 Ontario would thus be entirely relieved from all exactions and tolls, ex- 
 cept so much as might be necessary to keep the works in repair. This 
 arrangement would at once create such a competition between the canal 
 and railroad systems of Buffalo and Oswego, and other points on Lake 
 Ontario, as materially to weaken, if not destroy, the enormous monopo- 
 lies which the former place has succeeded in fastening upon the com- 
 merce of the country, and especially upon that of the agricultural States 
 of the West. 
 
 NUMBER OF VESSELS AND TONNAGE OE THE LAKES. 
 
 By the records of the custom-houses of Boston, New York, Philadel- 
 phia, Baltimore, New Orleans, San Francisco, and Chicago, it appears 
 that a larger number of vessels entered the single port of Chicago dur- 
 ing eight months of navigation in 1870 than entered all those six great 
 ocean ports during the same period. Thus stands the record : 
 
 Eutered at Chicago daring eight months of navigation 12, 546 
 
 Entered at the other ports during the same time 12,259 
 
 Excess entering Chicago 2S7 
 
 We think it will be safe to assume that twice that number of vessels 
 entered and delivered cargoes during that year in all the other ports of 
 the Lakes, including Lake Ontario. There will then have entered and 
 delivered cargoes in all the ports of the great lakes of the Northwest, 
 37,038 vessels. The average size of the vessels owned in Chicago is 
 214 J tons. Those coming from the lower lakes are much larger, averag- 
 ing 350 tons each. The average of all is about 250 tons, which will be 
 about two-thirds the average tonnage of the sea-going vessels entering 
 those other six ports. Suppose, however, that the sea going vessels 
 average 500 tons, which will be a very liberal allowance, there was 
 then delivered during the eight months of navigation, at all the lake 
 ports, 9,409,500 tons of freight; and at all those other six ports, 0,1:29,500 
 tons. It is not pretended that these statements are strictly accurate, 
 but they afford data and statistics whereby we may arrive at a pretty 
 correct estimate and appreciation of the enormous amount and value of 
 the commerce now floating upon the great lakes of the Northwest. 
 
 TWO-THIRDS, OR G,000,000 TONS OF THIS IS ,k THROUGH FREIGHT." 
 
 At least two-thirds of this is "through freight;'' that is, agricultural 
 products going from the West to Eastern or European markets, or 
 merchandise coming from thence to the West. It is an axiom in com- 
 mercial transactions, that vessels loaded with this " through freight" 
 H. Mis. 22 1 
 
50 
 
 NIAGARA SHIP-CANAL. 
 
 will proceed to the most extreme point of navigation either way. Ship- 
 pers will demand this of them, because the charges of lake-transporta- 
 tion are not more than one-sixth of that for railroad carriage. Hence if 
 they could pass from Lake Erie into Lake Ontario, or vice versa, 
 without transshipment of cargo, they would do so — indeed they would be 
 compelled to that course by their patrons, the shippers, or get no 
 "business. 
 
 Hence the extremes of lake navigation would be the foot of Lake 
 Ontario on the east and the heads of Lakes Michigan and Superior ou 
 the west. This 6,000,000 tons of through freight," (approximating in 
 magnitude to that entering the harbor of New York,) now floating on 
 these lakes, would reach those extreme points, if the vessels freighted 
 therewith could pass freely and rapidly between Lakes Erie and Ontario. 
 If, therefore, the interest and necessities of commerce demand of Con- 
 gress the removal of those obstructions to navigation existing at " Hell 
 Gate, v (which we most readily concede,) how much more the speedy re- 
 moval of that formidable obstruction existing at Xiagara Falls ! Because 
 it has not that facility, that 6,000,000 tons, as also three times that 
 amount carried by the railroad and other means of transportation, is 
 taxed at least two dollars per ton extra in its transit between the West 
 and East. This embargo upon transportation is the cause, and probably 
 the sole cause, of the low prices for agricultural products in the West and 
 the extreme high prices of provisions in the East. The excessive charges 
 for transportation between the producer and consumer have very nearly 
 eaten up the staples of life. Hence also the depression of the manufac- 
 turing districts in the East, and the exorbitant prices for clothing, boots, 
 shoes, groceries, &c, indeed all the necessaries of life in the West. This 
 is fully comprehended in both sections — in the West by the unanimous 
 demand of the people through their respective legislatures, by popular 
 assemblies, conventions. &c, in all the great agricultural States of that 
 section, as heretofore set forth, for the speedy removal of that obstruc- 
 tion to navigation existing at Niagara Falls; in the East, by the reso- 
 lutions of popular assemblies of mechanics, artisans, and laborers, and 
 the reports of commercial and other associations, as also by the action 
 of many of their State legislatures. At an immense meeting of the car- 
 penters and bricklayers of New York City, held in May last, the follow- 
 ing resolution, among others, was unanimously adopted : 
 
 Besoh-fd, That the enormous charges exacted by railroads and other transportation 
 companies, between the food-producing Srates of the West and the Atlantic sea-board, 
 so enhance the prices, not only of provisions, but also of every description of manufac- 
 tures and other necessaries of life, that the present wages paid to mechanics and 
 laborers in our respective trades and business in this city are not adequate with the 
 most rigid economy to the support of the employes in those trades and their families. 
 
 In the report to the Xew England Shoe and Leather Association, of 
 Boston, by a committee appointed by that organization to investigate 
 ; -the present working ot the different railroad and transportation lines, 
 as far as relates to the transportation of shoes, leather, and food," at a 
 meeting of said association held on the Friday subsequent to the 
 " great fire," the committee say : 
 
 Manufacturing success depends not alone on the cheap transportation of its own 
 products. It must also have cheap labor, and cheap food is essential to cheap labor. 
 Food will be cheap when transportation is easy and at low cost. The western farmer 
 now has to give often two and even three bushels of wheat to get one to market, or, 
 in other words, the New England operative has to pay three or four times as much for 
 his wheat as the man gets who raises it. 
 
 Hence, to reverse the rule, the farmer in the West, who raises the 
 wheat, beef, pork, &c. which the eastern manufacturer consumes, at 
 
NIAGARA .SHIP-CANAL. 
 
 51 
 
 such enormous charges over the first cost, has to pay for the boots, 
 shoes, coats, pants, shirts, blankets, and other articles of manufacture, 
 which himself and his family must have or perish in the bleak winters 
 of their prairie home, three, four, and often six times as much as 
 the manufacturer gets who makes them. Who pockets this enormous 
 difference between the first cost of production of these respective com- 
 modities and the consumer ! We answer, the common carrier and the 
 middle-men, who take advantage of the obstructions to navigation and 
 blockades of transportation between the two sections and are deter- 
 mined to keep them so. In this connection perhaps the following item 
 of information, taken from the daily Des Moines (Iowa) Register, pub- 
 lished at the capital of ithat State, of 10th November last, may not be 
 altogether uninteresting : 
 
 The Ogden House, of Council Bluffs, is usiii£ corn as a common article of fuel in all 
 the rooms of their extensive establishment, finding it altogether cheaper and more 
 economical than either wood or coal, although the price of neither is extravagant — 
 indeed is very moderate. 
 
 And perhaps this other article, taken from a paper published in the 
 Missouri Valley, of about the same date, may not also be altogether 
 without interest to the legislator at Washington, any more than to the 
 manufacturer of the East : 
 
 We are informed, which is no doubt true, that the farmers in all the prairie country 
 of this valley are burning their corn for fuel, finding it altogether cheaper and more 
 economical than wood or coal, although the latter, of excellent quality, can be ob- 
 tained at any of the railroad stations at from S3 to $3.50 per ton, and wood will not 
 exceed S4 per cord. 
 
 Now. this may appear somewhat iucredible, but will not when we con- 
 sider three facts: first, those farmers have not the money to purchase 
 either wood or coal ; second, they cannot exchange their corn for either; 
 third, corn is of no value in the Missouri Valley beyond the limits of 
 the farm. 
 
 In view of these facts, and others equally authentic and well under- 
 stood in all parts and portions of the country, we would, in behalf of 
 the people of the whole country, and more especially of all those por- 
 tions whose interests and prosperity depend immediately and directly 
 upon this question of u cheap transportation," most respectfully, but 
 earnestly, call upon Congress to adopt immediate and efficient measures 
 to secure the speedy construction of the ship-canal around the Falls of 
 Niagara, on the American side thereof. 
 
 continuous stea^i navigation from the xississippi to the 
 
 atlantic ocean. 
 
 The programme of the friends of this enterprise is to open up con- 
 tinuous steam navigation from the Mississippi to the Atlantic Ocean. 
 This will necessitate a brief allusion to the several parts of the plan. 
 Hence we shall briefly describe the several routes from the valley of the 
 Mississippi to Lake Michigan. 
 
 BY THE ILLINOIS RIVER. 
 
 First. From Chicago by way of the Illinois River. This route is of 
 vast importance to the middle and lower valley of the Mississippi The 
 people of Chicago have demonstrated that the waters of Lake Michigan 
 can be diverted into that channel to an unlimited amount, so as at all 
 times to afford continuous navigation between the lake and the Lower 
 
52 
 
 NIAGARA SHIP-CANAL. 
 
 Mississippi. This is an immense achievement, and should be promptly 
 followed up to its legitimate results, to wit, continuous steam naviga- 
 tion in that direction. 
 
 WISCONSIN AND FOX RIVER ROUTE. 
 
 Another route of far greater importance to the whole Upper Missis- 
 sippi Valley is by the way of the Wisconsin and Fox Rivers to Lake 
 Michigan at Green Bay. From the earliest French colonial period this 
 route has always been regarded and used as " a public navigable highway." 
 Since the improvements on the Lower Fox, steamers of 250 tons bur- 
 den can and do every year, in flush stages of water, freely pass and 
 repass between the Mississippi River and Lake Michigan. The Gov- 
 ernment has for several years been engaged in surveying this route, and 
 quite recently commenced work thereon, with a view of opening it up 
 to the commerce of the country. The prospect now is that within the 
 next few years the entire work will be completed, so that vessels draw- 
 ing five feet of water can pass from the Mississippi to Lake Michigan 
 with as much facility and rapidity as to Saint Paul or Saint Louis. 
 
 LAKE SUPERIOR ROUTE. 
 
 Another principal route is by the way of Lake Superior. This is of 
 equal importance as the others to all that northwestern portion of the 
 country, and more especially that portion now being opened up by the 
 Xorth Pacific Railroad. This route will require considerable improve- 
 ment on the Saint Mary's Canal and River, which the Government is 
 now doing. 
 
 ALL THESE ROUTES NATIONAL IN CHARACTER. 
 
 All these routes are of great national importance, and ought to receive 
 the continued attention of the general Government until they are opened 
 up to their full capacity for the transportation of the country. These 
 routes are absolutely essential to carry out the policy of " cheap trans- 
 portation" attempted to be inaugurated by this movement to secure con- 
 tinuous steam navigation from the grain-fields of the West to the At- 
 lantic Ocean. 
 
 RAPIDS OF THE SAINT LAWRENCE. 
 
 The hypothesis that, in case Congress makes an appropriation for the 
 construction of the works at Niagara Falls, private enterpiise and capital 
 will thus be stimulated and encouraged to open up all other portions of 
 the route to the Atlantic sea-board, renders it necessary to describe briefly 
 those other obstructions. The first of these are the rapids of the Saint 
 Lawrence, of which there are seven, to wit, Galop's, Rapid Plat,Farraud's 
 Point, Cornwall, Beauharnois, and Lachine. There are no obstructions 
 on the route from the mouth of the Niagara River to the head of the 
 Cornwall Rapids on the Saint Lawrence. The main rapids commence at 
 the head of Galop's, in the order set forth in the following tables. These 
 rapids have been improved by the Canadian government to a capacity 
 of about GOO tons. Steamers, however, can and do readily pass over 
 the three first of the series, both ascending as well as descending the 
 river, a distance of about thirty-three miles. This virtually makes about 
 two hundred and sixty miles of navigable water above the impassable 
 rapids. To this distance must be added Lake Saint Francis, thirty-two 
 and three-fourths miles, and Saint Louis Lake, fifteen and one-quarter 
 
NIAGARA SHIP-CANAL. 
 
 53 
 
 miles, and other lesser sheets of smooth water, making- in all about three 
 hundred and twenty-seven out of three hundred and sixty-eight and one- 
 halt' miles from the month of the Niagara River to Montreal which will 
 need no improvement whatever, leaving about forty-one miles of impas- 
 sable rapids : first, the Cornwall Rapids, eleven and one-half miles long 
 and 48 feet fall: second, Beauharnois Rapids, eleven and one-half miles 
 long and S2A- feet fall; third, the Lachine Rapids, eight and one-half 
 miles long and feet fall, making 17oJ feet of impassable rapids out 
 of 223 feet fall from Lake Ontario to Montreal. The remainder of the 
 descent, to wit. about torty-eight feet, is distributed through the natural 
 fall of the river, the current nowhere exceeding five miles an hour, and 
 that only on the first-named rapids, to wit. Galop's. Rapid Plat, and 
 Farrand's Point. On all other portions of the river above tide-water, 
 at Three Rivers, ninety miles below Montreal, the average velocity is 
 only about two and one-half miles the hour. 
 
 Length and dimensions of Saint Lau rence canals, distance between the rapids, and whole dis- 
 tance from mouth of Xiagara River to Montrtal, taktn from the official report of the Cana- 
 dian Canal Commissioner-. 1-71. 
 
 
 — ■ 
 
 
 
 
 
 CD 
 
 ■_ X 
 
 
 
 
 
 
 Size of lock. 
 
 
 - — 
 
 
 
 
 
 _ 
 
 
 i 
 
 
 
 
 MOn. 
 
 Miles. 
 
 Feet. 
 
 Feet. 
 
 r,. 
 
 
 Month of ^ ianara to foot of Lake Ontario 
 
 
 
 
 
 
 
 
 Foot of Lake Ontario to Galop Rapids 
 
 if 
 
 
 954 
 
 
 •200 bv 45 by 10 
 
 4 
 
 •2 
 
 Galop Rapids to Rapids Plat ' 
 
 
 4 
 
 •2->2; 
 
 4 
 
 •200 bV 45 bv 10 
 
 4 
 
 1 
 
 Rapids Plat to Farrand's Point 
 
 10£ 
 
 i 
 
 •274 
 
 •* 
 
 •200 bv 45 b'v 10 
 
 si 
 
 1 
 
 Farrand's Point to Cornwall 
 
 
 in 
 
 5XH 
 
 48 
 
 •200 bv 45 bv 10 
 
 7 
 
 7 
 
 
 3?| 
 
 m 
 
 334* 
 
 
 •200 bV 45 bv 10 
 
 H 
 
 9 
 
 Beauharnois to Lachine 
 
 15± 
 
 
 36i£ 
 
 
 •200 bv 45 bv 10 
 
 9 
 
 5 
 
 Total 
 
 314- 
 
 411 
 
 3GB2 
 
 i 
 
 
 
 25 
 
 
 
 
 
 By improvements introduced into canal-construction since the build- 
 ing of the Saint Lawrence canals, each of those rapids can be overcome 
 by a single lock, which will very materially facilitate the navigation of 
 that portion of the Saint Lawrence Biver from head of Cornwall Rapids 
 to Montreal. 
 
 OCEAX-XAVIGATIOX AT MONTREAL. 
 
 At Montreal the route will reach ocean-navigation down the river and 
 gulf of Sahit Lawrence of 20 feet draught, which can be increased readily 
 and cheaply to 26 or 27, and even 30 feet, and at Three Rivers, about 
 ninety miles below that place, of unlimited capacity. Tide-water and full 
 ocean-navigation comes up to the latter point. By this route the distance 
 to Liverpool is about eight hundred miles less than by the Erie Canal 
 and New York City, with an equal period of navigation, and the risks 
 and perils of navigation no greater, and insurance no higher, than 
 from the latter port. Thus will the West secure ocean-navigation to 
 Europe on the shortest possible route, and of unlimited capacity, for 
 her agricultural products. Steamers of more than ten times the carrying- 
 capacity of the heaviest freight trains can pass over it at an equal rate 
 of speed, and with less than a sixth the charge for transportation upon 
 her cargo. All vessels, and especially steamers, leaving Xew York for 
 Liverpool, must come upon the track of the Saint Lawrence vessels in 
 crossing the ocean. 
 
54 
 
 NIAGARA SHIP-CAXAL. 
 
 FR03I THE SAINT LAWRENCE, AT OR NEAR MONTREAL, UP INTO LAKE 
 
 CHAMPLAIN. 
 
 The next obstruction on the route to the Atlantic Ocean at Xew York 
 City, the point to which the friends of this movement aim, and at which 
 they are determined to arrive, is from the Saint Lawrence, at or near 
 Montreal, ap into Lake Champiaiu. The elevation of the lake above the 
 river at that point is 75 feet. • To overcome this obstruction several routes 
 have been suggested ami examined, all of which are not only practicable, 
 but eminently feasible. 
 
 First. To the mouth of the Sorel River, about fifty miles below Mon- 
 treal, thence up that river iuto the lake. This is about one hundred 
 miles farther than by a direct route. The Canadian government has 
 improved the rapids on this river by locks, dams, &c, for boats of about 
 250 tons capacity. The extra distance, however, is a very serious, if 
 not insuperable, objection to this route. 
 
 Second. The Caughnawaga route, commencing at the head of the 
 Lachine Rapids, on the River Saiut Lawrence, about ten miles above 
 Montreal, running thence in an easterly direction to the village of Saiut 
 John, on the Sorel River and at the head of the Chamblee Rapids. 
 This will require only 25 feet of lockage to reach Lake Champiaiu from 
 the Saint Lawrence at the head of the Lachine Rapids. The canal 
 would be thirty and one-half miles long. Were the trade of New Eng- 
 land and Xew York, with the West, passing through Lake Champiaiu 
 alone to be considered, this route would be preferable to all others ; 
 indeed, the only route deserving any consideration whatever, because it 
 would save the entire lockage of the Lachine Rapids, a fall of 45 feet. 
 But the West must have uninterrupted navigation to the ocean down the 
 Saint Lawrence. Hence for that purpose that route is entirely worthless. 
 A route, therefore, must be secured which will accommodate trade going 
 in both directions. 
 
 Third. That can only be done by running from the Saint Lawrence just 
 below the Victoria Bridge, nearly due east to Chamblee, at the foot of 
 the rapids on the Sorel River; thence by an enlargement of the Chamblee 
 Canal to Saint John's, twelve miles distant ; thence into Lake Champiaiu. 
 Indeed, the Sorel River, above that point is nothing more than an en- 
 largement of the lake. Distance from the Saint Lawrence about ten 
 - miles, over a level plain, but little elevated above the Saint Lawrence 
 River, with but little or no rock cutting. This route would be about 
 one hundred miles shorter than by the way of the mouth of that river, 
 and would save about 15 feet of lockage on the lower Sorel, and also, 
 whilst giving to the West free navigation down the Saint Lawrence 
 to the Atlantic Ocean, would, at the same time, auswer all the purposes 
 of the Caughnawaga route, saving to the latter the 25 feet difference in 
 the lockage. This advantage, however, will be a thousand times coun- 
 terbalanced by the facilities to direct trade up the Hudson and through 
 Lake Champiaiu, to Montreal, Quebec, and the lower Saint Lawrence, 
 which will be secured by the u Chamblee route,*' and which will be the 
 shortest possible from Xew York to Montreal. Daily lines of steamers 
 would commence running on this route the very day of its completion. 
 
 EK03I THE FOOT TO THE HEAD OF LAKE CHAjIPLAIX. 
 
 The distance from the foot to the head of Lake Champiaiu is one 
 hundred and eleven miles. Xo serious obstructions exist in this lake, 
 which gives a uniform depth of navigable water far exceeding the 
 
NIAGARA SHIP-CANAL. 
 
 55 
 
 demands of the enterprise. At a few points between Burlington and 
 Whitehall projecting rocks will have to be cut off to widen, straighten, 
 and deepen the channel. In this lake the West and East come together 
 on a common platform, to exchange the commodities of their respective 
 sections, without the intervention or exactions of middle-men in any 
 part of the route. This means cheap provisions and an abundance of 
 them in one section, and cheap manufactures and merchandise to the 
 other. 
 
 FKOM THE HEAD OF LAKE CHAMFLAEN TO DEEP "WATER O:; THE HUDSON. 
 
 One more obstacle is to be overcome before the consummation of this 
 great continental enterprise, to wit, continuous steam-navigation from 
 the valley of the Mississippi to the Atlantic Ocean. This obstacle exists 
 between the head of Lake Champlain and deep water oir the Hudson. 
 On a portion of this route the State of New York has a canal of small 
 capacity, (about 90 tons,) known as the Champlain Canal."' Whether 
 this contemplated improvement will follow any part of the canal or not 
 we cannot say, but here, as elsewhere, k * the shortest, cheapest, and best 
 route n will undoubtedly be adopted. Xor can we say how far down the 
 Hudson sufficiently deep water will be reached; probably, however, in 
 the neighborhood of the city of Hudson. By the reports of Colonel 
 McAlpine and other eminent engineers, it is pre-eminently a feasible 
 route. Lake Champlain is 90 feet only above tide-water at Albany. 
 The summit-level between it and the Hudson River is about 50 feet, and 
 can, at a comparatively small expense, be cut through so as to carry its 
 waters directly over into the latter, and thus save the expense and delay 
 of lockage over the summit. The requisite depth of water down the 
 Hudson can be easily and cheaply obtained for most of the distance by 
 slack-water. The whole cost of this portion of the route will not exceed 
 $8,000,000, or, at most, 810.000,000. 
 
 Sir John Young, of Montreal, in a speech before the commercial con- 
 vention at Detroit in December last, stated : 
 
 Should the State of New York choose to enlarge her canal down from Whitehall, it 
 can be readily done. It has also been surveyed by the very best of your engineers. I 
 may mention Mills and McAlpine, and there is no reason why a thousand-ton vessel could 
 not go from the head of Lake Superior, or the head of Lake Michigan or any other 
 western port down to New York, without breaking her bulk, deliver her cargo, and 
 come back with a return cargo from that place to any port on the western lakes. The 
 cost of this portion of the work will be from eight to ten millions of dollars. 
 
 This speech of Sir John Young, who is one of the most liberal, intel- 
 ligent, and patriotic men of that or any other country, although an able 
 one, dictated and inspired by enlarged and liberal views upon this sub- 
 ject of " continuous steam navigation from the interior to the Atlantic 
 Ocean " was. nevertheless, evidently intended to be in harmony with the 
 policy of the Canadian government, to restrict the enlargement of the 
 Welland Canal to vessels of one thousand tons. We have elsewhere 
 proven that that policy is dictated by a physical necessity — that that 
 is the utmost capacity to which that canal eon be enlarged, at least with- 
 out the expenditure of a very large sum of money, far exceeding what will 
 be required on the American side. We think we have also demonstrated 
 that that capacity cannot, by any possibility, meet the demands and neces- 
 sities of the West, because it will not, and cannot, obviate the necessity of 
 transshipment at the foot of Lake Erie. Any enlargement of either that or 
 the Erie Canal, which does not remove that necessity, will be of very little 
 advantage to the West, because it cannot inaugurate cheap transpor- 
 tation. That it cannot do thai is established by the fact that vessels are 
 
56 
 
 NIAGARA SHIP-CANAL. 
 
 now being constructed on the lakes of nearly three thousand tons carry- 
 ing capacity; and vessels of double, and probably treble, that capacity, 
 can, and will, very soon, be navigating those lakes. When steel, instead 
 of iron, is used in the construction of vessels, that will, undoubtedly, be 
 done. All of those works, therefore, must be of such capacity as to let 
 these "monsters" of the upper lakes through to the Atlantic Ocean, 
 without transshipment of cargo, or they will be of very little advantage 
 to that portion of the people of our country who most need and who are 
 intended to be benefited, to wit, those of the great agricultural States of 
 the West. All other interests of the people may, and probably can, be 
 very well accommodated with a less tonnage. 
 
 QUESTION NOW PRESENTED — WHAT DO YOU EXPECT TO GAIN ? 
 
 Thus have we briefly described the several obstructions existing 
 along these great navigable water-channels of the continent, and the 
 question now comes up for solution, to wit : " What do you expect to 
 gain by their removal T 
 
 First. In the very first step to be taken in the execution of this great 
 national measure, to wit: by breaking down that rocky barrier existing 
 at Niagara Falls we at once secure a very large share of the benefits 
 which we hope and expect to gain in the final consummation of the 
 whole work, to wit, greatly reduced costs of transportation between the 
 West and the markets existing in the Eastern and Middle States. By 
 reaching Lake Ontario we shall secure the advantage of the great number 
 of competing roads extending from the principal commercial cities from 
 Chesapeake Bay to the mouth of the Saint Lawrence. 
 
 COMPETING LINE OP ROAD TO BALTIMORE. 
 
 Baltimore has a line of road from Buffalo. This canal would give her 
 another competing line of road, much shorter, and of easier grade than 
 the one from Buffalo. Hence, if the trade from the lakes to that city 
 could have the choice of going down into Lake Ontario and there taking- 
 rail, the cost of transportation and trade centering at that point would 
 be reduced at least one-half. Thus her coffee trade with Brazil and 
 other tropical countries would be vastly increased and extended. Coffee 
 is an article of prime necessity in the West; vast quantities, probably 
 more than one-half of the entire importation into the country, is con- 
 sumed in the West. Baltimore probably (to a great extent at least) 
 controlls that trade; therefore, by assisting to open up competing lines, 
 and, therefore, cheaper rates of transportation with the West, she can 
 secure a very large proportion and i>robably nearly all of that trade 
 with the West. There are very many other reasons which will at once 
 suggest themselves to every one inquiring into this subject, why Balti- 
 more will be vastly benefited by this canal. 
 
 PHILADELPHIA WILL ALSO BE VASTLY BENEFITED. 
 
 The same reasons will apply and the same arguments may be used in 
 relation to Philadelphia as to Baltimore, but mainly in relation to other 
 branches of trade and commerce. That city has an immense trade 
 with the West in ready-made clothing, as also in many other articles of 
 merchandise. If the West could have a choice of routes to reach that 
 city, that trade would be vastly increased, because the cost of transit 
 would be very greatly reduced, and experience has demonstrated that 
 
NIAGARA SHIP-CANAL. 
 
 57 
 
 trade will increase just in proportion to the reduction in the rates and 
 charges of transportation and the markets which are thereby opened 
 up for the sale of the products of the purchasers. If a western farmer 
 or a grain-dealer can, by means of this canal, sell two thousand bushels 
 of wheat, or two hundred fat hogs where he has been able heretofore to 
 sell only one-half those amounts, it is certain that he will purchase 
 double the amount of merchandise, whether coffee, ready-made clothing, 
 boots and shoes, or any other article of merchandise. Hence it will at 
 once be seen how deep a stake Philadelphia has in the construction 
 of this work. Thereby her trade will be vastly increased, perhaps 
 doubled. 
 
 BENEFIT TO NEW YORK CITY. 
 
 But probably no city on the continent has so deep an interest in this 
 work as New York City. Her trade, by the confession of her most 
 sagacious and experienced merchants and business men, has been going 
 from her at a fearful rate — diverted into other and cheaper channels — 
 down the Mississippi, the Saint Lawrence, and to other points, because 
 the rates and costs of transportation have been less. In 1869 about 
 15,000,000 bushels of wheat and flour arrived at Montreal on its way to 
 a European market, which in former years went to that city, because 
 the cost of transit by that route to Europe was much less than by the 
 way of New York City — nearly one-half less. That shipment has been 
 greatly increased in subsequent years. Hence, she lost that trade, as 
 also the return merchandise purchased by that wheat and other trade. 
 But by this route to Lake Ontario, thence by the Oswego Canal, mid- 
 land and other railroads from that lake to New York City, she can ship 
 western produce to Europe at cheaper rates than can under present 
 circumstances be done down the Saint Lawrence. Hence she will, in a 
 very great measure at least, regain that trade which has heretofore been 
 •diverted down the Saint Lawrence and in other directions in couse- 
 queuce of cheaper rates of transit. 
 
 BOSTON WILL BE A VERY GREAT GAINER BY THIS WORK. 
 
 Probably, however, no city on the Atlantic sea-board is more deeply 
 interested in this enterprise than Boston, because no other city can 
 profit so largely in its benefits. By a double track railroad on the 
 Hoosac Tunnel route she can, if she chooses, reduce the cost of transit 
 on wheat and other agricultural products to Liverpool to less than the 
 rates from the Baltic and Black Sea provinces of Central Europe and 
 Western Asia. If she can reduce that cost to 30 cents per bushel on 
 wheat, and on other articles in the same proportion, she will thereby 
 secure to the West a control of the markets of all Western Europe, now 
 exceeding 500,000,000 bushels of cereals, and other agricultural products 
 in the same proportion, and will thereby secure to herself the carrying 
 trade between the great food-producing States of the West and those 
 markets. This is the prize which Boston is evidently endeavoring to 
 secure, and which she can most assuredly secure by the breaking down 
 of that rocky barrier existing at Niagara Falls. 
 
 THE GREAT MANUFACTURING TOWNS OF NEW HAMPSHIRE, MAINE, 
 AND MASSACHUSETTS WILL BE EQUALLY BENEFITED. 
 
 By the consummation of that work the great manufacturing towns in 
 New Hampshire, Massachusetts, Maine — indeed, in all New England- 
 will be equally benefited, because they will thereby secure one of the 
 
58 
 
 NIAGARA SHIP-CANAL. 
 
 main and most important elements of success, to wit, cheap food and 
 abundance of it. The committee of the Shoe and Leather Association, 
 of Boston, since the lire, stated in their report: "That manufacturing 
 success depended mainly upon cheap labor, and cheap food is essential 
 to cheap labor, and cheap food can only be secured by cheap rates 
 of transportation from the fields of the producer to the homes of the 
 consumer, to wit, the operatives in the manufacturing establisments of 
 the country." Never was a truer or more appropriate saying than that. 
 Now, we propose just that same thing. By securing the construction 
 of this canal around the Falls of Niagara we at once and for all time 
 inaugurate cheap transportation between the food-producer and the 
 consumer, to wit, the manufacturing operative. We fulfill exactly the 
 measure and terms upon which the Boston Shoe and Leather Association 
 aver that manufacturing success depends. 
 
 THE ANTHRACITE COAL OF PENNSYLVANIA TO SUPPLY THE WEST MUST 
 COME TO LAKE ONTARIO. 
 
 With this canal constructed, and the anthracite coal of Pennsylvania 
 must come to Lake Ontario for shipment to the upper lakes, because it 
 will then be the nearest, cheapest, and best route. That trade, although 
 in its infancy, is destined to be of immense magnitude and importance. 
 During the past year about 2,000,000 tons were brought to the lakes, 
 more than 1,000,000 tons of which was shipped to ports west of Buffalo, 
 and about 100,000 tons to the Mississippi and Ohio Valleys, much of it 
 as far south as Saint Louis and Memphis. At present the cost from 
 Lake Michigan to the Mississippi Valley is so great (about $3 per ton) 
 as to preclude its general use. When the water route, by the way of the 
 Wisconsin and Fox Elvers and other like avenues, from that lake to the 
 Mississippi, are opened up so that that coal can be carried from Lake 
 Ontario or foot of Lake Erie to the Mississippi for about $2 per ton, 
 that valley alone north of Saint Louis will demand annually at least 
 1,000,000 tons, with an annual increase of at least 10 per cent., or 
 100,000 tons. The Mississippi Valley, at least the best portions of it, is 
 u a timberless region." Whatever timber there is (which is along the 
 streams and bluffy portions, mostly unsuitable for cultivation,) is being 
 rapidly consumed for railroad purposes. More than five million trees 
 of oak and other hard-wood timber are annually consumed for that pur- 
 pose in the Upper Mississippi Valley and of its tributaries north of the 
 north boundary of the State of Illinois. In a very few years (eight or 
 ten) all the hard wood in that whole Upper Mississippi Valley suitable 
 for ties and other railroad purposes will be consumed. With still 
 greater rapidity is hard-wood timber being consumed in the States of 
 Ohio, Indiana, and Michigan. The only other dependence of that vast 
 region of country for fuel is upon the bituminous coals of the country. 
 These, although excellent for manufacturing, mechanical, and railroad 
 purposes, are a very poor substitute for either wood or anthracite coal 
 for household, church, store, or office purposes. Hence, as soon as 
 these regions can, by the cheapening of transportation, exchange their 
 corn and other agricultural products for anthracite coal, they will do so 
 in vast quantities. In ten vears, instead of demanding 1,000,000 tons 
 annually, they will require from 5,000,000 to 10,000,000 tons. The best and 
 cheapest ports of shipment for that coal will be on Lake Ontario, 
 because the nearest, by at least 100 miles by rail, to the coal-fields in 
 Pennsylvania. The West needs this Niagara Ship-Canal for the ship- 
 ment west of this vast amount of coal, quite as much as for the shipment 
 
NIAGARA 6 HIP-CANAL. 
 
 59 
 
 of their agricultural products east, because thereby will be created 
 competition between Buffalo and the ports on Lake Ontario. 
 
 THE PENNSYLVANIA ANTHRACITE COAL PRACTICALLY INEXHAUSTIBLE. 
 
 The Pennsylvania anthracite coal-fields are practically inexhaustible. 
 There are three beds or basins of that coal : First, the most southerly, 
 or Schuylkill j second, the middle, or Lehigh ; third, the most northerly, or 
 Lackawanna and Wyoming. This last deposit is large, probably equal 
 to both the others, and of superior quality. The best and most reliable 
 engineers of that State compute that this basin alone contains at least 
 14,000,000,000 tons, (or fourteen thousand million tons.) which alone 
 will supply the people of the whole continent with fuel for probably a 
 thousand years. This coal-measure belongs most emphatically to the 
 basin of the great lakes, and must be the main source from whence the 
 people of the lake region and beyond will draw their supplies. It will 
 be moved to the different ports on that lake over roads of easy grade, 
 (not exceeding 20 feet to the mile in any part,) and by distances shorter 
 by 100 miles than to any other port of any other of the lakes. Hence 
 for this trade alone that Niagara Falls Ship-Canal is an imperative 
 necessity. 
 
 NEEDED ALSO FOR TEE LAKE LTT&tBER TRADE. 
 
 There are probably nearly five thousand million feet of pine lumber 
 annually moving on the Upper' Lakes, a very large proportion (prob- 
 ably one-third) of which goes east to supply the markets in Xew York, 
 New Jersey. Pennsylvania, and the Xew England States. The foot of 
 Lake Erie has now a monopoly of that trade, dictating its own terms 
 for carrying it, hecause of that monopoly. Every thousand feet of that 
 lumber costs the consumer very considerably more than it should or 
 would if the lumbermen of the lakes had that canal through which they 
 could have their choice to ship their timber down into Lake Ontario, 
 and thence to a market over some one of the great number of competing 
 lines of road reaching that lake. For this interest also that canal is an 
 imperative necessity. 
 
 Second. We also secure an uninterrupted navigable route of nearly 
 three thousand miles, including the Saint Lawrence, of almost unlimited 
 capacity, from the very heart of the continent to the Atlantic Ocean at 
 the commercial metropolis of the continent, and to Europe, upon which 
 the young and enterprising business men of the country, in all ages to 
 come, can compete successfully with moneyed and other powerful monop- 
 olies for the carrying-trade, not only of the continent, but also of the 
 world. AYe do not expect that all heavy and bulky commodities from 
 either section will pass over the route, but we do assume, without fear 
 of successful contradiction, that if they go over other routes, as rail- 
 roads or the Erie Canal, they will invariably do so at about the rates for 
 which they can be carried on this. Thus we secure cheap transportation 
 in all things, which by no possibility can be secured under the present 
 and prospective state of affairs. 
 
 Third. By the competition created by this route we shall be able to 
 reach European markets of almost unlimited demand, which are now 
 closed and hermetically sealed up against us, because of the expense of 
 reaching them. The mission of this enterprise is to reduce the cost of 
 shipment from the valley of the Mississippi to Europe to thirty ceuts 
 per bushel on cereals, and everything else in the same proportion. We 
 
60 
 
 NIAGARA SHIP-CANAL. 
 
 can then ship to Europe and a remunerative market oar coarser products, 
 as corn, oats, barley, hay, and other products. 
 
 Fourth. By this route we shall be able to compete successfully with 
 the Baltic and Black Sea provinces for the wheat-markets of Europe, 
 which are already of almost unlimited demands, because we can then 
 ship to Liverpool, and other markets of Western Europe, our wheat for 
 less than 30 cents per bushel, while it costs from 35 to 45 cents per 
 bushel to bring it down from the grain-fields of Northern Europe and 
 Central Asia. 
 
 The legislature of Illinois, in their resolutions to Congress on the 
 subject of the Niagara Falls Ship-Canal, adopted December 21, 1871, 
 say that "If the cost of transportation of the cereals to tide- water 
 should be reduced 10 cents per bushel, our products would command 
 the markets of all Western Europe." 
 
 We propose by this water-route so to "cheapen transportation" that 
 the whole cost from the valley of the Mississippi to Liverpool, including 
 insurance, commission, &c, shall not exceed 35 cents per bushel. The 
 foregoing tables incontestably demonstrate this proposition. When we 
 have reduced the cost to the same level, our shippers will inevitably 
 secure the markets by the strength of competition. 
 
 ^VHAT ARE THE EUROPEAN MARKETS? 
 
 In the report of the Boyal Agricultural Society, of England, for the 
 year 18G8, page 18, it is stated " that England, for the year 1870, and 
 annually thereafter, will need at least 100,000,000 bushels of wheat over 
 and above her own productions, to feed her populations of England, 
 Scotland, and Ireland, and that the increase thereon will be about 5 
 per cent, per annum, or five million bushels." 
 
 About the 1st of November last, the following notice appeared in the 
 London Times, from which it was copied into very many American 
 papers : 
 
 Importations of wheat. — For ten months ending; the 1st of October, England has 
 imported 130.U00.000 bushels of wheat, over and above her own productions, to feed 
 her populations of England, Scotland, and Ireland, and the probability— nay, cer- 
 tainty — is, that for the next two months her importations will amount to 20,000,000 
 bushels more, making, for the year, 150,000,000 bushels; and that, too, over and above 
 a large importation of rye, barley, oats, and some corn from the States. The probabil- 
 ities are, that for the coming year this amount will be increased about 10 per cent. ; 
 in other words, our importations for the year ending 1st of January, 1874, will be 
 about 165,000,000 bushels, and more likely to be 10,000,000 more, than to fall short 
 5,000,000. Of this amount, the United States, with a surplus of 150,000,000 bushels, 
 furnishes about 15,000,000. 
 
 We appeal to honorable members, and especially those from the 
 wheat-growing States of the West, that this is a very bad showing for 
 the most vital interests of your constituents. Is there no remedy ? 
 Yes, there is ; to wit, in the construction and speedy completion of this 
 ship-canal. We know of no other. All others have been tried, and 
 utterly failed. 
 
 The foregoing statement is confirmed by the Mark Lane Express, of 
 about the same period. The latter goes on to say, " that unless the 
 Americans will cheapen transportation from the interior to the sea- 
 board, so that they can compete with the producers of the Baltic and 
 Black Sea provinces, the price of breadstuff's must be materially aug- 
 mented in our markets." A prophecy which has been most emphat- 
 ically fulfilled. The prices of provisions, and especially breadstuff's, have 
 been very nearly doubled in the English markets within the last live 
 years. Baring Brothers, the great London bankers and European 
 
NIAGARA SHIP-CAXAL. 
 
 61 
 
 provision brokers, in their annual circular for the same year, (1868;) 
 pages 13, 14, &c, state " that the demand of the European markets for 
 agricultural products — especially cereals, as wheat, corn, oats, barley, 
 <&c. — exceed 500,000,000 bushels per annum ; and that u if the Americans 
 will only open that water route from the valley of the Mississippi to the 
 Atlantic sea-board, by the way of the great lakes and river Saint Law- 
 rence, and thereby inaugurate 1 cheap transportation'' thereon, they can 
 and will supply a very large proportion of that demand." 
 
 But the West can never secure those markets with the present means 
 and facilities for transportation, because it can never compete with the 
 merchants and grain-dealers of Europe and Asia. 
 
 SIR MORTON PETO'S VIEWS ON THIS SUBJECT. 
 
 Sir Morton Peto, iu his very interesting work on the Resources and 
 Prospects of American Agriculture and Commerce, makes the follow- 
 ing truthful observations: 
 
 How fur is the amount of tonnage employed iu inland intercourse in America ade- 
 quate to the wants of the country f In considering this point we have to regard the 
 very great length over which traffic has to he carried, and, looking at those distances, 
 no reasonable doubt can he entertained that the inland navigation of America is very 
 inadequate to the wants of the people. 'It has not, in fact, kept pace with the population and 
 j)rogress of the country. * * * * A vast mass of produce is yearly destroyed 
 from the inability of the carriers to forward it. The owners are ruined, and parties 
 in the Eastern States who advauce money on this produce must charge excessive rates 
 to cover the risks of delay. The grain -producers of the Western States are quite unable to 
 find sufficient means of conveyance for their products, because the railroads from West to East 
 are choked with traffic. * * * The produce of the Western States has, in fact, 
 increased faster than the means of transport, and additional facilities for the convey- 
 ance thereof are urgently needed. »,*_,« The prosperity of the West, the t 
 value of its produce, the value of its land, and the extent of laud cultivated, indeed, 
 all the material interests of the country, therefore, depend upon increased facilities for the 
 conveyance of its products w market. 
 
 These are but a few and very brief extracts from the obser- 
 vations of that very astute and keen-sighted Englishman on this sub- 
 ject of "cheap transportation" between the East and West, which he 
 has recorded in his book. These observations were made more than 
 ten years ago. Since then our agricultural products have vastly in- 
 creased, while the means and facilities for transporting them to an 
 eastern and European market have not been enlarged at all, and while 
 the costs of transit on most articles have been nearly doubled. 
 
 HOME AUTHORITIES ON THIS SUBJECT. 
 
 The Chicago Tribune, in speaking upon this same subject, more than 
 two years ago, stated that " the West is even now at the end of ite 
 transit ability. Not another ton of freight can be moved, from the West 
 to the East with the present means and facilities of transportation, im- 
 mense as they confessedly are? 
 
 Governor Merrill, of Iowa, in a letter to Colonel L. A. Thomas, dated 
 October 4, 1871, in commenting upon this statement, says : 
 
 If this was true at that time, (and I have not the slightest douht of it,) how much 
 more emphatically is it the case at the present day; the facilities of, transportation 
 thus fully occupied then, have not heen increased, yet the population of the West in 
 that period of time has heen augmented by nearly, if not quite, a million of people, 
 nine-tenths of whom are agriculturists, who hy their industry and energy are adding 
 immensely to her agricultural products, even while the fruits of their labor yield 
 them little more than a bare living. And no amount of probable increase of railroad 
 facilities will be adequate to the demand. 
 
 These are weighty and important words, because no man has given 
 
62 
 
 XIAGAEA SHIP-CAXAL. 
 
 more attention or devoted more time to the promotion of this measure 
 than Governor Merrill. He is, in fact, one of the pioneers in this great 
 national enterprise. 
 
 Mr. Bennett, late member of Congress from the Buffalo (New York) 
 district, estimates that the reduction on freight by the enlargement of 
 the locks of the Erie Canal " would equal a saving of $15,000,000 per 
 annum on the movement of grain eastward by the water-routes." 
 
 In a report made by Hon. Israel T. Hatch to the Secretary of the 
 Treasury, in January, 18G7, (House Executive Document No. 78, second 
 session Thirty -ninth Congress, page 4,) he says : 
 
 An elaborate investigation shows the following results as exemplified by a fair com- 
 parison, of the relative cost of transportation by rail and other means of conveyance 
 best known in the United States : 
 
 By rail costs 733.3 per cent, greater than ocean transportation, 525 per cent, greater 
 than by lake, 215 greater than Erie Canal, and 400 per cent, greater than Hudson and 
 other river navigation. 
 
 The Erie Canal is 310 per cent, greater than by lake. Mr. Hatch 
 goes on to say : 
 
 But the western producer is liable to suffer, not merely by reason of the necessarily 
 great cost of railroad transportation, but by extortionate charges rendered practicable 
 by the monopoly of immense railroad combinations and by the want of rival and com- 
 peting routes and modes of transportation. The aunual tax now imposed upon the 
 people of the West by these enormous charges for tolls and freight, profits of dealers, 
 all deducted from the final market-price of products, reducing the amount the producer 
 receives, ought not longer to be endured, if it be practicable to avoid it. — (Ibid., p. 5.) 
 
 Mr. Hatch says still further : 
 
 Freights can be reduced, and thus', even without any iucrease in the price of wheat 
 at its ultimate market, give to the producer more "of that price than he now receives. 
 
 The following tables will illustrate this statement: 
 
 BY THE WATER-ROUTE DOWX THE SAINT LAWRENCE. 
 
 Cost of transportation to Liverpool per bushel, as above stated $0 33 
 
 Marine insurance 2^- 
 
 Commission 3 
 
 Handling 2 
 
 Total 38^ 
 
 BY WATER AND BAIL TO NEW YORK, THENCE TO LIVERPOOL. 
 
 Cost of transportation via New York to Liverpool, per bushel- $0 51 
 
 Marine insurance 2£ 
 
 Commission, 3£ 
 
 Handling, 2 cents, and oue additional transshipment, 1 cent 3 
 
 Total 60 
 
 Now suppose wheat to be 81.30 in Liverpool. This will leave the ship- 
 per 92J cents by the way of the Saint Lawrence, and 70 cents per bushel 
 by the way of New York. This will make a difference of 22^ cents per 
 bushel in favor of the Saint Lawrence route. 
 
 But there is now au embargo on certain articles of agriculture. 
 
 The above estimates are based upon the rates when there is no extra- 
 ordinary pressure upon the roads. When there is such pressure, the 
 costs of transportation are often twice, and sometimes three and four 
 times as great. Sometimes there is an entire embargo upon certain 
 kinds of produce, which now actually exists on oats. All the railroads 
 throughout the country reaching to the eastern sea-board (August, 1872) 
 
NIAGARA SHIP-CANAL. 
 
 03 
 
 refuse to carry oats at any price. "The reason given is tliat other 
 freights so crowd their roads that it is impossible to carry all, and hence 
 they are compelled to discriminate against some articles, and conse- 
 quently have done so against oats as least injurious to the public." 
 
 NO REMEDY BUT EN THIS WATER -ROUTE. 
 
 The only complete and possible remedy for all these evils and exac- 
 tions is this water-route. This will be that "other entire system" 
 of transportation which, and which alone, can by any possibility grap- 
 ple with and overcome these monstrous and oppressive monopolies. 
 With this route open to the Atlantic Ocean it would be impossible to 
 make any combinations to put freights above fair and reasonable 
 charges, because it would be impossible to combine the shipping inter- 
 ests of the lakes with the railroads for any such purpose. The latter 
 might buy up all the vessels on the lakes, but before they could begin 
 to reap the reward of their monopoly others would take their places. 
 
 IT IS CLAIMED THAT THE BUSINESS OF THE COUNTRY WILL NOT 
 
 JUSTIFY THE WORK. 
 
 It is claimed by the opponents of this work that the business between 
 the East and West will not, as yet, justify its construction. The Chicago 
 Tribune, in the article above referred to, says: "That there are at least 
 10,000,000 tons of freight which would annually pass between the East 
 and West, but which at the present time is entirely unprovided for by 
 the present means of transportation.'" That was three years ago. Now, 
 there are at least 40,000,000 tons of freight annually passing between 
 the East and West, (or would be if there were means for transporta- 
 tion,) not more than 20,000,000 tons of which are, or can be, accommoda- 
 ted by the present means of transportation. In 1871, the States above 
 enumerated raised about 1,500,000,000 bushels of cereals of all kinds, 
 one-third of which, the coarser, as well as wheat, would seek an eastern 
 and European market if the cost of transportation could be so reduced 
 as to compete in the latter, and in that event there would be an annual 
 shipment of at least 300,000.000 bushels to supply those markets, as 
 also our own. At present the amount does not much, if any, exceed 
 100,000,000 bushels. With those means of transportation there would be 
 at least 10,000,000 fat hogs to be sent to market frouf those States. 
 These are but a few of the articles of agricultural produce to be for- 
 warded from those States which go to make up the enormous amount 
 of freight passing between the two sections. 
 
 NEW INDUSTRIES WOULD SPRING UP IN CONSEQUENCE OF THE OPEN- 
 ING UP OF THIS ROUTE. 
 
 New industries would spring up and flourish in consequence of the 
 opening up of this water-route, especially in the article of hay. The 
 average price of baled hay in the Liverpool markets for the last five years 
 has exceeded $30 per ton. Whenever there is a temporary scarcity, 
 as was the case a few years ago, the price far exceeds that amount. 
 The entire lake region in the States of Ohio, Indiana, Illinois, Michi- 
 gan, and Wisconsin is far better suited to that crop than to any other. 
 It is neither adapted to agricultural nor grazing purposes, being too level 
 and uniformly cold for the former, and too wet for the latter ; stock of 
 all kinds being unhealthy, partly owing to the miasma rising from the 
 
64 
 
 NIAGARA 8HIP-CANAI* 
 
 ground, and partly froin always being confined to those low and gener- 
 ally wet lands, sheep, especially, often becoming deeply diseased with 
 the foot-rot and scurvy. But for grass-crops those low lands are un- 
 equaled by any on the continent, and probably in the world. And yet 
 there is no market for that peculiar product, and consequently no in- 
 ducement to embark in its cultivation ; under the present system, the 
 cost of transportation to the markets of Western Europe being so great 
 that the whole cargo would be consumed in the cost of transit; hence 
 large areas of those lake lands are idle and worthless, and will remain 
 so until this market can be opened. If, therefore, that water-route can 
 be so improved as that vessels of only 2,000 tons capacity, for example, 
 can load at any poiut along the lakes and go directly through to Liver- 
 pool without transshipment, the lake farmers could successfully cempete 
 with the European farmers in their own markets. This will be clearly 
 
 demonstrated by a single example: 
 
 Per ton. 
 
 English hay in the Liverpool market £20 00 
 
 Lake bay, $5 per ton, to the farmer $5 00 
 
 Baling, aud delivering at Lake Shore 5 00 
 
 Average distance to Montreal, 800 miles at 5 mills per ton per mile 4 00 
 
 From Montreal to Liverpool, 2,850 miles, at 2 mills per ton per mile 5 70 
 
 Insurance to Liverpool, per ton 20 
 
 Handling and commission, per ton 3 00 
 
 22 90 
 
 Clear profit per ton , 7 10 
 
 From these estimates it will be observed that the hay interests of the 
 lakes could, at once, successfully compete with the European agricul- 
 turists in their own markets, and those lake-lands be made very valuable. 
 The demand for this product, as well as for the cereals, is rapidly in- 
 creasing in all Western Europe, in consequence of a large portion of 
 their best arable and meadow lands being devoted to the culture of the 
 sugar-beet. This interest requires large numbers of cattle to consume 
 the refuse, or " pulp," of the beet. A certain proportion of hay is indis- 
 pensable in feeding the cattle, which are always kept in the stalls. It is 
 cheaper and more economical to purchase this hay in the markets than 
 to devote so large a portion of their best beet-lands as would be neces- 
 sary to raise it. Hence, with that route opeu to the sea-board, the 
 demand for baled hay from the lakes would be almost unlimited. The 
 present European demand exceeds 3,000,000 tons per annum, a large 
 proportion of which now comes from Sweden, Norway, and Russian 
 Poland. Those States could also furnish the English grazers of cattle 
 and sheep hay at a cheaper rate than they can possibly raise it them- 
 selves. So also the markets of London, Liverpool, Paris, and other 
 cities of England and Western Europe. We could furnish them all at 
 cheaper rates than the English farmer, or from the Baltic. 
 
 THE MAOTFAGTUBING AND OTHER INTERESTS TO BE IMMENSELY BENE- 
 FITED BY THIS MEASURE. 
 
 The manufacturing, commercial, and other interests would be im- 
 mensely benefited by this improvement, because it would furnish a re- 
 munerative and unlimited market for all of our agricultural products, 
 thereby increasing the ability of the people of that section to consume 
 the manufactures and other commodities aud produces of other portions 
 of the country, and at the same time would not demand or require the 
 sacrifice of any of those interests. The people in that section could 
 
NIAGARA SHIP-CANAL. 
 
 then very well afford to pay a pretty high tariff on iron and other manu- 
 factures of the Eastern and Middle States. It is the want of a marled 
 for their products, and not a high tariff', that oppresses the agricultural 
 States of the West, and will continue to do so until those markets are 
 supplied. 
 
 The opinion on this subject of *one of the first statesmen of the country, 
 as also one of the first minds of any age, is peculiarly appropriate just 
 here : 
 
 With me it is a fundamental axiom, it is interwoven with all my opinions, that the 
 great interests of the country are united and inseparable : that agriculture, commerce, 
 and manufactures, will prosper together or languish together ; and all legislation is 
 dangerous which proposes to henetit one of these without looking to consequences 
 which may fall on the others— (Daniel Webster, 1824.) 
 
 The following article written by Mr. AlvinBronson, now nearly ninety 
 years of age, and for about seventy years a merchant and active busi- 
 ness man, residing on Lake Ontario, has an interest and significance 
 which would not and could not apply to the opinions of any other man 
 now living, with the exception, perhaps, of Gerritt Smith, or Peter 
 ( Jooper, of New York City : 
 
 CONTINENTAL PRODUCTION AND TRAFFIC. 
 
 Since preparing the foregoing paper I have had access to tables compiled by a com- 
 mission appointed by the late commercial convention at Detroit, comprising the pro- 
 ducts in wheat, corn, and domestic animals of twelve States, calling Dakota a State, for 
 live years, 1867 and 1872 inclusive. 
 
 These twelve States are clustered around and near the four great lakes, beyond the 
 Niagara Falls, and on or near the Upper Mississippi, half of them having sprung up in 
 the last two decades. In size each State, when averaged, is equal to the six New 
 England States, or, in the aggregate, equal to seventy-two New England States, with a 
 mild and salubrious climate and a generous soil. These States — Ohio, Kentucky, Indi- 
 ana. Michigan. Wisconsin, and Illinois, east of tin 1 Mississippi; and Missouri, Iowa. 
 Minnesota, Kansas, Nebraska, and Dakota, west of this river, contain about one-third 
 of the population of the Union, yielding twice as much wheat and corn as the remain- 
 ing twenty-six old States, comprising all the surplus grain of the Union, together with 
 half the domestic animals and their products. 
 
 To give value to these great and productive States and as many more soon to follow in 
 the Northwest, the long-delayed Niagara Ship-Canal ou our side of the national border 
 is an important element. This improvement, emphatically national, extends the eight 
 hundred miles of lake navigation, embracing Lake Ontario, to one thousand miles in 
 the direction of the Atlantic ; a channel of trade that not only defies monopoly, but is 
 invested with the power of breaking down all monopolies on this part of the continent, 
 such as State canals, incorporated railroads with large capitals, seeking large divi- 
 dends or watered stock by extorting high prices, instead of cheapening transportation. 
 All this will be achieved by this national enterprise and a laudable and healthy com- 
 petition established from the Chesapeake to the Saint Lawrence for the vast products 
 of the Northwest. 
 
 The worthy projectors of the Erie Canal propounded the theory "that trade once 
 afloat on Lake Ontario would seek an Fnglish market, enriching our commercial 
 rival." 
 
 This theory was derived from a long-cherished fallacy, on which was founded the 
 ancient British navigation laws, and, more recently, her corn laws. These encouraged 
 exportation and discouraged importation by bounties, duties, and penalties. Commerce 
 was deemed a game by which one party won wha t the other lost, the winner hoarding 
 the precious metals. This vicious system gave way when Great Britain found in the 
 United States a competitor strong enough to retaliate by countervailing bounties and 
 restrictions, and ready to reciprocate free trade in the commodities of both, and thus 
 avoid the folly and waste of employing two ships to perform the work of one. Near 
 the middle of the present century, under the administration of Sir Robert Peel, these 
 statutes were swept from the British maritime code, and soon followed by the Ashbnr- 
 ton treaty of reciprocity, which, in an evil hour, was abrogated by our Government, 
 under the influence of bad temper, provoked by Canadian favor to southern rebels and 
 renegades. This ill-judged measure has been partially remedied by the late treaty of 
 Washington, which restores the free navigation of the Saint Lawrence. 
 
 The congress of sovereigns convened at Vienna in 1815, propounded the theorv that 
 IT. Mis. 22 5 
 
N IAG AR A S HIP-C A XAL. 
 
 nations owning and occupying the upper waters of a river bad the right of trade aud 
 transit through its month with the ocean, although the mouth of the river was owned 
 and occupied by another nation. This doctrine, or national law, has been recognized 
 and fortified ever since by usage, by treaties, by permits, both in Europe and America, 
 applicable to the Danube and the Saint Lawrence. When the agitation of the north- 
 western boundary threatened the harmony of two nations, two articles appeared in 
 the Journal of Commerce, New York, almost simultaneously, advocating the mutual 
 free trade of the Saint Lawrence and the Columbia ; one originating at Oswego, the 
 other signed by the late distinguished statesman Albert Gallatin. The first quoting 
 the action of the Vienna convention, the other by Mr. Gallatin, saying iS This theory, 
 or tenet, had become almost the settled law of nations in Europe." 
 
 It may safely be assumed that we shall hereafter enjoy the benefits of this outlet for 
 the products and traffic of our vast domain, improved and perfected by the funds of 
 Great Britain, instead of a commercial rival, a co-worker with and for us, for the joint 
 benefit of both, as we are joint proprietors of the continent ; nor will her share of 
 these benefits be the largest. 
 
 With a second transcontinental railroad completed, the Niagara barrier broken 
 down, the Green Mountain impediment removed: with shipping and barges, internal 
 and external, quadrupled in tonnage and doubled in speed, with free trade for a motto 
 and enlightened labor for a watch-word, our continent will exhibit a scene of activity, 
 wealth, and power, such as the world has never witnessed, and that in a period shorter 
 than has been allotted to tlfe humble author <>f this paper. 
 
 ALYIX BROXSOX. 
 
 OSWEGO, October 1, 1872. 
 
 CHExVP FOOD WOULD ' REMOVE OXE, AXD TKOUABLY THE 3UV1X. IN- 
 DUCEMENT TO " STRIKES *' AMOXG OPERATIVES. 
 
 The question of cheap food is one of vital importance to the Eastern States. Cheap 
 food makes cheap labor, which is the foundation of the success of manufactures. High 
 prices of food cause a demand for higher prices of labor, strikes among operatives, 
 interruptions to business, and general distress and loss in manufacturing communities. 
 
 Cheap transportation would have the effect of reducing the price of provisions, aud 
 would thereby benefit the manufacturers of the East as much as it would the farmers 
 of the West. — (Report of the United States engineer of the James River aud Kanawha 
 Canal, 1871, p. 78.) 
 
 The present strikes aud disastrous troubles among the operatives of 
 the manufacturers aud mechanics in all the eastern cities and. manu- 
 facturing districts can be traced directly to the high prices of provisions 
 and other necessaries of life. 
 
 The following are a portion of the resolutions of a meeting held in 
 Xew York City in May last by the carpenters and bricklayers of that 
 city, to wit : 
 
 Resolved, That the enormous charges exacted by railroads and other transportation 
 companies between the food-producing States of the West and the Atlantic sea-board 
 so enhance the prices, not only of provisions, but also of every description of manu- 
 factures and other necessaries of life as well, that the present wages paid to mechanics 
 and laborers in our respective trades aud business in this city are not adequate, with 
 the most rigid economy, to the support of the employes iu those trades and their families. 
 
 Resolred, That such deficiency iu our respective trades, to wit, the carpenters and 
 bricklayers, and doubtless the same is true in all others, amounts to fully 25 per cent, 
 of our wages. The less the rate of wages the greater the deficiency, and hence the 
 greater distress. 
 
 Resolved, That while we presume the same causes operate to depress, to some extent 
 at least, the business of our employers, that fact cannot by any possibility mitigate 
 our difficulties or its consideration deter us from demanding a fair and reasonable in- 
 crease of our wages to meet those extra expenses. 
 
 Eesolved, That we protest against the burdens of society aud the business commu- 
 nity, caused by the enormous and unreasonable exactions aud extortions of moneyed 
 corporations and other combinations of capital, being thrown upon the mechanics and 
 laboring men of the country. Let each class, the employer as well as the employe, 
 bear their equal proportion of those burdens. 
 
 Resolved, That if we must still work for our present wages we shall be compelled to 
 do so at prices which are not adequate to the comfortable siq>port of ourselves and families. 
 
 The main causes, then, of the distress and consequent strikes among 
 mechanics and laborers in our eastern cities and manufacturing dis- 
 
NIAGARA SHIP-CANAL. 
 
 67 
 
 tricts are here condensed into the smallest possible compass. What 
 are those causes? We answer, u excessive costs in transportation." What 
 is the remedy ! Obviously, "to reduce those costs." But how can that 
 be done ? Just here comes in the difficulty in solving this problem, to 
 wit, " cheap transportation." Can that result be secured by the present 
 means of transit between the West and East, to wit, the railroads and 
 the Erie Canal? Then why has it not been clone ? That man would be 
 regarded as not well posted on this subject, to say the least, who would 
 assume any such solution. The causes lie far deeper, and can never be 
 eradicated by any modification of the present system. The true solu- 
 tion is this: we have but one system of transportation, and, therefore, 
 no competition. 
 
 A COMPETING SYSTEM OF TRANSPORTATION INDISPENSABLE. 
 
 What, then, is the remedy for this state of affairs ? Simply and only a 
 " competing system 7 ' of transportation, which can neither be crushed 
 out, bought up, or coerced into subjection to any monopoly or combina- 
 tion of monopolists whatsoever. 
 
 THIS WATER -ROUTE THE ONLY REMEDY. 
 
 That " system" can only be secured by opening up continuous steam- 
 navigation from the valley of the Mississippi to the Atlantic Ocean on 
 the route herein pointed out. We affirm that this is the only route. 
 became there are at least ten or more good and substantial reasons for 
 this position. 
 
 First. Because the depth and volume of water are such as to render 
 its carrying capacity practically unlimited. 
 
 Second. Because it is right alongside of that " other system," to wit. 
 the railroads and the Erie Canal. 
 
 Third. It is on the shortest and cheapest possible route between the 
 grain-fields of the AYest and North and the Eastern and European mar- 
 kets. 
 
 Fourth. It will allow of the passage of vessels of more than fifteen 
 times the carrying capacity of the largest freight-train, moving at an 
 equal rate of speed, and tor about one-sixth the charges of her cargo. 
 
 Fifth. It would move to the Eastern and European markets the entire 
 agricultural products of all the Western States, and all the region lying 
 beyond both West and Xorth, and bring back all the manufactures and 
 merchandise of those markets long before the close of navigation, and 
 at less than one-fourth the cost now exacted by the present " system." 
 to wit, the railroads and the Erie Canal. 
 
 Sixth. It would at once compel that other " system' 1 to cany at about 
 its " own rates," or get nothing to do ; in other words, it would at once 
 create an active and healthy competition in the carrying trade of the 
 country. 
 
 Seventh. It would open up unlimited markets at remunerative prices 
 lpr all our surplus agricultural products without in the least interfering 
 with or demanding the sacrifice of any other material interests or indus- 
 tries of the country. 
 
 Eighth. By thus opening up remunerative markets for the agricultural 
 products of the Western States, we at the same time, and in the same 
 proportion, increase their ability to purchase the manufactures of the 
 Eastern and Middle States. 
 
 Xinth. By opening up and securing the markets of Western Europe, 
 American shipping, now lying idle and rotting at their wharves, would 
 find remunerative employment in the carrying trade between the agri- 
 
68 
 
 NIAGARA SHIP-CANAL. 
 
 cultural States of the interior aud the provision-markets of that con- 
 tinent. 
 
 Tenth. With this open route to the ocean the young and enterprising- 
 business men of the country could, at once, enter into competition with 
 moneyed corporations aud other combinations of capital in the carrying- 
 trade of the country with a fair prospect, nay, certainty, of success. 
 
 Eleventh. This would be the antidote for the distress and consequent 
 strikes among artisans, mechanics, and laboring-men of the eastern 
 cities and manufacturing districts, because it would add the 25 per cent, 
 demanded by them to their wages by the reduction of the costs of 
 transportation between the two sections of the country, and thereby 
 reducing that much the cost of living. 
 
 Other reasons might be given why this route to the ocean should be 
 opened up with the least possible delay, but surely the above ought to 
 be sufficient. 
 
 We challenge the friends of the present or any other system to the proof 
 that they can secure this indispensable requisite, to wit, 11 cheap transporta- 
 tion? 
 
 The allegation that this route is of little or no value, because closed 
 by ice nearly two-th irds of the year, is not sustained by history. It is charged 
 by the enemies of this route, aud, of course, friends of the Erie Canal 
 and the railroads, as also of the grievous aud oppressive monopolies 
 which they have succeeded in fastening upon the commerce of the coun- 
 try, that the assumed advantages of this route do not exist at all, or are 
 of little value, in consequence of the short period of navigation; the 
 same opening late in the spring and closing early in the fall. 
 
 THESE STATEMENTS NOT TRUE. 
 
 These, and all like statements, are without any valid foundation w hat 
 ever, as a reference to tables kept at Quebec, Montreal, Kingston, and 
 Toronto, for more than fifty years, most abundantly demonstrates. By 
 those tables kept from 1814 to 1SG7, a period of fifty-three years, it ap- 
 pears that the average time of the opening of navigation at all those 
 places was April 15, aud the average time of closing December 10. The 
 average number of davs of actual navigation 272 ; the longest period 
 310 days, in 1813; the shortest period, 222 days, in 1832. The time of 
 opening and closing has not varied from these average dates, not to ex- 
 ceed three or four times, during all that period. 
 
 OPENING AND CLOSING OF ERIE CANAL. 
 
 From tables and records kept by the canal commissioners of the State 
 of Xew York, from 1821 to 1801, inclusive, the average time of the 
 opening of the Erie Canal was April 15, and the average time of closing 
 December 10. The earliest day of opening March 27, 1828, and the 
 latest day May 0, 1857. The earliest day of closing November 25, 181G. 
 aud the latest day December 21, 1832. The greatest number of naviga* 
 ble days 260, in 1828, and the least number 211, in the years 1813. 
 1817. and 1850. Average number of days of navigation 232. In more 
 than half of those years the maximum days of navigation have not 
 varied two days from the above minimum of 211 days. 
 
 TIAIE OF OPENING AND CLOSING IIUDSON EI VEIL 
 
 From the same tables it appears that the average time of the opening 
 of the Hudson Paver was March 25, and the average time of closing 
 
NIAGARA SHIP-CANAL. 
 
 69 
 
 December In. Tbe earliest day of opening February 4. 1S12. ami the 
 Litest day April 13, 1813. The earliest day of closing November 30. 
 1832. and the latest January 11.1*30. The average number of days at 
 navigation 270. The greatest number, 309, in 1824; 308 days in 1842, 
 and the least number, 220 days, in 1828. Here, also, in more than half 
 of those years the maximum days of navigation have not exceeded the 
 minimum of 220 days more than 3 days. 
 
 LAKE-NAVIGATION. 
 
 From the same tables it appeals that the average time of opening of 
 lake-navigation is April 20. The average time of closing December 15. 
 The average number of days of navigation 280. 
 
 FACTS ESTABLISHED BY THESE TABLES. 
 
 These tables demonstrate that for fifty-three years prior to 1SC7 the 
 average time of actual navigation down the Saint Lawrence to the Atlan- 
 tic Ocean was 272 days. On the Erie Canal for forty years prior to 
 1864, the average time was 232 days, or 40 days less than down the Saint 
 Lawrence. On the Hudson River the average time of navigation was 
 270 days, or 2 days less, and on the lakes 2sn days, or 8 days more than 
 down the Saint Lawrence. 
 
 ACTUAL TIME OP SUSPENSION OF NAVIGATION. 
 
 The average time of actual suspension of navigation for fifty three 
 years prior to 1*07 on the Saint Lawrence was only 03 days: on the Hud- 
 son. Oo days: on the Erie Canal. 133 days, and on the lakes. 85 days in 
 each year. Actual suspension of navigation for about the same period 
 from Saint Paul (or Fort Snelling. a few miles above) to Saint Louis on 
 the Mississippi. 130 days. 
 
 This astonishing phenomenon of extreme open navigation on the Sain: 
 Lawrence in that high northern latitude, (reaching at its mouth to o2 c .i 
 is mainly and probably entirely owing to the immense volume of warm 
 waters coming down from the upper lakes, which do not run out or cool 
 until very late in the fall, and often until far into the winter. Those 
 waters also, always being warmer during the winter than the waters of 
 the Hudson or Mississippi Rivers, cut out the ice on the Saint Lawrence 
 earlier in the spring, and keep the river clear of ice later in the fall. 
 
 From the foregoing statements, taken from tables which are official 
 and entirely reliable, it appears that the reports made by the opponents 
 of this route, that it is blockaded by ice for more than half the year, 
 which have been extensively circulated and have done vast damage and 
 injury, ore without any t'oundo.tioii icnatecer. That, in fact, this route 
 affords not only far greater, indeed unlimited facilities, but a longer 
 period of navigation than its more southern and more favored rival, to 
 wit. the Erie Canal and Hudson River, exceeding the former by more than 
 a month, or even than the Mississippi as fai south as Saint Louis. Here, 
 agaiu. we challenge those opponents and enemies, or anybody else. t<> 
 refute these statements. That it is quite as safe tor steamers which 
 will only be used in this carrying trade) as the rival route to Liverpool, 
 to wit. via Xew York City, is established by the fact that marine insur- 
 ance on this route for steamers is the same as from Xew York to 
 Liverpool. 
 
 In a letter dated Montreal, Ontario, December 12, 1872, Sir John 
 Young. M. P.. and an enterprising and wealthy merchant of that city, 
 says : 
 
70 
 
 NIAGARA S HIP- 1' ANAL. 
 
 That with the exception of a few days iu the latter part of September, the rates 01 
 insurance on ocean steamers from Montreal to Liverpool, via river and Gulf of Saint 
 Lawrence, from the opening to the close of navigation, are the same as from New 
 York to Liverpool during the same period, and for those few days about one-fourth per 
 cent, higher. 
 
 SEVERAL PROPOSITIONS DEDUC1BLE FROM THIS DISCUSSION. 
 
 From the foregoing facts and statements, which are entirely reliable 
 and procured from the most authentic sources, the following proposi- 
 tions are fairly and legitimately deducible, to wit : 
 
 First. That those States, above enumerated, produce nearly three- 
 fourths of all the main agricultural products of the country, and all the 
 surplus of food (east of the mountains) to supply the markets of our 
 own and foreign countries. 
 
 Second. That the costs of transportation are so great under the pres- 
 ent " system" of transit, that nearly nine-tenths of the value of those 
 products are consumed in getting them to market. In addition to those 
 enormous charges, tbe pressure is often so great as to produce an entire 
 embargo upon some articles. 
 
 Third. That the only escape from or even alleviation of those enor- 
 mous and oppressive monopolies now imposed upon the industry of the 
 country will be to establish as near alongside of the "present system " as 
 can be done, an entirely independent system of transportation from the 
 valley of the Mississippi to the Atlantic Ocean : and that this object 
 can only be secured by the construction of this canal around Niagara 
 Falls. 
 
 Fourth. That the agricultural interests of this country can never se- 
 cure the benefit of the markets of Western Europe until a competing sys- 
 tem of transportation shall be firmly established, so as to reduce the 
 costs of transit below those from Central Europe aud Western Asia. 
 
 Fifth. That the proposed ship-canal at Niagara Falls, being intended 
 to remove an obstruction in a system of navigable water, recognized 
 from the earliest colonial period of our country as "a public navigable 
 highway," and being entirely within the limits of the United States, the 
 same should be constructed by the United States; should be under its 
 exclusive control and supervision ; and should be free to the commerce 
 of tbe whole country, except so much toll as may be necessary to keep 
 the works in repair, and pay the current expenses of operating the same. 
 
 Sixth. That any delay on the part of the Government in making some 
 provision for the speedy construction of this work would be most dis- 
 astrous to the best interests of the whole country and more especially to 
 the West, as well as to the Government itself, in preventing the develop- 
 ment and increase of prosperity, population, and wealth, which cannot, 
 by any possibility, be secured in any other way. 
 
 Seventh. That the policy of our Government should be to control our 
 own trade and commerce between the East aud West as well as in every 
 other part of the country, and, therefore, that we should not depend upon 
 the Welland Canal or any other work in a foreign country in the adop- 
 tion of measures for the development of our own resources and the en- 
 largement and extension of onr own commercial interests. 
 
 Eighth. That neither the enlargement of that work nor of the Erie Ca- 
 nal to the capacity proposed, to wit, 1,000 tons, can meet the de- 
 mands and necessities of the country, and more especially of tbe 
 West, and therefore should not be depended upon or adopted to the 
 exclusion of this work, because they cannot inaugurate, much less estab- 
 lish, "cheap transportation." 
 
NIAGARA SHIP-CANAL. 
 
 71 
 
 Ninth. Ey the opening up of this route, as contemplated in the fort- 
 going programme, remunerative markets will be secured for all the 
 surplus agricultural products of the West, without the sacrifice of any 
 of the material interests of any other portion of the country. 
 
 Tenth. By thus supplying the markets for the surplus products 
 which the" West does now, and forever can, produce in unlimited 
 amounts, the capacity for consuming the manufactures and other pro- 
 ducts of the Eastern and Middle States will be increased iu the same 
 proportion. 
 
 Eleventh. By supplying with breadstuff and other agricultural pro- 
 ducts, and thereby controlling, the markets of Western Europe, we 
 shall secure the balance of trade in our favor, and thereby put a most ef- 
 fectual stop to the annual drain of specie from this country to Europe 
 to pay those balances now, and for many years past, largely against us. 
 In other words, we shall pay these commercial and manufacturing bal- 
 ances in wheat, flour, corn, oats, barley, beef, pork, lard, &c, &c. the 
 products of the prairie farms of the western plains, now the home of 
 the Indian and buffalo, instead of paying them in gold and silver, as 
 we are now, and for many years have been, doing. 
 
 Then Xew York, instead of London, would be the manufacturing em- 
 porium and monetary center of the commercial world. In conclusion, 
 we would beg leave to submit this report and the accompanying reso- 
 lution as expressive, not only of our own views on this great and 
 important subject, but. as we believe, the views of the great mass 
 of the American people in all parts of the country. 
 
 We would therefore respectfully submit, for the consideration of Con- 
 gress and the country, the following resolution, to wit : 
 
 Resolced, That the undersigned, the executive committee of the 
 commercial convention which assembled at Detroit, in the State of 
 Michigan, on the 13th of December. 1871. would respectfully present 
 the foregoing facts, statistics, and arguments for the consideration of 
 Congress. And we do most cordially and sincerely unite in the opinion 
 and conviction expressed by that convention, as also by the people in all 
 parts of the country, that greater facilities and cheaper rates of trans- 
 portation between the different sections of the country, and more es- 
 pecially between the great food-producing States of the West and 
 Xorthwest, and the Atlantic sea-board, are an imperative necessity to the 
 continued development and consequent prosperity of the whole coun- 
 try : and that one. and probably the most efficient, means to secure 
 those results, will be the speedy construction of the proposed ship- 
 canal around the Falls of Niagara, on the American side thereof. We 
 would, therefore, respectfully but urgently, in behalf of the people of 
 the whole country, request that Congress adopt such legislation, at its 
 present session, as shall secure the speedv construction of that work. 
 
 LEWIS A. THOMAS, Iowa: 
 JOHN BURT, Michigan; 
 CHAELES EAXDALF. Illinois ; 
 DAOTEL G. FOET: 
 GEORGE I. POST. New York: 
 T. C, HEESEY. Maine: 
 J. IE GRAY, District of Columbia : 
 C. D. EOBIXSOX, Wisconsin: 
 RALPH P. BUOKLAND, Ohio, 
 
 Executive Comm kite. 
 
 Detroit, Michigan, November 26, 1872. 
 
72 
 
 NIAGARA SHIP-CANAL. 
 
 APPENDIX. 
 
 EFFECT OF COMPETITION BETWEEN OCEAN AND ALL -II AIL TRANS- 
 PORTATION ACROSS THE CONTINENT FROM SAN FRANCISCO. 
 
 The effect of competition between ocean and all-rail transportation 
 has an illustration upon a large scale in the carrying of Hour, fruit, tea, 
 China silks, &c, from California to New York, Boston, and the States 
 generally east of the mountains. The Central Pacific Railroad and its 
 connections across the continent carry flour from San Francisco all the 
 way across the continent, and for more than a thousand miles across the 
 wheat-fields of the Missouri and Mississippi Valleys to New York, Bos- 
 ton, and other eastern markets, for less than half the average charge 
 for transportation of wheat from those valleys to the same markets, and 
 even for less than the ordinary ocean rates. The reason is that the sev- 
 eral lines of ocean-steamers by the way of Panama will carry it at the 
 same rates. The railroad gets a large share of this business, because 
 of its quicker transit, and the avoidance of the tropical ocean climate. 
 The average rate is about 34 cents per bushel. A vast amount of that 
 tiour goes direct from Boston to Liverpool, because the cost of transit 
 from San Francisco to that point, a distance of more than eight thou- 
 sand miles, is less than from the Baltic and Black Sea provinces. The 
 superior quality of the article undoubtedly has a good deal to do with 
 this trade. So also with the California fruits, as pears, grapes, &c. The 
 railroad will bring those fruits into all the Eastern and Middle States 
 and undersell the home fruit-growers. So extensive is this trade be- 
 coming that it is a cause of general complaint and apprehension 
 among all the fruit-growers of the Atlantic States. This also is directly 
 traceable to the same cause, to wit: competition between ocean and 
 rail transportation. 
 
 THE GRAIN-TRADE OF CHILI WITH WESTERN EUROPE. 
 
 Another illustration of the effect of water-transportation, as also coin- 
 petition on rival routes, has a most emphatic illustration in the grain- 
 trade of Chili with Liverpool and other grain-markets of AVestern 
 Europe. Valparaiso, her principal port of shipment, is more than 
 14,000 miles distant, nearly five times the distance from New York to 
 Liverpool, and yet the Chilian wheat and flour, to the full amount of her 
 crop, drives out and keeps out of those markets our wheat and flour 
 shipped from ports not a fourth the distance. She is also able to sell 
 her whole crop to the exclusion of the Baltic and Black Sea wheat, be- 
 cause she can ship that entire distance at cheaper rates than can be 
 brought down from these regions. Competition there also has a very 
 strong influence in the reduction of prices for transportation. One route 
 from Valparaiso and other Chilian ports is by Cape Horn, the other by 
 Panama. These are rival routes, and they are perpetually bidding 
 against each other, and yet both do a remunerative and profitable busi- 
 ness. Before the Panama route was opened, and therefore competition 
 impossible, very little wheat was shipped from any of the Chilian ports, 
 because the cost of transit was so high that they could not compete 
 with the Baltic and Black Sea. The same is true also in the carrying- 
 trade from San Francisco east, of the teas, silks, and other merchan- 
 dise from China and Japan. Whenever the ocean-route reduces the 
 
NIAGARA SHIP-CANAL. 
 
 73 
 
 rates of freight by that route, the railroad will instantly do the same 
 thing. Some six months ago the steamers reduced the rate on teas 50 
 cents on the chest, and Other freight in the same proportion ; in less 
 than a week the railroad did the same. And so in all cases, whenever 
 the steamers reduce the charges on transportation the railroad will in- 
 stantly do the same thing. 
 
 THIS COMPETITION HAS REDUCED THE ENGLISH CHINA FLEET NEARLY 
 ONE-HALF, AND SO OF THE RATES OF TRANSPORTATION. 
 
 Since the line of steamers from San Francisco to Japan and China 
 has been established, the English-China fleet of ocean sail- vessels, winch 
 formerly numbered more than forty sail, of more than 2,000 tons burden 
 each, has been reduced nearly one-half, and the charges for transporta- 
 tion in about the same ratio. The reasou is that they cannot stand up 
 against the shorter, quicker, and cheaper route across the Pacific, and 
 the all-rail route across this continent. And, as before stated, the Pan- 
 ama ocean-route keeps the railroad to reasonable terms. The conse- 
 quence is that the shorter and cheaper- route is having all it can possibly 
 do (at remunerative rates, too) in freight-transportation. The great 
 amount of that business more than compensates for the low rates. 
 This illustrates exactly what we claim will be the effect of the construc- 
 tion of this canal. Our agricultural produce as well as merchandise 
 moving west will not all go on that route, but it will be carried (if at 
 all) over others at the rates which this route can and will carry them. 
 
 H. Mis. 22 6 
 
 O 
 
lEx ICtbrta 
 
 SEYMOUR DURST 
 
 When you leave, please leave this hook 
 
 Because it has heen said 
 "Sver'thing comes t' him who waits 
 
 Except a loaned book." 
 
 Avery Architectural and Fine Arts Library 
 Gift of Seymour B. Durst Old York Library