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THE 
 
 Tbe Commercial Value of the UndertakiDg. 
 
 n 
 
 MEMORANDUM 
 
 ADDRESSED TO MR. SANDFORD FLEMING, C. E. 
 
 BT 
 
 MR. WILLIAM J. PATTERSON, late Secretary of the Montreal 
 
 Board of Trade. 
 
 ^ 
 
 SHIPPING INTERESTS OF BOSTON. 
 
 The shipping interests of the City of Boston, Mass., aie 
 great and diversitied. According to a recent official return, there 
 were on 30th June 1884, 789 vessels of all kinds (sail and 
 steam, wooden and iron) registered, enrolled, and licensed, for 
 the home trade of Boston and Charlestown, including a 
 carrying capacity of 261,837 tons. The foreign entries at the 
 Custom House duing the fiscal year ending 30th June, 1884 
 aggregated 1,548,191 tons of shipping; and the clearances 
 1,314,285 tons. There were entered and cleared from and 
 to Porta South of Cape Cod during the fiscal year ending 
 30th June, 1885, coastwise 1,289 vessels of 1,374,169 tons; 
 and foreign 1,034 vessels of 424,231 tons ; total 2,323 vessels 
 of 1,798,400 tons. These figures include 312 vessels engaged 
 in trading with the Spanish West Indies ; 195 with the British 
 West Indies ; 68 with South American Ports, and 92 with other 
 Ports; much other tonnage moving coastwise under Customs 
 regulations without record. 
 

 DANGEROUS NAVIGATION AT CAPE COD. 
 
 The hazardous nature cf navigation incident to the Nan- 
 tucket and Cape Cod shoals, has made the approaches to B^Jston 
 harbour exceedingly dangerous to mariners ; that part of the New 
 England coast being considered by some navigators as second 
 only in point of risk to the environs of Cape Horn. As might 
 be expected therefore, where such dangers exist, and where so 
 many vessels are seeking ingress and egress, there is a dark 
 record of marine disasters connected with the shipping of 
 Boeton which has attracted much attention. For example, 
 a report was made in I860 to the Legislature of Massachusetts 
 by a select Committee that had been appointed to enquire 
 into a scheme to make a Ship Canal across the Cape Cod 
 peninsula. That document contains some startling particulars 
 about the wrecks that had been recorded. 
 
 OFFICIAL REPORT OF SHIPWRECKS. 
 
 It appears that during a term of seventeen years (from 
 1843 to 1859) there occurred in the vicinity of Cape Cod 827 
 marine disasters, of which 500 were total, and 327 partial 
 losses. The amount of property lost was noted in 108 cases 
 only out of the 500 total wrecks, but as they were fairly 
 representative, an estimate may be made on that basis, which 
 gives the total of $8,500,000, or an average yearly Iost of S500,- 
 000 ; add to this the destruction of property occasioned by the 
 327 partial losses which was estimated at $1,400,000, and it will 
 appear that the total value of property destroyed by marine 
 disasters in that vicinity during the period mentioned was 
 $9,900,000 or over $582,000 yearly. Particulars of the loss of 
 life were procuraV)le in 72 cases only, whereby 320 hands were 
 lost, but it may be calculated therefrom that some 2200 lives 
 perished in the 500 total wrecks, being an average of 130 
 annually. A later report giving figures for the ten years 
 following the period just noted, shows that from 1860 to 1869 
 there were 617 wrecks, of which 211 were total, and 406 
 
 •V 
 
 f 
 
T 
 
 ^ 
 
 . 
 
 <■* 
 
 partial losses ; the value of the property destroyed thereby 
 was not obtained. 
 
 LIFE AND PROPERTY SAVING ADVANTAGES OF THE CANAL. 
 
 The question of obviating at least to some extent, this 
 great loss of human life and merchandize, has engaged a good 
 deal of attention within the past quarter of a century ; and 
 proposals to construct a canal across the Cape Cod peninsula 
 have received consideration at different times. The latest phase 
 of that scheme, and one for which certain Corporators now hold 
 a charter from the Legislature of Massachusetts, is to make a 
 tidal ship canal of adequate capacity for vessels of large 
 dimensions, to enable them to pass safely from Buzzards Bay 
 across to Barnstable Bay, and thus avoid all tlie dangers and 
 risks referred to ; the amount of canalling between the two 
 points being less than eight (8) miles. 
 
 ■*"'.•" •■ - 1 ■ ■ , ' 1 -",■...■--. -■■-)■ ' i' ■ " ■ . - I ■■ ' 
 
 REFERENCE TO ACCOMPANYING SKETCH MAP. 
 
 An examination of the accompanying sketch will materially 
 assist in comprehending the whole question. The red lines are 
 meant to show what the course of coast navigation will be by way 
 of the proposed canal. The blue lines indicate rtsspoctively the 
 inside and outside courses (in absence of the canal) according 
 aa the mariner chooses to hug the Cape, or to give a wide berth 
 to it, and Nantucket. As compared with the route via the pro- 
 posed canal, the excess of distance by the inside course is about 
 80 to 90 (say 85) miles ; while the excess by the outside course 
 is probably more than 200 miles, according as the cautious 
 navigator may decide to keep seaward to lessen his danger. 
 
 RESULTS OF THE CANAL. 
 
 ^^ 
 
 i f 
 
 It will be evident from what follows that the canalling 
 of the Cape Cod peninsula as now proposed will be of immense 
 commercial value. 
 
(1.) Inasmuch as it will inevitably lead to the saving of 
 hundreds of human lives, and millions of dollars worth of 
 property, by enabling sea-going vessels and coasting craft to 
 escape the risks of a difficult and dangerous navigation. 
 (2.) It will eventually reduce the entire coasting trade of New 
 England to a system of economical barge transportation, and 
 to a great extent make the Port of Boston the distributing 
 centre for general merchandise, while it will cheapen the price 
 of immense quantities of coal annually used for maimfacturing 
 and household purposes, and (3) it will immediately upon com- 
 pletion become a profitable source of revenue to its owners. 
 
 Bearing in mind the foregoing statements relating to the 
 commerce of Boston, and the immense losses that have been, 
 and still are pressing so heavily upon it, it may be taken for 
 granted that a canal such as is now proposed to be con- 
 structed will, on account of the immunity from loss which it 
 gives, the saving of time and economy as regards vessels ex- 
 penses, be a sufficient inducement to navigators to take the 
 benefit of all these advantages. 
 
 I 
 
 I 
 
 LOWER INSURANCE KATES — LESSENING OF VESSELS EXPENSES. 
 
 Some of the minor but immediate benefits that are likely 
 to follow the adoption of the new route would be : (1.) Rates 
 of marine insurance would be lessened by navigators adopting 
 the canal route, in consequence of the greatly lessened risk of 
 casualty or disaster. It is the opinion of some underwriters 
 that the present exceedingly low rates for marine insurance 
 could not be cut down even for such safe risks as the canal would 
 afiord, but that a revival of trade would probably lead to an ad- 
 vance in rates for vessels that did not use the canal, and that 
 the ditference would induce owners of vessels and merchandise 
 to prefer the short and safe route. (2.) It has been reckoned 
 as an example of the economy of the canal route (on the basis of 
 actual expenditure) that in the case of a steamship of 1,620 
 tons register, plying between Boston and New York City, the 
 
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 I 
 
, 
 
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 shortonin^' of distance- by the canal ronte wouhl enable it to tnakc 
 throe (M) round trips [wr v\'oek, instead of two (2) as at present; 
 what that increase of business would amount to cannot he 
 definitely stated, hut it may be estimated to beecpial to nearly 
 the gross proceeils of one trip, that would probably mean an 
 increase ran<;in<,' from 'V^^ to .')() per <'t'nt. (»f net present 
 revenue. 
 
 COAL TUADE OF NEW ENOI.ANU — IN'FLIIEXCE OF CANAL 
 
 TRADE OF UO.STON. 
 
 ON 
 
 The anthracite coal traile of New England has attained 
 immense proportions within thi^ past few years. It can be 
 shown that, between Ea.stport (Maine) an<l Nhw London 
 (Conn.) the deliveries of that one article by water durin<y a 
 sinjrle year, amounted to 4,-K)(),00() tons. That is to say, about 
 900,000 tons were delivered between Eastport and Boston, not 
 including the latter ; 2,'2()O,O00 tons were l)roug]it into Boston 
 harbour, about 600,000 tons were landed between Boston and 
 Providence (R I.) while 700,000 tons were delivered between 
 Providence and New London. Of the 2,200,000 tons received 
 at Boston, about 820,000 tons were hauled by four companies. 
 Parties well versed in this line of business .say, without hesi- 
 tation, that th(! existence of such a canal as is contem{)lated 
 would admit of the importation of largt; (juantities of Penn- 
 .sylvania anthracite at cheaper rates than heretofore, and that, 
 of course all the water-borne coal would come b}'^ the new 
 route. The vea,sel.s in that trade would make more,' trips in a 
 season than at present, while the .saving of expense would alone 
 be a considerable protit to the owners. But the principal 
 result would he to make Boston the great distributing centre 
 for nearly the whole of New England. It may be mentioned 
 here, that a new coal company is about to be organized, to be 
 composed of intluential an<l wealthy merchants, who contem- 
 plate establishing an immcn.se depot upon one of the islands 
 in the harbour, and that that enterprise will very materially 
 augment the trattic of the canal. 
 
 "■■^^ 
 
A, 
 
 10 
 
 COASTWISE BAROE TONNAGE WILL Bi". INCREASED— ENLAIIQE- 
 MENT OF THE BOSTON COAL MARKET. 
 
 The contemplated canal may be con.sidered as certain to 
 change the character of tlie water-borne traffic that is carried 
 on between the two seaboard cities, New York and Boston, 
 and make it an eajiy matter to introdnce barge tonnage instead 
 of much of the craft at present employed. The line of 
 communication would practically become an inland water-way, 
 that could be safely travelled by tows of barges, and this 
 would lea<l to reducticm of expenses. The influence of the 
 c^nal therefoi'e, upon the commerce of Boston can hardly be 
 over-estimated. Much of the coal trade between the two 
 great seaboard cities would very likely be attracted to Boston, 
 which presents the advantag(! of a large distributing market, 
 from which railways radiate in all directions, affording facil- 
 ities for supplying outlying nmnufacturing centres at lower 
 rates than heretofore. It is the opinion of one of the best 
 informed business men in Boston, that the Canal when 
 constructed, would lead to a saving to large consumers of coal 
 equal to 50 cts. (fifty cents) a ton, the opinion also having 
 been emphatically expressed, that the commercial advantages 
 that would accrue would amply compensate the City of Boston, 
 were its authorities to construct the Canal at the public 
 expense, and to make it free from tolls to the shipping of all 
 countries. 
 
 Incidental reference has been made to the coastwise 
 coal-trade north-east of Boston. The craft engaged in it take 
 of course the outside route in coming from New York or New 
 Jersey ; but the new inland route by the canal would be 
 shorter, cheaper, and safer. There is also a large aggregate of 
 vessel property, owned by transportation and other compan- 
 ies, employed between Boston and New York, as well as 
 between ports north and south of these cities which, by their 
 frequent passages through the canal both ways, would 
 
11 
 
 contribute very much to its revenue to the extent prolmbly of 
 millions of tons each year. (This i-stiinate lias no reference to 
 the tonna^rc owned or controlled hy several inHucnlial Railway 
 Companies, which have vested interests in routes of travel and 
 traffic, upon which railway and steamboat transportation are 
 combined.) 
 
 PASSE NflEK THAFKIC. 
 
 It has been queried whether the Canal might lead to the 
 establishnjent of a through water-route for pa.ssengers between 
 New York and Boston, and replied to in tlie negative by the 
 etttcient officer of a Company, his (Opinion being entitled fx) 
 high respect. Although the all-water route mifrht not compete 
 with the all-rail route betw(!en the two cities, thi i \a} not V)e 
 said so certaiidy as regards the mixed routes, upon which 
 there are the unplea.sant tran.sfers at night f'- in st'amboa*^ to 
 rail and vice verm. While time is money wjth mnltil'i(ies of 
 travellers. La ire is a!.so a large nnmber with whoDi e rnfort and 
 coj ^nience would certainly be taken into account. In the 
 first instance the etfect would ))robab]y he to increase the 
 pas.senger lists of steamers other than the passenger lines, and 
 ultimately lead to the establishment of at least one first tlass 
 line. 
 
 CONCLUSION. 
 
 That the connnercial importance an'l pecuniary outcome 
 of the project which has been the sulyect of the foregoing 
 paragraphs, cainiot reasonably be doubted, is the clear belief 
 of tlie undersigned ; and that belief is founded upon the 
 statements he has adduced, and the enquiries and investiga- 
 tions he has made. Of course absolute proof could not be 
 produced in such a case, but that the legitimate inference 
 is that the Ship Canal will be eminently succes.sful, nuist be 
 conceded, when it is rememlu'red that the course of commerce 
 is not dependent upon mere sentiment, but that it seeks the 
 shortest, safest, and niost economical channel. And the 
 
 M: 
 
' 
 
 12 
 
 undersigned sincerely hope.s that the ttnor of this Memoran- 
 dum may have an influence UTxm those interested as convincing 
 as the (iata upon which it is founded have bee:.! to himself. 
 
 Signed, WM. J. PATTERSON. 
 
 Montreal, 31st August, 1885. 
 
 APPENDIX TO MEMORANDUM. 
 If in view of the statements in the preceding Memoran- 
 dum, the undersigned was required to make a more formal 
 estimate of tlie first year's possible revenue of the Canal 
 Company, it would be, on a low reckoning as follows: — 
 
 1. Aggregate entries at Boston Custom House to 
 
 and from Ports South uf Cape Cod, 1,798,400 •: 
 f tons, at 10 cts. per ton $170,840 
 
 2. Coal taken into Boston Harbour, 2,200,000 at • 
 
 10 cts. per ton $220,000 
 
 8. Return freight by the coal vessels, say $110,000 
 
 4. Coal to ports North-East of Boston, 900,000 tons 
 
 at 10 cts. per ton . ... $90,000 
 
 5 Return freight from do. do. say $45,000 
 
 6. Estimated miscellaneous imes referred to on page 
 
 8, say 4,500,000 tons at 10 cts. per ton $450,000 
 
 7. Do. do. return trip, say $225,000 
 
 .//'[ '"' ' ' ■•^'/^ ""^^ $1,319,840 
 
 This would pay 13 per cent on a capital of ten million 
 dollars. 
 
 It will be observed in estimating return tonnage for tolls, 
 an arbitrary reduction of 50 per cent has been made. 
 
 '''"'., Signed, . WM. J. PATTERSON, , 
 
 Montreal, 3rd Sept. 1885. - .' ./"t ^f^:^ .m^>^i^ - 
 
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