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^^''■m'mfsm^^W^ 
 
 TRADE AND TEA 
 
 SEPTEMBER, i 8* 
 
/ r ^0 
 
 5 ^'^'^i 
 
A STATEMENT 
 
 RELATING TO THE 
 
 INTERNAL COMMERCE 
 
 I « 
 
 OF THE COUNTRY. 
 
 To THE PEOPLE of the State of New Ywh, but for the 
 present, more particularly, to those directly related to 
 and interested in the internal commerce of the country, 
 its trade and traffic, as between the Western States 
 and lakes and tide water at New York, the mart of 
 our country. For some time past, and now, this subject 
 has been and is being discussed all the way through 
 the country, from the city of New York to said Western 
 States inclusive. 
 
 The time has arrived when the trade and traffic 
 referred to m^^.st have greater means and facilities for its 
 interchange, or the ouiivard-bound products of the 
 Western States will find other channels to the Atlantic 
 coast than New York affords. 
 
 The subject is pressing with great seriousness upon 
 the country /or relief. 
 
 It is proposed in the statement following briefly to 
 consider the present condition of matters in relation to 
 this subject in the State of New York, and to enquire 
 whether or not there is a way of great and permanent 
 relief at comparatively small consideration or cost. 
 
 In order to perspicuity and exactness it is proposed 
 to make tide water at Troy, and the easterly end of Lake 
 Erie the termini for examination and comparison; as 
 
westerly and easterly of said termini, navigation is 
 free and uninterrupted, and no questions of distance 
 occur. 
 
 Therefore, 1st. What does it cost, in the present 
 state of the Erie canal, to carry a ton of freight from 
 Buffalo to Troy ? 
 
 2nd. What time does it take to carry a ton of 
 freight from Buffalo to Troy ? 
 
 3rd. How many tons of freight can be carried from 
 Buffalo to Troy or tide water during the boating 
 season or per annum, via the Erie Canal ? 
 
 As the tonnage from the Western States and lakes 
 bound to tide water, greatly preponderates over that 
 which is westerly or inwardly bound, the latter will 
 not be considered, neither that of way freight, as 
 the line or route which commands the greater amount 
 of outward-bound freight will command the greater 
 amount of inwardly-bound through freight. 
 
 It is proposed to consider the cost of transportation at 
 remunerating prices to the carrier^ though it is believed 
 that freight is carried through at times, by water and 
 by rail, at unremunerating rates. 
 
 Therefore, the three enquiries stated cover the ground, 
 in relation to the present means and facilities afforded 
 by the State of New York for the trade and traffic 
 referred to. 
 
 It is understood that the enlargement of the Erie 
 Canal is completed, though the enlarged canal is not 
 in good and proper condition, and never has been. 
 
 The fact that the Erie Canal at Buffalo cannot be 
 freighted to its full capacity is readily understood, as 
 a boat leaving Buffalo for tide water, possibly at the 
 very first lock easterly encounters a way boat or boats 
 bound easterly which causes detention to the boat 
 
 .: 
 
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 bound to tide water, which detention increases continu- 
 ally all the way to tide water, which circumstance 
 raises the question, what is the amount of through 
 freight or tonnage that may be shipped at Bufialo, to 
 go through with fair and desirable dispatch, in relation 
 to the capacity of the canal, or to the amount of 
 tonnage arriving at tide water ? 
 
 There are no means at hand to answer this question 
 accurately, therefore we must be satisfied by what 
 actually occurs, to wit : There is a certain amount of 
 tonnage arriving at tide water per annum, via the Erie 
 Canal, and a certain amount shipped at Buffalo per 
 annum by the Erie Canal. These amounts must deter- 
 mine the matter, and may or may not be the exact truth 
 or answer. 
 
 In view of the demands of this trade and traffic 
 there cannot be much doubt, that the Erie Canal has 
 been freighted and worked up to its capacity. 
 
 The greatest amount of tonnage ever delivered at 
 tide water by the canal, in one season, was in 1862, 
 when, according to the Auditor's Report, there was 
 delivered 2,917,094 tons, which, therefore, we shall call 
 the full capacity of the canal. 
 
 The same year, also, there occurred the largest ship- 
 ment at Buffalo, via the Erie Canal, to wit : 1,980,982 
 tons. There is no reason to believe, nor is it probable 
 that all said tonnage shipped at Buffalo went through 
 to tide water, but, grant that it did, hence we safely 
 arrive at the conclusion that no more than 1,981,000 
 tons can be shipped at Buffalo for tide water via the 
 Erie Canal, in its present state, with the assurance, 
 that it can go through with desirable dispatch. We 
 will now answer, hrieflyy the three foregoing en- 
 quiries. 
 
6 
 
 1st. It costs $4.60 to carry one ton of freight from 
 Buffalo to tide water. 
 
 2nd. It takes ten days to carry it through. 
 
 3rd. Only 1,981,000 tons can be shipped at Buffalo 
 for and carried through to tide water. 
 
 The tonnage shipped at Buffalo via the Erie Canal, 
 has been largely diminished each year, since 1862, and 
 probably for good and assignable reasons, to wit : In 
 1862. the canal was crowded to its full capacity and 
 freight moved slowly, consequently, large amounts 
 were sent forward by rail and by other routes. 
 
 The state of things that occurred in 1862 was 
 surely known too well at all the sources of produce of 
 that year, and in view of the annual increase of ton- 
 nage bound to tide water it became necessary for the 
 more Western parties to look to other channels for 
 sending forward their products. 
 
 It is known, that now and for some five or six years 
 past, large amounts of freight due, by the geographical 
 position of its sources, to Lake Erie goes via the Penn- 
 sylvania Central, the Baltimore and Ohio Rail Roads 
 and down the Ohio and the Mississippi rivers to New 
 Orleans. Though we do not know the amount of the 
 tonnage thus diverted from the New York route, there 
 is no hazard in saying that it must be very large, and in 
 view of the rapid settlement and improvement of the 
 country, is increasing by a large percentage, annually. 
 It is very likely to be more than equal to the present 
 capacity of the Erie Canal at Buffalo. During the year 
 1867, the New York Central Railroad took 573,613 
 tons of freight from Buffalo. 
 
 The Erie Railroad is freighted principally at Dun- 
 kirk, which may be considered due to the easterly end 
 of Lake Erie. Their tonnage of through freight is not 
 given in their report to the State Engineer, but we 
 
 V 
 
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 i 
 
 have the aggregate tonnage of each of the two roads, 
 and the through tonnage of the Central, whereby, by a 
 simple proportion, we may arrive at a near approxima- 
 tion of the through tonnage of the Erie, giving some- 
 what over one million of tons, which, together with the 
 Central gives 1,573,613 tons. Thas we have another 
 amount nearly equal to the Erie Canal capacity at 
 Buffalo, which shows pretty clearly that there is now 
 due to the Easterly end of Lake Erie and to the Erie 
 Canal, ahouttJiree times the tonnage that can be carried 
 by the Erie Canal from Buffalo to tide water. 
 
 We will now suppose the enlarged Erie Canal to be 
 in perfect condition. 
 
 The number of lockages cannot be increased but the 
 boats will carry more, say 210 tons, which will give 
 about 700,000 tons additional to go from Buffalo to tide 
 water, via the Erie Canal, but allow that one million 
 additional will be crowded through, making all that 
 can be sent from Buffalo to tide water via the Erie Canal 
 to be 2,981,000 tons. 
 
 The decreased time of going from BujQfalo to tide 
 water through the canal in perfect condition, as well as 
 the decreased cost of carrying one ton of freight through 
 the perfect canal, must be determined by experience, 
 when the canal is in said perfect condition. 
 
 NoWf we have no experience by which to deter- 
 mine either, and prefer not to introduce what may be 
 considered a theoretical determination. 
 
 In the existing and embarrassing state of things in 
 relation to said trade and traflBc, together with the fact 
 that so much of the Western products are finding 
 routes to other ports upon the Atlantic coast than New 
 York, and which, as the people of the State of New 
 York, we would prefer to have the same go to the city 
 
8 
 
 of New York, the mart of our country, and that it may 
 BO continue to be, we will ^ow suppose the contem- 
 plated enlargements and improvements via the Cham- 
 plain Canal route to be completed ; the Caughnawaga 
 Canal or (the canal between Lake Champlain and the 
 St. Lawrence) made; the locks upon the St. Lawrence, 
 as they now are and the Welland Canal and locks also 
 as they now are : 
 
 "What facilities and relief would thereby be afforded ? 
 
 Upon the conditions stated, it is evident that the 
 capacity of the Welland Canal must determine the 
 amount of relief, as all the canals and locks easterly of 
 the Welland are or are to be made much larger than 
 those of the Welland d;t present. 
 
 As to the capacity of the Welland Canal we may 
 safely assume, in view of its length and position, that 
 nine-tenths of the vessels or steamboats that enter that 
 canal from Lake Erie go through to Lake Ontario; 
 therefore, in estimating its capacity, we need not pro- 
 vide for hindrances, and, as the canal, locks and depth of 
 water are such that vessels carrying 400 and more tons 
 cargo can pass through with facility, we come to the 
 conclusion that the capacity of the Welland Canal now 
 is somewhat over ten millions tons per annum. Vessels 
 descending the St. Lawrence from Lake Ontario, unless 
 heavily freighted, do not pass through what are called 
 the St. Lawrence canals, as said vessels or steamers go 
 down the rapids. Therefore, from Port Dalhousie, of 
 the Welland Canal, to the northerly end of the Caugh- 
 nawaga Canal (which is about 9 miles above Montreal) 
 the navigation is lake and river, free and uninter- 
 rupted. 
 
 The proposed Caughnawaga Canal and the proposed 
 enlargement and improvement of the Champlain Canal, 
 
" 
 
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 9 
 
 with the slack water navigation of the Hudson River 
 between Fort Edward and Troy, are both to be upon a 
 much larger scale than the present Welland, therefore 
 the foregoing statement of the capacity of the Welland 
 Canal holds good for the whole route from Lake Erie 
 to Troy or tide water via the St. I^awrence. 
 
 We then come to the conclusion, and in the ord^r of 
 the foregoing three enquiries : 
 
 1st. That it will cost $2.65 to carry a ton of freight 
 from Lake Erie to tide water vi^ the St. Lawrence. 
 
 2nd. The distance from Port Colbourn, (the 
 Westerly end of the W elland Canal) to Troy via the 
 St. Lawrence and Champlain route is 590 miles, of 
 which 465 miles is free and uninterrupted, lake and 
 river, doion stream navigation, and 125 is canal. We 
 arrive at the conclusion that it will take 4 days and 13 
 hours to carry a ton of freight from lake Erie to Troy 
 or tide water. 
 
 3rd. We have shown that ten millions of tons can be 
 carried through per annum, or during the season of 
 navigation, via the St. Lawrence. 
 
 The St. Lawrence line is open from 12 to 18 days 
 longer than the Erie Canal. 
 
 We find, then, that we can carry at on of freight from 
 Lake Erie to tide water via the St. Lawrence for $1.95 
 less than by the Erie Canal and that we can carry it at 
 least in half the time or five days sooner by the St. 
 Lawrence line, and we can carry more than three times 
 the tonnage by that line per annum than by the Erie 
 Canal, which will amply provide for the transportation 
 of all the freight now due at the easterly end of Lake 
 Erie. 
 
 Though we have shown the capacity via the St. 
 Lawrence to be ten millions of tons, suppose we bring 
 
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 10 
 
 upon that line only four millions of tons additional. 
 The tolls upon the same, at about 40 cents per ton 
 upon the Champlain Canal, improved, will pay for the 
 proposed improvements and constructions of the Cham- 
 plain portion in less than four years, beside keeping 
 all the works in good condition, whereby we have a 
 clear and an unquestionable and an incontestable 
 argument and a sound financial basis for the proposed 
 Champlain constructions. 
 
 Further, not only is the Caughnawaga Canal to 
 be, forthwith, constructed but the lengthening and 
 widening of the Welland Canal locks are authorised 
 by recent acts of the Parliament of the Northern Domi- 
 nion and to such a scale or dimension as will ac- 
 commodate vessels and steamers carrying from 800 to 
 1000 tons burthen, which may sail from Lake Erie to 
 New York without change or discharge, which in truth 
 and in earnest calls for works of like dimensions upon 
 the Champlain line, and the entire achievement, as 
 above, attained at a cost of about five millions of dollars 
 to the State of New York, all of which will be re curned to 
 the Treasury of the State, in tolls, in about four years. 
 
 " Oh ! but we are to have a ship canal from Lake 
 Ontario (Oswego) to tide water," so it is said. 
 
 Such a work will be about 205 miles long, which 
 possibly may be had for from twenty to twenty-five 
 millions of dollars. Now, in the name of good sound 
 sense and judgment, why spend that when you can get 
 a better line, one of greater capaciti/, of quicker transit, 
 for one-fourth the sum. 
 
 Upon the subject of the furtJier enlargement of the 
 Erie Canal or a ship canal from Lake Ontario to tide 
 water we can only hypothecate upon a hope or proba- 
 bility and, altogether, one of great uncertainty. 
 
 ' 
 
■q^^m^iviB^^Bi^MaHiHiHpp 
 
 11 
 
 A greater amount of intelligence and more enlarged 
 and enlightened views have to prevail in our Le- 
 gislature before so expensive an undertaking will be 
 met and encountered, however cogent and powerful 
 the argument and reason for the same may be in truth. 
 
 But said cogent and powerful arguments and reasons 
 for the gigantic improvements and expenditures to 
 which they relate may be' most readily annulled by 
 showing that a greater achievement may be secured to 
 said trade and traffic in the one for which we are 
 advocating, and comparatively for a mere bagatelle in 
 the way of expenditure. 
 
 It is a truth, beyond all controversy, that the people 
 of the Northern Dominion (Canada) have by the for- 
 mation of the country greater natural facilities for 
 presenting, even for the City of New York, the heat 
 line for the carrying trade of the Western and North 
 Western States, and we of the State of New York have 
 to act only a little in concert with them to derive the full 
 advantage of said natural advantages and that, at a 
 very small cost, when considering the great favorable 
 and inevitable results. 
 
 The requisition, as per the foregoing, in all its as- 
 pects and ramifications appears so obviously right as a 
 state and financial policy that it would seem hardly 
 necessary to enter upon any elaborate discussion to es- 
 tablish it as such. In truth, intelligently considered, 
 it becomes apparent, as a foregone conclusion. 
 
 The enlargement anrl improvement of the public 
 works of the St. Lawrence route, as referred to, are 
 determined upon by the recent acts and resolutions of 
 the Parliament of Canada, and that, too, without re- 
 ference to the future action of the State of New York, 
 which, no doubt, is a wise and sagacious polioy. 
 
 I 
 
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 12 
 
 They even now cause a large diversion of trade 
 from New York, and with their further improved 
 facilities will divert a still greater amount, which 
 will go via Montreal and Quebec to foreign ports, leav- 
 ing the City of New York unnecessarily but sadly in 
 the lurch. 
 
 Further, the Caughnawaga Canal being made and the 
 Champlain Canal proposed improvements not being 
 made, Western States products will come via the St. 
 Lawrence into Lake Champlain to Burlington, thence 
 by rail to Boston. 
 
 The following remarks show how the existing 
 state of our internal commerce is viewed by an intel- 
 ligent foreigner. 
 
 Sir Morton Peto, intelligent upon matters we have 
 been considering, and who has travelled extensively 
 over our Western country, raises the enquiry : 
 
 " To what extent, is the amount of tonnage employed 
 " in inland intercourse adequate to the wants of the* 
 ^* country ? In view of the distances over which the 
 " trade has to be extended the inland navigation 
 " of the country is very inadequate to the wants of the 
 " country. It has not kept pace with the population 
 " and progress of the country. 
 
 " The grain producers of the Western States are 
 " quite unable to find sufficient means of conveyance 
 " for their products." 
 
 We might enlarge indefinitely, with sound argu- 
 ments and reasons for the increase of means and facili • 
 ties for our Western Traffic, but we forbear, for the 
 reason, " he that runs can read them." 
 
 Not unfrequently, the fear has been expressed that 
 ship canals connecting tide water at Troy with the St. 
 Lawrence via lake Champlain would seriously damage 
 
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 ^mi 
 
 18 
 
 the canal interests of the State of New York in divert- 
 ing a large portion of trade and traffic from the Erie 
 Canal. 
 
 The foregoing puts a decided negation upon such 
 fears, and in view of the rapid advance and increase of 
 population in the Western States, and consequently a 
 corresponding increase in the products of those States, 
 no apprehensions or fears of the kind need be enter- 
 tained. The only fear is, and it is a well founded one, 
 that we shall not keep up our means and facilities for 
 transportation, cheap and prompt, with the increase of 
 the products of those States. 
 
 It may be safely affirmed that there cannot occur or 
 exist a competitioriy among all the water lines avail- 
 able or practicable, for the simple reason, that there 
 will ever be freight enough for them all, even in excess 
 of their utmost capacity. 
 
 In this advanced state of the 19th century let us 
 have an exemplification of enlarged and liberal views 
 of State policy, leaving questions of mere party politics, 
 which, as pursued, are great impediments to advance- 
 ment in any right direction, either of prosperity, 
 morals or civilization. 
 
 It seems remarkable, that there are men, at times, 
 found in the halls of our national and state Legislatures 
 who are incapable of duly contemplating and appre- 
 hending great national interests. Even Thomas Jeffer- 
 son, in the initiatory processes of the Erie Canal, pro- 
 nounced the State of New York as bereft of reason and 
 as being 100 years ahead of time. 
 
 Witness, Dewitt Clinton standing alone in the New 
 York Legislature, advocating his favorite measure, the 
 Erie Canal, at the same time receiving all manner of 
 obloquy and abuse even by men of the calibre of 
 
pp 
 
 14 
 
 Erastus Root, who called the great work by which 
 the State and City of New York has become respec- 
 tively, empire and emporium, as " Olintmi'a Ditch" 
 
 JOHN B. MILLS. 
 
 Civil-Engineer. 
 Peekskill, N. Y., September, 1870. 
 
 APPENDIX. 
 
 My dear Sir, 
 
 I have carefully read your paper, addressed to the 
 people of New York, on the internal water communi- 
 cations of that State, and in all the main features of the 
 project treated of, I entirely concur as I also do in 
 your estimate of results. The tonnage capacity of the 
 St. Lawrence and Lake Champlain route is not over- 
 stated, or the cost of transportation estimated at tf 3 
 low a figure. The subject is" one to which I have 
 given much thought, and though on some of the details 
 of the scheme our views may not be exactly coincident, 
 I am satisfied that the only solution of the problem of 
 how the water communications between Lake Erie and 
 the Atlantic can be made to keep pace in capacity 
 with the growing trade of the West and of New York 
 is to be found in the way so clearly pointed out in 
 your paper. 
 
 I am, dear Sir, 
 
 Yours very truly, 
 
 W. SHANLY, 
 
 C. E. and Contractor for the Hoosac Tunnel. 
 
 J. B. Mills, Esq., 
 
 Civil Engineer. 
 
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