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Introductory Essay by Jesse Hawley.

{This first essay, as Mr. Hawley informs me, was printed at Pittsburgh, Pennsylvania, in the paper called the Commonwealth, on the 14^th January, 1807, under the signature of "Hercules." "Having failed, says he, "in my mercantile business at Geneva, I fled to Pittsburgh in the autumn of 1806, and there met with Mr. Jefferson’s second inaugural message. Not knowing whither I was going, or when I should return, I sketched that essay, in order, as I then thought, to preserve it from oblivion, saying, ‘this project is probably not more than twelve months old in human conception’ "}

In consequence of the difference and conflict of political sentiments which pervade the United States, respecting the administration of the government, and the appropriation of their resources, it is probable that it will be left to the future politician to duly appreciate and justly admire the ingenuity and patriotism of Mr. Jefferson, which devised and promulgated the idea of appropriating the surplus revenue of the United States, after the payment of the national debt, to the improvement of canals, roads, &c. which he threw out in his second inaugural speech.

It appears by the president’s last message, that there is a greater surplus of revenue than was anticipated at the time the terms for the discharge of the national debt were stipulated; so as to leave a sum of money in the treasury without any appropriation; for the use of which he has suggested its application to the improvement of some great national object, the undertaking of which is to be immediately commenced.

I will presume to assert, that the president himself will agree that, if not even before, at least, next to the utility of a National Institute, is the improvement of the navigation of our fresh waters.

This admitted, the next inquiry is – where and what waters can be improved, to afford the most extensive and immediate benefits to the agricultural and commercial interests of the United States?

With due deference to the president of the United States, and the committees appointed by the national legislature, who now have the subject under consideration, I will presume to suggest to them, that improvement which would afford the most immediate, and consequently the most extensive advantages which any other in the United States can possibly do. It is the connecting the waters of Lake Erie and those of the Mohawk and Hudson rivers by means of a canal.

As this project is probably not more than twelve months old in human conception, but imperfect data can be furnished on the subject at present – such as I am possessed of, I will add.

It ought to commence at the foot of Lake Erie, as soon as a suitable place can be found to afford a draft on its waters – to gain and preserve a moderate descent of ground it will have to pursue a north-eastern course for some miles, it then may pursue an east course and cross the Genesee River, somewhere above its Falls, thence near to, and probably in the channel of, Mud Creek, an outlet of Canandaigua Lake, and follow them into Seneca River; but leaving that, up stream to Jack’s Rifts, for the purpose of preserving the head of water – thence meandering along between the high and low grounds of Onondaga and Oneida counties, going south of their lakes, and let it fall into the Mohawk and mingle with its waters somewhere above Utica.

The distance from Buffalo village, at the foot of Lake Erie, to Canandaigua, is ninety miles according to the present road – from thence, on the Seneca turnpike to Utica, is one hundred and twelve miles – making two hundred and two miles from Lake Erie to Utica. It is possible that the angles of the roads are equal to the necessary meanderings of the canal through so extensive and level a country. By Ellicott’s map of the Holland company’s tract, the level of the waters of Lake Erie are four hundred and fifty feet above that of Ontario. The level of the Mohawk above that of Ontario is not correctly known, but we can approximate the fact from the following comparative statement. From the canal at Rome or Fort Stanwix, down Wood Creek to Oneida Lake, is twenty miles through a tract of very level land, say ten feet fall. Oneida Lake thirty miles in length, say three feet fall – from thence to Three River Point, eighteen miles, say twelve feet fall – thence to Oswego Falls, twelve miles, say ten feet fall. The Falls a quarter of a mile, say fifteen feet fall – thence to Lake Ontario twenty-four miles, say fifteen feet fall, makes the elevation of Rome sixty-five feet above the waters of Ontario. From Rome to Utica, sixteen miles by land, and twenty-eight by water with good current, say twenty-five feet fall, which deduct from sixty-five leaves forty feet, the elevation of the Mohawk at Utica above the Ontario. As the whole of this calculation is conjectured without ever seeing any part of the ground except the villages of Utica and Rome, it cannot be pretended that it is correct; yet it is presumed to be sufficiently large. Deduct the difference between Utica and Ontario (forty feet) from the difference between Erie and Ontario (four hundred and fifty feet) and it leaves four hundred and ten feet fall, between the waters of Erie and the Mohawk at Utica, which will average two feet a mile on the whole distance.

The result of this crude calculation is sufficient, and merely intended to demonstrate the possibility, and even practicability, of the undertaking. When we consider the Herculean task performed on sundry canals in Europe, the crossing Genesee river and other streams which intersect the course of the route, cannot be admitted as insuperable obstacles to the undertaking.

Pretending to no knowledge in the science of canalling, consequently no calculation on the probable expenses will be hazarded – but the level country through which it would take its course, is such, that more than half the distance would require no further digging than to sink the ditch sufficient for the depth of water and its necessary banks; and it is obvious that it would require but few stone. The western part of the Genesee county and Onondaga county afford a sufficient supply. Other tracts no doubt would furnish at least partial supplies by occasional beds and quarried. The principal use of stone contemplated here is to wall the banks of the ditch. Where stone was scarce, timber could be substituted in the first essay, and stone could be boated to supply its place when decayed.

The magnitude of this improvement is far beyond the reach of individual capital in America, for the present age, and probably for a century to come. The present governor of the state of New-York has indeed suggested the idea of calling into its aid British capitalists; but as their object, by vesting their capital in foreign stock, would be the double consideration of having that stock permanent, and to receive from it a rate of interest above that which they can obtain for their capital in their own market; consequently both the immense agricultural and commercial interests of America, flowing through this channel, must for ever, by an inexhaustible load of taxes, be tributary to foreign capitalists.

America already suffers by foreign capitalists drawing from her resources large sums, in premiums, from her stocks and new lands; from which she can have no possible reciprocity of interest, except merely in the contemplation of redressing at some future day, the wrongs of foreign nations, in spoliations on her commerce, by a sequestration of this foreign capital. And unless the government holds the idea of sequestration in reserve, as the dernier resort for the redress of foreign aggressions, there can scarcely be a palliative argument offered by them for their toleration to foreigners, of foreign residence, by their superior wealth drawing a private revenue from our best resources. We, therefore, can alone, with confidence, turn our attention and our best hopes to a patriotic government, whose treasury must in a few years, be amply competent to the undertaking; which, when finished, may be given to us for an insignificant tax.

When completed, this would afford a course of navigation from New-York, by sloop navigation to Albany, 160 miles – from Albany to Buffalo, by boat navigation, 300 miles – from Buffalo to Chicago by sloop navigation, 1200 miles; making a distance of 1600 miles of inland navigation up stream, where the cargo has to be shifted but three times.

The probable charges of freight would be – from New-York to Albany (the present price on small packages of merchandise up freight is about) five dollars per ton, from thence to Buffalo (full large enough, including no charge for lockage) fifty dollars a ton, from thence to Chicago, say large fifty dollars per ton – is equal to 105 dollars per ton, or five cents per pound nearly. From Chicago harbour it might be continued up its river, by portage, into and down the Illinois, and up the Mississippi; and into, as yet, almost unknown regions.

The navigation of the four largest lakes in the known world, together with all their tributary streams – the agricultural products and the commerce of all the surrounding country, would pass through this canal – and even the fifth (Ontario) would become its tributary. – The additional duty on the Canadian trade alone would defray the annual repairs of the canal.

The vast extension of and facility to commerce, together with the additional spur to industry which this canal would give, would in twenty years redeem the principal and interest of their expenditure, at the rate of their present imposts, by its additional increase.

Its invitation to the culture of the fertile soil surrounding these extensive navigable waters, would be such, that in a few generations the exhibition of their improvements and the display of their wealth, would even scarcely be equalled by the old world.

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[For the Genesee Messenger.]

OBSERVATIONS ON CANALS.

No. I.

"I entertain vast ideas of the destinies of these United States. A giant in its infancy, to what point may we not aspire in our maturity," said a writer under the signature of HISTORICUS, in a late New-York paper.

When we survey our vast extent of territory, nearly equalling that of Europe; nearly equal to it in its difference of latitude; fully equal to it in the variety of its climate and the exuberance of its soil; equal in perfection, and importantly exceeding it in the variety of its vegetable productions; nor inferior to it in the animal and mineral kingdoms. That two-thirds of this territory remains yet a forest, holding out the prospects of wealth, and affording an easy and certain competency to all – when we view our natural resources unsurpassed by that of any other nation; our citizens possessing an equal share of acquirements in the more useful branches of literature and the arts and sciences; and when we behold our inestimable improvements in the science of politics, having refined it down to its elementary principles, well may we exclaim with the writer, that we entertain vast ideas of the destinies of these United States.

But to what are we destined? – Servilely to copy the splendid folly of all ancestry, or to borrow wisdom at their expense? – Nations have often mistaken the true path to wealth and greatness, by pursuing the mere phantoms of glory. In early ages they were infatuated with the idea of erecting monuments of national grandeur. The impious project of a Babel; the renowned Pyramids; the magnificent Hanging Gardens; the stupendous Colossus; – ALL were but as so much splendid folly and prodigality.

The stupendous monument of England, is her navy. This reads something more than folly and prodigality. To its oppression on human sweat and toil, it adds blood and carnage.

Mr. Pinkerton, after noticing twenty or thirty canals in England, adds the following instructive apothegm. "When we reflect that all these laudable efforts of improvement and civilization have been executed within these forty years, there is room for a well-grounded hope that in the course of centuries the kingdom [of England] may be intersected, like another China, to the inconceivable advancement of agriculture, commerce and the national industry and prosperity. The sum already expended in these noble works has been computed at five millions five hundred thousand pounds sterling; but how much more usefully employed than in fruitless wars, which consume fifty millions in one year!" What a satire on wars, navies, and standing armies!

So far as nations before us have made the experiment, internal improvements have proved the certain and more speedy road to national greatness. China affords us the most instructive lessons on the subject. She extensively abounds in them. Her walls and her canals are alike useful. The one, to preserve her tranquility; the other, to promote her wealth. She prides not herself in armies or navies.

What would have been the present state of internal improvements in Europe, with her numerous and some of the largest streams in the eastern hemisphere, had she borrowed the example of China? The toil, blood, and treasure which have been expended in futile wars for princely domination, would have canalled and gardened the whole of its territory!

Can the philosopher inform us why Europe is more sanguinary than Asia? Is it owing to its government or its climate? The common purpose of government is protection. But can it not be made to do more? Make it to act like an incorporate body in cultivating its resources, and thus to diffuse competency, comfort, and even wealth to its individual members.

To the cultivation of the arts of peace, we have to ask our government to adopt another principle: that of a nation’s wealth best consists in the amount of the individual property of its subjects. This is best promoted by applying the surplus revenue of the state to internal improvements, roads, canals, &c.

Navigation offers the most cheap, familiar, and extensive intercourse with distant places. This, therefore, first deserves attention. The science of hydraulics is invaluable to the United States. Our territory, from one extremity to the other, is either intersected or interlocked with current waters or inland seas. Here is a vast field open to American enterprise. To encounter the huge length and stern current of the Mississippi and its numerous branches – the torrent waters of the St. Lawrence – or the precipiced bed and impetuous stream of the Susquehannah – to improve the old beds, or give new channels to the smaller streams, and to convert our lakes into reservoirs for canals.

The late improvements in the steam-boat has surmounted the first of these difficulties. – The others require much ingenuity and capital bestowed upon them for their completion. When effected, they will serve as labour-saving machines in facilitating the transport of produce to market. By lessening the expenses of transport, its value would be enhanced. By substituting water for land carriage, much of manual and animal labour would be reserved for the improvement of our forests and the culture of our fields.

In my next number I intend to point out that improvement which I conceive to be of the greatest importance of any which can be undertaken in the United States; and for the proposition of which these numbers were principally written – A CANAL FROM THE FOOT OF LAKE ERIE INTO THE MOHAWK.

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No. II.

Every man of observation, who has travelled the western counties of this state, has doubtless, noticed the quality of soil gradually improving from Albany westward, and which appears evident at every fifty miles nearly sufficient to pay the additional charges of transport on the surplus produce of that part of the country. This increase in the quality of the soil continues to this village (a distance of more than 200 miles) if not to Batavia. In beholding these equalising gifts of nature, we are led to admiration and gratitude to its provident and bounteous author. But when this sentiment escapes our mind, and we turn our reflections to the fatigue and toil of so much land transport, we are apt to exclaim, – Why was not the parent of nature so thoughtful – why was he not so kind, as to give this country a river navigation from the Atlantic to the lakes, like that to Albany?

Why these murmurs? The Creator has done what we can reasonably ask of him. By the Falls of Niagara he has given a head to the waters of Lake Erie sufficient to flow into the Atlantic by the channels of the Mohawk and the Hudson, as well as by that of the St. Lawrence. He has only left the finishing stroke to be applied by the hand of art, and it is complete! Who can reasonably complain?

The canal had best commence so near to the foot of Lake Erie as the current of Niagara River will admit by affording a draft on its waters, and run nearly parallel to that river a sufficient distance (perhaps some miles) to obtain a fall which will preserve it a current; thence winding easterly and crossing the Tonawanta, perhaps a few miles from its mouth, by an aqueduct bridge; thence nearly due east, preserving the height of the Limestone ridge, and crossing Genesee River, also by an aqueduct bridge, and most probably above the upper falls; thence continuing its course and running near to, and probably into, the west branch of Mud Creek; pursuing its channel with improvements into, and thence down the Seneca River, to somewhere about the head of Jack’s Rifts; thence leaving that river to the north and run along the foot of the hills and high grounds of Onondaga and Oneida counties, going south of their lakes, and discharge it into and mingle its waters with the Mohawk somewhere about Utica.

As it is probable that no additional head could be gained, or even wanted, by continuing it beyond Utica, the more probable place of junction is at or above that place.

Mr. Ellicott, in noticing (on his map of the Holland purchase) the ridge of Limestone which runs through the country from Canada, across the Strait of Niagara, through the purchase eastward, states the "elevation of the surface of Lake Erie to be 450 feet above that of Ontario – that the ridge is nearly perpendicular – the lands from its base northward to Lake Ontario, and from its summit southward and along the eastern shore of Lake Erie is nearly level."

The project of this canal is founded on the presumptive correctness of these data; and considering the attention which was paid to the accuracy in the survey of that tract, we may venture to place dependence on it. While I hope I am sufficiently correct in my remarks for the main purpose of the subject, yet I will observe here, that having never seen any part of the route spoken of, but the villages at the two extremes, and the account which I have given being obtained from general, rather than particular information, probably I may be minutely incorrect in some particulars. My chief object, is to point out a sufficient probability to produce a belief of the propriety of an actual survey.

The level of the Mohawk at Utica, above the surface of Lake Ontario, is not correctly known; but after subtracting the difference of the elevation of the Mohawk, between Rome and Utica, from that between Rome and Lake Ontario, we shall find the level of Utica, about, or perhaps below, that of Three-Rivers-Point. We may, therefore, safely conjecture that the elevation of the Mohawk at Utica is not 50 feet above that of Lake Ontario. Presume it at 50 feet, and subtract it from 450, will give 400 feet for the elevation of Lake Erie above the Mohawk at Utica.

The distance from the village of Buffalo, at the foot of Lake Erie, to Utica, by the present road, is about 200 miles.

It is not improbable that the angles of the roads are nearly equal to the necessary meanderings of the canal. On this presumption, it would average about two feet fall per mile in the canal.

The ridge of Limestone declines from Niagara to the eastward. This will appear evident on comparing the height of the Falls of the Genesee and Oswego Rivers, with the Falls of Niagara. From such information as I am able to collect, the lower falls of the Genesee is 90 – the second 48 – and the third 12 feet, making in the whole 150 feet; the distance from the upper falls to Lake Ontario is about 10 miles. Add to the fall for the current of the river to the height of the falls, and we may presume the upper falls to be about 170 or 180 feet above the surface of Ontario. I am not informed of the height of Oswego Falls, but I presume they will be found still less on a comparison.

Ten or twelve miles to the east of Genesee River the ridge begins to spread, and this decline is still more evident by the waters running eastward. In the north-eastern part of this county, the ridge becomes more extended, and is scarcely perceptible; yet it preserves a height sufficient to direct the waters to flow into Seneca River.

In this proposed canal, I think it may be fairly presumed that we have the grand desideratum of nature, viz. an inexhaustible fountain of water, with an absolute head and fall, which may be pitched and guaged to any dimensions required. Also an improvement of the navigation of the Mohawk by the addition of its waste waters.

Nor do I conceive the idea to be vain, or even incorrect, in saying, that it appears as if the Author of nature, in forming Lake Erie with its large head of waters into a reservoir, and his having formed this Limestone ridge into an inclined plane, had in prospect a large and valuable canal, connecting the Atlantic and the continental seas, to be completed at some period in the history of man, by his ingenuity and industry!

In my next, I shall offer some suggestions on its size, and hazard conjectures on the probable expense of the canal.

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No. III.

Before I proceed to the intended subject for this number, I have to correct an error in my statement of the Genesee falls. Although this error, when corrected, will be in favour of the proposed canal, yet propriety would impose on me the obligation to rectify any error, even at the expense of the project. The information of both the other and the present statements, are derived from persons residing near the banks of that river; yet the latter comes in the more positive terms, which give it the greater authority.

The lower falls are 96, the second 14, the third 80, and the fourth (by some called a rapid) 10 feet – making it 200 feet higher above the level of Ontario, and seven miles distant from it. The first two miles up the stream from the upper falls are rapids, the falls of which are estimated at 100 feet in that distance. The elevation of that river at the ferry or late bridge, on the main road, is estimated to be nearly equal to that of Lake Erie. The ferry is 28 miles distant from Lake Ontario. This statement, indeed, makes the third falls but 20 feet higher than the other; but with the other falls above it so circumstanced as that, probably, every advantage can be taken of them, in case it be practicable to cross higher up than the third falls, and the canal probably might be guaged to that accurate decline as to require but one lock from Buffalo to this river; and that to be fixed near to the inlet for the purpose of countervailing, at a future day, the asserted or apprehended sinking of the waters in Lake Erie. If it can command this advantage of the Genesee falls, I think it not improbable that the canal may be thrown as far south as Cayuga Lake, or near its outlet. From this to Utica, it will then have about the same fall which the Seneca River has from this to Three-Rivers-Point.

ITS PROBABLE SIZE.

My hints on this subject will chiefly consist in the mention of the size of others. As I shall have occasion for other references to the quoted canals, I take the liberty of making my extracts in full, at once.

The American Encyclopedia gives the following additional information to his. "It begins with a large reservoir, 4000 paces in circumference and 24 feet deep, which receives many springs from the mountain Noire.

"The canal is supplied by a number of rivulets, and it is furnished with 104 locks of about 8 feet rise each. In some places, it passes over [aqueduct] bridges of vast height – and in others it cuts through solid rock for 1000 paces [nearly 182 rods.]" Phil. Ed. Vol. 4, p. 79.

On the canal of Clyde, in Scotland, Mr. Pinkerton gives the following information.

"It connects the friths of Forth and Clyde together. Its breadth, at the surface, is 56 feet – its depth 7 feet – the locks 75 feet long, their gates 20 wide. It is raised from the Carron by 20 locks, in a tract of 10 miles, to the amazing height of 155 feet above the medium of full sea mark. At the 20^th lock begins the canal of partition on the summit between the east and west seas, which continues 18 miles on a level, near Glasgow. In some places the canal is carried through mossy ground, and in others through solid rock. In the fourth mile of the canal there are ten locks, and a fine aqueduct bridge which crosses the great road leading from Edinburgh to Glasgow. The expenses of this mile amounted to 18,000 pounds sterling, [equal to 80,000 dollars.]

"At Kirkintullock, the canal is carried over the water of Logie, on an aqueduct bridge, the arch of which is 90 feet broad, and was built at three different operations of 30 feet each, having only one centre of 30 feet broad, which was shifted on small rollers from one stretch to another. Although this was a new thing and never attempted before with an arch of this size, yet the joinings are as fairly equal as any other part of the arch. The whole is thought to be a capital piece of masonry. There are, in the whole, 18 drawbridges and 15 aqueduct bridges of considerable size, besides small ones and tunnels.

"The supplying the canal with water was, of itself, a great work. One reservoir is above 24 feet deep, and covers a surface of 50 acres. Another consists of 70 acres, and is banked up by a sluice 22 feet. The length of the canal is precisely 35 miles, and no work of the kind can be more ably finished. It was competed in 1790."

The American Encyclopedia, besides the above, has the following particulars. "It rises and falls 160 feet by means of 39 locks; 20 on the east and 19 on the west side (as the tide does not ebb so low in the Clyde by 9 feet as it does in the Forth.) Vessels drawing 8 feet of water, and not exceeding 19 feet beam and 73 feet in length, pass with ease. [This is the exterior dimensions of the boat – it is probable her interior measurement would give about 100 tons burthen.] The canal is about 8 feet deep. It passes through moss, quicksand, gravel, and rocks; up precipices and over valleys. It runs 18 miles on a level: in this course, for a considerable way, the ground is banked about 20 feet high, and the water is 16 feet deep, and two miles of it is made through a deep moss. The aqueduct bridge over the Kilven is supposed to be the greatest of the kind in the world; it consists of four arches and is 420 feet in length, exhibiting a very singular effort of human ingenuity and labour. The canal, when finished, will cost 200,000 pounds, [nearly 900,000 dollars.]

"It is the greatest of the kind in Britain, and, without doubt, will be of great national utility; though it is to be regretted that it had not been executed on a still larger scale, the locks being too short for transporting large masts."

Mr. Pinkerton, in speaking of the canal of Kiel in Denmark, observes, "This canal is intended to unite the Baltic Sea with the river Eydar, which flows into the German Sea. It is about 20 English miles. The breadth 100 feet at the top and 54 at bottom. Its least depth about 10 feet, so as to admit vessels of about 120 tons burthen. It was begun in 1777 and finished in 1785."

It is to be regretted, that Mr. Pinkerton did not inform us of the number of locks, &c. and the cost of them.

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No. IV.

ITS PROBABLE SIZE CONTINUED.

Mr. Pinkerton says, "The English canals are generally from 3 to 5 feet deep, and from 20 to 40 wide, and the lock-gates from 10 to 12. But they answer the purpose of land-carriage, their only design."

Again – "The Duke of Bridgewater is justly venerated as the founder of inland navigation [in England.] He was seconded by Brindley, than whom a greater natural genius in mechanics never existed.

"Their first canal extends from Worsley’s mills, by a circuitous route, 9 miles, to Manchester. This beautiful canal is thrown over the river Irwell by an arch of 39 feet in height, under which barges pass without lowering their masts. Yet the expense of this noble canal, in the then comparatively cheap state of labour and provisions, was only computed at 1000 guineas per mile [equal to 4750 dollars.] The various machines and inventions of Brindley, for its construction and preservation, deservedly excite wonder; but a detail cannot be given here.

"The grand design of Brindley was to join the four great ports of England, viz. Bristol, London, Liverpool, and Hull, by inland navigation. The two latter are joined by a canal from the river Trent, and proceeding north to the Mersey. This is styled the Grand Trunk. It was begun in 1766 and finished in 1777. Its length is 99 miles. It was attended with great difficulties, particularly in passing the river Dove in Derbyshire, where there is an aqueduct of 23 arches. The tunnel through the hill of Hare-castle in Staffordshire, is in length 2880 yards [524 rods] and is more than 70 yards [210 feet] below the surface of the ground, and was executed with great labour and expense.

The same author, in noticing the canal from Dublin to the river Shannon, and that it failed through want of able engineers, closes his remarks with the following. "But in the first place, the avaricious and jobbing spirit of the persons employed – and latterly, the distracted state of the country, have hitherto impeded these noble intentions."

Also, in speaking of the canal of Arragon in Spain, he says "One of these branches is conducted over the valley of Riojalon by an aqueduct bridge of 710 fathoms [258 rods] in length, and but only 17 feet thick at the base."

The American Encyclopedia informs, that "In the Dutch, Austrian, and French Netherlands, there is a very great number of canals; that from Bruges to Ostend carries vessels of 200 tons."

The Chinese have also a great number of canals; that which runs from Canton to Pekin extends about 825 miles in length, and was executed about 800 years ago."

I have enlarged my extracts with an intention of their serving as articles of information, without the expectation of having reference to many of them hereafter.

Having finished them, I find more remarks to offer under this head than I at first contemplated. I shall offer the importance of the subject, in apology to the reader, for my prolixity, digressions, and defect of language, which he may feel disposed to censure.

As American articles of commerce are principally its agricultural products, their bulk and weight impose large charges on their transportation to market. These charges are augmented by the scarcity of hands and the high price of manual and animal labour in this country.

In England many of her rivers (which compared with ours, are but farm-brooks and mill-streams) have been canalled and with advantage, because the price of manual labour is lower than that of beasts of draft and burden, when compared in their proportions with those of this country. Our streams are more that proportionably larger to our excess of bulk and wages. Our produce, forming the larger freight, can, in its course to market, mostly glide with the current, while the up-freight, consisting of manufactured articles, is proportionably lighter.

The important object of canals is to substitute animal labour in the transport of produce with water machines, and to bestow the saved labour in transport on the cultivation of the soil, where these machines cannot be made to apply. For us to derive the greatest advantage from them, it is necessary they should be calculated on a large scale, sufficient to enter immediately into a competition, and shortly lead to an entire exclusion of land transport within their range. In a word, it should answer the same purpose the Hudson River does its adjacent territory, where no produce is carried to New-York market by land north of Kingsbridge.

The experiments on canals, hitherto made in the United States, are on the small scale. They are but little more than auxiliaries to our land carriage. The navigation of the Mohawk and Seneca rivers, is strictly so. They merely serve the purpose of facilitating the surplus produce of the country to market, which, for the want of a sufficient number of draft-teams, would be materially retarded. The charges on land or water transport are about the same. The size of boats in use on these rivers are mostly five or ten tons. Owing to the small size of the Herkimer Canal, and the locks at Little Falls, the latter size is the largest which can be admitted: and in consequence of the light streams of Wood Creek and the upper part of the Mohawk, with the numerous rifts and false channels around the islands in the lower part of the latter, the smaller sized boats are navigated with difficulty during the two or three months of summer drought.

It must certainly be acknowledged that the inhabitants within the vicinity of the western part of this navigation, have exercised a degree of patience toward the Western Inland Lock Navigation Company, in their neglect of clearing the channel of the Mohawk from its minor obstructions, by which, it is problematical, they have exposed their charter to a forfeiture. I am not alone in the opinion, that for a little more than 1000 dollars material improvements might be made in that river, by a well-constructed float, with a windlass and grappling irons, by which many of the large stones in the rifts might be removed, and the false channels dammed two or three feet high, so as to turn all their waters, when low, into the main channel.

In the account of the canal of Clyde we have its particular dimensions with that of the boat. In that of Kiel, its dimensions with the burthen of the boat. In that of Languedoc, its dimensions only, those of the boat being left to our inference. That of the Clyde has about the same draft of water which the Hudson River has on the bars a few miles below Albany. These canals are of those sizes adapted to the purposes of great utility.

The dimensions which conceive best to adopt for the Genesee Canal is the commodious width of the Languedoc, about 100 feet, and 10 feet in depth. I cannot perceive any obstacle to these dimensions, but that of accommodating the Mohawk to its depth; and I am far from conceiving that impracticable. To clear its channel from sunken timber – its rifts of their rocks – sinking the bed of the river at the small rifts, and in some cases to throw their falls into the larger ones – at a few of the larger rifts erect shallow locks – erect dams in an oblique direction across the false channels – erect wing dams at the head of the broad and shallow parts of the river – rebuild the locks and canals on a larger scale. To these and such other improvements as science and experience shall advise, add the waters of the Genesee Canal, and I presume it would not fall far short of 10 feet draft of water.

A material argument for giving the canal a good width, is its furnishing the Mohawk with the complementary waters of its own draft.

How far steam-boats can be adapted to practice in canals, so as to supersede the use of towing-paths and their draft cattle, time and experiment have yet to determine.

In my next I shall speak of the expense of the proposed canal, with some remarks on its utility.

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No. V.

PROBABLE COST.

The expenses of the canal of Languedoc, averaged on its whole distance, were 13,889 dollars per mile; those of Clyde, 25,714 dollars, nearly double. The locks of the former are more than one to every two miles: those of the latter, more than one to every mile; nearer double than the sum of their expenses. The surface of the reservoirs to the latter is over the proportion of distance to the former; so are the aqueduct bridges and bankings also. But the width of the canal of Clyde is only fifty-six feet, probably only half the width of that of Languedoc, but it is one-third deeper. It is probable the same labour in the former cost three to two of the latter. The latter was completed more than a century before the former. As the price of labour gradually rises with the multiplication of property, this will account for the difference. The price of labour in the United States is still more disproportioned.

We have the expense of the fourth mile of the canal of Clyde, which includes ten locks, and a fine aqueduct bridge, given separate, 80,000 dollars. From these data we may presume the thirty-nine locks with four miles of the canal, cost about one-third the whole sum. These, with the reservoirs and the bankings through mossy ground, &c. probably one half. This would leave its cost, when made through good and level ground, at about 14,500 dollars per mile. This calculation makes locks enormously expensive; probably three locks would cost more than one half the canal in good ground.

If we can presume on the excess of expense in locks, reservoirs, and bankings in the canal of Clyde, over the one proposed, together with American ingenuity in the invention and use of labour-saving machines, for making an equivalent to the excess in the price of labour in the United States, we may venture to lay its price at the same rate – or, which is nearly the same, to double the price of that of Languedoc, and allow its distance at 200 miles, we shall find it to cost something more than five millions; to put it in round numbers, say 6,000,000 dollars. This will average 30,000 dollars per mile; or 93 dollars 75 cents per rod.

Were the executive of our government to instruct its foreign ministers and agents to collect every information from authors, engineers, and plans of foreign canals, which the old world affords, we could doubtless profit largely at their expense in our infant undertakings.

COMMERCIAL UTILITY.

Its advantages are too obvious to admit of a question. Of these, I shall only particularise two or three articles and glance at a few others.

In its tendency to improve and foster our natural resources, the effect which it would have on the article of pot-ash alone, would, in time, be sufficient to pay more than the expenses of the canal. I presume the following calculation will demonstrate the proposition.

At present, pot-ash in made as far inland as Batavia. The heavy charges on land transport would prevent it from ever extending as much farther as to Niagara, consequently the waste timber of all our forests to the west of that, must be lost to the commerce of the United States. The effects of the canal in encouraging the manufactory of pot-ash, may be calculated to commence at the foot of Lake Erie. The American shores of that lake are about 300 miles; the shore of the straits of Detroit through Lake St. Clair to Lake Huron probably 80 miles; Lake Huron’s shore, say 320 miles; the whole circumference of Lake Michigan, about 600; total, thirteen hundred miles, without taking Lake Superior into account.

Allow this range fifty miles width for the greatest distance of land carriage to the several landings on these shores. This gives 65,000 square miles, or 41,600,000 acres in this tract.

One acre well timbered with hard wood will afford fifty bushels of ashes – from six to seven hundred bushels field ashes, make a ton of pot-ash, or fourteen acres – but allowing reserves for woodland, waste and neglect in collecting and saving ashes, &c. say that only one ton to every fifty acres shall be brought to market, this would give 832,000 tons.

Pot-ash can be manufactured, taken from the works to the country merchants, twenty or thirty miles, and afforded at 100 dollars per ton. The charges of transport from this village to New-York are about thirty-five dollars. To aid my calculation, I will presume on this for the average price of freight from the lakes through the canal. Its present price in New-York is 220 dollars per ton. Its average price in that market for ten years past is full 150 dollars. This will give the manufacturer and country merchant fifteen dollars profit. – Allow the shipping merchant for his profits ten dollars, making twenty-five dollars per ton for the sum of nett profits to American citizens. I consider this calculation to be within fact averaged on the whole quantity of pot-ash for the term past. We may at least rely on it for the future, when we consider the improvements yet to be made in the manufactory of that article, of which it is susceptible, and for which we already have a certainty in Alex. M^cNitt’s patent therefor. So far as his patent has been essayed, it has rendered pot-ash standard first sort. With the improvement of its quality we may calculate on the enhancement of its price. Taking for granted the twenty-five dollars on 832,000 tons, gives 20,800,000 dollars for the amount of nett profits, a sum which perhaps cannot otherwise be realized by the citizens of the United States. To this sum add the advance value on this article along the shores of the canal, and it will make an amount equal to four times the conjectured cost of it.

Another consideration offers to view – to the New-York price of 150 dollars, add American freightage to Europe, and call the price 200 dollars per ton. The gross amount of 832,000 tons would be 166,400,000 dollars in exports answering our merchants for their remittances equal to cash.

These calculations also serve to give us some ideas of the resources of capital we have in our forests.

It is singular that this valuable article of commerce is not made by any considerable quantity to the south of this state. From the Philadelphia price current, I presume their merchants give it no encouragement. It might be attended with advantage in the other middle states, and particularly in the western. It could be transported from Pittsburgh to New Orleans for twenty dollars per ton. By its serving as ballast freight to cotton, it could be exported from thence for nearly the same charges as from the Atlantic ports.

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No. VI.

Another article in which the canal would eventually nett its expenses to the inhabitants of the western country, is by facilitating the transport of salt. At present, all the country to the west of Onondaga, through the whole route of the lakes, the western part of Pennsylvania down to Pittsburgh, and one hundred miles below, on the Ohio River, mostly depend upon the salt springs on the Seneca River for their supply: also the country eastward to and beyond Utica.

A few minor springs have been found in this and the Genesee counties, and doubtless others will be discovered in different places sufficient to supply their adjacent settlements; but the probability is, that the westward country will ever have chiefly to depend on the Onondaga springs, and their fountain is competent to it.

The present route of transport from Onondaga is down Oswego River, along Lake Ontario, and up the Niagara River to Black Rock or Buffalo. In this route it has to encounter the portages of Oswego and Niagara Falls, beside the sometimes tardy and dangerous navigation of the lake.

I am not informed what the present charges of freight and portage from Onondaga to Buffalo are, but it is probable that the charges by the canal would not exceed two-thirds of the present. Another valuable saving in its expense could be made in its package casks – by the canal it could be transported from the works to the most distant landings on the lakes, in bulk; whereas, owing to the different changes which it has to undergo in its land and water vehicles, it has necessarily to be put up in barrels which cost 50 a 60 cents each.

Salt can be purchased at the works for twenty cents per bushel – allow half cent the pound freight, from thence to Albany, it could be afforded in that market at 48 cents per bushel – under the late duties this would be able to enter into a competition with imported salt, on the banks of our tide waters.

I am informed, and with pleasure announce, that the Galen works manufacture a quality as fine for table use as the best of Liverpool basket salt.

Another advantage which the canal would dispense to the country, is that of rendering the cluster of lakes which would lie to the south of it, in the Genesee and Military tracts, navigable, by canalling their outlets into itself – also the Genesee River – and a connexion with Lake Ontario by tapping the canal opposite and into Oneida Lake; thence down Oswego River. The effects which these combined would have on enhancing the value of many millions of acres of land adjacent to their navigation, would ultimately be in amount perhaps in a decimal proportion to their first cost. With very few exceptions the soil of the surrounding country is even of a superior quality, and when put under good cultivation, would be able to make prompt remittances for its imported merchandise.

It would command the trade of Upper Canada. – If the late publication of the unratified British treaty be correct, we have sufficient testimony of the estimation which its government would hold it in. The publication states the purport of the first of the two additional notes was to "keep open for future discussion a claim of Britain not to pay more on goods sent from Canada or New-Brunswick into the territories of the United States than is paid on the importation of such goods in American ships." England appears desirous to give its Canadian subjects a liberal trade through our territories. The revenue of this trade would pay much of the annual repairs of the canal.

Mail and passage boats would be devised for expedition. The spring and autumnal travellers on our turnpike would gladly improve the opportunity.

It would greatly facilitate emigration to the western new lands.

Its not being affected by summer droughts – only by frosts – nor that scarcely beyond the period usual at Albany, would give it the term of eight or nine months of the best seasons in the year, with the longest days for doing business.

Its bankings would afford excellent and permanent mill-seats, whose value would be enhanced by the scarcity of natural ones in the country. Those we have are mostly temporary, except on the outlet of our small lakes. Their rents would afford a revenue towards its repairs and attendance on its locks.

The trade of almost all the lakes in North America, the most of which flowing through the canal, would centre at New-York for their common mart. This port, already of the first commercial consequence in the United States, would shortly after, be left without a competition in trade, except by that of New-Orleans. In a century its island would be covered with the buildings and population of its city.

Albany would be necessitated to cut down her hills and fill her valleys in order to give spread to her population.

The harbour of Buffalo would exchange her forest trees for a thicket of marine spars.

Utica, if the point of junction, would become a distinguished inland town.

Schenectady, by her portage, would have the drudge of business. I have made no calculation for extending the navigation of the Mohawk beyond this place. Her citizens will endeavour to retain the portage to an extremity. When the western trade becomes extensive, and the price of freight down the Mohawk, through the necessary locks into the Hudson at Troy and Albany, can be produced below the possible price of portage, the necessary improvements will then be effected.

Such is the interest which the inhabitants of those places would have in the canal, that they cannot long slumber over the project. To sum up the whole in a sentence, if the project be but a feasible one, no situation on the globe offers such extensive and numerous advantages to inland navigation by a canal, as this!

In my next, I shall inquire into the resources of capital for the undertaking.

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No. VII.

RESOURCES OF CAPITAL.

The probable sources are, the individual capital of our citizens, – that of foreigners, – and our national treasury.

There are objections which lie against the two first. To the former of these, the magnitude of the undertaking is beyond the reach of their individual capital. This yet remains inadequate to the full improvement of our natural resources; consequently wholly incompetent to any capital undertakings of internal improvements, and probably will remain so for a century to come. Such an attempt at the canal would, for the want of effective capital, like many of those which have been undertaken in this country, have either to labour under a tardy execution, or obtain relief from the disgraceful aid of lotteries.

The calling foreign capitalists to our aid is still more exceptionable. The object of investing their capital in our stock would be the double consideration of its permanency, and its premium at a per centage above what they could obtain for it in their own market; and, consequently, the immense trade of the canal would for even be rendered tributary to foreign capitalists by an unextinguishable toll. America has already a large amount of foreign capital vested in, and drawing a revenue from, her stock and her new lands, for which she has not an adequate reciprocity of interest; and, unless our government holds in reserve the idea of sequestration of foreign property, deposited in our country as the dernier resort, for the redress of foreign spoliations on our commerce, there can scarce be a palliative argument offered for its liberal toleration to foreigners, expressly foreign residents, who by their superior wealth are drawing large sums of profits from our best resources.

Besides the toll, there is another objection common to both these sources of capital: it is that prejudicial propensity to which incorporate bodies are subject, in their divergings from the common interest, and their tendency to monopolies.

Our government is constituted by a certain sum of power granted by each of its members in exchange for a certain sum of equal rights.

Incorporations and charter-parties are constituted by granting a fractional sum of these equal rights and endowing a few select members – generally the most wealthy, consequently the most influential – as their exclusive rights.

This sum of delegated power subtracts so much from that of the social compact; and these exclusive rights diminish, to their amount, the sum of equal rights.

The government which grants charter-parties, cedes so much of its own jurisdiction – creates and erects so many little demi-sovereigns within itself. This it does at its own expense; for the sum of power in governments is like the sum of money at the gamblers’ table, where nothing is added or multiplied. The gains of one are but the losses of another. The joint interests of incorporate bodies, like partnership, produce a concert of measures. Being derived from government by an emanation of political power, they are very subject to re-act on the parent of its existence. Its effects are often pernicious. Fifty men associated for a common purpose, can out machinate five hundred unassociated; and one bank association may buy or bribe two-thirds of the representation of the whole state. They must, indeed, pay for it, but others must pay them in turn; and like the special immunities, the whole must come out of the people.

Let the government be liberal with its grants of incorporations, and it would eventually transfer its vital powers to, and its energies become absorbed in, these principalities. Thence our government would gently slide into an aristocracy. The one is the foster-parent to the other.

But another evil, more serious if possible, may be apprehended. Presume that our country abounded with a large amount of charter stock; although it was originally granted to native citizens, yet it was made transferrable.

Should British agents and capitalists purchase up the major part of it, our government would become completely manacled with foreign control. This is the most vulnerable point of our government to British influence – their gold.

I have said more on the subject of incorporations than I at first contemplated; but I conceived the aptitude of the subject to the times rendered it somewhat pertinent to the main subject. I will here remark, in justification of our republican governments, that they commenced with extensive natural resources and advantages – with few hands, and a scanty capital. Incorporations become a necessary evil to aid the improvements of our infant country. Although their injurious, as well as beneficial, effects are obvious, yet, for the want of a sufficient amount of their stock, we may, for the present, allay our apprehensions of those direful evils. However, it would be but judicious and prudent in our government to limit the duration of their grants of charters, and privilege none but citizens to vote for, and to hold offices under, them.

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No. VIII.

RESOURCES OF CAPITAL CONTINUED.

In stating the objections to the first two resources of capital, – its tax of tollage – I have necessarily been led to consider their collateral consequences also – the biassed and perhaps baneful influence which incorporate companies may and often have on government.

With these weighty objections to the resources of individual capital, we therefore can alone, with confidence, turn our attention and our best hopes to a patriotic government, with a productive revenue, as the source of capital competent to the completion of our numerous internal improvements. The ample funds of its treasury would prevent the failure of the design – mutilated plans being substituted for grand projects, or even a tardy pursuit and prosecution of the work.

This would leave the private capital of our citizens to pursue and follow up the improvements of our natural resources in the wide field of business which they would open. By the extension of improvements and trade, the government would derive a premium on its expenditures, through its custom-house revenue, without, and which would far exceed, tolls and lockage. It this respect, the government would possess an advantage which could not be attached to capital derived from any other source; nor could it be deprived of it, were they executed by any other capital.

The government, thus acting as a national incorporation, would supersede the use and necessity of separate and selfish associations for these purposes; and furnish them to the country free of tollage. This alleviation of the tax on its capital to our citizens, would operate with mutual reciprocity between them and the government.

But there are political considerations, the consequences of which cannot be estimated by the rule of pence. Our considerate government is so ably devised and constituted as to embrace, with equal facility and effect, ten time the number of states that now belong to it.

The maxims of politicians are, that rivers unite, mountains divide, governments. In our essay on republican government, we have undertaken to encounter the latter dogma, by embracing the celebrated Alleghany mountains, and their western country, within our territory.

The political advantages of opening water communications around and across the intervening mountains, between the great eastern and western sections of the American empire, are, by expediting and familiarising the intercourse, and by establishing commercial and social connexions between their respective inhabitants, to cultivate genial harmony, and to assimilate their manners in the infancy of our country, which, growing with our maturity, would bind them in their affections to the common government, and secure it from a dismemberment.

The convention which formed our constitution, not anticipating the subject, omitted to provide it with an article for the purpose of applying the surplus revenue to internal improvements. However, its utility is too obvious for the proposition of an amendment for the purpose to meet with an obstacle; and the interest which this state has in the event, is of sufficient inducement for its legislature to be the first to propound it. The amendment ought to endow the national government with the uncontrollable right to enter, range through, and leave the territory of any individual state at discretion. This would avoid the impediments of local prejudices and selfish jealousies – leaving old places to flourish or decline, and new ones to arise, as natural advantages decided.

In the appropriations, it is probable the suspicions of partiality might arise on the part of some states against the proper requisitions of others. These altercations could readily be adjusted by the fair and equitable principle of a dividend of the surplus money in the treasury, in proportion to the sums its custom-house produces to it, until their most important improvements were effected.

The payment of the nineteen millions of three per cent stock could be deferred with advantage to the country, for the earlier commencement of these improvements. For this purpose I have a sincere wish that the government may not effect the proposed negociations with the holders of deferred stock.

Having finished my remarks on the Genesee Canal, I shall, in my next, suggest some projects for other improvements of the kind in different parts of the United States.

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No. IX.

OTHER IMPROVEMENTS PROPOSED.

In the course of my remarks on this subject, I shall suggest sundry improvements of the present beds and channels of rivers. These will have in view, in general terms, the clearing them of rocks and bars, damming up false channels and sinking shoal places to produce channels of an even bottom and uniform depth of water – sinking small rifts, and locking the large ones and falls – and straightening the course of rivers by cutting points across their bends.

As the propositions have in view the following of the established course of waters, their feasibility, I presume, will readily obtain the assent of the reader.

I also contemplate to suggest some projects for tapping rivers, and taking part of their waters from their natural beds, and giving a new direction to their channels. In doing this, I am sensible I shall assume a critical position; but, "in America, nature seems to have carried on her operations upon a large scale, and with a bolder hand, and to have distinguished the features of this country by a peculiar magnificence;" and nature invites Americans to project their plans of internal improvements on her magnificent scale.

The experience of this country on canals, as yet, is but trifling; and that which it possesses, is obtained from essays made on a small scale. By striking out a "bolder" line, I shall pursue nature’s guide in an untrodden route. Being but a limited traveller, and our geographies and gazetteers affording me but little information on the subject, of course I am left to draw my inferences of probabilities chiefly from maps; consequently, these suggestions must be subjected to many exceptions; particularly those of natural impediments which remain unascertained, even by observation, much less by actual survey. It is by surveys, only, that they can be tested; and it is the interest of men, only, which will invite them to it. Until then, they will remain but as the crude suggestions of projects.

I am not without apprehensions that, from the novelty of the projects, they may be treated as chimeras; or, at least, as "works that will never be undertaken in your day or mine."

Although I have an ardent wish to live and see many of them effected, yet, by accident, I may be writing for a subsequent age: And I have that reliance on the American character, already established for its inventive genius and enterprise, which gives me even grateful expectations that, when possessed of adequate capital and invited by interest, my countrymen are capable of encountering many difficulties and apparent impossibilities, by which many improvements, or collaterals to the proposed ones, will be undertaken and completed at a future day.

Having thus premised the subject, with diffidence I shall pursue it, connected with the idea which I have suggested of a dividend of the surplus money of the United States’ treasury among the individual states, and purpose to notice the probable improvements which they severally offer.

Owing to the unevenness of ground in the New-England states, they offer but uncertain prospects of success in tapping their principal rivers and traversing the country with canals.

The District of Maine has the Penobscot, Kennebec, and Amoriscogin, of considerable size, which will admit of improvements in their channels and locking their falls, and rendered serviceable in rafting lumber from the interior.

New-Hampshire has no considerable streams but the Merrimack and her half share of Connecticut River. The unevenness of the country will probably forbid the idea of tapping Connecticut River and throwing it across to the Merrimack; and that, again, across its bend and into or near its estuary. Its chief use of inland navigation is for the conveyance of its lumber. Its surplus productions are mostly provisions which can be transported alive on their feet.

Massachusetts invites to a more capacious and finished improvement of navigation of Connecticut River above and through her territory. If the ground would admit of taking a draft of water from Connecticut River, above Greenfield falls, and running it in a circular route across the country (perhaps through Montague, between Sunderland and Petersham, near Rutland and Worcester, to the head waters of the Concord and to Charles River) into Boston, it would be a valuable acquisition to the trade of that town. It would require a distance of 120 or 130 miles. The Middlesex canal could be materially improved by sinking its bed to the level of the Merrimack, and by giving it a greater width also – or by sinking it in part and accommodating the remainder of its present elevation, by tapping the Merrimack up stream a sufficient distance to command the draft of its current. From Dr. Morse’s information of the canal, I presume an improvement of the kind is very plausible. The Dr. speaks of cutting a canal across the isthmus between the heads of Barnstable and Buzzards Bay, a distance of six or eight miles, which, if it could be accomplished, (he says that Dr. Dwight gave it as his opinion,) it "would be more advantageous to Massachusetts and the continent than any other."

If the learned gentlemen had merely boat-navigation in view, I shall beg the liberty to entertain the reverse opinion. Their fancies must have taken the lead of their judgments; for I know of no place where the connexion of two equal bodies of tide-waters would be of less utility. However, could a ship-channel of 15 or 20 feet depth be cut through and admit of the ebb and flood of the tides, it would be valuable for abridging the length and risk of the passage of the sound coasters to and from Boston. This consideration, alone, can possibly render its capital of more value than two or three per cent.

Rhode-Island has a greater proportion of navigable waters than territory. Its only prospect for capital improvement in inland navigation is tapping Connecticut River about Greenfield falls – or rather, tapping the one from that to Boston, near and throwing it into the head-waters of the Pawtucket – thence follow its channel, with improvements, to Providence. The advantageous navigation, the interior and safe situation, and the capital in trade at Providence, gives it a valuable consideration.

Connecticut has but two considerable rivers – that of its name and Stratford. The improvement of the first would be valuable – that of the second, with the branches of the Thames, would doubtless be worth the expense.

Vermont is wholly an inland state, and for ever destined to remain so, with its productions tributary to the commerce of her neighbour states, unless Chamblee River can be sufficiently improved to admit vessels from the St. Lawrence into Lake Champlain. While she would have no dividend from custom-house revenue, she offers the interest of her trade to New-Hampshire, Massachusetts, Rhode-Island, and Connecticut, for the improvement of Connecticut River, on the east – and to New-York, the improvement of Lake Champlain (by a connexion with the Hudson) and several considerable rivers which fall into it, on the west.

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No. X.

OTHER IMPROVEMENTS PROPOSED.

New-York is destined to be the brightest star in the American galaxy. This state commands the means of vast improvements and extension of land navigation. To the natural advantages for navigation which (the most beautiful river that geography records,) the Hudson affords, may be added further improvements to those already made at the head of its tide waters for the benefit of Albany, Troy, Lansinburgh, and Waterford; and these extend up the river to Fort Edward. If clearing out the rocks and stones in the bed of the river – sinking the channel on the small rifts – damming and locking the falls at Fort Miller, Saratoga, and the rift at Waterford would not effect the necessary improvements, a capacious canal could be thrown from Fort Edward to Waterford, and continued almost the whole distance on the west bank of the river; a distance of forty miles. This communication could be continued to Lake Champlain, by cutting a canal from Fort Edward to Skeensborough, or the head of South Bay. I have no information of the balance of waters between the two points, except what is drawn by inference from the maps, and by presumption. From the latter, I conceive the head of water which gives current to Lake Champlain and Chamblee River, into the St. Lawrence, is greater than from Fort Edward to tide waters in the Hudson. If this be fact, a draft could be obtained from the lake for the supply of the canal – but when looking at the head and course of Wood Creek, there is a probability that the Hudson, at Fort Edward, is the highest. Admit it, then the supply of the canal must be gained from the Hudson by taking it out at the head of Glen’s Falls, or by tapping (and if the surrounding hills require it, to tunnel also) the head of Lake George, which could conveniently be thrown on the highest ground between the two points. The distance would be about fifteen or twenty miles. These would open an important communication between Lake Champlain and the tide waters of the Hudson.

The several branches of the Susquehannah and the Tioga which take their rise in, and traverse a part of the state, would merit a consideration also.

In turning our attention to the westward, an immense field opens to view. To the Genesee canal and its appendages already spoken of – there could be a continuation of water communication to the north-western extremity of our territory, with several valuable divergent branches. From Buffalo (the contemplated head of the Genesee Canal) the navigation to the straits of St. Marie is already complete. These straits might be improved by sinking its rapids, or by damming and locking them, which would complete the navigation into Lake Superior.

The improvement of the Fox and Ouisconsing rivers, with a canal to connect them at or about their portage, supplied by the most elevated stream, would open a communication between Lake Michigan and the Mississippi 1150 miles from its mouth.

Another important improvement could be effected by tapping Lake Michigan and throwing a canal into the Plein river, the west branch of the Illinois, thence down that river into the Mississippi 1180 miles from its mouth. The evenness of the land between the Plein and Michigan, gives a certainty to its feasibility, and a probability of its being completed by a canal of ten – at furthest twenty miles. With the necessary improvements in the river below the canal, the navigation of this branch could be made of equal dimensions with the Genesee Canal.

To render the route of transportation from Buffalo to the Mississippi, by the Illinois, of its greatest value, another improvement would become essential – a cut across the promontory between Lakes Erie and Michigan at their heads. Here, indeed, the course of waters (the rivers taking their rise near lake Erie, and falling into Lake Michigan) appears to preclude the idea – but Michigan disemboguing its waters through Huron and the straits, into Erie, establishes the fact that the former lies something higher than the latter, and the project is forbidden only by the unevenness of the intermediate ground, of which I have not been able to acquire particular information.

As the importance of this improvement may not immediately strike the perception of the reader, I will make a brief statement of it. It would require the distance of 180 or 190 miles. From the head of it, across the lake to Chicago, about 50 miles, making 240 miles from the head of Lake Erie. This would make the distance from Buffalo to Chicago 540 miles, which by the present route through Lake Huron, &c. is 1200, with a difference of 300 miles of north latitude.

The distance from New-York by this route, to the Mississippi, would be – to Albany, 165 – to Buffalo, 300 – to Chicago, 540 – to the mouth of the Illinois, about 425 – to the mouth of the Missouri, 20 miles, making 1450 miles; of which 165 would be tide waters – 350 dead waters – 445 down, but 490 up stream of current waters; and the most of that regulated by canals. Whereas, from the mouth of the Mississippi to the mouth of the Missouri is 1160 miles, with its whole distance up the stream of current waters. This would evidently give the port of New-York, a share of the trade in supplying the Missouri with foreign merchandise, and with a participation in its fur trade, which, however, would return with the current of the Mississippi – while the other improvements would secure to that port the entire command of both over all our North-western territory.

Unless this improvement be found practicable and become effected, it is doubtful whether the port of New-York will be able to enter into competition with that of New-Orleans for the Missouri trade – for the increased distance of the route through Lake Huron, &c. and the sometimes dangerous navigation of that lake, with the more lengthy interruptions by frost, would materially enhance the charges of transport – nor could it well be substituted by a connection between and improvement of the rivers Miamee of the lakes and Saint Joseph, for their courses are indirect and their branches too small for any other purpose of improvement but the benefit of their own shores.

Valuable improvement could be made by canalling the portages between, and improving the beds of several rivers between Lake Erie and the Ohio River – between the Miamee of the lakes and the Wabash; also between the former and the great Miamee – between Sandusky and the latter; and the Scioto – and between the Cayuga and the Muskingum. The route between the Sandusky and the Scioto is the best of these in the natural state.

Another important acquisition to the commerce of the port of New-York presents itself to view – if the necessary improvements can but be found practicable – but it yet remains to be ascertained, whether a draft can be had on the waters of Lake Erie, and thrown into any one of the branches of the Ohio. The portage of Chataque Lake, and the Presque Isle, are the only places which offer a prospect at present. Of these, the latter is the most promising. The tapping at Presque Isle would of course be thrown into the French Creek, which is already one of the best navigable streams, for its size, in the United States.

The land is level along the portage to La Boeuf, and should the French Creek be something higher at this place than the lake at Presque Isle, the canal could be continued down its stream until it gained a draft. Should this be found impracticable, the only alternative is the Chataque Lake, with a less probability of success. But were they to fail, we have an inferior substitute left us, by damming the mouth of the Chataque and raising it several feet, for the purpose of opening it occasionally to facilitate the navigation of its outlet during summer droughts.

This would give a route of transport from New-York to Buffalo, 465 – to Presque Isle, 90 – to Pittsburgh (by land 125, add for the bends of the river 40,) is 165, making 720 miles, and about the half of it up stream, and is 80 miles more than twice the distance from Philadelphia to Pittsburgh over land, with a very mountainous road.

Could the capital improvement of commanding a draft on the waters of Lake Erie be effected, it is obvious that it would give to the port of New-York, the supply trade for all the shores of the Ohio, and its northern branches, until it was met by arrivals from New-Orleans.

This fertile country would make able remittances for its importations.

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No. XI.

OTHER IMPROVEMENTS PROPOSED.

New-Jersey is circumstanced mostly for domestic trade, and to be tributary to the two first commercial ports in the United States, situated on her right and left.

It is bounded by water on all sides but her northern line, yet offers no certainty of capital improvements in inland navigation.

With no part of her territory more than fifty miles from navigable waters, she has turned her attention to the improvement of roads. The turnpike mania rages among her citizens, and her legislature have granted charters by the dozen for several years past. It will be fortunate for her citizens if turnpike stock-jobbing should not happen to get the preponderance over her state councils.

It will be a desideratum to the United States to have a water passage opened between the Delaware and the Hudson through that state, for the purpose of continuing the chain of inland navigation coastwise from South Carolina to Long Island Sound, which would be of essential service to the internal continental commerce during maritime wars. But the prospect is not as flattering as our wishes. Probably a small canal could be opened between Trenton Creek and Millstone River – perhaps the latter could be straightened by a cut across its bend, in a direct line from Princeton to Amboy.

Whether there could be found a gap in the Blue Mountains suitable to admit of tapping the Delaware near the north-west corner of the state and throwing it into some of the head branches of the Passaic; or whether the Delaware would admit of being tapped at the southern termination of these mountains, somewhere about Easton, and thrown into the south branch of the Raritan – and this aided, or perhaps even effected, by the use of the Mosconecunk, are but mere speculations on the map of the state. Could a tapping of the Delaware be effected at the latter place, it would greatly aid the grand intersection of the state, besides contributing to its own trade.

Pennsylvania is possessed of a large territory, mostly a fertile soil, and rich in its mineral productions. Like New-York, it is almost an interior state, and has but one principal seaport; but each commands the trade of more than their state territories.

Its large streams open a field for valuable improvements in their channels and canals. – As Philadelphia can monopolize the trade of the Delaware, it is her interest to bestow upon it the most effectual improvements. It could be rendered navigable about two hundred and fifty miles above that place, and made to furnish that market with lumber, produce, and pot-ash.

Of the Susquehannah – nature has done much, but never applied the finishing chissel. – It requires, and probably will admit of important improvements being made in its bed and channel. Maryland is largely interested in the improvements of this river. Could the contending interests of the two states be reconciled into mutual co-operation for the purpose, it might be converted into one of the most extensive and valuable channels of trade, of any other river to the east of the Alleghany mountains. As it is, its navigation requires an annual sacrifice of a few lives and much property. To blast and remove the obstructing rocks might be sufficient for descending the river in freshets. To ascend the river, its bed would require to be sunk at the small rifts, and the large rapids dammed, with canals and locks cut in its margin; and rendered navigable through the season. [Since writing this number, I have been informed by a gentleman, that there are sundry improvements made and making – among them the Conewaga Falls are canalled and locked as here proposed. These improvements afford excellent mill-seats.]

Doctor Morse says the Susquehannah, with all its tributary streams, "water at least 15,000,000 acres." Besides its agricultural products, the east branch affords large supplies of pine timber, from which excellent naval spars can be obtained. The west branch, and the Tioga, abounds in excellent grain lands. The improvement of its navigation would cultivate these resources of trade, and command the southern section of the Genesee country.

It is worthy of remark, that the adventures made, a few years since, at Newtown, on the Tioga branch, by the merchants of Geneva, cost them nearly 10,000 dollars. This was a large sum to tax an infant settlement with experiments.

The effect was the turning of that trade into the channel of Albany again.

To follow the natural bed of this river with its improvements, would be throwing its whole trade into the Chesapeake. Philadelphia, straitened to the preservation of its commercial consequence, has been necessitated to devise means for diverting its extensive trade from its natural channel. Under the enterprising spirit which the Philadelphians have displayed in prosecuting their plans, I cannot but presume that the idea of tapping the Susquehannah, and throwing it into the Delaware, must have occurred to them; however, the idea of its immense expense must have deterred them from attempting it; for instead of adopting the only adequate means of securing to themselves their share of its trade, they have resorted to the inefficacious substitute of turnpikes and mill-stream canals.

It is certain that the Susquehannah is above that of the Delaware and affords the probability of being tapped somewhere.

It is doubtful whether the unevenness of the ground will admit of the east branch being tapped about Wilkesbarre, and thrown into the Lehigh, or the main branch at Sunbury, and thrown into the west branch of the Schuylkill. Could they be effected, it would save the otherwise, necessarily, complete improvement of the bed of the river below their respective places; and the latter, rather more probable of the two, might be thrown into the canal which the Tulpehocken and the Swatara, and would serve also as a reservoir to enlarge and maintain that communication between the Susquehannah and the Delaware through the summer droughts. But much the more probable prospect of tapping it with success, is either about Harrisburgh, or at the head of the Conewaga Falls, and running it circular – nearly collateral with the river, until it could raise the height of land, and thence over to the Delaware near Philadelphia – or, about or above the Conestoga and over to Philadelphia or Newcastle – or both. Either of these would embrace the trade of the Juniata, with the east and west branches of the main river, and avoid the part which is the most difficult of navigation, between Columbia and tide waters.

Philadelphia must effect some tapping of the kind, or forfeit nearly the whole trade of the Susquehannah. She is the conflict of trade with the more excellent harbour of New-York, and the more commodious situation of Baltimore to the back and great western country, with the command, naturally, over the best river in her state. Nothing but a spirited effort and success in improvements, can preserve her from a decline in trade; but with well effected improvements, and her merchants possessing a more independent capital, with which they are enabled to give more liberal credits to country merchants, she could retain an able competition with them.

The important purpose of supplying Philadelphia and the manufacturing towns in the lower part of the state, with fuel from the coal mines, up stream of all these rivers, would alone be equivalent to the interest on the sum of their expenses in improvements – also the reduction in the transport charges of iron to market, from the inexhaustible ore beds about their banks; while the small sized canals, fed by perishable streams, would scarcely make an able competition with land carriage; nor would be of any consequence for the transport of coal.

The head branches of the Susquehannah and the Juniata would merit their necessary improvements.

With respect to a connexion between the waters on the east and west side of the Alleghanies – between the Juniata and the Conemaugh – the west branch of the Susquehannah and the east branch of the Alleghany – the Tioga, and the head of that river – they are too near their respective sources to be durable or sizeable, and must be subject to numerous locks or portages in lieu thereof. However enterprise, and the established connexions in trade, may effect secondary improvements.

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No. XII.

OTHER IMPROVEMENTS PROPOSED.

Delaware has more navigable waters than territory. Like New-Jersey, it is calculated only for domestic trade, and to be intersected by the continuity of the inland navigation running collateral with our Atlantic shores. It is this alone which will give to that state its chief importance in this point of view. It will have to be effected by connecting Christiana and Elk creeks, unless its level ground will somewhere admit of cutting a canal which can be supplied by tide waters.

Maryland, whose indented shores of tide waters, perhaps exceed any other state in the Union, commands an important rank in a commercial point of view, by the invaluable intersection of the Chesapeake Bay, and the concentration of its capital near the head of it at Baltimore. It already classes the third in the United States, and it ever will maintain its position.

Its chief improvements in inland navigation are, the bed and channel of the Susquehannah in concert with Pennsylvania; with Virginia for the improvement of the Potomac, and, if possible, to straighten it in its upper bends – to tap it, perhaps about the elbow, near the Monocasy, and throw it into the Patapsco, near Baltimore, a distance of about fifty miles; and a joint intersection with the Delaware by the Atlantic parallel canal.

If the head of tide waters in the Chesapeake afford a good harbour, it will furnish a mart that will enter into competition with Baltimore in the preference for the Ohio trade, in which she already rivals Philadelphia by overland transport; and unless New-York can come into the competition by an outlet of Lake Erie into the Ohio, Baltimore will eventually become the mistress of this trade.

It is singular how the celebrated Doctor Morse came to give this trade, with that of all the lakes west of Ontario, to the borough of Alexandria. Surely it could not have been the Doctor’s political partiality for the southern states which led him to bestow it there at the expense of New-York. But I presume he had not correctly informed himself of nature’s calculation on the subject. He has been led into a very considerable error respecting the distances between the places. He lays down the distances from the mouth of the Cuyahoga to Alexandria 425 – and to New-York 825 – making a difference of 400 miles.

The result of my labours to ascertain the distances, is as follows – From Alexandria up the Potomac to George’s Creek 230 miles (see Morse’s Geography, p. 622) to Savage River, say 6 – portage from this to Cheat River 37 – to its mouth 50 (see Gazeteer, under Cheat River) – down the Monongahela to Red Stone, by water, 40 – to its junction with the Yohogany 50 – to Pittsburgh 12 (see Gaz.) – down to Big Beaver 30 – up that, across the portage, and down the Cuyahoga to Lake Erie, by their meandering 180 – making 635 miles. The other route, from Cuyahoga to Buffalo 190 – to mouth of Niagara River 36 – to Oswego 160 – to Oneida Lake 43 – across it 27 – to Rome 26 – to Utica 25 – to Schenectady 82 – its portage to Albany 16 – to New-York 165 – total 768 miles. But the Doctor has very partially added the distance from Albany to New-York; whereas Albany is as properly the head of tide waters on this route as Alexandria is on the other, the distance of which is 603 from Cuyahoga, or 32 miles less than Alexandria, instead of 400 miles further.

Our surprise at the Doctor’s partiality for the southern route still increases on reading his information of the Potomac – "At Fort Cumberland, in a dry season, it is but a small stream," and yet he proposes to navigate it about thirty miles further up – and of the Monongahela, in his note to page 538, he says, "The Monongahela which commonly is barely sufficient to turn two grist-mills, after great rains, sometimes suddenly rises nearly 40 feet."

The Doctor, when "strolling into the uncertain field of conjecture," over the map of our country, wherever he could catch a brace of brooks in the neighbourhood of each other, and running in different directions, he projected a canal between them, and cut up the continent "into a cluster of large and fertile islands."

The aborigines of our country, through their want of science and resources, and from their strong propensity to indolence, have pursued the natural bed of streams, and towed their boats to the head springs and backed them over the portages, as a make-shift; but it would be a burlesque on civilization and the useful arts, for the inventive and enterprising genius of European Americans, with their large bodies and streams of fresh water for inland navigation, to be contented with navigating farm brooks in bark canoes.

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No. XIII.

OTHER IMPROVEMENTS PROPOSED.

In proceeding to notice the states south of Maryland, I premise, that owing to the Apalachian mountains precluding any principal connexion between their eastern and western waters, to their being more agricultural than either commercial or manufactural, I have presumed their views to be more confined to territorial and local pursuits; and the want of particular information, not inattention to their respective interests, will lead me necessarily to be brief in my remarks on them.

Virginia "affords almost every planter a river at his door." It has a common interest with Maryland in improving the Potomac and the Shenandoah, on which essays are already made; if possible, the former would merit straightening of its bends above the junction of the latter. Also, with North Carolina, in continuing the Atlantic parallel, by a canal through the great Dismal Swamp, which is already undertaken, but probably on too small a scale.

It has the Rappahannock, York, James, Appamatox, Staunton, and the great Kanhawa. Of these, James River, from its size, merits particular attention.

The light streams of Jacksons and Green Briar rivers, the approximating branches of James and Kanhawa; the impeding mountains on their portage; and perhaps the indisposition of its inhabitants to commercial enterprise, are causes which reduce the importance of this western communication to locality.

North Carolina has its proportion of rivers and inland navigation. It has too much about its coast, with its sounds, their impeding shoals, and inlets. Its quota of the canal through the great Dismal Swamp continued into Albemarle sound. Its rivers are, Roanoke, Pamlico, Nuse, Cape Fear, and their branches; the Dan, Yadkin, and Catawba, which, although more or less navigable, are no doubt susceptible of valuable improvements.

South Carolina appears on the map to be admirably well watered by rivulets. The principal rivers, which it offers for improvement, are the great Pedee, the Santee and its valuable branches, and the Savannah in conjunction with Georgia. Probably the Santee might be tapped about Nelson’s ferry and thrown into Coopers River and to Charleston – also at Murry’s ferry and overland to Georgetown.

Georgia has a major interest in the improvement of the Savannah and its branches – the Ogeechee, the Alatamaha and its branches.

The western states, from their interior situation, would have no custom-house dividend to defray the expense of their improvements; the public lands in their territories, however, could be appropriated to the purpose in payment to the workmen. Two or three years labour would purchase and stock a farm for those who had no capital to procure it; nor would the government feel so sensibly the high price of labour; and this would have the mutual effect of improving and populating the interior of our country.

Ohio has the Cuyahoga and Sandusky, on the north – and the Muskingum, Hockhocking, the Scioto, and the Miamees, on the south, most of which were spoken of under New-York.

Indiana has the Wabash, the Illinois, and the Kaskiaskis.

Kentucky has, in conjunction with Ohio and others, the canalling of the rapids of the Ohio river. It ought to be cut 20 or 30 feet deep to encourage the large sized ship-building up stream. The village of Marietta, at the mouth of the Muskingum, has already suffered by their experiments in the business, a sum perhaps equal to half the expense of it.

The culture of hemp, establishments in the manufactory of iron, cordage, and duck, added to ship-building, will afford a valuable resource to that country. The Sandy, Licking, Kentucky, and Green rivers, may admit of improvements for the internal trade of that country.

Tennessee has the two valuable rivers of Tennessee and Cumberland. Their head branches would require the chief improvements, except the Muscle Shoals in the former.

The Mississippi Territory has the Tombigbee, Coosee, Tallapoosee, Chatahoosee, and Flint rivers. Tennessee will have a joint interest in endeavouring to canal the portages between the Tennessee and the head branches of the Coosee and Tombigbee. The Tennessee might be tapped below the junction of Clench River and thrown into the former; and tapped again above the Muscle Shoals, and thrown on to the crown land between the latter and Bear Creek, which falls into the Tennessee. The latter would give a new route for the importation of merchandise into the states of Tennessee and Kentucky. With 100 miles tide-waters in the Mobile; 250 miles up stream in the Tombigbee, 50 miles canal; and 230 miles down Bear Creek and the Tennessee to its mouth, making 630 miles from Mobile bay to the Ohio River 45 miles above the Mississippi, and but 300 miles of the distance against current waters; which is 1057 miles by the Mississippi, and the whole distance of it up stream.

To possess the jurisdiction of the mouths of the rivers which traverse this territory, and the custom-houses necessarily established on them, is an argument for our government to purchase the Floridas. Unfortunately, the harbours of these rivers are shallow and will be of less value unless they can be improved.

What will be the utility, or even policy, of cutting across the bends and straightening the Mississippi? Whether the increased rapidity of its current will not over-balance the shortened distance, is a subject on which I will not venture to speculate, except to remark, that, with a straightened channel to that river, there would probably be less drowned lands on its margin.

A marine canal, the most noble work of the kind on this "ball of earth," would be a cut across the Isthmus of Darien. Were the Mexican empire under an independent government – or even under an enterprising one – this would be done in less than half a century, and those provinces opened to a liberal trade, under which their abundant resources would make them immensely wealthy. Nature never has, nor will, endure the jealousy and selfish dogmas of man with impunity. From the huckster’s shop to the chartered company’s shipping warehouse, the principle continues the same. Wherever the avarice and vanity of man has imposed his restrictions – whether in religion, politics, or commerce, – she has entered her caveat to them.

I shall conclude the subject with some general observations.

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No. XIV.

The following is extracted from the Boston Palladium, and has led me to give this as an extraneous number.

"Messrs. Editors, I was extremely happy, a few days since, when in the lobby of the senate chamber to hear the report read of the committee appointed by the legislature to explore and survey the ground for a water-communication from the harbour of Boston, through the towns of Weymouth, Braintree, Abington, Bridgewater, Raynham, by Taunton, to Narraganset Bay and Rhode-Island. The idea of a canal to connect the southern and northern waters, (which will prevent the necessity of going around the capes in perilous seasons of the year,) and save a distance of several hundred miles, is a subject which has long since been contemplated, and which I rejoice to hear is likely to go into effect. >From the above report we are told, that the whole distance, from tide-waters in Weymouth to Taunton, is only 26 miles, on the route proposed by the canal; that the grounds are very favourable, and that there are a great number of large ponds which will afford a sufficiency of water for the canal, and which are of a sufficient height above the ground where the canal is proposed to be built. These circumstances, which I suppose may be relied on, (as the committee have taken an accurate spirit level,) reduced it to a certainty that the project is practicable, and that nothing is wanting, but a portion of that spirit of enterprise, which has ever characterized the citizens of this country, to carry it into effect. I sincerely hope, that the report will be published, and that some suitable and enterprising men will undertake the business, and I have no doubt, when the advantages which will result from it are made known, that the different states in the union will not hesitate a moment to furnish the means and carry it into operation, as it is a subject which is of the utmost importance to all the states that border on the southern ocean."

In my IX^th number, under the head of Massachusetts, and remarking on the canal proposed by Dr. Morse, in his geography, across the isthmus of Cape Cod, to form a junction between Barnstable and Buzzards Bays – after having objected to the idea of its being made for a boat navigation only, I observed, "however, could a ship-channel of 15 or 20 feet depth be cut through, and admit of the ebb and flow of the tides, it would be a valuable abridgment of the length and risk of the passage of the Sound coasters to and from Boston." At the time of writing this, I did not know that there was any design of prosecuting a project of the kind immediately.

The execution of it would be an extension of the Atlantic parallel, by passing through Long-Island Sound, by Newport, through Narraganset Bay and the canal, to Boston. In this view, only, can it be advantageous to "the different states in the union," – unless its bed can be sunk sufficient to admit of being supplied by tide-waters; for, except it was made passable, and easy for the southward and Sound coasters, they would have to harbour at Newport, and shift their cargoes into canal boats for Boston. This interrupted continuity of the voyage would enhance the price of freight equal to the difference in the premium of insurance on the cargo in navigating it around the capes, and its utility would be confined to the ports of Boston, Newport, and Providence, in time of peace.

Presuming on the doubtful prospect of throwing the tide into the canal, I am decidedly in favour of opening a communication between the two bays. If I have a correct idea of it, the ground between is level and well adapted to the undertaking; and, when opened, would admit of an excellent draft of the tide. The floods of the tides in the Atlantic flow to the west, and the ebbs to the east; of course, the current of flood, in the canal, would flow from Barnstable into Buzzards Bay, and the ebb vice versa. Barnstable bay being situated further east and more open to receive the flood than Buzzards bay, the tides would be nearly an hour earlier in the former than in the latter; and the tide, by being pent up in the former, would give a head that would set a strong current through the canal into the latter.

The ebbs in the former, being earlier than the latter, would set the current of ebb from the latter into the former. This would give the certainty of a passage through the canal twice in 24 hours either way.

I presume the same expense which would open a good boat canal for 26 miles would open a good ship canal for 6 miles, which would equally accommodate the West India merchantmen and the coasters. Martha’s Vineyard has become a great resort-harbour for vessels coming in from the southern latitudes. Were the canal to be opened, the most of this resort might be transferred to Buzzards Bay, which would probably afford equally as safe and commodious harbour; and the canal could have basins cut in it, which would afford more safe harbours than nature ever furnished.

The greatest natural impediment which I conceive may be found an obstacle to this improvement, is perhaps the want of sufficient bold shores at the head of these bays.

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After the perusal of these able essays of Mr. Hawley, it cannot be doubted that they must have had a great influence on the public mind, as preparatory to the legislative measures which succeeded. He will, therefore, be considered as entitled to an honourable rank among the projectors of the Erie Canal.

The writer of the article on "the New-York Canals," in the North American Review, vol. 14^th, thus notices the essays, now reprinted.

"Mention is made of fourteen essays which appeared in 1807, and are attributed to Jesse Hawley, Esq. of Rochester. The account given makes us regret, that we have never been able to see them. The route of the canal is laid down, the distance calculated, and the expense estimated, as experience has shown, with remarkable accuracy. Our readers will recollect that this was before any legislative proceeding on the subject, and is, therefore, more worthy of observation, on account of the minuteness of the details, the boldness of the conception, and the courage of supporting that which was, then, esteemed a wild and extravagant attempt."

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