The Online Library of Liberty

A project of Liberty Fund, Inc.

• In Senate of the United States.
• Report.
• Great Canals, Along the Atlantic Sea Coast.
• I.: Massachusetts Canal.
• II.: New Jersey Canal.
• III.: Delaware and Chesapeake Canal.
• IV.: Chesapeake and Albemarle.
• Communications Between the Atlantic and Western Waters.
• I.: Santee.
• II.: The Lower Or Great Falls of Roanoke.
• III.: James River.
• IV.: Potomac.
• V.: Susquehannah.
• VI.: Ohio.
• Communications Between the Atlantic Rivers, and the River St. Laurence and Great Lakes.
• I.: Hudson and Champlain, Or Northern Navigation.
• II.: Mohawk and Ontario, Or Western Navigation.
• III.: Niagara.
• Interior Canals.
• I.: Merrimack.
• II.: Schuylkill and Delaware.
• III.: Schuylkill and Susquehannah.
• IV.: Appomattox.
• V.: Neuse and Beaufort.
• VI.: Cape Fear River.
• VII.: New Orleans.
• Turnpike, Or Artificial Roads.
• Recapitulation and Resources.
• Circular Queries, By the Secretary of the Treasury, In Order to Obtain Information.
• Queries Respecting Canals.
• Queries Respecting Artificial Roads.
• Mr. Latrobe’s Communication.
• Mr. Fulton’s Communication.

QUERIES RESPECTING ARTIFICIAL ROADS.

1. Points united and their distance.

2. Elevation of the hills over which the road passes; greatest angle of ascent which has been allowed.

3. Breadth, form, materials of the artificial road.

4. Bridges, their dimensions, materials, construction.

5. Particular obstructions and difficulties surmounted, or to be encountered.

6. Expenses per mile, and in the whole, and as far as practicable, of every component part of the work in all its details, viz. forming the bed of the road, cutting hills, quarrying, transporting, breaking, laying stones or gravel, &c.

7. Capital already expended, vested or wanted for completing the work.

8. Rate and gross amount of tolls; annual expenses of repairs and contingencies; annual nett income.

9. Substance of charters and acts of legislature on the subject.

Mr. Latrobe’s Communication.

(E.)

Washington, March 16, 1808.

Sir,

I HAVE the honor of your letter of the 29th of July, 1807, transmitting to me a copy of the resolution of the Senate of the United States, of the 2d of March, 1807, together with a list of queries respecting artificial navigations, and canals, to which you request my answer and opinion.

In order to give you all the information on this subject which you wish, and I possess, and in the most condensed form, I ask your permission to depart from the order which your questions demand, and after treating the subject generally, to enter upon an account of those works, in detail, with which my personal experience has made me more particularly acquainted.

The most striking circumstance in a view of the Atlantic states of the union, in relation to the improvement of their internal navigation, is the uniformity of the natural arrangement of their rivers and mountains, and that this arrangement differs from that of ever other country in which artificial navigation has been attempted.

In other countries the general course of the rivers is between the mountains, and along the vallies; in this, the general course of the rivers is across that of the mountains and of the vallies. Our mountains, from their termination to the south west in Georgia, hold a course to the east of north; the general direction of our principal rivers is to the east of south: and on inspection of the map, it will be observed, that as the direction of the mountains to the N. E. of the Delaware, becomes more easterly, so do our rivers acquire a more southern course, always crossing the mountains at nearly the same angle.

Our rivers may be divided into three classes;—

Primary rivers, that discharge their water immediately into the ocean. Of these the relative magnitude might berated, according to the surface they respectively drain; Secondary rivers, or such as fall into the first, above their tide water; and Creeks, properly so called, which rise below the falls of the first rivers, or rather collect the water of the level land below the falls, and discharge it into the tide waters.

Of our primary rivers, the Susquehannah is the principal. By a great degree of geographical injustice, this mighty river loses its name at the foot of its falls, and is called, the Chesapeake bay, from thence to the ocean; although its width compared with its length, forbids the term of bay to be applied to what is called the Chesapeake. All of these rivers cross in the greatest part of their course the direction of the mountains. Of the secondary rivers, many of which are of great importance and magnitude, some and perhaps the greatest number hold a course parallel to the mountains, as the Shenandoah, the Conogocheague, the Lehigh, &c. draining the vallies, and receiving away the torrents of the mountains.

The third order of our water courses rise either in the lowest ridge of our hills, which I will call the granite ridge, and over which all our principal rivers, from Georgia to the Hudson, fall, and then run through the alluvial country which lies between the granite ridge and the ocean. Such rivers are, the Nottoway, the Blackwater, the Meherrin, the Annacosta, (eastern branch of Potomac) the Elk river, and the very important creek in the state of Delaware, the Christiana; or they are merely drains of the alluvial country, assuming an appearance of importance below the head of the tide, above which they are mere torrents, almost dry in the autumn. Such streams are all the rivers of the eastern shore of the Chesapeake, and of the lower part of the Jerseys, and innumerable water courses, forming large estuaries in the southern states.

Our great north western lakes, from their first source to the eastern end of lake Erie, may be considered as part of the great river St. Laurence, following the direction of the rest of our rivers, until opposed by the northern extremity of the Allegheny. From thence its course follows the valley west of the Allegheny, through lake Ontario to the ocean, receiving the waters of the northern extremity of the mountain in its course.

This general view of the construction of our country was necessary in order to understand the general principles on which our artificial navigation can be so conducted, as to be useful, or even practicable; and to explain why connections of waters, which on the map appear advantageous and feasible, would be useless, and perhaps impracticable, by any effort of art.

Two principal objects will dictate all the exertions towards the improvement of our internal navigation, which can for many years to come be attempted: 1. To carry our produce by water to the nearest port for its exportation, and the importation of foreign articles: 2. To exchange by internal commerce the articles reciprocally deficient on lines parallel to the sea coast. Canals, the use of which arises from manufacturing activity, will not probably be soon required.

The first object,—as all our principal rivers run seaward, and generally by the shortest course,—must be attained by the natural or improved navigation of the rivers themselves, or by cannals cut parallel to them: the second may often require a navigation parallel to the vallies, so as to communicate one principal river with another.

The former attempt at improved navigation has already been made on many of our principal rivers,—the latter has been seldomer undertaken; and only once above the falls of both primary rivers, in the canal intended to join the Susquehannah and Schuylkill, and the Schuylkill and Delaware rivers above Philadelphia.

The general construction of our country opposes to artificial navigation, in either of these directions, difficulties, which in no part of the world exist in so uniform, and certain a degree. Canals parallel to our rivers, have three formidable obstacles to encounter and overcome.

1. The rapid descent of the ravine cut through the mountains by the river itself, along which the canal must be carried;—or, if the ravine be quitted, difficulties on the high levels, which, the further you go from the river, are always intersected by the more numerous ravines; and embarrassed by the difficulty of returning to the ravine of the river.

2. The invariably rocky nature of the ground, which is uniformly of granite in all its varieties; and has numerous fissures which carry off the water, and require lining.

3. The difficulty of keeping off the land water, and of crossing the lateral branches and torrents of the river.

On the other hand, canals parallel to our mountains must necessarily cross the ridge or spur of the mountain which divides the waters of two primary rivers. On this ridge above the falls, the water requisite to supply the canal, is always scanty, often there is none: and though a tunnel or a stream engine, or in the last resort a rail road, are certain means of obviating the difficulty, they are expensive, inconvenient and imperfect. Below the granite ridge, the difficulty is less. There may always be found a supply of water from the ridge itself, and the feeders, though carried through rocky and expensive ground, are themselves useful as small canals, as far as they extend; and below the ridge the soil is easily cut and embanked.

Having so frequently mentioned the granite ridge, I will here trace its extent as far as my knowledge of our country enables me to do it.

The granite ridge forms the shore of the north side of Long island opposite to the island of New York. All the south of the island is alluvial, and is the first margin of alluvial soil below the granite ridge. This margin of alluvial soil beginning at Long island, widens as it extends to the south west, until in Georgia it becomes more than 200 miles in width.

Staten island and Bergen point, are two spurs of this same ridge, which continues nearly in the line of the post road to Trenton, where the river Delaware falls over it, having worn down the rocks more deeply there than many other of our rivers. The Delaware runs in its general direction for 60 miles under the ridge as far as New Castle, leaving it only for a short distance at particular bends of the river. At Philadelphia the ridge crosses the peninsula to Gray’s ferry on Schuylkill. The softer granite of Schuylkill has been worn down so that the falls are 4 miles from its lower edge. From Philadelphia the ridge runs with the post road to Havre de Grace, where it is visible on both shores, although the tide extends 6 miles above, to the foot of the falls.

The Susquehannah, by the name of the Chesapeake, may be considered as running under the foot of the granite ridge almost as far as Baltimore, which city is built upon the foot of the ridge. At the river Patuxent, on the post road, the ridge appears again, but is lost under the incumbent soil, and is not again visible until it appears at Georgetown. The harder granite of the Potomac has resisted the force of the water more than the granite further to the north-east, and the tide reaches only 3 miles above its outrunnings. From the Potomac, the falls of Rappahannoc at Fredericksburgh, of James river at Richmond, Appomatox at Petersburg, Roanoke at Halifax, beyond which point my personal observation does not extend, point out the course of this ridge in a line nearly parallel to the Blue ridge, diverging to the eastward as it extends southward.

Of the improvement of the natural navigation of our rivers leading to the sea, and of canals cut parallel to them.

The difficulties of the natural navigation of our rivers are: In spring,—the danger of wreck in the wild water of our rapids; in autumn,—obstructions created by rocky shoals; and, in most of them, rapids and falls impracticable at all times. The least expensive and most obvious means of removing the former are the blowing of the most prominent rocks, so as to straighten the channel, and procure a passage at low water. This has in almost all our rivers been attempted on a greater or less scale, and with various degrees of success. When injudiciously performed, and in rivers of rapid descent, and liable to great variation in the quantity of their water, more injury has been done than advantage obtained. Many of our worst obstructions act as natural dams, which holding up the water, create a large extent of excellent navigation above them. Of this the James river above Westham, and the Susquehannah above Chickisalunga and Hunter’s falls, are instances in point. Such obstructions when removed, let down the water rapidly from above, without supplying deeper navigation below.

In a river of such magnitude as the Susquehannah, indeed, no gap or sluice artificially cut, can materially affect the rapidity of the stream, but in lesser rivers, great care is required, not only to prevent lowering the water above, but to avoid giving a new direction to the current, more mischievous in its effects than that which has been changed. But with whatever judgment the natural navigation of a river perplexed by rapids and shoals may be conducted, and however its descent may be thereby facilitated, its ascent cannot possibly be rendered more easy, in the same degree. Thus for instance, although by the monies expended by the state of Pennsylvania and the Susquehannah canal company, on the natural navigation of the Susquehannah below Wright’s ferry, it has been rendered much less dangerous to run down the distance of 41 miles, almost the whole of which is a tremendous rapid, from Columbia to the tide, and thereby to carry lumber, iron, and agricultural produce to Havre de Grace, and thence to Baltimore,—yet so difficult is the upstream navigation by the same route, even with the assistance of the Susquehannah canal, that the returns in imported articles have been generally purchased in Philadelphia and conveyed to Columbia or Middletown, above the rapids, by the Lancaster turnpike, thence to be boated to the country watered by the upper branches of the Susquehannah. And although the Philadelphia market has hitherto offered more advantages to the buyers of imported goods than that of Baltimore, yet the expense of transporting them 72 miles by land to Columbia, would, if there were a good navigation from Havre de Grace upwards, destroy this advantage.

The difficulty of carrying canals parallel to our great rivers, the scarcity of engineers possessing knowledge and integrity, the want of capital, and above all the erroneous dread of bold measures, and the fear of uselessly expending money in works hitherto unknown among us, has deterred those interested in improving our navigation, from deserting the beds of our rivers, while it was practicable to keep them. They have therefore had recourse to canals only where navigation was otherwise impossible; where obstructed by rocks, or broken by a cascade.

There cannot however be a reasonable doubt, that if in England, where, compared with the United States, the quantity of water in the rivers varies little between the driest and the wettest period of the year, a canal running parallel to a river, furnishes a much more certain and safe and equal and cheap navigation than the river itself—it is infinitely more the case here. Unfortunately those of our canals which have been cut to pass the rapids and falls of our rivers, partake in a great measure of the inconveniences of the rivers themselves; some wanting water when the river is low, some incapable of being entered excepting at a particular height of the water in the river, some subject to constant accumulation of bars, and all of those with which I am acquainted, much less useful than the money expended on them ought to have made them.

Those canals, of which I now particularly speak, are, the James river canal, the Potomac canal, the Conewago, and Susquehannah canals. Of the canals north of the Delaware, and south of Virginia, I have not sufficient knowledge, nor can I speak of the Appomattox canal. It is, I believe, not liable to the same strictures in all points, which I shall make upon the others, but though I am well acquainted with the ground, I have not seen the manner in which the work has been executed.

One great and fatal error has been interwoven into the scheme of the other canals, excepting only that of the Potomac: They have been dug as much with a view to the erection of mills, as to the purposes of navigation. To fit them for mill-races, their descent is rapid, and their current strong. They are liable, of course, to the variation of the quantity of water in the river; they bring down with their current, the alluvium of the river; bars are formed in them, as well by this alluvium, as by the land wash; and their banks, where they are not of rock, or walled, are liable to perpetual wear by the current. The canal is, besides, itself an inconvenient rapid to those who would ascend it.

Besides these inconveniencies, the contracts binding the company to furnish to the millers the water, when it rises above a certain gage-selle, for an annual rent, or on other fixed and permanent terms, tie the canal company to the original construction of the work, and forbid future improvement. For instance, if a lock were found to be useful above the highest mill, it could not be erected, because it would rob the mills below of their stipulated water; the inclination of the canal cannot be lessened, because it would have the same effect. In the James river canal, more than in any other which I have seen, this error, though now generally considered as a very great advantage, will at some future period be discovered and deplored. The Potomac canal, more especially that of the Little falls, has the same defect of a too rapid descent, although the object of a mill race is placed by their charter out of view. But its principal defect is of another kind, to which that of James river is also, but in a less degree, subject. It receives the wash of all the hills and ravines of the north bank, which ought to be discharged through culverts, or carried over bridges: and that legislative impartiality which has required the canal to enter the river at the very head of the tide, in order that Virginia may have an equal chance of becoming the depot of its commerce with Maryland, has very much injured its utility to the country at large.

In a still greater degree than the Potomac canal the Susquehannah canal, beginning at the Maryland and Pennsylvania line, and ending at the head of the tide, has the defect, not only of receiving the landwash of the hills and ravines, but also two considerable rivers, the Conewingo and Octorara, partaking this of all the danger arising from their inundations, and receiving their alluvium. This canal is also applied to the purposes of a mill race. Other inconveniencies attend it, which arise from the most unfriendly nature of the river, and the local feelings of the state legislatures of Pennsylvania and Maryland, at the period of the incorporation of the company.

The Conewago canal, about 50 miles highe up the Susquehannah, is also a mill race, and is the property of an individual. It is of difficult entrace, which is to be regretted, as it ought to be the mans of passing a short but very dangerous fall of the river, which interrupts along extent of very good navigation.

Having thus pointed out the general and common defects of these canals, to which I may add the general want of proper slopes to their banks, I will now enter upon the very thankless task of giving an honest opinion respecting them in detail, viewing only the public interests, and perfectly conscious of the bearing of what I shall say, upon private feelings. These feelings, however, are extremely short-sighted; for nothing could be more advantageous to the individuals most interested, than those measures which would most benefit the public.

The James river and Appomattox canals stop short of tide water. The most important of these canals is that of James river. Upon the coal mines of James river our Atlantic sea ports will soon become dependent for their chief supply of fuel. That dependence exists already in respect to the fuel required for a variety of manufactures, and even now the smiths within 10 miles of our sea ports, require in order to carry on advantageous business, a supply of Virginian coal. There are three means (and I think only three)—by which the Virginian coal can be brought to the tide: 1. By a small canal and rail roads, immediately from the mines south of the river to the shipping tide water at Ampthill or its neighbourhood, along the valley of Falls creek: distance, I believe, 20 miles. This is a route easily practicable and at a moderate expense, for Falls creek rises in the coal mines themselves. 2. By the turnpike road to Manchester opposite Richmond. This road has been sometime completed, and is of the highest utility. 3. By James river to the head of the falls, and thence by the canal to Richmond. This is for two thirds of the coal country, the best and most obvious route. For from all the mines the coal may easily be brought to the river on rail roads, and thence boated, independently of the cheaper conveyance which Tuckahoe creek might be made to yield to a great extent of coal land now little worked. But of what adequate use is this navigation in boats carrying at an average 200 bushels of coal only, when, if the canal were well constructed, 1000 bushels might be as easily and cheaply conveyed; and when, on their arrival in Richmond, they must be unloaded, again loaded into carts and carried down by a bad road to the tide at Rockets, to be shipped? The Manchester turnpike, with all its expense of waggons, horses, and drivers, and the consequent waste of labor, capital, food, and forage, is a better, and I am told, as cheap a mode of conveyance.

The means by which the canal itself may be made much more useful, I will not consume your time and patience in detailing; what is most important, taking the whole subject into view, is to connect the canal, such as it is, with the tide.

In the year 1796, Mr. Weston, then engineer to the western navigation companies of the state of New York, was called to Richmond to give his advice and opinion on this subject. It amounted to this: to connect the basin with the foot of the falls, by a succession of ten or eleven locks in one tier, carrying the race of Ross’s mill upon an aqueduct across the canal at the foot of the locks. With all deference to his talents, I cannot help remarking, that of all expensive projects of which I ever heard, this would have been one of the most useless. For independently of the excessive inconvenience and detention which such a tier of locks at the most busy part of a navigation would occasion, the boats would arrive at their foot, in a very considerable rapid, now impracticable, and which could only be made practicable by blowing up the rocky bed of the river. When arrived there, two miles of tide water must be encountered; to navigate which, these boats are wholly unfit. I cannot help thinking that the present mode of conveying the coal to Rockets is not much less eligible. I refrain from stating many other objections, which are professional, and which I believe were, as well as those already mentioned, as evident to Mr. Weston as to myself; but objections of another nature, more powerful than mere physical difficulties, opposed every project excepting that which he proposed.

In order to connect the basin of the James river canal with the tide, a very simple means is offered by the nature of the ground. To do this it will be necessary to form a capacious basin at Rockets, communicating with the tide by one or more locks. To carry a canal from thence along the level bank of James river to Shockoe creek. A cheap aqueduct of one arch of 30 feet span will carry the work across the creek into the back street. The canal will then go up the back street, mounting by successive locks, not more than two in each tier, into the basin. The canal from Rockets to the basin on Shockoe hill, should be of 9 feet draft of water, and the locks 100 feet long and 18 feet wide. This canal would of course bring vessels which navigate our coasts and bays and run out to the West India islands, into the basin on Shockoe hill.

The legislature of the state of Virginia, (for the commonwealth is deeply interested in the stock) has from time to time expressed great anxiety on the subject of completing this canal. But the dread of unforeseen difficulties and risks in carrying the work below the basin, and the value and productiveness of the stock in its present state, have hitherto overbalanced this anxiety. But considering Richmond as the principal source of fuel to the cities on our sea coast, at least until the mines of cape Breton shall supply us, I feel a national sentiment in deeply regretting the very fatal policy which maintains and supports the error, and the mutilation of this most important work. I will not at the same time deny, that when it is considered that those who projected and executed the canal were men of no acquaintance either with general science, or with this particular branch of art, and knew nothing of canals but from books or hearsay, they have already done wonders. They deserve the thanks of their state, and of the union. But the work should not stop where they have left it. Nature, has perhaps, done more for Richmond than for any scite where a city has been planted. For 10 miles above the city on both sides, and upon several islands of the stream, there are innumerable mill seats, supplied by one of the noblest rivers in the union. Immediately above the head of the falls lies an inexhaustible treasure of coal. Every art and manufacture to which human ingenuity can employ fire and water, may be here carried on with the least expense. From above, an easy and wide spreading navigation, collects on this spot all the raw materials which our climate can produce; below, a river capable of bearing sea vessels sufficient for every trade, but that across the ocean, is ready for the exportation of its merchandize. The town itself is placed on a healthy and commanding ground. But to improve these advantages to the utmost extent to which our population is equal, nothing would so much contribute as the completion of the Richmond canal.

I have dwelt specially on the coal trade to which this canal is subservient, as of first rate national importance. It is of no less importance to the state of Virginia as a means of conveyance of agricultural produce. As you will receive an answer in detail to your queries relative to the amount of all the sorts of produce carried upon it, and of its actual trade, I will not add any thing further to what I have already said on the subject, but to observe,—that at some distant period, the Chickahominy, a river rising in the coal country, and discharging itself into James river NA miles below Richmond, where ships may take in their cargoes, offers a means of carrying down the coal destined for distant exportation.

A canal has often been projected for passing the falls of the Rappahannoc at Fredericksburg. There is no reasonable hope, however, that this work can soon be executed. The ravine of the river at the falls on either side is so abrupt, rocky, and irregular that great expense must be incurred to effect it,—an expense not likely to be repaid by its trade for many years.

A canal to connect the Rappahannoc with the Potomac, a few miles below Fredericksburg, across the northern neck, has also been spoken of. It would be a highly useful work, but would require a tunnel of 2 or 3 miles. I believe it could be executed at an expense not greater than the tolls would remunerate. Such a canal, however, does not belong to the class of which I am now speaking.

The Potomac canal consists of two parts,—one to pass the Great falls 14 miles above Georgetown,—the other to pass the Little falls. The errors committed in the construction of the work have been enumerated above. The trade of this canal, especially during the year 1807, has been so great, that there appears every prospect of its becoming a productive work,—in those years in which there is a considerable and equal quantity of water in the river. But upon this circumstance it must always depend. The information respecting it, which can be obtained from the company, on the spot, renders it unnecessary for me to say more upon it.

No attempt at the improvement of the navigation of any of the rivers of Maryland between the Susquehannah and the Potomac, has been made, nor is there in the prospects of advantage to be derived from the navigation of the two Patuxents, the Patapsco, or any of the lesser rivers falling into the Chesapeake, any thing which could at present tempt capital into such an undertaking.

But the Susquehannah itself has been for many years the object of almost all the attention directed in the states of Maryland and Pennsylvania to the improvement of our internal navigation. About 6 miles above Havre de Grace, this mighty river meets the tide. The place is now known by the name of Smith’s ferry. The map of the river from thence up to Wright’s ferry (Columbia) in Pennsylvania, which I made in the year 1801, when directing the works carried on for the improvement of the natural bed of the river, and which by favor of the governor of Pennsylvania, I am able to exhibit with this memoir, will explain the nature of this part of the river very minutely, being drawn to a very large scale. The whole of this extent is one tremendous rapid, which in fact continues to the N. W. side of the Chickalunga hills, 3 miles above Columbia. The rapid is not every where of equal velocity, or equally dangerous. Wherever the river crosses a valley of limestone or slate, the rocks are worn down into a smoother and wider bed: but when it has to cross a ridge of granite, its course is immediately broken by irregular masses and range of rocks; its bed is narrow and enclosed by precipices, and its torrent furious and winding.

The Chickisalunga falls can be descended without danger, and no attempt to open them has been thought necessary. The ridge of granite hills through which they break, bounds on the N. W. the beautiful limestone valley of Columbia. Across this valley the river runs rapidly, but smoothly. Another narrow ridge of granite hills crosses the river immediately below Columbia, over which the river falls rapidly, and then enters the wider limestone valley known by the name of the Jochara valley. The river spreads here to the width of three miles, its stream is gentle though rapid, and it abounds in beautiful and fertile islands. It then suddenly contracts and is received into the narrow ravine which it has sawed down in the granite hill called Turkey hill. From its first entrance into the Turkey hill, to the tide, there is no part that deserves the name of a sheet of smooth water. When the river is full, the whole ravine about half a mile in width contains only one furious torrent in which few rocks comparatively are to be seen above the water; but the danger is not the less, and very skillful pilots, and many and stout hands are required to carry a boat or an ark safely down. But in the autumn, and in a dry season, the river itself can for 6 miles scarcely be seen, and its bed appears a barren and dry waste of irregular rocks, among which the loud roaring of water is only heard: for, from the Turkey hill to near the mouth of Conestogo, the whole river is discharged through a channel generally about 60 feet wide, in the greatest part of which the depth and the rapidity of the torrent is such, that it has not been fathomed. About a mile below the mouth of Conestogo, a narrow limestone valley touches the river on the N. E. side, but on the west shore not a trace of Limestone is to be seen. Four miles below Burkhalter’s ferry, the river arrives at the high range of granite hills, abounding in copper, in which the gap mine is situated, and at a place called M‘Call’s ferry, it narrows to the width of 16 perches. Here I attempted to find bottom with a line of 180 feet, but failed, notwithstanding every precaution taken to procure a perpendicular descent of the weight attached to it. Through this pass the water is rapid, but smooth and safe. The river rises here rapidly and very suddenly after the fall of rain above; and it will never be possible to erect a safe bridge at this place, so often mentioned as the most practicable. The obstructions to navigation by 3 rapids below M‘Call’s, is not so considerable as to endanger the arks and boats that descend, until they arrive at the Baldfriar falls, below Peachbottom and about 8 miles above the tide. From M‘Call’s to the slate valley of Peachbottom, the river is filled with islands called the Bear islands. Across the valley of Peachbottom, and above the Baldfriar falls, the river is wide and safe. The best natural navigation, and that always pursued by boats descending by the natural bed of the river, is on the west side, from the foot of the bear islands. Above that point to Columbia, the best passage is on the east side. The most dangerous falls below Peachbottom were Amos’s and Hector’s falls, on which many wrecks annually occurred until the late improvements of the navigation were made.

From this description it may easily be imagined that if the descent of the river with boats loaded with produce was dangerous and difficult, the ascent was still more so. The natural obstructions were besides increased by fish-dams in every part of the river, and the rival interests of the states of Pennsylvania and Maryland prevented, for many years, every attempt at artificial improvement of the bed of the river. In the mean time each state took measures to go as far towards rendering the navigation of this river useful to their respective interests, as their means and limits would permit; and a company was incorporated in Maryland, to make a canal from the Maryland line to the tide, to pass all the obstructions of the river of the eight lowest miles; and in Pennsylvania two companies were also incorporated, the one to connect the Susquehannah with the Schuylkill, by a navigation taken out above all the dangerous falls, and the other to connect the Schuylkill with the Delaware. The objects of none of these companies were advantageously accomplished. The Susquehannah canal company have, however, completed a navigable canal, liable to the objections which I have above noticed. The Pennsylvania companies have made considerable progress in the works, under the direction of a very able engineer, Mr. Weston, but have not completed either canal so as to render them useful or productive.

At last, in the year 1801, the states of Maryland and Delaware having passed laws incorporating a company for the purpose of cutting a canal between the Chesapeake and Delaware, a former law of Pennsylvania, appropriating 10,000 dollars to the removal of obstructions in the Susquehannah, went into effect; and the late Colonel Fred. Antes, than whom no man was better fitted to accomplish its object, was charged with its execution. But he died on his arrival at the river, and the direction devolved upon me. The enclosed report to the legislature on this subject, details the extent of the work executed, and the principles on which I proceeded in the attempt to make a practicable and safe navigation both up and down the river. I will here only repeat that all my exertions were bent to force through all obstructions, a channel clear of rocks, of 40 feet wide, close to the Eastern shore, never leaving any rock upon which a vessel could be wrecked between the channel and the shore,—so that in the most violent freshes a boat should always be safe, by keeping close in shore. Rocks of immense magnitude were therefore blown away, in preference to the following a crooked channel more cheaply made, but more difficult and dangerous, and varying in safety and practicability, according to the degree of the rise of the river. There is however one part of the navigation in which the bed of the river must forever be pursued, namely, from the Indian steps above M‘Call’s to below the gap at M‘Call’s:—a part of the navigation, which, if art can conquer it, must be undertaken in a state of the country infinitely more abounding in wealth and population than at present.

Of the Chesapeake and Delaware Canal.

Having now answered that part of your inquiry which relates to the general subject of canals, I come to the particular merits of the Chesapeake and Delaware canal, of which you have requested me to give special information; together with my opinion on its location, unbiassed by any interests but those of the public.

The very able report of the committee to whom your letter to the president and directors of the company was referred, and who did me the honor to confer with me on the subject, conveys to you all the information which can be given of the history of the company, their pecuniary resources and difficulties, the motives that directed their choice in the location of the work, and the system under which it was begun and pursued. Every thing also that can be collected by the most indefatigable enquiry as to the probable proceeds of the canal, and the advantages it offers to those who have adventured in it, is also detailed; and there remains to me only the task of giving you that professional information, which as engineer to the company, I have obtained; and to explain to you the means of executing it, as far as they are determined by the nature of the soil and the levels of the country.

The alluvial land lying below that part of the granite ridge which crosses the peninsula from the ferry opposite to Havre de Grace, reaching the shores of the Delaware at Wilmington, may be considered as a regular inclined plane, sloping gradually to the south-east at the rate of about 6 inches in a mile. Immediately below the granite ridge,—that is, along the foot of Gray’s hill, Iron hill, and along the south bank of Christiana creek, which runs parallel to, and close under, the ridge,—its highest inequalties seldom exceed 80 feet, nor does the common surface fall below 70 feet above the tide of the Chesapeake at high water. This plane extends from the granite ridge to the ocean,—and the only considerable depressions to be found in it, are the beds of the land drains, which are worn down into it and produce the appearance of vallies; but there are no insulated hills whatever, and the vallies are merely depressions of the ground below the plane. Hence it is evident, that by going round the heads of the water courses, a line of canal may be found across the peninsula between any two points on the opposite bays, in which the variation of level on the summit will be very small, and that by making the bank out of the spoils of the cut, a canal may be made at the smallest possible expense of digging and removing earth, and at no expense whatever for works of masonry, excepting at each end, where the descent requires the construction of locks. For by following the ridge dividing the waters which drain into opposite creeks, the necessity of culverts and aqueducts may be wholly avoided. The soil is also of the kind most easily cut, being generally of a sandy loam on and near the surface, and beds of good clay are found in abundance for all purposes of puddling.

The advantage of so level and soft a surface for the cut is counterbalanced by the total absence of water to supply it. This circumstance is very important in determining the choice of the line of the canal, among so many that are equally praeticable; for as all its water must be brought from the higher grounds upon the ridge, its location ought to be as near to the ridge as possible, in order that the feeder being short, the leakage and evaporation of a long feeder may be avoided. The location of the two ends of the canal does not, however, entirely depend upon its general course along the summit; and a great variety of terminations have been proposed, as equally eligible, both on the Chesapeake and the Delaware side. The former, after long and careful examination, has been decided in favor of Welch point, where there has, within the memory of man, been no diminution in the depth of the water, which is below the deposit of alluvium from Elk creek, and where the water is so wide and so deep, as to furnish a very capacious basin for many years to come, for the inconsiderable land wash of Back creek and the small drains in the neighbourhood. But on the Delaware side much difference of opinion has prevailed. The summit level of the canal in every case must reach the principal road leading from Christiana bridge down the peninsula, near a tavern called the Bear. This place is only two miles distant from Hamburg or Red hook, on the bay of Newcastle, and a cheap and short cut might be made to either of these points, especially to Red hook, did not two considerations forbid it,—the broad and wild water of the bay, and its shallowness at a great distance from the shore, there being only 4 feet 6 inches at low water. Newcastle, is the next eligible point. Newcastle is situated on a prominent point, which is swept both by the flood and the ebb tide. There will therefore be always deep water at the outer wharves and piers at that place, and less than 21 feet has not been found on the outside of any of the piers lately erected; or formerly, and even at present, at the wharves, excepting only where the eddy occasioned by the piers has accumulated soft banks of mud.

There could not be a moment’s hesitation in fixing the termination of the canal at Newcastle, unless the following reasons should be thought to outweigh the advantages of the best water in the Delaware, and the shortest navigation across the peninsula, which this point offers. It is in the first place feared, that in time of war, when the canal would be invaluable as a means of conveyance of military stores and bodies of men, an enemy’s ship of war might destroy the works at Newcastle in a sudden incursion, and return to sea, before the mischief could be prevented. It is further urged, that the mouth of the canal on the river below the tide would be liable to be filled up, in a very short time, as are all places on the Delaware where there is an eddy.—And it is also alledged, that Newcastle is situated so far below Philadelphia (33 miles), that unless with a favorable wind, dull sailing vessels cannot reach Newcastle in one tide, when they might reach the mouth of Christiana, 4 miles higher up the river, and go up the creek with the flood.

The first argument, appears to me to be deserving of consideration in a national point of view, and a small fort would be necessary to defend the mouth of the works against an enemy who should attempt to land, to blow them up. But they could not be injured even by shells beyond the destruction of the gates, which a few hours could put again into repair. To obviate the second objection it would be necessary to place the tide lock as far out as possible, and to carry out and wharf the side of the canal below the lock as far into the river, as the most projected wharf. The line of the wharves is now limited to 600 feet beyond the lowest street, called Water street, and unless further protruded into the river by a law of the state, this distance presents no formidable difficulty to the work, and places the utmost extension of the wharves, beyond the present time. The third objection is not without foundation. But the narrow and crooked navigation of Christiana creek, presents infinitely more causes of delay than the distance of four miles in the bold navigation of the Delaware. There is however in these objections enough to render it an object of infinite importance both to the nation and to the company, to avail themselves of both the eastern terminations of the canal, and to make a cut also from the Bear to the Christiana creek, about three miles above Wilmington, on a line not altogether so favorable, nor so short as that to Newcastle, but presenting no difficulties of importance whatsoever. From the point (Mendenhall’s) at which the termination is proposed, 10 feet may be carried out to the river Delaware. The objections to this termination are: the tedious and very crooked navigation of the creek for seven miles to the Delaware. The drawbridge at Wilmington, which must be passed; but more than any other, the opposition of the tides of Delaware and Christiana creek. For if a boat comes into the canal at Welsh point at high water, and passes across in six hours, she will find half flood in Christiana, and must wait the ebb to go down. On her arrival in the Delaware in two and a half or three hours, she will have again to wait three or four hours for the flood to proceed to Philadelphia, or up the Brandywine to the celebrated mills, the interests of which are well worthy of attention. Whereas a vessel arriving at Newcastle and finding the flood tide running, which will always happen if she comes to Welch point with a flood tide, may at once proceed up the Delaware, or up the Brandywine or Christiana creek, without delay. It must also be mentioned, that without a favorable tide, it is difficult to work down the Christiana creek against the wind, which is always unfavorable in some reach or other of its crooked navigation, when on the contrary, there is ample room in the Delaware to use all advantages of wind and tide.

On the other hand, it must be urged in favor of Christiana creek, that there is navigable water for boats drawing 8 feet above the proposed termination of the canal, as far as Christiana bridge, and that the navigation may be pushed still higher;—that the little town of Newport is now the depot of the produce of a very extensive and fruitful country extending into Lancaster county, and is 20 miles nearer to Lancaster than Philadelphia, and that to connect so important a field of productive business immediately with the canal, it may be worth while to incur an encreased expense and some inconvenience and delay in the mere thoroughfare navigation: and it may be added, that the large fixed capital of the town of Wilmington, far exceeding that of Newcastle, demands from the good policy, as well as the good will of the company or the nation, some consideration.

Well aware of the thankless task of giving a decisive and honest opinion on either side, I content myself with furnishing the materials of determination to you, and proceed to describe the nature and principles of the work actually executed in the feeder, and proposed for the canal.

Between the waters of the Chesapeake and the Delaware there are three streams which, rising in the high land above the canal, may be brought down to it as feeders, the Christiana creek, the Whiteclay creek, and the Elk itself.

The Elk and the Whiteclay are nearly equal in the regular quantity of water they supply, the Christiana is both smaller and more irregular. The Elk descends in a very crooked and rapid stream, 84 feet in four miles from Elk forge to the tide near Elkton, and unites with the wide water of the Chesapeake at Turkey point. The ridge that seperates its waters from those of the Delaware terminates in a high insulated hill, called Gray’s hill, which is united to the high land by a low and narrow ridge, crossing the post road on the boundary line of Delaware and Maryland. The Christiana creek is the first water falling from the high land into the Delaware. It collects all the waters that fall round the high insulated hill called Iron hill, at the N. E. foot of which it turns to the N. E. and, running in that direction under the foot of the granite ridge into the Delaware, receives the Whiteclay, Redclay and Brandywine in its course, and also numerous land drains from the level land to the South East. Of these three streams it has been ascertained that they may all be brought to the canal, but the Elk with the least expense and the shortest cut. The vallies in which they all run having been worn in deep and rocky land, and branching into deep ravines, the beds of rapid rivulets, offer great difficulties to the work necessary to divert their course.

In the Elk feeder, the canal is cut in the rock for about half a mile; embankments are made across several vallies, but the principal difficulty and expense consisted in cutting through a tongue of high land called Bellhill, through which the digging is 30 feet for near half a mile, and again through the dividing ridge, to the depth of 25 feet for above half that distance; these two difficulties have been conquered. Another smaller hill remains to be cut through, but it may be avoided by a circuitous cut, much less expensive, but also much less eligible. On the Delaware side of the ridge, the feeder is cut through a swampy flat of more than a mile in length, while the descent is only six inches. The general elevation of this flat is 86 feet above the tide, and as the head of the feeder at Elk forge is only 84 feet, it could have little descent, and falls only 2 inches in a mile. It has on this account been made a spacious canal of 3 feet 6 inches water, 22 feet 6 inches on the surface, and 12 feet at the bottom, affording as far as it goes a good and valuable inland navigation. The feeder is 6 miles in length; at the end of 5 miles is a lock for the passage of boats, and a side cut to communicate with the reservoir. A contiguous valley offers the means of making a reservoir, of more than a hundred acres. It has been proposed to embank 30 acres for this purpose. The lock is of 10 feet lift. The reservoir will be level with the upper feeder, of course 10 feet above the level of the canal, and under such a head will give the canal a plenteous and rapid supply as it is wanted. Below the lock the feeder is 5 feet deep, and 27 feet on the surface of the water: it will join the canal about a mile west of Aikentown. In the construction of the feeder permanence has been a very principal consideration. All the culverts are of solid masonry; no land water can run into the cut; the banks are sloped as 2 to 3; the embankments are well puddled, and the piers of the bridges are of hewn stone.

From the description which I have given of the soil of the peninsula, it is evident that the amount of digging constitutes the chief expense of the canal. To lessen this amount and to shorten the canal, it is proposed to quit the level in three places, and to cross three land drains that lead into Christiana creek, one at Aikentown, and two between Aikentown and the Bear. Small aqueducts and short embankments only are necessary to effect this. If the canal should terminate at Newcastle, a narrow marsh must also be crossed,—if at Christiana, deeper cutting must be encountered.

But neither of these difficulties increase the expense of the canal more than $ 7,500 each, beyond that of the same length of the general cut.

On all other points the report of the committee furnishes ample information; and I will only add,—that neither in Europe, nor in our own country do I know a line of inland navigation, which by so short a distance, and at so easy an expense, unites such extensive and productive ranges of commercial intercourse.

With the highest respect,
I am yours,

(Signed) B. H. LATROBE.

Albert Gallatin, Esq.
Secretary of the Treasury.

POSTSCRIPT.

April 1, 1808.

IN the questions proposed to me by you, the subject of artificial roads was comprehended. But being informed by you that the canal companies of Pennsylvania and Maryland, had transmitted to you ample accounts of their undertakings, and as in their works, experience has taught a system and mode of execution, of the most perfect kind; I have refrained from adding any thing to the information thus acquired. It has however occurred to me, that a few remarks upon rail roads might not be unacceptable to you, especially as the public attention has been often called to this sort of improvement, and the public mind filled with very imperfect conceptions of its utility.

Rail roads may be constructed of iron or of timber. The most durable (but also the most expensive) rail roads, consist of cast iron rails let down on stone foundations; such roads will last for ages. Cast iron rails secured on beds of timber, are sufficiently durable for our country, and of moderate expense. Rail roads entirely of timber, are fit only for temporary puropses.

A rail road consists of two pair of parallel ways, one pair for going, the other for returning carriages: single roads with occasional passing places, are applicable to some situations, and are of course less expensive. I will concisely describe the road best adapted to the objects that in our country can be attained by it:—The rails are of cast iron, and consist of a tread and a flanch, forming in their section the letter The tread is 3 inches wide, the flanch 2 inches high. The rails need not be more than ⅚ of an inch average thickness, and they may be cast in lengths of 5 to 6 feet each; each rail will, at six feet length, contain 225 cubic inches, which, at 4 inches to the pound, is 56 lb. each rail, or 1 cwt. for every 6 feet in length of the road, or 44 ton per mile.

In order to form a road of these rails, they must be laid at the distance of from 3 1-2 to 5 feet (according to the carriage that is to run upon them) parallel to each other; the ends of every two pair of rails being let and pinned down into a piece of timber lying across the roads, the holes for the pins must be cast in the rails. These pieces of timber may be of any form, provided they are level at the top, and they cannot be a great part of the expense of the road in any situation. The most durable timber is certainly the best: but no timber can be very durable in the situation it must occupy on the surface, and partly or wholly covered with earth. The perfection of the road consists in the parallel rails being laid perfectly level with each other across the road, and perfectly jointed. In most parts of the union the rails could, I think, be delivered at from 80 to $ 90 per ton, and in many at $ 60—but taking $ 80 as the average on the spot, the road will cost—

The carriages which travel on these roads may be of various dimensions, agreeably to the material to be conveyed, and the necessary angle of the road. They have low cast iron wheels fast upon the axle, which turns round. Thus, the two wheels on the axle making the same number of revolutions in the same space of time, the carriage necessarily goes straight forward, and cannot be thrown off the ways by any small obstruction on one side.

The principle upon which such astonishing loads may be drawn on the ways by a single horse, is the dimunition of friction in the greatest possible degree. On a good rail road, descending under an angle of only one degree, one horse may draw eight tons in 4 waggons of two tons each without difficulty. The astonishing loads drawn upon rail roads by single horses in England, have induced many of our citizens to hope for their early application to the use of our country. I fear this hope is vain, excepting on a very small scale, and that chiefly in the coal country near Richmond. For it is evident that upon a rail road no other carriage but that which is expressly constructed for the purpose, can be employed,—and that to render a rail road sufficiently saving of the expense of common carriage, to justify the cost of its erection, there must be a very great demand for its use. But the sort of produce which is carried to our markets is collected from such scattered points, and comes by such a diversity of routes, that rail roads are out of the question as to the carriage of common articles. Rail roads leading from the coal mines to the margin of James river, might answer their expense, or others from the marble quarries near Philadelphia to the Schuylkill. But these are the only instances within my knowledge, in which they at present might be employed.

There is, however, a use for rail roads as a temporary means of overcoming the most difficult parts of artificial navigation, and for this use they are invaluable, and in many instances offer the means of accomplishing distant lines of communication which might otherwise remain impracticable, even to our national resources, for centuries to come.

Mr. Fulton’s Communication.

(F)

Sir,

BY your letter of the 29th of July, I am happy to find that the attention of Congress is directing itself towards the opening of communications through the United States, by means of roads and canals; and it would give me particular pleasure to aid you with useful information on such works, as I have long been contemplating their importance in many points of view.

But a year has not yet elapsed since I returned to America, and my private concerns have occupied so much of my time, that as yet I have acquired but very little local information on the several canals which have been commenced.

Such information, however, is perhaps at present not the most important branch of the subject, particularly as it can be obtained in a few months at a small expense, whenever the public mind shall be impressed with a sense of the vast advantages of a general system of cheap conveyance.

I hope, indeed, that every intelligent American will in a few years, be fully convinced of the necessity of such works to promote the national wealth, and his individual interest. Such conviction must arise from that habit of reflection which accompanies the republican principle, and points out their true interest on subjects of political economy. From such reflections arises their love of agriculture and the useful arts, knowing them to agument the riches and happiness of the nation; hence also their dislike to standing armies and military navies, as being the means of increasing the proportion of non-productive individuals, whose labor is not only lost, but who must be supported out of the produce of the industrious inhabitants, and diminish their enjoyments.

Such right thinking does great honor to our nation, and leads forward to the highest possible state of civilization, by directing the powers of man from useless and destructive occupations, to pursuits which multiply the productions of useful labor, and create abundance.

Though such principles actuate our citizens, they are not yet in every instance, aware of their best interests; nor can it be expected that they should perceive at once the advantages of those plans of improvement which are still new in this country. Hence the most useful works have sometimes been opposed; and we are not without examples of men being elected into the state legislatures for the express purpose of preventing roads, canals and bridges being constructed. But in such errors of judgment our countrymen have not been singular. When a bill was brought into the British parliament 50 years ago, to establish turnpike roads throughout the kingdom, the inhabitants for 40 miles round London petitioned against such roads; their arguments were, that good roads would enable the farmers of the interior country to bring their produce to the London market cheaper than they who lived nearer the city and paid higher rent; that the market would be overstocked, the prices diminished and they unable to pay their rent, or obtain a living. The good sense of parliament, however, prevailed; the roads were made, the population and commerce of London increased, the demand for produce increased, and he who lived nearest to London still had a superior advantage in the market.

In like manner I hope the good sense of our legislature will prevail over the ignorance and prejudice which may still exist against canals. And here an important question occurs, which it may be proper to examine with some attention in this early stage of our public improvements,—whether, as a system, we should prefer canals to turnpike roads? Our habits are in favor of roads; and few of us have conceived any better method of opening communications to the various parts of the states. But in China and Holland, canals are more numerous than roads; in those countries the inhabitants are accustomed to see all their productions carried either on natural or artificial canals, and they would be as much at a loss to know how we, as a civilized people, could do without such means of conveyance, as we are surprised at their perseverance and ingenuity in making them.* England, France, and the principal states of Europe commenced their improvements with roads; but as the science of the engineer improved, and civilization advanced, canals were introduced, and England and France are now making every exertion to get the whole of their heavy productions waterborne, for they have become sensible of the vast superiority of canals over roads.

Our system perhaps ought to embrace them both: Canals for the long carriage of the whole materials of agriculture and manufactures, and roads for travelling and the more numerous communications of the country. With these two modes in contemplation, when public money is to be expended with a view to the greatest good, we should now consider which object is entitled to our first attention. Shall we begin with canals, which will carry the farmer’s produce cheap to market, and return him merchandize at reduced prices? Or shall we first make roads to accommodate travellers, and let the produce of our farms, mines and forests, labor under such heavy expenses that they cannot come to market?

To throw some light on this interesting question, I will base my calculations on the Lancaster turnpike road. There the fair experiment has been made to penetrate from Philadelphia to the interior country, and the mode of calculation here given will serve for drawing comparisons on the utility of roads and canals, for all the great leading communications of America.

From Philadelphia to the Susquehannah at Columbia, is 74 miles; that road if I am rightly informed, cost on an average, 6,000 dollars a mile, or 444,000 for the whole. On it, from Columbia to Philadelphia, a barrel of flour, say 200 weight, pays one dollar carriage. A broad wheeled waggon carries 30 barrels or 3 tons, and pays for turnpike 3 dollars; thus for each ton carried the turnpike company receives only one dollar.

I will now suppose a canal to have been cut from Philadelphia to Columbia, and with its windings to make 100 miles, at 15,000 dollars* a mile, or for the whole 1,500,000 dollars. On such canal, one man, one boy and horse, would convey 25 tons 20 miles a day,† on which the following would be the expenses:

This is equal to 20 cents a ton for 20 miles, and no more than one dollars a ton for 100 miles, instead of 10 dollars paid by the road. Consequently for each ton carried from Columbia to Philadelphia on the canal, the company might take a toll of six dollars instead of one, which is now got by the road, and then the flour would arrive at Philadelphia for 7 dollars a ton instead of 10, which it now pays. The merchandize would also arrive at Columbia from Philadelphia, for three dollars a ton less than is now paid; which cheap carriage both ways would not only benefit the farmer and merchant, but would draw more commerce on the canal than now moves on the road, and thereby add to the profits of the company.

But to proceed with my calculations, I will suppose that exactly the same number of tons would move on the canal that are now transported by the road. Again, let it be supposed that at one dollar a ton the turnpike company gains five per cent. per annum on their capital of 444,000 dollars, or 22,200 dollars, consequently 22,200 tons must be carried, which at six dollars a ton to the canal company, would have given 133,200 dollars a year, or 8 1-2 per cent. for their capital of 1,500,000 dollars.

The reason of this vast difference in the expense of carriage by roads or canals, will be obvious to any one who will take the trouble to reflect, that on a road of the best kind four horses, and sometimes five, are necessary to transport only three tons. On a canal one horse will draw 25 tons, and thus perform the work of 40 horses; the saving therefore is in the value of the horses, their feeding, shoeing, geer, waggons, and attendance. These facts should induce companies to consider well their interest, when contemplating an enterprise of this sort, and what would be their profits, not only in interest for their capital, but the benefit which their lands would receive by the cheap carriage of manure and of their productions.

In considering the profit to accrue to a company from a canal instead of roads, there is another important calculation to be made, and for that purpose I will proceed with the Lancaster turnpike, supposing it to extend to Pittsburg, 320 miles. On which the carriage being at the rate now paid from Columbia to Philadelphia, that is 10 dollars a ton for 74 miles, the ton from Pittsburgh would amount to 42 dollars, at which price a barrel of flour would cost 4 dollars in carriage, an expense which excludes it from the market. Thus grain, the most important and abundant production of our interior country, and which should give vigor to our manufactures, is shut up in the districts most favorable to its culture; or to render it portable and convert it into cash, it must be distilled to brutalize and poison society. In like manner all heavy articles of little monied value, can only move within the narrow limits of 100 miles: but were a canal made the whole distance, and by one or more companies, they might arrange the tolls in the following manner, so as to favor the long carriage of heavy articles.

The expense of man, boy and horse, as before stated, would cost only 3 dollars to boat one ton of flour 300 miles, this is 30 cents a barrel; suppose then, that the company receive 70 cents a barrel or 7 dollars a ton, flour could then come from Pittsburgh to Philadelphia for one dollar a barrel, the sum which is now paid from Columbia; thus the canal company would gain $ 7 a ton by a trade which could never move through a road of equal length. Here we see that on canals the tolls may be so arranged as to draw to them articles of little monied value, and it would be the interest of the company or companies to make such regulations. But on turnpike roads no such accommodation of charges in proportion to distance, can be effected, because of the number of horses which cannot be dispensed with.* Even were the roads made at the public expense and toll free, still the carriage of one ton for 300 miles would cost at least 35 dollars. But were canals made at the public expense, and no other toll demanded than should be sufficient to keep them in repair, a ton in boating and tolls would only cost 3 dollars for 300 miles; and for 35 dollars, the sum which must be paid to carry one ton 300 miles on the best of roads, it could be boated three thousand five hundred miles, and draw resources from the centre of this vast continent.

But striking as this comparison is, I will still extend it. The merchandize which can bear the expense of carriage on our present roads to Pittsburgh, Kentucky, Tennessee, or any other distance of 300 miles, and which for that distance pays 100 dollars a ton, could be boated on canals ten thousand miles for that sum.

As these calculations are founded on facts which will not be denied by any one acquainted with the advantages of canals, it is the interest of every man of landed property, and particularly of the farmers of the back countries, that canals should be immediately constructed and rendered as numerous as the funds of the nation will permit, and the present population requires; and as inhabitants multiply most towards the interior and must extend westward, still moving more distant from the sea coast and the market for their produce, it is good policy and right that canals should follow them. In 25 years our population will amount to 14 millions; two-thirds of whom will spread over the western countries. Suppose then that 3,500,000 dollars were annually appropriated to canals, such a sum would pay for 300 miles of canal each year, and in 20 years we should have 6000 miles circulating through and penetrating into the interior of the different states; such sums, though seemingly large, and such works, though apparently stupendous, are not more than sufficient to keep pace with the rapid increase of our population, to open a market and carry to every district such foreign articles as we near the coast enjoy. With this view of the subject, arises a political question of the utmost magnitude to these states—which is—

That as our national debt diminishes, and the treasury increases in surplus revenue, will it not be the best interest of the people to continue the present duties on imports, and expend the products in national improvements?

To illustrate this question, I will state some examples of the rate of duties and the expense of carriage, to prove that by keeping on the duties and making canals with the revenue, goods in a great number of instances will be cheaper to the consumer, than by taking off the duties, and leaving the transport to roads.

By the canal, it would cost in boating 15 cents for 300 miles; consequently the boating and duty would amount to $ 2 65; therefore, by keeping on the duty and making canals, sugar would arrive at the interior, 300 miles, for $ 2 35 the hundred weight cheaper than if the duties were taken off and the transport left to roads.

By the canal it would cost for boating 300 miles, seven and a half cents. By keeping on the duties and making the canals, it would arrive to the interior consumer at $ 2 32 1-2 the bushel cheaper than were the duties taken off, and the transport left to roads.

By the canal the carriage would cost 15 cents, and it would arrive at the interior, at $ 4 10 the hundred weight, or 27 cents a gallon cheaper than were the duties taken off, and the transport left to roads.

Numerous other articles might be stated to shew that the real mode of rendering them cheap to the interior consumer, is to keep on the duties and facilitate the carriage with the funds so raised. These, however, may be considered as partial benefits, and not sufficiently general to warrant keeping on the duties. But there is a point of view in which I hope it will appear that the advantages are general, and will be felt throughout every part of the states. It is by reducing the expense of all kinds of carriage, and thus economise to each individual more than he now pays in duty on the foreign articles which he consumes.

FOR EXAMPLE:

Wood, for fuel, is an article of the first necessity; it cannot bear the expense of transport 20 miles on roads; at that distance it is shut out from the market, and the price of fuel is consequently raised the amount of the carriage; were a cord of wood carried 20 miles on roads, it would pay for waggoning at least 3 dollars; on a canal it would pay 20 cents; thus, on only one cord of wood, there is an economy of $ 2 30,—which economy would pay the duty on 14 pounds of tea, at 20 cents the lb. duty;

Or 140 pounds of sugar, at 2 cents the lb. duty;

Or 56 pounds of coffee, at 5 cents the lb. duty;

Or 14 bushels of salt, at 20 cents the bushel duty;

Or 56 gallons of molasses, at 5 cents the gallon duty.

I will now suppose a city of 50,000 inhabitants, who for their household and other uses will consume 50 thousand cord a year, on which there would be an economy of 140,000 dollars, a sum in all probability equal to the duties paid by the inhabitants. For the duties divided on the whole of the American people, are but $ 2 28 to each individval. Here I have estimated each person to pay $ 2 80, yet this estimate is made on one cord of wood to each inhabitant of a city; were I to calculate the economy on the carriage of building timber, lime, sand, bricks, stone, iron, flour, corn, provisions and materials of all kinds which enter or go out of a city, it would be five times this sum; and thus the towns and cities are to be benefited. The farmer or miller who lives 20 miles from a market, pays at least 22 cents to waggon a barrel of flour that distance; by the canal it would cost 2 cents; the economy would be 20 cents; at 100 miles the economy would be 100 cents, and at 150 miles it would be 150 cents; beyond this distance flour cannot come to market by roads; yet at this distance the economy of 150 cents on the carriage of one barrel of flour would pay the duty on

7 1-2 pounds of tea;

Or 75 pounds of sugar;

Or 30 pounds of coffee;

Or 7 1-2 bushels of salt;

Or 30 gallons of molasses.

Thus it is, that the benefits arising from a good system of canals, are general and mutual. Therefore should peace and the reduction of the national debt, give an overflowing treasury, I hope you, and the majority of Americans, will think with me, that the duties should not be taken off nor diminished; for such an act, instead of relieving the people, would really oppress them, by destroying the means of reducing the expense of transport, and of opening to them a cheap mode of arriving at good markets.

To proceed with these demonstrations, let us look at the rich productions of our interior country:

Wheat, flour, oats, barley, beans, grain, and pulse of all kinds;

Cyder, apples, and fruits of all kinds;

Salt, salted beef, pork ond other meats;*

Hides, tallow, beeswax;

Cast and forged iron;

Pot and pearl ashes, tanners’ bark;

Tar, pitch, rosin and turpentine;

Hemp, flax and wool;

Plaister of paris, so necessary to our agriculture;

Coals, and potters’ earth for our manufactures;

Marble, lime and timber for our buildings.

All these articles are of the first necessity, but few of them can bear the expense of 5 dollars the hundred weight to be transported 300 miles on roads. Yet on canals they would cost in boating only 15 cents the 100 weight for that distance.

There is another great advantage to individuals and the nation arising from canals, which roads can never give. It is that when a canal runs through a long line of mountainous country, such as the greater part of the interior of America, all the ground below for half a mile or more may be watered and converted into meadow and other profitable culture.

How much these conveniences of irrigation will add to the produce of agriculture and the beauties of nature, I leave to experienced farmers and agricultural societies to calculate.

In Italy and Spain it is the practice to sell water out of the canals, for watering meadows and other lands. In such cases tubes are put into the canal, under the pressure of a certain head of water, and suffered to run a given time for a fixed price; the monies thus gained add much to the emoluments of the canal companies.

But with all these immense advantages which canals give, it may be a question with many individuals, whether they can be constucted in great leading lines from our sea coast and navigable rivers, to the frontiers of the several states, or pass our mountains and penetrate to the remote parts of our interior country. Should doubts arise on this part of the plan, I beg leave to assure you that there is no difficulty in carrying canals over our highest mountains, and even where nature has denied us water. For water is always to be found in the valleys, and the canal can be constructed to the foot of the mountain, carrying the water to that situation. Should there be no water on the mountain or its sides, there will be wood or coals; either or both of which can be brought cheap to the works by means of the canal. Then with steam engines the upper ponds of canal can be filled from the lower levels, and with the engines the boats can on inclined planes be drawn from the lower to the upper canal. For this mode of operating it is necessary to have small boats of six tons each. As the steam engines are to draw up and let down the boats on inclined planes, no water is drawn from the upper level of canal as when locks are used. Consequently when the upper ponds have been once filled, it is only necessary that the engine should supply leakage and evaporation. There is another mode of supplying the leakage and evaporation of the higher levels: On the tops and sides of mountains there are hollows or ravines which can be banked at the lower extremity, thus forming a reservoir to catch the rain or melted snow. From such reservoirs the ponds of canal can be replenished in the dry months of summer. This mode of reserving water is in practice in England for canals, and in Spain for irrigation. In this manner I will suppose it necessary to pass a mountain 800 feet high; then four inclined planes each of 200 feet rise, would gain the summit, and four would descend on the other side.—Total 8 inclined planes and 8 steam engines. Each steam engine of 12 horse power would cost about ten thousand dollars, in all 80,000 dollars; each would burn about 12 bushels of coal in 12 hours, or 96 bushels for the 8 engines for one day’s work.

a ton for passing over the mountain, which will be more or less according to circumstances. These calculations being only intended to remove any doubts which may arise on the practicability of passing our mountains—

Having thus in some degree considered the advantages which canals will produce in point of wealth to individuals and the nation, I will now consider their importance to the union and their political consequences.

First, their effect on raising the value of the public lands, and thereby augmenting the revenue.

In all cases where canals shall pass through the lands of the United States, and open a cheap communication to a good market, such lands will rise in value for 20 miles on each side of the canal. The farmer who will reside 20 miles from the canal can in one day carry a load of produce to its borders. And were the lands 600 miles from one of our seaport towns his barrel of flour, in weight 200 lb. could be carried that distance for 60 cents, the price which is now paid to carry a barrel 50 miles on the Lancaster turnpike. Consequently, as relates to cheapness of carriage, and easy access to market, the new lands which lie 600 miles from the sea ports, would be of equal value with lands of equal fertility which are 50 miles from the sea ports. But not to insist on their being of so great value until population is as great, it is evident that they must rise in value in a 3 or 4 fold degree, every lineal mile of canal would accommodate 25,600 acres. The lands sold by the United States in 1806, averaged about 2 dollars an acre, and certainly every acre accommodated with a canal, would produce 6 dollars; thus only 20 miles of canal each year, running through national lands, would raise the value of 512,000 acres at least 4 dollars an acre, giving 2,048,000 dollars to the treasury, a sum sufficient to make 136 miles of canal. Had an individual such a property, and funds to construct canals to its centre, he certainly would do it for his own interest. The nation has the property, and the nation possesses ample funds for such undertakings.

Second, on their effect in cementing the union, and extending the principles of confederated republican government. Numerous have been the speculations on the duration of our union, and intrigues have been practised to sever the western from the eastern states. The opinion endeavored to be inculcated, was, that the inhabitants beyond the mountains were cut off from the market of the Atlantic states; that consequently they had a separate interest, and should use their resources to open a communication to a market of their own; that remote from the seat of government they could not enjoy their portion of advantages arising from the union, and that sooner or later they must separate and govern for themselves.

Others by drawing their examples from European governments, and the monarchies which have grown out of the feudal habits of nations of warriors, whose minds were bent to the absolute power of the few, and the servile obedience of the many, have conceived these states of too great an extent to continue united under a republican form of government, and that the time is not distant when they will divide into little kingdoms, retrograding from common sense to ignorance, adopting all the follies and barbarities which are every day practised in the kingdoms and petty states of Europe. But those who have reasoned in this way, have not reflected that men are the creatures of habit, and that their habits as well as their interests may be so combined, as to make it impossible to separate them without falling back into a state of barbarism. Although in ancient times some specks of civilization have been effaced by hordes of uncultivated men, yet it is remarkable that since the invention of printing and general diffusion of knowledge, no nation has retrograded in science or improvements; nor is it reasonable to suppose that the Americans, who have as much, if not more information in general, than any other people, will ever abandon an advantage which they have once gained. England, which at one time was seven petty kingdoms, has by habit long been united into one. Scotland by succession became united to England, and is now bound to her by habit, by turnpike roads, canals and reciprocal interests. In like manner all the counties of England, or departments of France, are bound to each other; and when the United States shall be bound together by canals, by cheap and easy access to market in all directions, by a sense of mutual interests arising from mutual intercourse and mingled commerce; it will be no more possible to split them into independent and separate governments, each lining its frontiers with fortifications and troops, to shackle their own exports and imports to and from the neighboring states; than it is now possible for the government of England to divide and form again into seven kingdoms.

But it is necessary to bind the states together by the people’s interests, one of which is to enable every man to sell the produce of his labor at the best market and purchase at the cheapest. This accords with the idea of Hume, “that the government of a wise people would be little more than a system of civil police; for the best interest of man is industry and a free exchange of the produce of his labor for the things which he may require.”

On this humane principle, what stronger bonds of union can be invented than those which enable each individual to transport the produce of his industry 12,00 miles for 60 cents the hundred weight? Here then is a certain method of securing the union of the states, and of rendering it as lasting as the continent we inhabit.

It is now eleven years that I have had this plan in contemplation for the good of our country. At the conclusion of my work on small canals, there is a letter to Thos. Mifflin, then governor of the state of Pennsylvania, on a system of canals for America. In it I contemplated the time when “canals should pass through every vale, wind round each hill and bind the whole country together in the bonds of social intercourse;” and I am now happy to find that through the good management of a wise administration, a period has arrived when an overflowing treasury exhibits abundant resources, and points the mind to works of such immense importance.

Hoping speedily to see them become favorite objects with the whole American people,

I have the honor to be
Your most obedient,

[* ]The royal canal from Canton to Pekin, is 825 miles long, its breadth 50 feet, its depth 9 feet.

[* ]On averaging the canals of America, 15,000 dollars a mile will be abundantly sufficient to construct them in the best manner, particularly if made on the inclined plane principle, with small boats, each carrying 6 tons.

[† ]One horse will draw on a canal, from 25 to 50 tons, 20 miles in one day. I have stated the least they ever do, and the highest rate of charges, that no deception may enter into these calculations.

[* ]In my work on small canals, published in 1796, page 140, there is a table shewing a mode of regulating the boating and tonnage in such manner, that a ton may be transported 1300 miles for 5 dollars. Yet by this method canal companies would gain more toll than by any other means yet practised

[* ]Animals are now driven to market 300 or more miles, at a considerable expense and loss of flesh, for two principal reasons; first, the expense of transporting the salt to the interior; and second, the expense of carrying the salted meats to market.