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THE

Tbe Commercial Value of the UndertakiDg.

MEMORANDUM

ADDRESSED TO MR. SANDFORD FLEMING, C. E.

MR. WILLIAM J. PATTERSON, late Secretary of the Montreal

Board of Trade.

SHIPPING INTERESTS OF BOSTON.

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

DANGEROUS NAVIGATION AT CAPE COD.

The hazardous nature cf navigation incident to the Nan-
tucket and Cape Cod shoals, has made the approaches to B^Jston
harbour exceedingly dangerous to mariners ; that part of the New
England coast being considered by some navigators as second
only in point of risk to the environs of Cape Horn. As might
be expected therefore, where such dangers exist, and where so
many vessels are seeking ingress and egress, there is a dark
record of marine disasters connected with the shipping of
Boeton which has attracted much attention. For example,
a report was made in I860 to the Legislature of Massachusetts
by a select Committee that had been appointed to enquire
into a scheme to make a Ship Canal across the Cape Cod
peninsula. That document contains some startling particulars
about the wrecks that had been recorded.

OFFICIAL REPORT OF SHIPWRECKS.

It appears that during a term of seventeen years (from
1843 to 1859) there occurred in the vicinity of Cape Cod 827
marine disasters, of which 500 were total, and 327 partial
losses. The amount of property lost was noted in 108 cases
only out of the 500 total wrecks, but as they were fairly
representative, an estimate may be made on that basis, which
gives the total of $8,500,000, or an average yearly Iost of S500,-
000 ; add to this the destruction of property occasioned by the
327 partial losses which was estimated at $1,400,000, and it will
appear that the total value of property destroyed by marine
disasters in that vicinity during the period mentioned was
$9,900,000 or over $582,000 yearly. Particulars of the loss of
life were procuraV)le in 72 cases only, whereby 320 hands were
lost, but it may be calculated therefrom that some 2200 lives
perished in the 500 total wrecks, being an average of 130
annually. A later report giving figures for the ten years
following the period just noted, shows that from 1860 to 1869
there were 617 wrecks, of which 211 were total, and 406

•V

<■*

partial losses ; the value of the property destroyed thereby
was not obtained.

LIFE AND PROPERTY SAVING ADVANTAGES OF THE CANAL.

The question of obviating at least to some extent, this
great loss of human life and merchandize, has engaged a good
deal of attention within the past quarter of a century ; and
proposals to construct a canal across the Cape Cod peninsula
have received consideration at different times. The latest phase
of that scheme, and one for which certain Corporators now hold
a charter from the Legislature of Massachusetts, is to make a
tidal ship canal of adequate capacity for vessels of large
dimensions, to enable them to pass safely from Buzzards Bay
across to Barnstable Bay, and thus avoid all tlie dangers and
risks referred to ; the amount of canalling between the two
points being less than eight (8) miles.

■*"'.•" •■ - 1 ■ ■ , ' 1 -",■...■--. -■■-)■ ' i' ■ " ■ . - I ■■ '

REFERENCE TO ACCOMPANYING SKETCH MAP.

An examination of the accompanying sketch will materially
assist in comprehending the whole question. The red lines are
meant to show what the course of coast navigation will be by way
of the proposed canal. The blue lines indicate rtsspoctively the
inside and outside courses (in absence of the canal) according
aa the mariner chooses to hug the Cape, or to give a wide berth
to it, and Nantucket. As compared with the route via the pro-
posed canal, the excess of distance by the inside course is about
80 to 90 (say 85) miles ; while the excess by the outside course
is probably more than 200 miles, according as the cautious
navigator may decide to keep seaward to lessen his danger.

RESULTS OF THE CANAL.

i f

It will be evident from what follows that the canalling
of the Cape Cod peninsula as now proposed will be of immense
commercial value.

(1.) Inasmuch as it will inevitably lead to the saving of
hundreds of human lives, and millions of dollars worth of
property, by enabling sea-going vessels and coasting craft to
escape the risks of a difficult and dangerous navigation.
(2.) It will eventually reduce the entire coasting trade of New
England to a system of economical barge transportation, and
to a great extent make the Port of Boston the distributing
centre for general merchandise, while it will cheapen the price
of immense quantities of coal annually used for maimfacturing
and household purposes, and (3) it will immediately upon com-
pletion become a profitable source of revenue to its owners.

Bearing in mind the foregoing statements relating to the
commerce of Boston, and the immense losses that have been,
and still are pressing so heavily upon it, it may be taken for
granted that a canal such as is now proposed to be con-
structed will, on account of the immunity from loss which it
gives, the saving of time and economy as regards vessels ex-
penses, be a sufficient inducement to navigators to take the
benefit of all these advantages.

LOWER INSURANCE KATES — LESSENING OF VESSELS EXPENSES.

Some of the minor but immediate benefits that are likely
to follow the adoption of the new route would be : (1.) Rates
of marine insurance would be lessened by navigators adopting
the canal route, in consequence of the greatly lessened risk of
casualty or disaster. It is the opinion of some underwriters
that the present exceedingly low rates for marine insurance
could not be cut down even for such safe risks as the canal would
afiord, but that a revival of trade would probably lead to an ad-
vance in rates for vessels that did not use the canal, and that
the ditference would induce owners of vessels and merchandise
to prefer the short and safe route. (2.) It has been reckoned
as an example of the economy of the canal route (on the basis of
actual expenditure) that in the case of a steamship of 1,620
tons register, plying between Boston and New York City, the

shortonin^' of distance- by the canal ronte wouhl enable it to tnakc
throe (M) round trips [wr v\'oek, instead of two (2) as at present;
what that increase of business would amount to cannot he
definitely stated, hut it may be estimated to beecpial to nearly
the gross proceeils of one trip, that would probably mean an
increase ran<;in<,' from 'V^^ to .')() per <'t'nt. (»f net present
revenue.

COAL TUADE OF NEW ENOI.ANU — IN'FLIIEXCE OF CANAL

TRADE OF UO.STON.

The anthracite coal traile of New England has attained
immense proportions within thi^ past few years. It can be
shown that, between Ea.stport (Maine) an<l Nhw London
(Conn.) the deliveries of that one article by water durin<y a
sinjrle year, amounted to 4,-K)(),00() tons. That is to say, about
900,000 tons were delivered between Eastport and Boston, not
including the latter ; 2,'2()O,O00 tons were l)roug]it into Boston
harbour, about 600,000 tons were landed between Boston and
Providence (R I.) while 700,000 tons were delivered between
Providence and New London. Of the 2,200,000 tons received
at Boston, about 820,000 tons were hauled by four companies.
Parties well versed in this line of business .say, without hesi-
tation, that th(! existence of such a canal as is contem{)lated
would admit of the importation of largt; (juantities of Penn-
.sylvania anthracite at cheaper rates than heretofore, and that,
of course all the water-borne coal would come b}'^ the new
route. The vea,sel.s in that trade would make more,' trips in a
season than at present, while the .saving of expense would alone
be a considerable protit to the owners. But the principal
result would he to make Boston the great distributing centre
for nearly the whole of New England. It may be mentioned
here, that a new coal company is about to be organized, to be
composed of intluential an<l wealthy merchants, who contem-
plate establishing an immcn.se depot upon one of the islands
in the harbour, and that that enterprise will very materially
augment the trattic of the canal.

"■■^^

COASTWISE BAROE TONNAGE WILL Bi". INCREASED— ENLAIIQE-
MENT OF THE BOSTON COAL MARKET.

The contemplated canal may be con.sidered as certain to
change the character of tlie water-borne traffic that is carried
on between the two seaboard cities, New York and Boston,
and make it an eajiy matter to introdnce barge tonnage instead
of much of the craft at present employed. The line of
communication would practically become an inland water-way,
that could be safely travelled by tows of barges, and this
would lea<l to reducticm of expenses. The influence of the
c^nal therefoi'e, upon the commerce of Boston can hardly be
over-estimated. Much of the coal trade between the two
great seaboard cities would very likely be attracted to Boston,
which presents the advantag(! of a large distributing market,
from which railways radiate in all directions, affording facil-
ities for supplying outlying nmnufacturing centres at lower
rates than heretofore. It is the opinion of one of the best
informed business men in Boston, that the Canal when
constructed, would lead to a saving to large consumers of coal
equal to 50 cts. (fifty cents) a ton, the opinion also having
been emphatically expressed, that the commercial advantages
that would accrue would amply compensate the City of Boston,
were its authorities to construct the Canal at the public
expense, and to make it free from tolls to the shipping of all
countries.

Incidental reference has been made to the coastwise
coal-trade north-east of Boston. The craft engaged in it take
of course the outside route in coming from New York or New
Jersey ; but the new inland route by the canal would be
shorter, cheaper, and safer. There is also a large aggregate of
vessel property, owned by transportation and other compan-
ies, employed between Boston and New York, as well as
between ports north and south of these cities which, by their
frequent passages through the canal both ways, would

contribute very much to its revenue to the extent prolmbly of
millions of tons each year. (This i-stiinate lias no reference to
the tonna^rc owned or controlled hy several inHucnlial Railway
Companies, which have vested interests in routes of travel and
traffic, upon which railway and steamboat transportation are
combined.)

PASSE NflEK THAFKIC.

It has been queried whether the Canal might lead to the
establishnjent of a through water-route for pa.ssengers between
New York and Boston, and replied to in tlie negative by the
etttcient officer of a Company, his (Opinion being entitled fx)
high respect. Although the all-water route mifrht not compete
with the all-rail route betw(!en the two cities, thi i \a} not V)e
said so certaiidy as regards the mixed routes, upon which
there are the unplea.sant tran.sfers at night f'- in st'amboa*^ to
rail and vice verm. While time is money wjth mnltil'i(ies of
travellers. La ire is a!.so a large nnmber with whoDi e rnfort and
coj ^nience would certainly be taken into account. In the
first instance the etfect would ))robab]y he to increase the
pas.senger lists of steamers other than the passenger lines, and
ultimately lead to the establishment of at least one first tlass
line.

CONCLUSION.

That the connnercial importance an'l pecuniary outcome
of the project which has been the sulyect of the foregoing
paragraphs, cainiot reasonably be doubted, is the clear belief
of tlie undersigned ; and that belief is founded upon the
statements he has adduced, and the enquiries and investiga-
tions he has made. Of course absolute proof could not be
produced in such a case, but that the legitimate inference
is that the Ship Canal will be eminently succes.sful, nuist be
conceded, when it is rememlu'red that the course of commerce
is not dependent upon mere sentiment, but that it seeks the
shortest, safest, and niost economical channel. And the

undersigned sincerely hope.s that the ttnor of this Memoran-
dum may have an influence UTxm those interested as convincing
as the (iata upon which it is founded have bee:.! to himself.

Signed, WM. J. PATTERSON.

Montreal, 31st August, 1885.

APPENDIX TO MEMORANDUM.
If in view of the statements in the preceding Memoran-
dum, the undersigned was required to make a more formal
estimate of tlie first year's possible revenue of the Canal
Company, it would be, on a low reckoning as follows: —

1. Aggregate entries at Boston Custom House to

and from Ports South uf Cape Cod, 1,798,400 •:
f tons, at 10 cts. per ton $170,840

2. Coal taken into Boston Harbour, 2,200,000 at •

10 cts. per ton $220,000

8. Return freight by the coal vessels, say $110,000

4. Coal to ports North-East of Boston, 900,000 tons

at 10 cts. per ton . ... $90,000

5 Return freight from do. do. say $45,000

6. Estimated miscellaneous imes referred to on page

8, say 4,500,000 tons at 10 cts. per ton $450,000

7. Do. do. return trip, say $225,000

.//'[ '"' ' ' ■•^'/^ ""^^ $1,319,840

This would pay 13 per cent on a capital of ten million
dollars.

It will be observed in estimating return tonnage for tolls,
an arbitrary reduction of 50 per cent has been made.

'''"'., Signed, . WM. J. PATTERSON, ,

Montreal, 3rd Sept. 1885. - .' ./"t ^f^:^ .m^>^i^ -

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