library
bureau of railway economics,
Washington, d. c.
GEN. GEO. E. DAVIS'
SPEECH,
gainst a Bridge across Lake Champlain
at Houses Feint,
HE
m i
D 11»
SPEECH
OF
GM. GEORGE R. DAVIS
OF TROY,
BEFORE
A COMMITTEE OF THE SENATE OF NEWYORK,
IN FEBRUARY, 1850.
AGAINST AN APPLICATION FOR
A BRIDGE AT ROUSE'S POINT,
ACROSS LAKE CHAMPLAIN.
TROY, N. Y.:
FROM THE PRESS OF JOHN F.' PRESCOTT CCXXV RIVER-STREET.
*
1850.
SPEECH.
Mr. Chairman :—
Connected, as our city has been for years,
with the trade and commerce of the north ; associated, as
we have been by the ties of interest, and friendship, with
that portion of our state, nothing but the strongest and most
imperative sense of duty, to look to our own interests, to
that of the people of this great state, and the revenues
to be derived from our large and widely extended sys¬
tem of internal improvement, could induce us to occupy an
antagonistic position, to any reasonable demand they should
make, upon the legislature of this state.
Believing as we do, that this measure of bridging Lake
Champlain at Rouse's Point, is fraught with mischief to
the trade and commerce of our own state, to our canals,
to the prosperity of our own people, and to the free and
uninterrupted navigation of the lake, we are compelled by
these considerations, to resist this measure.
The passage of the bill will create a new era in our le¬
gislation ; an era distinguished for nothing but legislating
directly for other states, and other people than our own.
When before, have there presentatives of this great state,
been called upon to grant privileges, the direct tendency of
which will be to draw trade, not to w, but from us, not to
enrich our own people and stale, but another people, and
other cities than our own ?
4
What were the representatives of the people sent here
for ? To protect, foster, and encourage the interests of our
own people, by laws and grants of privileges tending to
that object. They were not sent here to legislate for New
England. That belongs more appropriately to their own
local legislation. And, depend upon it, their interests will
not be overlooked by them.
Your patriotism and magnanimity, have been appealed
to, to be governed by no local or selfish interests, but to
look abroad and beyond your own state, for objects and in¬
terests to influence your action. Arguments like these, it
seems to me, will hardly find a lodgment in any sensible
statesman's bosom ; and, if they should, rest assured their
constituency, keen-sighted and intelligent as they are, will
repudiate them.
If the interests of our great state are to be offered up as
a victim upon the altar of this delusive, mischievous and
self-sacrificing patriotism, let the officiating priest, I pray
you, that oilers the sacrifice, be sought for, from some
other tribe than our legislative priesthood.
I admire the enterprize of New-England, and envy her
not her wealth ; nor do I complain of the manner in which
she employs it. She has poured it out like water in rail¬
road enterprizes, at home and abroad, and is now reaping
a rich harvest from its appropriations.
What has been her object in these liberal expenditures ?
To benefit herself—to increase her trade—extend her man¬
ufactures, and enrich her own people. She has no capital,
nor surplus patriotism to lavish upon other states or inter¬
ests than her o\yn. Hence her capital can only be traced to
railroad enterprizes, drawing trade to herself.
I concede to her, great wisdom in so doing ; and all I ask
is, that our people should be equally wise and mindful, in
protecting and fostering our own.
Look at the Western Railroad. When finished to the
eastern base of the mountain, its revenues then were about
eighty thousand dollars per year ; but since she crossed what
.was supposed an insuperable mountain barrier, with her
victorious enterprize, and brought her railroad to the Hud¬
son, her income is now increased to near one and a half
millions per year !
Where has the trade come from that has so greatly in¬
creased its revenues ? From the great west ; through our
canals and our railways, and is so much drawn from our
great commercial emporium, the city of New-York.
5
Before the Western Railroad could reach the Hudson
river, it was necessary to its interest, that it should obtain
control of the Albany and West Stoclcbridge railroad. To
accomplish this object, the city of Albany was induced to
issue its bonds to raise the money for its construction. The
Western Railroad to bind itself to pay the interest on those
bonds, as it fell due, and to create a sinking fund of ten per
cent, a year for their ultimate redemption. And, as a condi¬
tion to this arrangement, the Albany and West Stockbridge
railroad company covenanted with the Western Railroad,
" that they would at all times hereafter, continue and pre¬
serve the charter of the said Albany and West Stockbridge
railroad, and would appoint all such officers as the said
western railroad shall designate, for the location, construc¬
tion and management of the said road, with power to exe¬
cute such contracts, deeds, and other instruments, as may
be necessary therefor, and will have and hold meetings,
pass votes, and also, all such other acts as may be neces¬
sary and proper to carry into full effect, the object of this
contract."
This is not all. It was further agreed, " that during the
continuance of their charter, or any renewal or renewals,
or extension of the same, the Western Railroad should have
the exclusive control of, and right of transportation over,
said road, as fully as the said road could have under their
charter, including the part of the Hudson and Berkshire
railroad, hired or purchased by them."
Thus it will be seen that the Albany and West Stock-
bridge railroad company was sold, body and breeches, (soul
it had .none to be bartered,) to a foreign corporation, be¬
yond the reach of any legislative action of our own state ;
to be managed by them, in fact, exclusively.
This arrangement contemplated the ultimate construc¬
tion of the New-York and Albany railroad, and that it
would probably unite with this road at Groat's Corners,
some thirty miles east of the city of Albany. It was agreed
between the parties to that contract, that the Albany and
West Stockbridge railroad, " would either allow the New-
York and Albany railroad to use their road with their en¬
gines and cars paying lor such use a reasonable sum, or,
that they would transport the passengers and merchandize
of the New-York and Albany railroad, over their road, on
as favorable terms as the average of those upon which
passengers and merchandize are, for the time, transported
G
over the railroad between Worcester and the point of junc¬
tion with the New-York and Albany railroad."
Let us examine, briefly, these provisions, and see what
they amount to.
Who are to be the judges of "the reasonable terms"
upon which the New-York and Albany railroad is to run
its engines and cars over the road ? The Western Rail¬
road, and the New-York and Albany railroad. Cannot the
Western Railroad arbitrarily fix what they deem these
" reasonable terms " should be ? What provision is there
made in case of a disagreement as to these terms, to refer
the question oí such disagreement to some disinterested tri¬
bunal to determine what are "reasonable terms?" None
whatever. What security, therefore, is there to guarantee
terms that are " reasonable ?" None is provided whatever
for such a contingency. This, then, amounts to just noth¬
ing. Who can fail to see that the provision for transport¬
ing the passengers and merchandize of the New-York and
Albany road is fixed upon terms, placing the power per¬
fectly in the Western Railroad to adopt a rule that will be
ruinously discriminating between the two roads ?
If it was intended to be just and fair, why not have pro¬
vided that passengers and merchandize destined for New-
York, should pay the same in proportion to the distance of
transportation over their road, as they charged for passen¬
gers and merchandize destined for Boston ?
What is there in this arrangement to prevent the Western
Railroad, if they are so disposed, to charge for flour, for in¬
stance, from the place of junction, say Groat's Corners, to
Worcester, at half a dollar a barrel, when they charge for
flour from Albany through to Boston, twenty-five cents, thus
subjecting flour destined to New-York, to pay a sum bear¬
ing the same proportion to that half dollar, as the distance
from Albany to Groat's Corners bears to the distance from
Groat's Corners to Worcester, and so in the like proportion
for all merchandize and passengers.
Is it not apparent then, that this Western Railroad has
reserved the power of discriminating most unjustly against
the New-York and Albany railroad ?
I do not refer to this matter, in the spirit of complaint.
The agents of the western railroad were right in making
the best terms they could ; the blame, if any there be, rests
upon other shoulders than theirs.
I call the attention of the committee to it, simply, that
7
they may see what magnanimity we may expect from these
Damascus edged and shrewd yankees, in return for the mag¬
nanimity that is invoked in their behalf.
This arrangement however, is distinguished for one feat¬
ure that demonstrates, that if these reverend fathers of the
city of Albany were outwitted by these yankee negotia¬
tors in the terms just alluded to, they had profited in one
thing by the intercourse with them—they had caught their
disinterestedness. They were careful to secure in this ar¬
rangement. a provision " that the Western Railroad should
not run their locomotive engine north of the village of
Greenbush, or of the city of Albany."
Thus, if their cars came freighted to their full capacity,
with passengers and merchandize destined for Troy, they
must come to a bold stand at Greenbush, and all must be
dumped there. Nor could they under this condition " for
love or money," send their engine with their cars to Troy
to transport passengers and merchandize, whatever might
be the numbers or amount destined for their road, collected
at that point.
This provision, most certainly, smells a little strong of
the parental regard of these fathers of the city, for the lo¬
cal interests of their Knickerbocker constituency ; but I do
not suppose the Trojans can, or have a right to complain,
though there are some facts connected with this matter
that might be amusing to state,—but of these, I forbear.
What have our canals achieved to entitle them to the
fostering care of the legislature ? They have made the
western " wilderness to bud and blossom like the rose."
The wild denizens of the forest have given way to an en¬
terprising, intelligent, industrious and moral population.
Where a few years since was only a dark, dense, and
impenetrable forest, may now be seen rich and cultivated
fields, and populous and wealthy cities and villages. North¬
ern Ohio, Pennsylvania, Illinois, Indiana, Michigan, and
Wisconsin, owe their rapid growth, prosperity and wealth,
to our system of internal improvements. Without these
improvements, a great portion of these rich, fertile, and
populous regions would have remained to this hour a
" waste, howling wilderness."
And can it be said, with any truth, that New England
has not shared greatly in the advantages that have flowed
from these glorious enterprises ? And now with a debt
upon our people, for these works, of nearly sixteen millions
8
of dollars, and the enlargement as yet hardly began,—with
the general fund of our state, all engulphed in these works,
it behooves a vigilant, prudent, and wise legislature, to
watch every measure, that is essentially to interfere with
the value and revenues of these works.
What has been the policy of our state, as to these ca¬
nals? Has she not watched "with a vigilance that never
tires, and an eye that never winks," every improvement
of private corporations to open rail-roads, as auxilliary to
our canals, prohibiting them from carrying freight, and
even when reluctantly authorising them to carry freight,
during the period when the eanals were locked up by frost,
subjecting them to tolls, the same as would have been paid
to the state by canals, if transported on them.
Shall it be said that the northern rail-road, who is the peti¬
tioner for this measure, owned as it is by Boston capi¬
talists, exempted from all restrictions as to carrying freight,
and from tolls thereon, at all seasons of the year, and con¬
structed, as it is conceded and boasted of, to aid the trade
and commerce of Boston, at the expense of our canals and
of our trade, producing untold mischief to our own commerce
and the revenues of our canals, and going still further, ac¬
tually obstructing and endangering the navigation of lake
Champlain ; a stream' which a bountiful Creator, in his
providence, has laid open to all, is to have a privilege
granted her, never contemplated or dreamed of, when the
charter was granted, and never before granted to any like
corporation in our state 1 If it is, he is a bold man who
takes the responsibility.
Canada, what has she done ?
She has expended over fifteen millions of dollars, in over¬
coming the rapids and difficulties in the navigation of the
St. Lawrence, and has in contemplation, a canal from Caugh-
nawaga to the lake Champlain, making when completed,
a continuous water communication to our seaboard,
through that lake.
We are called upon by this measure to thrust ourselves
in, by authorising an obstruction of this great national
stream, by the bridge asked for. Folly like this, should
be left until our state is in its dotage. It is not suited to
the wisdom and youthful energy, and enterprising spirit of
this age and people.
The committee, at least one of its members, will recol¬
lect that this measure was brought before à committee of
9
the Senate, of which Mr. Lawrence of New-York, Was
chairman, and that he submitted at this last session, an
elaborate report in favor of the measure. Such a report,
coming as it did, from a representative of a city, most deep¬
ly to be injured by this measure, could not but excite sur¬
prise. That report commences with a fallacy that betrays
great carelessness, if not ignorance, of the territory refered
to, in giving the counties to be benefited by this measure.
It states :—" That the territory to be immediately or
prospectively benefited by the provisions of the bill, con¬
sists of the four northern counties of Essex, Clinton, Frank¬
lin, and St. Lawrence. These counties comprise over four
millions of acres of land. Three-fourths of their area, are
now in a primeval condition, and the whole is almost iso¬
lated from the rest of the state."
This part of the report has been handled with a clear¬
ness and directness of purpose, and with a freedom, by the
11 Free Democrat," published at Plattsburgh, that leaves
me nothing to say, beyond reading the article ; and after
its reading I shall leave that committee, and their report to
all the influence it can produce on this subject.
" How the committee could suppose that the interests of at least three-fourths,
of Clinton or any part of Essex county.were to be promoted by a Bridge at Rouse's
Point, we are at a loss to conjecture. We think any one who will examine a
map of this section of the state, will readily see the fallacy of their conclusion.
The Northern railroad passes through the extreme northern side of Clinton coun¬
ty, and is not, at any accessible point, within 30 miles of'Essex county. Let us
for a moment see how these counties are situated with reference to this road.
Seven-eighths of the manufacturing business of the county of Clinton, is done on
the Saranac river, and south of that stream. Not a pound of iron is manufac¬
tured, and but little lumber sawed, comparatively, north of that point. All the
products of the Saranac valley will find their way to Plattsburgh, on a plank-road,
with an ultimate destination to New-York or Boston. If intended for New-
York these products must be taken to Whitehall ; if for Boston, to Burlington.
Burlington is 18 miles from Plattsburgh ; Rouse's Point 20 miles. From Rouse's
Point to Burlington, over the proposed railroad, the distance is, say 50 miles.
Now if this portion of the county is to be benefited it is only by drawing its iron
and lumber by land, 20 miles to Rouse's Point, and then by railroad 50 miles to
Burlington—70 miles in all—instead of using 18 miles of water communication:
With our friends on the Ausable the benefit is still more remote. The large
and heavy business on that river must find its way to Port Kent, (or to Keeseville,
4 miles inland from that place,) where it will be 10 miles from Burlington, by
water, and 80 tnileä distaotby the Rouse's Point bridge.
Thus much for the benefit to Clinton county. As regards Essex county the mat¬
ter is stilt worse. Let us suppose a manufactory at or near Westport, wishes to send
a ton ofiroti to New-York. At. present he has but one route by boat or wheels 54
miles to Whitehall. But build the bridge and what vast facilities are opened to him.
He can then draw his iron 80 miles to Rouse's Point, from which it goes 50 miles to
Burlington, 65 [miles to Rutland, and then about 25 miles to Whitehàll—the
tedious, expensive and lengthened distance of 221 mites to reach a point 54 miles
2
10
off. Here, certainly is no "immediate" benefit, while the "prospective" benefit i»
too much like Hogarth's Perspective, where everything is brought toan unnatural
approximity—the man, seated on a distant hill, with a ten-foot pole and line, is
fishing over the top of a three-story house. The picture extends the ten-foot
pole and line between the man and the water, and by a principle of "equa¬
ted distance," contracts the space between them. It will, however, require a
great contraction of the earth's surface to bring these promised benefits of the
Northern road to Essex county. More, we think, than the company can
achieve."
During the same session, the friends of this measure suc-
ceded in obtaining a favourable report, from a committee
öf the lower branch of the legislature, of which Mr. Fitz-
hugh, of Oswego, was chairman. Perhaps a report from
no other gentleman, could have exerted the influence which
this did, not only from his talents, but from his practical
knowledge, and presumed acquaintance with the country
and its navigation. "The Plattsburgh Republican" has
thought it worthy of its criticism, which I shall read, and
leave that part of it in its hands. Says the " Republican " :
"'"¡The report is a short document,containing hardly seven pages of legislative
printing. The labor of the committee is briefly summed up in the following
words : Your committee are of opinion that the proposed drawbridge could
neither endanger the safety of vessels, enhance the price of frieght, or prove
to be any serious obstruction to the trade and commerce of Lake Champlain.
So far from it, your committee are convinced, that the completion of the northern
railroad, according to the views and wishes of its enterprising projectors and
owners, cannot fail to increase, many times over, the present trade and com¬
merce |of Lake Champlain and add immeasurably to the wealth and prosper¬
ity of the whole couqtry upon its borders." These are the conclusions of
the committee ; and without investigating their correctness, 79jmember8 of the
House adopted them and voted for the bill. The report does not contain the
" affidavits and statements produced," upon which the committee based its con¬
clusions. Enough is however given, to show that they were not to be relied upon.
For instance : The committee concluded that a " draw-bridge could neither en¬
danger the safety of vessels, or prove to be any serious obstruction to the trade
and commerce of the lake." Now it appears that they came to this conclusion be¬
cause Mr. Fitzhugh had been engaged for many years in the Weiland Canal
trade, and had learned that vereis could pass a draw-bridge over the canal in any
weather, and because the committee believed Rouse's Point was protected from
the winds and sea by projecting points and headlands. We caunot question Mr.
Fitzhugh's experience on the Wellaud canal, but he seems to have forgotten that
his Welland boats were drawn through by broken winded horses, whereas the
wind on Lake Champlain is sound and strong. It is news to us that Rouse's
Point is protected from the wind and sea. Those acquainted with the Lake, con-
eider it a very rough and stormy place. Last spring, two vessels broke from
their moorings, at Rouse's Point, in one night, and were wrecked, when they
would have been safe at any other point on the lake, Mr. Heyward, who ex¬
amined the subject, and frequently held his hat on his head while taking obser¬
vations at the end of the Rouse's Point dock, speaks of " difficult navigation
" difficult weather " bad weather, when it is not practicable to navigate the
river by daylight,"—declares that " evensteamboats get aground while navigating
the river in windy weather," and concludes that " there can never be any difficulty
in passing the draw in any weather in which it would be safe to run the river."
11
Who shall we believe? Mr. Fitzhugh, who, profoundly ignorant of localities,
bases his opinion upon his success in encountering storms upon the " raging ca-
nawl," or Mr. Heyward, whose bones yet rattle from the effect of a Rouse's
Point gale. Mr. Hey ward wrote his letter (Feb. 4, 1848,) to prove, that the
lake could not sufely be navigated, on account of winds, and that therefore a
bridge would do no injury. Mr. Fitzhugh, one year after, reports, on the au¬
thority of " statements produced," that the lake is calm and placid, protected
from winds and sea by projecting headlands, and that therefore a bridge Would
prove no obstruction to navigation. The position taken by Mr. Hey ward, that
the rivér could not be navigated with safety, is proved false by the fact, that from
the 1st of October to the 10th of December, of the last season, ten hundred and
sixty-eight vessels passed up and down the outlet at Rouse's Point. The conclu¬
sion of Mr. Fitzhugh, that this outlet is protected from winds and sea, is also fal¬
sified by the rough weather which many of those vessels had to eucounter at
that point. The winds at this outlet are difficult barriers for these bridge ad¬
vocates to get over. They do not blow quite hard enough for Mr. Heyward, and
yet much to hard for Mr. Fitzhugh. We would advise our bridge friends to
contend this winter, that there are two steady currents of trade winds, always
blowing at the outlet ; one to the north, to pass vessels down through one draw
of the. bridge, and one to the south, to pas3 them up through the other draw.
The fact might be shown by " affidavits and statements produced," and would
be a kind of compromise between their former contradictory positions.
The next conclusion of the committee Í3, that the bridge " will not enhance
the price of freight," though they virtually admit that it will destroy the water
communication with Canada. Speaking of the construction of the bridge and a
railroad from St. Johns to Rouse's Point, they say, " when that shall be done,
the transhipment will take place at Rouse's Point." That is true. Obstruct the
channel by a bridge, and Rouse's Point is made the foot, of navigation. The
large and increasing commerce with our northern neighbors is arrested at tl.e
Canada line.
The cheapest route for property to find its way between the waters of Lake
Chatnplain and the Western Lakes, is by a water communication, through Lake
Ontario and the St. Lawrence to Caughnawága, then by ship canal to St. Johns,
and thence up the Richelieu River to Lake Chnrnplam. This route is only 45
miles longer than the route by railroad from Ogdensburgh to Rouse's Point. It
saves the loss and expense of two transhipments ; one from the lake boats to the
cars at Ogdensburgh, and the other from the carato the boats, at Rouse's Point ;
and also the increased cost of transportation over the road. We consider this
increased cost and expense will about equal the railroad freight : Or in other
words, that the loss and expense of loading and unloading at each end of the
railroad would pay the vessel for passing Ogdensburgh, without breaking bulk,
and coming directly into Lake Champlain. It is well known, that after a vessel
is loaded, the charge for transporting the load 200 miles instead of one hundred
miles, is not increased in proportion to the distance. To test the correctness of
the conclusion of the committee, that this bridge would not enhance the price of
freight, let us suppose a load of wheat to be shipped at Toronto destined for
Plattsburgh, or Whitehall. In one case the vessel would proceed directly past Og¬
densburgh, through the ship canal and the outlet of Lake Champlain to its point
of destination. The voyage would be uninterrupted, safe and quick. In the
other case, the vessel would unload into cars at Ogdensburgh, the grain
would be carried over the road to Rouse's Point, and there another vessel would
receive it and pass it up the lake. Which would be the cheapest? Every busi¬
ness man would answer, the one through the canal. This plan of the committee
to increase the cost of loading and unloading a cargo in order to decrease the
expense of transportation, is somewhat novel. It is an original idea founded on
"the affidavits and statements produced" by the friends of a bridge, and works
very well when applied by them to others ; but from their desire not to break
bulk at Rouse's Point does not seem to suit their own case.
12
The committee also came to the conclusion that a bridge " will increase the
present trade and commerce of Lake Champlain." Bearing always in mind the
opinion of the committee, the " transhipments will take place at Rouse's Point,"
let us briefly examine this point. It is asssmed that trade and commerce will
increase by arresting its onward course at Rouse's Point—that it will increase by
obstructing a free and open way by a bridge stretched across a rough and hormy
part of the lake—that it will increase by affording superior facilities to the citizens
of a rival city to divert it to themselves, apd by subjecting property seeking other
points, to the loss and expense of two transhipments ; that it will increase by
giving Boston the power to draw property over its own road, 400 miles in length,
with an "equated" rate of transportation throughout the whole line, greatly in
favor of itself and against all the " rest of mankind that it will increase by
clogging the rapidly increasing lumber trade of Canada with unnecessary fetters ;
that it will increase by transferring the foot of lake navigation from St. Johns to
the Boston cars at Rouse's Point. These are the means pointed out for increas¬
ing the trade and commerce of Lake Champlain. These are the means which
are, in the language of the committee, to " add immeasurably to the wealth and
prosperity of the whole country upon its borders."
Have the advocates of this plan asked themselves whether these means may
not have the effect to divert trade from, instead of increasing that upon the lake?
Will the lower Canada trader transport'goods from New-York city, subject to
the expense, loss, injury and delay of a transhipment on Lake Champlain, when
he can bring them from Boston without breaking bulk ? Will the Upper Canada
trader submit to two transhipments where they can be avoided ? Will the lum¬
ber of Canada encounter the danger of shooting through a narrow draw of a
bridge, placed where, according to Mr. Hey ward, it is not practicable to navigate
in bad weather, without a bridge ?
The experience of the last season has shown that the trade and commerce of
Lake Champlain has increased two hundred per cent, since 1847, without the
fostering care of our Boston friends.
Mr. Fitzhugh states in his report that the whole number of entrances and clear¬
ances to and from the United States, in 1847, was "only equal to about four
steamboats and less than one sail vessel per day." This number had increased
in 1849 to over 1,068 vessels in seventy days, from the 1st October to the 10th
December, or over fifteen per day. The increase will be as rapid for years to
come, without any further legislation,abridging our rights and privileges. Will
our legislature permit this further increase, or do they intend to reduce the com¬
merce and trade of Lake Champlain to the standard of 1847, "lessthan one sail
vessel per day?" This they can easily do by transferring the increased trade to
Boston and her line of railroads. In this case we agree with Mr. Fitzhugh, that
a bridge will accommodate all the vessels that may wish to pass it ; for, after the
obstruction placed in the way of trade has driven commerce into other avenues,
the bridge will prove no obstacle to what is left. But where will the New-York
commerce with Canada be at that time ? It will be on its way to Boston, over
her bridge and railroads. Where will the Champlain canal be ? Stripped of
one-fourth of her present revenue, she will sluggishly strive to compete with
Boston for the trade of her own lake, and become a drain upon our treasury.
Are our legislators prepared for this ?"
This report assumes that the citizens of Canada are hos¬
tile to the proposed bridge, and to the road itself, beca.use
they feared it would have the effect to draw oil, to our own
cities, most of the trade of Upper Canada and the western
states, which now passes down to Montreal. That it is
true they are hostile to the bridge, is admitted ; but for en-
13
tirely different reasons than those given in that report.
For proof of this, 1 beg leave to read the following articles
from the provincial papers :—
THE BRIDGE.
[From the St. Johns {Canada East) News.]
" The people of this country are unanimous and active enough in urging the
repeal of the Navigation Laws, and praying that the St. Lawrence be thrown
open to the world. Our neighbors are pursuing an opposite course. While we
seek to remove obstacles to free intercourse, they are doing their utmost to ob¬
struct and render useless a sheet of water upon whose commerce the prosperity
of the canal between Whitehall and Troy altogether depends. The moment
Lake Champlain is bridged over, that moment the northern canal wiil cease to
pay the interest on the money expended in its construction. The lake bridged,
and Boston will stride onward and surpass New-York. The supineuess of the
citizens of the great commercial emporium of this continent, is really wonderful.
We had hoped that the Rip Van Winkle's were extinct, but we fear that New-
York contains many of the sleepy brotherhood. We cannot otherwise civilly ac¬
count for the silence of those whose interests are menaced. All the country
bordering on the Hudson, is interested in refusing a charter to bridge Lake
Champlain. But we observe no sign. The matter has been referred to a com¬
mittee of the New-York legislature, the chairman of which is known to hi vor
the projected obstruction to the commerce of the lake. We sa y obstruction, for
we regard the arguments of those who pretend that the bridge will not obstruct
the navigation, as the sheerest fustian. It would be quite as reasonable to say,
that a detention of an hour in changing the horses of a mail coach, would expe¬
dite traveling ; or that a canal twenty-four feet in width, is as useful aDd easy of
navigation, as one of forty feet. That the bridge would not only obstruct, if not
altogether put a stop to the commerce of Lake Champlain, we cannot believe is
doubted by its wannest and most interested advocates.
The people of New-York, Albany, Troy and Whitehall, had better wake up
to the peril in which their interests are placed. In a few years Lake Champlain
and the St. Lawrence will be connected by a ship canal (that is if the bridge
scheme be knocked in the head,) and a commerce of incalculable value will float
upon the waters of the lake,
We are pleased to see by.the Parliamentary reports, that our Provincial Gov¬
ernment are alive to the necessity of continuing the present free and unobstructed
intercourse with our neighbors, and have remonstrated against the projected bar¬
rier to commerce. But we imagine that the opposition to the project, to be suc¬
cessful, must come from those more immediately interested. If New-York al¬
lows herself tobe swindled by a " log-rolling" system, she will freely deserve
that which roust follow, viz : decrease of business and loss of importance."
From an article in the Montteal Gazette, we make the following extract :—
" The bridging of Lake Champlain, we are satisfied, will be strenuously op¬
posed, both by the Imperial and Provincial Governments, and the general gov¬
ernment of the United States would also be opposed to it. In fact, to prevent
the whole commerce now existing, and the immense, immense traffic to be ex¬
pected between Canada and New-York, through Lake Champlain, for the benefit
of a private company, is a thing which the inhabitants of neither country can
desire, nor will they permit it."
14
BRIDGING THE LAKE,
Montreal, February 2,—11 A. M.
" One of ihe most important subjects that has engaged the attention of the
Canadian Parliament at this session, was decided last evening, by Benj. Holmes,
esq., representative of the city of Montreal, viz. the bridging of Lake Cham-
plain. Mr. Holmes gave notice that he would on Friday next, inquire of Min¬
isters if they had taken any steps to prevent the bridging of Lake Champlain, by
the Ogdensburgh railroad company, thereby violating the existing treaty which
guaranties to British subjects, and to citizens of the United States, the uninter¬
rupted navigation of the lake. This question is to be made with a view to the
introduction of a bill to connect the waters of the St. Lawrence with Lake
Champlain by a ship canal."
[From the Montreal Herald.]
"As Mr. Scott lately remarked in the House, the trade in lumber of all kinds
with the United States is rapidly increasing ; the existing imperfect means of
communication between the St. Lawrence, and the lake, bids fair to be shortly
superseded by a more direct route of a much more valuable character ; the Caugh-
nawaga canal must shortly occupy the serious attention of the public ; and this
completed, the shores of the great western lakes will be united by a continuous
navigation with the heart of the state of New-York, washed by the waters of
Lake Champlain. Now, is this route to be cut at the northern end of the lake,
in order to enable a few speculative railway shareholders to run their carriages
direct to the city of Boston? We cannot,for a moment, believe that the New-
York legislature, so well known for its practical good sense in such matters, can
permit such a scheme as this to be carried out, unless it be by some stroke of
legerdemain, which escapes attention. We trust that the Canadian Govern¬
ment will take care, at least, that this shall not happen. We cannot imagine
that Vermont, or New-York, more than Canada, can regard with complacency,
an attempt to close up a navigation in which the two states, and the Province
alike possess such large interests, Vermont refused. We confidently expect.
New-York will do the same, from a conviction that her own property is con¬
cerned in the refusal."
I now propose to read from a pamphlet written with
ability, and by one well acquainted with the trade and
growing commerce between Canada and this country. It
says :—
"Under the United States 'drawback,' or 'debenture
bill,'foreign goods, of many descriptions, are taken through
to Montreal ' in bond,' and a considerable part of the sugar,
molasses, tea, tobacco, and other groceries consumed in
Canada, are brought through the states."
" The tariff adopted by the Canadian Parliament, in 1847,
places the American upon the same footing with the Eng¬
lish manufacturer in the Canada market."
" The effect of both bills is to direct the Montreal imjtor-
tations via the states, instead of the St. Lawrence."
" It is plain that the expenses of a large Boston or New-
York mercantile establishment, are much less than those of
several smaller importing houses in Canada, doing the
same aggregate amount of business."
15
" The Montreal merchant, importing from Great Britain
via the. St. Lawrence, is subject to many difficulties, ancl
cannot compete, in the end, with his neighbor who buys in
the American markets."
" Leaving Canada for England in December, and return¬
ing in April, he is absent during that portion of the year
that requires his financial abilities most at home. The ex¬
pense of the trip 'home' is about $1,000. His goods ar¬
rive,—some in time to meet the ice in the gulf of the St.
Lawrence—and others too late for spring sales—and his
purchases become due soon after the arrival of the goods."
" How different the case with the Montreal merchant
who buys in the American markets in April, sells in May
and June, and realizes payments before his obligations have
matured."
" The practical working of the business is so apparent,
that several Montreal houses, who formerly imported di¬
rectly from Great Britain via the St. Lawrence, now pur¬
chase in the American market, domestic and foreign goods,
and express a decided preference in the latter course."
In 1847, the value of imports into Canada, from the Uni¬
ted States, was as follows :—
At St. Johns $ 709 603
" Montreal, 632 780
" Quebec, 545 410
" Other parts of Canada East 128 8Ç8
" Kingston, . 209 884
" Toronto, 426 917
" Hamilton 366 667
" Other parts of Canada West, 553 526
Total, $3,573 655
The whole of which would naturally find its way
through Lake Champlain, and the Champlain and St. Law¬
rence canal, to Montreal.
Again,—The freight from Montreal to England, via the
St. Lawrence, for flour, varies from $1,25 to $2, a barrel,
averaging for several years past, about $1,45; while from
New-York to England the freight seldom exceeds-75 cents,
and is generally as low as 50 cents, per barrel.
The insurance is twice as high via the St. Lawrence, as
from New-York.
All these facts go to show, that there is a growing senti¬
ment in the Canadas, that their best interests will be con-
10
Suited and promoted, by opening a trade with this country,
and repel the charge that their opposition to the bridge, pro¬
ceeds from any sectional, selfish, or national feeling. The
fact of the greatly increased and increasing commerce, for
the last few years, between Canada and this country, falsi¬
fies every suggestion oí this character.
" We have been at considerable trouble," says a writer in the " Plattsburgb
Republican," " to obtain authentic information in relation to the trade and com¬
merce passing through Lake Chatnplain, between the United States and Canada,
and we are gratified to find that it exceeds our expectations in importance and
amount. From the information we have collected, we are satisfied that the value
of these exports and imports with Canada, dtiring the season oi 1849, exceeded
six and one quarter millions of dollars. We make the amount up as follows:
Value of property, passing through the Champlain Canal, going
to Canada, $5,077,818 .
Value of property, passing through the Champlain Canal, coming
from Canada 716,929
Estimated value of property, passing to and from the ports on
Lake Gliamplain, and not entering the canal at Whitehall, 500,000
$>6,294,747
The tables we publish below, will give our readers some idea of the rapid in¬
crease of our Canada trade on Lake Champlain. Except the two first, they show
the business of (he Collector's office, District of Champlain, only : We have no
account of the Customs of the District of Vermont, but suppose our neighbors at
Burlington, and on the eastern side of the lake, have been as much favored as we
of the western side.
It will be seen that the tonnage entered and cleared in this district, in 1849, is
72,713 Ions greater than that of 1847 ; that the imports iu 1849, exceed those of
1847, $252,940 in value, and that the exports have increased $1,597,930 in val¬
ue. This is showing the business of but one half of the iake. If we should
add the business of the District of Vermont it would show an increase of half a
million of dollars in the value of imports, and three miliions of dollars in the value
of exports.
Our readers will remember that the committee iu the Assembly, reported last
winter that in 1847, the entrances and clearances to and from Canada, in both dis¬
tricts, " were only equal to about four steamboats, and le6s than one sail vessel
per day." We find by examination at the Custom House, that on the 9th of
November last, the number of entrances and clearances at Rouse's Point, in this
district only, was twentyone. Add an equal number for the Vermont district
and we have over forty vessels passing to and from Canada in one day. The
following tables have been prepared with considerable care and are considered
to be correct. The first two are made up from statements furnished to persons
here by the canal office at Whitehall ; the remainder from the books of the Col.
lector's office at this place.
1
Statement of Property going to Canada, left at Whitehall on Champlain Caj
nal, during the year 1849, showing the value of each class.
Products of the Forest..... . 3,801
" " Animals 112,035
" " Agriculture 15,419
Manufactures <... 5,193
Merchandise 4,936,159
Other articles 5,211
Value in Dollars
$5,077,818
17
2
Statement of Property, coming from Canada, and which arrived at Whitehall
and on Champlain Canal, during the year 1849, showing the average value of
each class. ♦
Prodi cts of the Forest . 471,973
" Animals » 5,825
" Agriculture* 168,764
Manufactures , 4,969
Other articles 65,398
Value in Dollars, $716,929
3
Statement, showing the number of Vessels engaged in the Canada trade, en¬
tered and cleared at Rouse's Point, in the District of Chainplain, from October 1,
1849, to December 10,1849.
American Vessels 259
British Vessels ...275
Whole number » ..534
Add equal number (estimated) for Vermont district .....534
Total number in 70 days » 1,068
4
Registered tonnage in district Champlain, in 1847, 5,135 60-95ths tons.
Registered tonnage in district Champlain, in 1849, 5,271 5-95ths tons.
Amount of duties received district of Champlain, in 1848, $16,403, 55.
Amount of duties received district of Champlain, in 1849, $51,918, 04.
5
Statement of tonnage entered and cleared at the port of Champlain (Rouse's
Point) in the district of Champlain, from and to Canada, in 1847 and 1849,
1847 Entered, 83,301 tons
Cleared, ,,84,031 "
1849 Entered,.... , 109,742
Cleared, 110,303
167,332 tons.
220,045 "
Increase of tonnage in 1849.. * 52,713 "
Add for July 1849, (returns destroyed by fire) say 20,000 "
Total increase 72,713 "
6
Statement of Foreign commerce with Canada, of that part of Lake Cham-
Íilain, comprised within the district of Champlain, in the State of New-York,
rom 1840 to 1849.
Year. Value of Value of Aggregate.
Imports. Exports.
1840 $80,893 • 457,926 538,819
1841 67,965 362,105 ' 430,070
1842 78,167 154.055 232,222
1843 131,683 493,722 625,405
*This includes 16,268 barrels of Flour and 143,910 bushels of Grain,
18
1844 344,896 443,092 787,988
1845 88,552 1,097,113 1,185,665
1846 51,131 1,109,714 1,160,845
1846 100,908 1,240,974 1,341,882
1848 67,202 no returns.
1849 353,848 2,738,904- 3,092,752
Comparative statement of the quantity and value of the principle articles im¬
ported and entered in the district of Champlain,in the years 1848 and 1849.
Articles.
Grain and BreadstnfFs
Animals
Horses
Butter
Fresh and salt provisions
Timber
Wood
Lumber
Ashes
Quantity.
33,452 bush.
266
998
7,421 i lbs
326* bbls
267,125 feet
2,472,578 "
228,428 pieces
30 bbls
value at C. Hones rates.
825,725 85
1,549 05
19,939 05
638 10
1,492 45
6,934 75
3,430 25
6,675 95
816 85
Total for 1848
$67,203 30
Grain and breadstuff's
414,440 bush
124,004 32
Animals
333
2,833 50
Horses
1,483
31,262 50
Butter
71,543
5,713 87
Fresh and salt provisions
1,609 bbls
7,161 90
Timber
610,836 feet
18,962 95
Wood
5,544,218 "
6,696 23
Lumber
1,863,737 pieces
66,141 24
Ashes
2,845 .bbls
91,072 00
Total for 1849
$353,848 52
What is the history of this railroad, and what are the
arguments that from time to time, for near a quarter of a
century, have been addressed to the legislature in its be¬
half. The facts belong to history, and as such, we may
legitimately refer to them.
This measure was first recommended by Governor Clin¬
ton, in his annual message to the legislature in 1824 and 5.
It was to connect the waters of the upper lakes by a canal
from Ogdensburgh to Lake Champlain, and was to form a
portion of that great system of internal improvement which
had been undertaken under his auspices ; and this measure
was ranked by him among the first class of that system.
The legislature, in compliance with his suggestion, in¬
structed the canal commissioners to make a survey and es¬
timate of these routes ; one from Ogdensburgh to Lake
Champlain, another from the Erie canal at Herkimer
19
to Ogdensburgh, and the third from Rome to Ogdensburgh.
The one to Lake Champlain was made, but some difficulty
was found to exist, as they approached the lake, from the
high ground, in descending to the lake. This, it was said,
could be overcomS by lockages ; but no definite action was
had upon the report ; and thus the matter rested until 1839.
when the legislature again directed the necessary surveys
and examinations to be made, at the public expense, for
tracing a practicable route from Ogdensburgh to Lake
Champlain ; and E. F. Johnson, an able, experienced and
highly respectable engineer, was appointed for that object.
He surveyed and ascertained two routes ; one terminating
at Plattsburgh, at a grade of forty-five feet ; another at
Keeseville, at a grade of ninety feet to the mile ; and in
his report he indicated the Plattsburgh route, by saying
44 that there is not, probably, another to be found in the
state, of equal extent, where a railroad has been contem¬
plated, which presents features more favorable for the con¬
struction of a cheap and permanent railway."
In 1839, Mr. Johnson's report was made to the legislature
and the committee on railroads, of which Mr. Scoles was
chairman, reported the facts of the case, without any opin¬
ion as to the state's undertaking it, as a state work ; and
in that report referred to Mr. Johnson's survey of the Platts¬
burgh route, and also Jo the report of a committee of the
friends of that road, for the reasons for its construction.
That committee consisted of J. G. Hopkins, of St. Law¬
rence, Isaac C. Piatt, of Clinton, and James Duane, of
Franklin counties. And among those reasons, stand promi¬
nently, the following :—" The route extending between
large bodies of navigable waters, and connecting, by the
way of Lahe Champlain, with the Champlain canal and Hud¬
son river, and by Lake Ontario with the Oswego and Erie
canals, to each of which it will be an important tributary, has
distinguishing features as an object of state enterprise."
44 Another distinguishing feature," said that committee,
44 of the proposed improvement as a state work, is that a
large trade in ashes, provisions and lumber, especially
sawed lumber, which now almost necessarily finds its way
down the St. Lawrence to a foreign market, would be di¬
verted into our own channels. Besides avoiding the dan¬
gers of the river navigation, it would, after reaching lake
navigation, like all other productions of the country, with¬
out expense of any further transhipment, safely float through
20
our canals to the docks of our own' commercial cities, in
preference to any other market, thereby not only adding to
the general prosperity, but largely increasing the business
of the canals. Instead of having a tendency to withdraw'
business from the canals, it will bean important tributary
to them, differing in this, as well as other respects, from
most other projected improvements ; giving force to the re¬
mark, that it would not be just or magnanimous in the
Empire state, to require a work of so public a nature, to
be made by individuals, when half the profits would accrue
to the state in tolls on its own canals."
In February of the same year, a numerous and highly
respectable meeting of members of the legislature from
the fourth Senate district, and other gentlemen friendly to
this measure, was held at the city of Albany, during the
session of the legislature, at which the Hon. Luther Brad-
ish, Lt. Governor, presided, and the Hon. Day Otis Kellogg,
of the Assembly, was secretary ; at which meeting, Mr.
Hopkins, of St. Lawrence, Mr. Hammond, of Essex, Mr.
Piatt, of Clinton, were appointed a committee to draft reso¬
lutions. Among the resolutions reported, were these : " that
it will divert a large trade in ashes, provisions, and timber
from a foreign market, to our own commercial cities ; and,
instead of having a tendency to divert business from our
canals, will be largely tributary to them."
" It will greatly facilitate the manufacture of iron, and
its introduction at reduced prices, to the numerous found-
eries and machine shops along the western canals and
the Hudson river." These resolutions were presented to
the legislature.
At the same session a memorial was presented to the le¬
gislature in favor of this measure, elaborately and ably
drawn, signed by A. C. Brown, as chairman of a meeting
of the inhabitants of St. Lawrence county ; and among its
voluminous reasonings, this is found :—" and the products
which hitherto descended the St. Lawrence, would be trans¬
ported by way of lake Champlain, to our commercial em¬
porium." And this additional argument is presented in
favor of a speedy completion of this measure,—when done,
this memorial states, "that it will overcome in six hours,
the distance that now consumes two days and nights. It
will draw to it the travel from the British provinces and
eastern states ; it will bring Ogdensburgh, a growing town,
to the foot of ship navigation on the St. Lawrence, des-
21
tined to become a northern city, of great commercial im¬
portance, within thirty-six hours travel of New-York."
Mr. Scoles, in his report at this same session, in favor of
the Saratoga and Washington railroad, refers to this con¬
templated northern railroad, in the following language :—
"The construction of the Ogdensburgh and Champlain
railroad, also, for which strenuous efforts are now making,
by the inhabitants of the north, would be in a measure im¬
perfect, without the completion of the road from Saratoga
Springs to Whitehall. As a part of the system of internal
improvements, therefore, recommended by the Governor, it
would be impossible to carry out that portion designed to
benefit the north, without connecting the unoccupied space
between the Hudson river and Lake Champlain. The
making of this road, would indeed complete the only broken
links in the great chain of steam communication in the in¬
terior, from north to south,—from Quebec to North Cai o-
lina, and ultimately to Georgia. Thus, by means of easy
and repeated intercourse, strengthening the bonds of our
union, and, we add, diminishing the prospect of any inter¬
ruption in the friendly relations existing between this
country and Great Britain."
" At present," the report goes on to state, " such is the
state of the trade south of Whitehall, that most of the lake
towns, and the north, seek a Canada market, by way of
the St. Johns and Laprairie railroad. But, it is urged that
the completion of the work for which aid is now solicited,
would not only change the channels of this trade, but even
render Canada, in a great measure, tributary to this state ;
and that, aided by the recent introduction of steam pack¬
ets on the Atlantic, it would also make this state the main
thoroughfare between England and the Canadas. The
springs, the falls, and our commercial emporium, would
thus become the resort of numerous travelers, and the in¬
tercourse would prove highly important in increasing the
wealth and advancing the prosperity of a large number of
our inhabitants."
A bill for constructing this road as a state work, passed
the popular branch of the legislature, but was lost in the
senate.
In 1840 the petitioners renewed their applications with
great zeal and spirit. The Senate passed a bill authorising
the construction of the road, by the state ; it was sent to
the Assembly, and on the last day of the session was lost
on the vote on its final passage by one majority.
22
But that legislature passed a law, appointing three com¬
missioners, directing them to causé a full and accurate
survey and examination of the several practicable routes
from Ogdensburgh to Lake Champlain.
The commissioners entered upon their duties, and ap¬
pointed Edward H. Brodhead, Esq., an experienced and able
Engineer, who instituted surveys and examinations, and in
so doing, examined a new route north of the line lately
surveyed by his predecessor, E. F. Johnson, Esq., and after
a full examination declared that route impracticable, and
though that route was traced on his map accompanying
his report, he marked on that route, " abandoned," and
finally re-surveyed Mr. Johnson's two routes ; lessening the
grade, by a slight variation, on the Plattsburgh route, five
feet, and not materially changing the grade on the Keese-
ville, and reported his surveys of these two routes, with all
the benefits and advantages to be derived from the two
routes respectively, .
The commissioners in their report, after presenting the
result of the examination of the two routes referred to, say :
u The result of the whole is, that the construction of a rail¬
road, from Ogdensburgh to Lake Champlain, is practicable
upon either of the routes located and at an expense, not ex¬
ceeding that of similar works, constructed, and in the pro¬
gress of construction, in this and in other states," and said
further : " It is not deemed a duty of the commissioners, to
institute any comparison between the several routes, or to
express any opinion of their relative merits and in their
conclusion, the commissioners refered the legislature to the
various documents and evidences in favor of this measure,
heretofore submitted to their predecessors.
These reports were made to the Legislature in 1841.
The committee on railroads, of which Mr. Culver was
chairman, at this session reported in favor of the construc¬
tion of the road as a state work, but so clearly settled "vfras
it, that one of the two routes, indicated by these two sur¬
veys, must be the one adopted, that the bill directed the lo¬
cation to be made upon one of these routes. This bill was
not carried.
Up to this time, the four northern counties had acted to¬
gether, shoulder to shoulder, in this hard-fought contest ;
but when it became a question as to its terminus at Platts¬
burgh, or Keeseville, the friends of these respective routes,
wheeled out of line, and contended zealously and warmly
23
for the prize of its terminus, and this contest delayed the
final passage of any bill, until 1845.
In 1845, the legislature, desirous of avoiding the respon¬
sibility of settling this vexed question between the combat¬
ants, passed the act, authorising the construction of this
road as an individual enterprise, and gave the power to a
majority of its directors, to fix its location, without restrict¬
ing it to any particular route ; but no one who voted for
the bill, nor any one else interested in this work, dreamed,
or entertained, for a moment, the slightest doubt, but that
one of these routes would be adopted.
So clear and well settled seemed this question, that in a
pamphlet, drawn up with great ability, by a committee of
the road, of which committee, J. G. Hopkins, was chairman,
and as late as 1845, (which pamphlet I shall have occasion
to refer to hereafter, and for another purpose,) is found this
language :—" The route has been twice carefully surveyed,
at an expense of more than thirty thousand dollars, by able
and accomplished engineers, under appointments from the
Governor of New-York ; once by Edwin F. Johnson, and
again by Edward H. Brodhead. The appropriations for
the first survey did not admit of as full an examination of
other lines as was deemed desirable, and a further survey
was ordered by the legislature, in 1840, without limiting
the expense. The line was again surveyed with all other
routes deeemed at all practicable, for reaching Lake
Champlain. The result confirmed the selection made by
Mr. Johnson, with slight variations."
Down to the passage of this act, for the long period
of years, this question had been pressed repeatedly before
the legislature. The one argument, its great advantages
as apart of our great system of internal improvement, and
as greatly auxiliary to our canal, had never been lost sight
of; and who can be made to doubt, that it was this consid¬
eration alone, that weighed most with the various com¬
mittees in their reports, and the legislature in their votes in
its favor, first as a state, and afterwards as an individual
enterprise.
Under the influence of these considerations, the bill was
past, but soon s< a change came over the spirit of their
dreams." Difficulty was found in procuring the stock to be
taken. What was to be done ? Capitalists from abroad
must be sought for. Boston, the great mart for these en-
terprizes was looked to % but before any hopes of success
24
could be entertained, the Bostonians must be satisfied that
it would promote their commercial interest, by drawing to¬
wards Boston, the träfe of our state«. To accomplish this
object, the pamphlet before referred to, from a committee
of the said road, and signed by J. G. Hopkins, Esq., was
prepared, and I must confess, well got up for the purpose
intended, displaying great skill, powerful arguments, and
well-selected facts. This pamphlet was taken to the Bos¬
ton market. It performed its duty. It gained the confi¬
dence of these sharp-sighted capitalists. The capital was
subscribed, and its power committed to their hands ; and
the road located, in ihe face of the supposed, and conceded
settled route, either to Plattsburgh or KeeSeville. along the
northern line of Clinton county, and its terminus fixed at
Rouse's Point, almost within a stone's throw of the Canada
line. Why this ? Boston dare not trust its location at
either of its previously indicated routes, because they were
too sagacious not to see, that it would be hopeless for them
to secure the trade taken over this road from either of those
points.
Clinton and Essex counties, with their war-worn and
veteran leaders in this contest, were literally kicked out of
the concern, their interests sacrificed, and their rich ore beds,
and their extensive timber lands, that had figured so large¬
ly in their arguments for its construction, were lost sight of,
and all that was left them, was the dying language of the
murdered Roman: "Et tu Brute." If it was not a sin to
curse, these betrayed and cheated counties, would be justi¬
fied in cursing their recreant betrayers.
I propose now briefly to call the attention of this com¬
mittee, to this pamphlet, and to the argument addressed in
it to the Bostonians, that you may compare them at your
leisure, with the arguments that for a quarter of a century
had been addressed to our legislature. It commences as
follows :—
" A question of momentous importance is presented to the business men and
capitalists of Boston, whether they will avail themselves of the opportunity
now afforded them of securing a direct participation in the trade of the Western
States, and the profits to arise from its transportation, by the construction of a
continuous line of railroads from that city to Ogdensburgh, the foot of navigation
of the great western lakes; and their careful attention is solicited to the following
remarks and statements upon the subject.
All must admit that nothing can, at this day, contribute so much to the pros-
pe rity of Boston and New-England generally, as the direct enjoyment of any
considerable portion of the trade of the vast, fertile, and Tapidly populating re¬
gions bordering on the great western lakes ; and certainly nothing can afford a
25
more reliable and permanent source of profit to railroad investments aud the cai£
rying business, than that trade, the growth and future increase of which no hu¬
man mind can estimate.
It will now be attempted to be shown that Boston has it in her power, by
securing the construction of the proposed road to Ogdensburgh, and by that only,
to secure to herself the advantages of a large share of that trade, as well that o f
the rich mineral and agricultural region of northern New-York, and at thè same
time, secure direct communications with both the Canadas, and draw to herself
the best part of the trade of those provinces that will be likely to pass through
American ports.
THE WELLAND CANAL.
In seeking to impress you with the full force of the facts and arguments that
may be presented, it is necessary that one great leading feature of the subject
should be fully kept in view ; and ihat is, that the construction and enlargement
of the Weiland Canal between Lakes Erie and Ontario is producing and must
continue to produce, a vast change in the course of trade of the great Lakes.
Let your minds then be deeply impressed with the fact that, so far as regards the
trade of those lakes, the Niagara Falls are broken down, and that wonder of the
world obliterated from the map of commerce! Let it be borne in mind, that
Bn'ffalo is no longer the foot of navigation of those great inland seas, but that
this is a distinction now enjoyed by Ogdensburgh, a point at least 200 miles
nearer xhan the former place to Boston ; a point, in fact, as near to Boston as
Buffalo is to Albany. Let it be remembered, that lake vessels and steam pro¬
pellers of the largest class on the lakes now sail from Ogdensburgh through Lakes
Ontario, Erie, Huron and Michigan, to Chicago, and back, performing a voyage
of three thousand miles along a coast bounded by the most fertile and rapidly
populating region on the globe, the future productions and trade of which will
ever afford full employèrent to every avenue that can reasonably be construct^
ed for its accomodation.
It then proceeds to give a glowing estimate of the great
and increasing trade of the mighty west, after which it
draws a comparison between the routes through which this
trade is to seek a market, aud asks :—
" What, then, is going to be the best route for the western trade to reach the
eastern markets and the seaboard ? The prices of freight on the canals, in the
following statements, are the low ones induced by the competition in the two
routes the last year, and probably are as low, if not lower, than they can be ex¬
pected to remain. It. is thought by many, that freights may be taken on the pro¬
posed road from Ogdensburgh to Boston, for the same sum as upon the road from
Albany to Boston. A writer in the Albany Argus, under the initials "J. E. B.,"
presumed to be a gentleman known as a talented engineer of that state, and the
author of a useful work on railways, estimates that by reason of the cheap con¬
struction, low grades, and small expense of running the road, a barrel of flour
may be taken from Ogdenshurgh to Boston, for 32 cents. For safety, we in¬
crease this one-third, which will be, say 43 cents per harrel, or nearly 50 yercent.
more than the charge from Albany to Boston. If 43 cents is still thought by
any to be lower than it can be carried for, it should be borne in mind that the
same charge, aud even higher charges, may be made from Ogdensburgh to Lake
Champlain, and any places between there and Boston, so that on the average it
4
20
would be a very adequate compensation ; and, indeed, in large quantities there is1
little doubt but that it might be carried for a less sum with large profit.*
Cost of transportation of a barrel of flour from Cleveland to Boston.
By Buffalo.
Freight, Cleveland to Buffalo, 10 c'ts.
do. Buffalo to Albany, 21 i "
Tolls, " " 35* "
Railroad to Boston, 30 "
97
By Oswego.
Lake freight and Welland Canal tolls, (tolls being lately reduced,) 20 c'ts.
Freight, Oswego to Albany, 12* "
Canal tolls, " " 21* «
Railroad to Boston,. » 30 "
83f
By Ogdensburgh.
Lake Freight and Welland Canal tolls, from Cleveland to Ogdensburgh,.22 c'ts.
Railroad, Ogdensburgh to Boston, 43 "
65
These results give the latter route a preference over the Buffalo route, of 32
cents, and over the Oswego route of 18| cent3.
As intimated above, the whole country bordering on Lake Champlain, and
lying east of it, could be supplied with western flour by the Ogdensburgh road,
with still greateT profits.
Freight and tolls, Oswego to Albany, (as above,) 33* c'ts.
" " Albany to ports on Lake Champlain, 16 *
49*
This would allow a charge of more than 43 cents by the Ogdensburgh road
to Lake Champlain, and have preference over other routes. This would not
only direct all the flour, but also the salt, ground plaster and fruits of the west
over the same road, for the supply of the whole country around Lake Champlain.
This, with the other business certain to go on it, would make that road a very
productive one by itself, but connected with a continuous line east, would be
vastly more productive.
TIME.
Time is another important advantage which the Ogdensburgh route would
have over the others, and is a very material item in relation to flour and provis¬
ions. The time by the canals from Oswego to Albany, is about five days ; and
from Buffalo about seven days, and one more at least from Albany to Boston ;
while from Ogdensburgh to Boston, it would be no more than two days ; an ad¬
vantage sufficient to give it the preference, even with the same charges of trans¬
portation. How great a preference then, where there will be so great gain, both
in time and cost.
But there are other important reasons why the Ogdensburgh route would be
preferable to any other.
1. It will be a continuous line of railroads, free from restrictions and state
* It is well known that the freight of flour from Albany to points half way to Boston, is mere
than it is through to Boston.
27
itolls, and under tha direction of a single interest, having in view the obtaining
the greatest possible amount of western trade over them by proper arrangements
of freight Whereas, the canal routes are subject to heavy tolls, and the central
railroad routes are under restrictions, preventing their taking freight except in
winter, and then subject to canal tolls ; and which restrictions and tolls, in conse¬
quence of the conflicting interests between the two canal routes and between the
•canal and railroad routes, will probably not be removed or reduced upon any of
them.
2. Freights, when once placed on the cars at Ogdensburgh, will go through
without breaking bulk ; while on the other routes they will be subject to at least
one trans-shipment.
3. The navigation of the lakes to Ogdensburgh, is open one month, and often
six weelt3 longer in each season, than the New-York canals. It is notorious
that the harbor of Buffalo is generally obstructed in the spring, some weeks after
the other harbors on the lakes are entirely free ; and it is expected that, a strong
current, from Lake Erie may be turned through so large a channel as the enlarged
Welland canal, so as to keep that canal open many weeks longer every season,
than the New-York canals.
4. The Ogdensburgh road would keep open a direct communication with the
-oldest, most populous, and wealthy portion of Canada West, the whole year, the
communication being good at all times of the winter from Ogdensburgh, with the
important neighboring towns of Kingston, Brockville, Prescott, Byetown, and
Cornwall, and other villages, and the surroundiug country. This would be a con¬
sideration of great importance, in reference to the trade, which even now takes
place at this point, and which would, with the facilities of this road, and under
the late act of Congress, allowing drawbacks, increase immensely. No point on
the whole lake frontier is so accessible from Canada, in the winter, as Ogdens¬
burgh. A deep interest is felt by many prominent individuals in Canada West,
in the -construction of this road, as affording the most direct and eligible commu¬
nication between that province and the seaboard at Boston ; and, already are
«here projects under consideration, having in view a connection with that road
at Ogdensburgh, and much confidence has been expressed, that one would be
made from Prescott, opposite that place, to Byetown, a place of much trade and
importance on the Ottawa. It is well known that steps are also taken, to con¬
nect Lake Ontario with Lake Huron, by a railroad across the Isthmus which di¬
vides them.
5. Without the Ogdensburgh road, Boston would not only lose the immense
advantages of the trade of the great west, and of the best portion of Canada,
hut also that of the great mineral region of northern New-York,—a trade which
we shall yet see, will be of no small importance ; while, with the Ogdensburgh
road, in connecdon with the line from Boston to Burlington, not only would all
these great advantages he secured, but also the object would be accompli ihed of
securing the travel and intercourse between the seaboard and Montreal, and re¬
taining the advantages to Boston of having the Cunard line of steamers continue
to came to that port.
6. Emigrants to the west from the north part of New-England, would not pass
by Montreal, and submit to the various changes from one mode of transportation
(to another, and to the exactions and annoyances of custom-house regulations, to
which they would be subjected on entering Canada with their various household
goods, and again "on their return into the states."
It next refers to the alarm awakened in New-York and
Albany, by the probable effect of this work, in drawing
trade from our canals and state, and the various projects to
countervail these results, and then notices—
" Another proposition, suggested in an Albany paper, to construct a line of
28
%
railroad from New-York to Albany, and thence to Lake Champlain, to receive
the western trade by the Ogdensburgh road and that lake. This is a great con¬
cession to the Ogdensburgh road, but the project is impracticable. It would in¬
volve the necessity of two trans-shipments, or transfers on Lake Champlain, since
the roads could not meet. It would be along side of the Champlain. canal, and
the stale and canal interest would, of course, restrict any such road from ißking
f> eight, except in winter, and at. alL events subject it to canal tolls. Besides,
since the people of western Nèw-York have become so alarmed at the probable
results of the Ogdensburgh road, they will hardly consent to any new project, to
turn trade from their channels by Lake Champlain to New-York, If the char¬
ter of the northern or Ogdensburgh road was not already granted, it is quite cer¬
tain, from the feelings evinced, that it never would be, on any terms that would
be accepted. The constitution, which requires a vote of two-thirds of all the
members elected to each branch of the legislature, to create, alter, or amend an
act of incorporation, renders it difficult, as the friends of this road know, to ob¬
tain a charter ; but, when granted, the same provision effectually protects the
stockholders in the privileges granted them. If, however, the charter is not ac¬
cepted, and made use of, there would be scarce a hope, that another would ever
be granted, on any acceptable terms. This feeling then would prevent any new
charter, that would be at all likely to produce the results suggested in the Albany
paper ; but, if they could get a charter, we have seen that it could not be used to
any such effect as contemplated. Besides, how could a railroad from Albany to
New-York, if one should happen ever to be built, carry freight cheaper than it is
carried on the Hudsou river? Another project suggested is, to increase the
strength and capacity of the present railroads through New-York, to take
freight. But we have seen that they are subjeet to restrictions and tolls, which
the interest of the siate and of those deeply engaged in canal transportation, will
jiever allow to be removed by a two-third vote ; but if removed, those roads
could not compete with the Ogdensburgh route for the trade to Boston. Other
projects to divert attention from the Ogdensburgh road, have been suggested, the
utter impracticability of which, it is believed, does not require a word to exhibit.
It is confidently believed, then, that the Ogdensburgh road, with the connecting
lines to Boston, would, to the extent cf their capacity t.o carry freight, enable that
pity to participate in the commerce arising from the exportation of western pro¬
ducts. If Boston should not receive so much of that trade as New-York, yet it
would no doubt be far more profitable, in proportion to its amount, both to the
carriers and to the merchant through whose hands it would pass. Who then can
estimate the value to Boston, of this new avenue of trade with the west ?"
Having thus demonstrated the great advantages of this
road, in promoting the commercial interests and advancing
the prosperity of Boston, by the great accession of business
that must and will be drawn to it by this enterprize, not
content with that, it appeals to the pride and jealousy of
Boston, in the following emphatic interrogatory :—
" Are the inhabitants of Boston aud New-England, willing any longer to pay
tribute to New- York on all the bread stuffs and produce which they receive
through her canals, equal to thirty-five cents toll on every barrel of flour, and
amounting, in the aggregate, to $151,862 90, on the single article of flour brought
to Boston alone, over and above freights and other charges ? Are they willing
longer to submit to similar tolls upon the manufactures which they send to the
wesiern market? Nothing can be more essential to the prosperity of the manu¬
factures of New-England, than to be able to receive her bread stuffs at the cheap¬
est prices, and to possess ready facilities lor returning her manufactured goods in
payment.
29
And are the businessmen and property owners of Boston willing longer to let
New-York take so large a share of the benefits of the trade of the great west ?"
What has become of all these promised and boasted ad¬
vantages to our canals, that had been so often presented to
the vision of our legislature, while this measure was pen¬
ding? Where is this auxiliary aid to them, so glowingly
foretold, as an argument for making this a state work?
Most certainly they cannot be found in the reasoning of
this pamphlet, for if its arguments are sound, and to be re¬
lied upon, this road is a positive evil to the commercial in¬
terests and prosperity of our own state.
At this time, the idea of a bridge did not enter into the
minds of these pamphleteers, or the Bostonians. But, lest
such a suggestion might be raised by these sharp-sighted
capitalists, the pamphlet had prepared an answer, and here
it is, as given by its authors. It says :—" Lake Champlain,
which has no current, and is not materially disturbed by
winds, will admit of ready and convenient passage for
freight trains upon steamboats and barges, at all times, ex¬
cepting a short period in the winter, and the crossing on the
ice is always good/'
This project of bridging the lake, is an after-thought of
theeastern capitalists, " to make assurance doubly sure," in
securing, not only all the promised good, but as much more
as this destruction of the navigation of the lake, will give
them. Was " this pound of flesh demanded in the bond,"
also ?
I next proceed to show how this measure is estimated by
them, by reading the following extract from one of their
papers, the " American Railway Times," published at Bos¬
ton, as the organ of the Railway and other stock capitalists
of that, city, prepared evidently in view of the pending ap¬
plication before our legislature, for a bridge charter :—
PRODUCE TO BOSTON, VIA THE RUTLAND AND BURLINGTON
RAILROAD.
" We Widerstand that some sixteen heavy loaded, long freight cars, from Bur¬
lington to Boston, loaded with dour from Detroit, Michigan, via the lakes, the St.
Lawrence ship canal, with horns and horn tops, Christmas poultry, marble, butter,
cheese, and various other articles, arrived at the Fitehburgh depot some weeks
since, being the first arrival from Burlington and the great western waters, hy
this new route ; and we likewise understand that large quantities of freight, pro¬
duce, tfec., have been accumulating at Burlington for some time, and which the
road is now bringing to this market. This fact seems to be looked upon with
surprise by some of our colemporaries, but the case had been foreseen hy the
priginators of these lines of railroad,—the Rutland and BurlingtoD, the Vermont
30
Central, and the Ogdensburgh,—and the fact was demonstrated at some length
in the columns of the " Railway Times," a long while since. When the Ogdens¬
burgh road from Rouse's Point to the St, Lawrence river is finished, there will be
such a rush of freight, the produce of the west, as will tax to the utmost the ca¬
pabilities of the line to carry it. The difference in the cost of transporting a
barrel of flour from Cleveland to Bostou, via the lake, the Weiland canal, the
Ogdensburgh and the Rutland and Burlington railroads, and the cost of the lines
now in operation, is seen by the following table, which has been compiled with
some degree of care from reliable authorities :—
13 V BUFFALO.
Freight from Cleveland to Buffalo, ..10 c't
" " Buffalo to Albany, 21 ^ "
Tolla " " to " 35J *
Western railroad to Boston, 30 "
97 c'ts.
BV OSWEGO,
Lake freight and Welland canal tolls from Cleveland to Oswego, 20 c'ts.
Freight from Oswego to Albany, 12£ "
Canal tolls, " " " ...,2l£ "
Western railroad to Boston, 30 "
831 c'ts.
BV OGDENSBURGH.
Lake freight and Welland canal tolls from Cleveland to Ogdensburgh,. .22 c'ts.
By railroad from Ogdensburgh to Boston,.., 43 "
65 c'ts.
The above facts and estimates show a preference in favor of the Ogdensburgh
route over the Buffalo, of 32 cents, and over the Oswego of 18J cents per barrel.
Some New-York engineer, in an Albany newspaper, canvassing this matter,
¡thought that flour might be brought to Boston from Ogdensburgh, for 32 cents ;
but to allow for contingencies, an addition of one-third is made in that estimate.
Allowing that the freight should be estimated at 50 cents, it will be seen that
there still remains in favor of the Ogdensburgh route, a handsome margin. So
much for the expense. Time is another important element in this matter. From
Buffalo, by the canal to Albany, the time is seven days ; from Oswego to Albany
five days, and from Albany to Boston by the western railroad, is at least twenty-
four hours, taking the time occupied by transhipment into consideration. When
the Ogdensburgh railroad is finished, freight can be transmitted frem the St. Law¬
rence river rhrough to Boston, without breaking bulk, in two days at the ex¬
treme.
The rails are now laid on the Ogdensburgh and Lake Champlain railroad from
Rouse's Point to Ellenburgh, a distance of thirty miles, and trains run ôver the
whole route. This is as far as they will be laid until next spring, when they will
reach Chateaugy in season for doing a good spring business in carrying freight
and passengers. The dock at Rouse's Point has a width of 115 feet, and ex¬
tends into the lake about 60U feet, affording accommodation for a large fleet to
receive and discharge cargoes at the same time.
The route of the Rutland and Burlington railroad, recently finished and open
for public travel, is as follows :—Leaving the Connecticut at Bellows Falls, about
thirty miles north of Massachusetts line, this road passes in a northwesterly di¬
rection, following to some extent the courses of Williams river, and the head
waters ofBlack river—tributaries of the Connecticut—to Ludlow, a distance of
about thirty miles. It here attacks the base of the Green Mountain ridge,
which separates the waters of the Connecticut from those of the Hudson and of
Lake Champlain. After scaling this height by a series of heavy grades, rapid
31
curves, and many admirable straggles of art against opposing nature, with a gen¬
eral course nearly west for some ten miles, it passes to Rutland, whence for
about 80 miles it follows the beautiful Otter Creek valley to Lake Champlain at
Burlington.
I shall conclude this part of my remarks, by giving the
following article aud speech of a distinguished Boston rail¬
road gentleman on this subject.
{From the Clinton County Whig)
The Ogdensburgh road is to be a large contributor to the Vermont Central ;
the following remarks will, therefore, be of interest to many of our readers
RAILROAD TO OGDENSBURGH.
" Boston as it will be—the Great Emporium of the Union."
Remarks by P. P. F. Degrand, at Hingham, at the opening of the South Shore
Railroad, January 1, 1849.
Mr. President and Fellow Citizens :—Allow me to present for your consider¬
ation the great project of makiug the capital of New England " the shipping
port and the great mart for the great West."
That this can be done, rests upon the simplest elements, and is susceptible of
the clearest demonstration, as you will readily perceive, by the brief statement of
facts which I will now place before you.
The freight of a barrel of flour is as follows, including tolls:—
From Cleveland to Buffalo, $0 16
" Buffalo to Albany, 0 77
" Albany to New-York city, 0 08
Total from Cleveland to New-York city, via Buffalo $1 01
From Cleveland to Oswego, $0 26
" Oswego to Albany, 0 50
" Albany to New-York city, 0 08
Total from Cleveland to New-York city via Oswego,. $0 84
From Cleveland to Ogdensburgh, $0 30
" Ogdensburgh to Boston, (400 miles by railroad, having no grade
over 50 feet,) 0 50
*
Total from Cleveland to Boston,via Ogdensburgh, ...$0 80"
Ie will thus be perceived that the freight from Cleveland to Boston will be
che aper than to New-York, when the railroad to Ogdensburgh is completed—
and there will, besides, he a considerable saving in the time of transmission.
The returns for the West will, of course, have a like advantage over New-
York city, when sent from Boston.
Boston is the railroad centre of New England, the great consumer of the agri¬
cultural products of the West, and the great producer of domestic fabrics, which
the West consumes.
All the internal improvements of the West tend, directly or indirectly to Lake
Erie, and of course to Ogdensburgh. Even cotton will come that way to Boston
from Tennessee, when the railroad system shall have received its proper exten¬
sion, in the Misssissippi valley ; for the cotton which is ready in the fall of the
year, is now absurdly detained in Tennessee until the spring for want of water in
their rivers.
Boston, thus holding the vantage ground, is it not very clear that it will be¬
come the great mart of the West as soon as the line of railroad to Ogdensburgh
is completed ?
32
'This line of railroads is already in operation, from Boston to Northfield, 196 miles
In the spring, it will be in operation to Waterbury, adding • 25 "
From Rouse's Point, westward, the Ogdensburgh railroad is now in op¬
eration, .. 14 "
Next summer it will be in operation for a farther distance of. 36 "
And we can if we so will it, impel to completion, within a year, the
balance 129 "
Thus giving us the use of the whole...... 400 "
The continuous road means a road to continue on by means of the bridge
through to Boston without, slopping, and giving our lake and Chainplain canal
any share of the business of the road. Can it be possible our Legislature will as¿
sist in such a project ? Clinton coonty.
The last consideration to whieh I propose to call the at¬
tention of the committee, is the effect that this bridge will
have upon the navigation of this important public stream. I
assume, Avhat an examination will demonstrate, that no
nayigable stream in this or any other country, has been
bridged, without its having deeply injured, and in most in¬
stances, absolutely destroyed the commerce above it. It was
proved in the controversy about bridging the Hudson in
1844, that such had been the effect of a drawbridge across
the Pasaic at Newark, the one at Saugatuck harbor, at
Westport, Connecticut, the one across the north part of
Bridgeport Harbor, the draw bridge at Boston, the draw
bridge near Tiverton, Rhode Island, the draw bridge over
the Housatonic and the draw bridge over the Potomac near
Washington, as by a reference to the testimony taken in
that controversy, will be shown. And the bridge at our
city has had the effect to destroy the value of all our prop¬
erty above it for commercial purposes. This mischief is
produced, independent of the incontrovertible fact, "that-
the erection of fixtures of any description in running wa¬
ter that haAre* a controling influence upon the current, will,
unless the bed of the river he stone, or other hard material,
change essentially the current thereof. And the change is
not uniform. Sometimes it will fill up above, at other times
below the fixture ; and it has often happened that the chan¬
nel has been filled up on each side thereof."
And it is a fact, commercial as is England» that not a sin¬
gle draw-bridge exists over any of their navigable waters.
Where bridges are placed across their streams, they are
elevated so high that all vessels can pass under them
without hinderanee or obstruction.
To prove with what jealous scrutiny, the commercial
interests of England are protected, I call the attention of
33
the committee to the fact that the Chester and Holyheacl
Rail-Road, was desirous of discovering, by what means
long trains of passengers and of goods could, at undimin¬
ished speed, be safely transported across the great tidal
chasm the Menai Straits, that seperate Carnarvon from the
island of Anglesey ; their Engineer was directed to exam¬
ine and ascertain the practicability of constructing a bridge
across that strait. After vast labor and scientific applica¬
tion, their Engineer, designed a most magnificent bridge,
of two cast Iron arches, each of 50 feet commencing or, as
it is termed springing 50 feet above the water, to be
450 feet broad and 100 feet high, above high water mark.
And this plan was rejected by the Admiralty, because
the height of 101 feet, would only be attained under the
crown of the arch instead of extending across the whole of
the water course. Thus manifesting a determination of
maintaining forever, for the purposes of war and com¬
merce an uninterrupted passage for vessels of all nations
sailing through these straits.
The proof in this case has established beyond controversy
or cavil, that, the effect of erecting this bridge, will greatly
embarrass and injure thé navigation of that lake. Nearly
forty witnesses, most of whom are experienced navigators
of that lake, and who have long occupied prominent places
as officers of the craft that navigate it, have substantially
sworn ; that if there is a draw-bridge there, many times it
would be impossible for vessels to pass, particularly in. the
night—that a vessel could not pass a draw sixty or seventy
feet wide, with a head wind, without resorting to something
besides sails ; in a strong wind it would be still more diffi¬
cult. Sometimes there is a hard south wind for two or
three days, and these winds prevail particularly in the
spring—that there is enough width and rake for the wind to
throw up as much sea as the depth of water will allow. A
steamboat fifty-eight feet wide, (the width of several of
these boats,) could not safely pass a seventy foot draw in
a gale of wind. Vessels are towed by steamboats—some¬
times seventeen vessels in one tow—some abreast, and some
astern—such a tow, would probably take half a day in pass¬
ing through a bridge—a part of the vessels would necessa¬
rily be taken and moored in some safe place, and so on,
until all were through—this is true of good weather. In
bad weather, it could not be done at all, These vessels
towed by steamboats do not generally carry chains and
5
34
anchors—in a gale of wind, if the tow was south of the
bridge, it would be necessary to take it in under the lee of
some island ; but if there wras no bridge they would go on
about three miles below the point to a good place for
anchorage. If a steamboat was below the bridge, with a
large tow, and a heavy south, south-east or south-west wind
was blowing, it would endanger the tow ; in not very bad
weather it would be safe to moor at Rouse's point harbor.
Commonly there are eight months navigation on lake Cham-
plain *, of these eight months, two-thirds are boisterous ; and
the bridge would obstruct the navigation for one half of this
time. These tows are made up at St. Johns, and consist of
vessels that stop at various places on the lake. Rafts com¬
monly of 100,000 feet square timber, sometimes much larg¬
er, are towed through the lake. These rafts are from 100
to 125 feet wide. During the whole season, steamboats
tow vessels, particularly during the night, at this point—
Large quantities of logs are floated in rafts from Canada,
that are sawed at Plattsburgh and other places.
This testimony is opposed by only 7 or 8 witnesses, who
severally testify that the bridge at Rouse's Point will not
essentially impede the navigation, especially, if the custom
house was at the bridge, so that entries could be made,
while passing the draw.
Such is the character of the testimony on this question,
leaving untouched the tendency of such an obstruction to
produce sand bars and other accumulations, in this narrow
channel, endangering not merely temporarily, but perma¬
nently, the free navigation of this important stream.
There is another consideration of great weight. Canada
owns a portion of this stream. It is within their own lim¬
its and subject to their own legislation ; and have we noth¬
ing to fear from countervailing obstructions within their
limits, as a reprizal for our authorised obstruction of this
character, affecting their use of these waters ?
We submit to the committee the policy or wisdom of
authorising an act, deeply injurious to the navagation of
the lake, and which may be construed by the Canada au¬
thorities into hostility to a commercial connection with the
provinces, at the time, and pending the negotiation, for
opening the St. Lawrence and the Ca$aj$as Qanals thereto
adjoining, to the ships, commerce ançl people of the United
States, upon terms of perfect reciprocity.
What claim has this corporation; to this privilege? It
35
was not contemplated when the charter was granted. It
formed no portion of the plan of this enterprise, while for
years it was pending before our legislature. Nothing in its
history shows even an implied obligation on the part of the
state to grant it. Its professed object had been to open to
the northern counties this facility to Lake Champlain and
through it and our canal to the Hudson. This was the ob¬
ject and the argument for granting it.
What then gives it its claim now ? Boston capitalists
have taken the stock, to promote the interests of that city ;
and to secure it the more effectually, have got possession of
the stock, and necessarily the control of a line of railroad
commencing on the lake opposite the terminus of this road
and continuing thence to their city. A great portion of this
road is now constructed and the remainder is shortly to be
finished, and this measure is important to give them a con¬
tinuous and unbroken line of railroad to Boston. To ac¬
complish this, the lake navigation, so important to our
state, our system of internal improvements, constructed at
vast expense, and our increasing trade and commerce with
the Canadas, and the prosperity and growth of our own
state, are all to be overlooked, if not sacrificed to this new¬
born project. When a policy so suicidal as this, is sanc¬
tioned by our legislature, then will it be time for their con¬
stituency to pause in wonder and astonishment, and ex¬
claim—what next !
In the language of the conclusion of a powerful article
employed before the Vermont legislature in opposition to a
bill for bridging at the same point, pending before that
body, I shall close what I have to say on this question.
" Every nation has a right to enter the portsof each other nation in times of
peace and under prescribed conditions. The degree of improvement and the
moral elevation to which any nation has arrived can almost with certainty be de¬
termined by the facilities provided for this international communication. What
is it that places England in the forefront of nations but her commercial develop¬
ment. What is it that has depressed China to the lowest condition of barbar¬
ism hut her want of social intercourse with the world ? As Americans we may
be proud of our national course on this subject. Our fathers took a right and a
glorious course and it has elevated us in the scale of civilization to a point that
now gives a commanding influence in the world.
Congress, in the exercise of their powers, for the protection of commerce with
foreign nations, have established ports of entry on both sides of lake Champlain
and in aid of it have built light-houses at various points. The British govern¬
ment in like manner have established a port of entry at La Cole, Philipsburgh
and St. Johns and all on these waters. Each government by its conduct has in¬
vited the citizens of the other to a participation in the privileges of these ports.—
We are now in the enjoyment of the benefits of a trade with the province of Can¬
ada aud for the benefit of each nation, hope it may long continue. But let us
36
For a moment suppose that a change should come over the spirit of our Brittish
neighbors and that in a dream of selfishness they should attempt to exclude us
entirely from the pott of St. Johns and suiting the action to the dream should
place obstructions in the channel at Isle Aux Noix, what would Vermont say to
it ?—What 1 They Would say that the attempt was a gross violation of our na¬
tional rights. They would in strong language remonstrate against the outrage
and if not removed, the thunders of our cannon would be heard in other places
than Mexico and our gallant countrymen would open a way which selfishness
had attempted to close."