lex Hilirifi 
 
 SEYMOUR DURST 
 
 - I 
 
 "Tort nieM4.ii t imjlerdam ojr J* Manhatans 
 
 IVhen you leave, please leave this book 
 
 Because it has been said 
 "Ever thing comes t' him who waits 
 
 Except a loaned book." 
 
 Avery Architectural and Fine Arts Library 
 Gift of Seymour B. Durst Old York Library 
 
Digitized by the Internet Archive 
 in 2014 
 
 http://archive.org/details/advantagesofpropOOmorr 
 
THE ADVANTAGES 
 
 OF THE 
 
 » 
 
 PROPOSED CANAL 
 
 FROM LAKE ERIE, TO HUDSON'S RIVER, 
 
 FULLY ILLUSTRATED IN A CORRESPONDENCE 
 BETWEEN 
 
 The Hon. Gouverneur Morris, 
 
 AND 
 
 Bobert Fulton, Esq. 
 
£ ^ 
 
Advantages of the Proposed Canal, &c. 
 
 NEW- FORK, February 22d, 1814. 
 
 To Gauverneur Morris, Esq. President of the Board of Com- 
 missioners for the Western Canal. 
 
 SIR, 
 
 Numerous engagements have hitherto prevented my pay- 
 ing that attention to the report of the commissioners which the 
 importance of the subject merits ; but that you may have evi- 
 dence of my desire to give all the aid in my power, to an enter- 
 prise so sublime, (for I deem that a sublime national work, which 
 will secure wealth, ease and happiness to millions,) I have 
 transmitted to writing some observations, which, should you 
 consider them of any utility, you will make use of, as you think 
 proper. 
 
 In the report of March, 1812, page 9, the commissioners 
 gave calculations on the expense of conveyance by canals, which 
 calculations were drawn from the experience acquired on canals 
 in England, as to the quantity of work that two horses and 
 three men could do in eight hours ; to which adding the wear 
 and tear of the boat and canal, the decay of horses, and in- 
 terest on the capital expended, in purchasing horses and boats, 
 also the profit on the boat, and the wages, which are high- 
 er in this country than in England, it is shewn that the total ex- 
 pense amounts to no more than one cent per ton per mile. As 
 I passed three years at various canals in England, to obtain prac- 
 tical knowledge on the manner of constructing them, and to 
 make myself familiar w T ith their advantages, and was well ac- 
 quainted with some of the best engineers, I know this calcula- 
 tion to be correct. Hence one cent per ton per mile, is one 
 dollar a ton for 100 miles, while the usual cost of waggoning is 
 one dollar and sixty cents per hundred weight for 100 miles, or 
 thirty-two dollars a ton. It consequently follows, that on a ca- 
 nal, a ton weight could be boated 3*200 miles for the sum now 
 paid to waggon it 100 miles ; and the persons at 3200 miles 
 
4 
 
 from a good sea port, would have all the advantages of trade, 0| 
 of bringing their produce to market, h hie h those who re>ide 
 only 100 miles frpm market now enjoy, provided the canal 
 were toll free. 
 
 Therefore, as cheapness of transport, united to safety and cer- 
 tainty, are the great objects of all public improvement in canals, 
 rail ways and roads, the one cent p< r ton per mile is the most 
 powerful argument in favor of canals, and must ever be present 
 in ihe mind of the political economist, in all his reflections and 
 reasonings on the advantages of such works. From tlii^ "lu- 
 cent per ton per mile, I will draw some interesting calculations 
 on the present price of freight in sloops on Ilml><>n\ river, be- 
 tween New-York and Albany, and shew that it could be done 
 much cheaper by a canal ;the proof of them will be conclusive, 
 that if a canal can give advantages superior to sloop navigation 
 on Hudson's river, which is one of the most rectilinear and best 
 in the world, the benefits to be derived from the one contem- 
 plated must be vastly superior to every kind of road, river 01 
 lake communication from Lake Erie to Hudson's river. 
 
 The usual price of freight from Albany to New- York, is, 
 For a barrel of flour, from - • 25 to 2s 6(1 
 
 do. do. Pot-ashes, - 3 
 
 do. do. Pork, ... 3 
 
 To avoid errors, I will state the average charge at 2s Cd. the 
 barrel, ;.nd allow ten barrels to one ton weight.* Thus a canal 
 boat of fifty tons, would carry five hundred barrels, which at ten 
 dollars a day in expense, and twenty miles in speed, would ar- 
 rive from Albany in eight days for eighty dollars, and as stated 
 in the report referred to, would amount to one cent per ton per 
 mile, or one hundred and sixty cents for ten barrels from Al- 
 bany to New-York ; equal sixteen cents a barrel, instead of 
 thirty paid to sloops, thereby producing a saving of fourteen 
 cents a barrel, or one hundred and forty cents a ton. 
 
 It is now to be seen what this economy would amount to on 
 the whole number of tons carried on Hudson's river in one sea- 
 son. From the returns of the custom-house, I find that four 
 hundred sloops or vessels of every description are employed, 
 averaging sixty tons burthen ; those that trade to Albany make 
 
 * Pot- J sh and Beef barrels -weigh more than Flour, bnt cotton bags and 
 bales of dry goods weigti less ; for equal bidk, the flour barrel is a fair average . 
 
eleven trips up and eleven trips down, in a season ; those that 
 trade to Newburgh, Poughkeepsie and other landings, make 
 more voyages, and hence, the whole may be averaged at equal 
 twenty-one trips between New- York and Albany, each sixty 
 tons a trip, would amount to one thousand two hundred and 
 sixty tons a year, and the four hundred vessels would carry 
 five hundi'ed and four thousand tons of every kind of material ; 
 but as they return from New- York not more than half loaded, I 
 will estimate the average trips at forty-five tons, or a total ireight 
 of thirty-nine thousand three hundred tons, on which the econo- 
 my of one hundred and forty cents a ton, gives five hundred an;! 
 fifty thousand two hundred dollars in favor of the canal ; which 
 is interest at ten per cent, for five millions five hundred and two 
 thousand dollars, equal thirty-four thousand three hundred and 
 twenty-seven dollars a mile for constructing the caual, a sum 
 more than sufficient for that purpose. 
 
 If it be admitted that the four hundred sloops cost on an ave- 
 rage three thousand dollars, their capital is one million two hun- 
 dred thousand dollars, on which the wear and tear, at fifteen per 
 cent, is one hundred and eighty thousand dollars a year. 
 
 A canal boat of fifty tons, can make a trip to and from Albany 
 in twenty-four days, allowing time to load and unload ; in which 
 time she would transport seventy -five tons, allowing only or.e 
 half for return cargo; she could make eleven such trips in a 
 season, carrying eight hundred and twenty-five tons ; and four 
 hundred and seventy-seven boats would be adequate to the 
 transport of the three thousand ninety- three tons before estima- 
 ted for the sloops, each canal boat would cost five hundred dol- 
 lars, and the total number two hundred and thirty-eight thou- 
 sand five hundred dollars, instead of one million two hundred 
 thousand dollars, the expense of the sloops. On the canal boat?, 
 the wear and tear would not be more than ten per cent, because 
 there are no sails or cordage. These annual repairs would there- 
 fore be twenty-three thousand eight hundred and fifty dollars 
 instead of one hundred and eighty thousand dollars, the repair 
 of the sloops ; giving an economy of one hundred and fifty-six 
 thousand one hundred and fifty dollars a year ou wear and tear 
 only ; the other great expense of sloops or river craft over that 
 of canal boats, is in wages. Sloops which cost from three to 
 five thousand dollars, require men of some capital to build them, 
 

 
 who expect at least twenty per cent, per annum on their firbt 
 cust, or, on the one million two hundred thousand dollars, two 
 hundred and forty thousand dollars. A river vessel must also 
 have a captain and pilot of some talents and consideration, with 
 pay superior to canal boatmen. The river craft must have 
 more hands to do the like quantity of work, hence the four hun- 
 dred captains, averaging a pay ol five hundred dollars each per 
 annum, which is one hundred and twenty dollars more than re- 
 < eived by canal boatmen, is per annum, - $ 48,000 
 
 The superior number of hands to the sloops, may 
 be estimated at one to each sloop, whose wages, 
 three hundred and sixty -live dollars a year, is* # 1 16,000 
 
 $ 194,000 
 
 Economy of interest on capital, as before stated, # 1 06,1 j0 
 Interest to the ow ners of the sloops on the capi- 
 tal advanced at twenty per cent, - £240,000 
 
 % 600,000 
 
 This result approaches the ;id vantages in favor of the 
 
 canal as before stated. 
 That the owners of water-craft must have this twen- 
 ty per cent on their capital is obvious; for if an 
 old stone sloop cost six hundred dollars, and has 
 but two men and a boy, twenty per cent, would be 
 but - - - - $ 120 
 
 Admitting the captain's wages to be superior, captains 
 
 having more, - £ 400 
 
 Pilot, - - - * 300 
 
 Boy, - - - - $200 
 
 Wear on the sloop at fifteen per cent - $ 90 
 
 Total, $ 1110, 
 
 i >r the maintenance of 3 persons and their families, also interest 
 on the capital, and the wear of the sloop. 
 
 But if the present population gives this important trade to 160 
 miles of sloop navigation, may we not look forward with perfect 
 confidence to that of the !iext 20 years for producing a trade 
 
 * Although the sloops are worked only eight motiths, the earnings should bt 
 
 such as to maintain the man for a year. 
 
i 
 
 which if required will pay ample interest on the capital to be 
 expended in executing the canal. 
 
 Had it pleased the Author of the Universe to have drawn 
 Hudson's river from Lake Erie, a calm and gentle stream of 10 
 feet water, the reflecting mind would contemplate with gratitude 
 the Divine munificence ; and he who feels, that 160 miles of na- 
 vigation on Hudson's river is a blessing to this state, would com- 
 pare the successive range of extended benefits and draw exact 
 estimates of national wealth from 160 miles of easy communica- 
 tion to the western extremity of Lake Superior. 
 
 For if Hudson's river collecting freight from its surrounding 
 country, and an interior not more distant than Cayuga or Onta- 
 rio, now bears on its waters near 400,000 tons per annum, where 
 shall the mind be arrested; on what number of tons shall it 
 dwell ? when coming from the population of the next 20 years, 
 and the countries which surround Lake Superior, Michigan, 
 Huron and Erie, and a canal of 300 miles through a fertile coun- 
 try ? Compared with th? trade now on Hudson's river, it can- 
 not be less than a million of tons each year : And for the fol- 
 lowing reasons : Where the canal unites to the Hudson's river, 
 the man who lives 10 miles from the river and 10 from the ca* 
 nal, will, when he has his produce in a waggon, go direct to the 
 river ; but he who lives 30 miles from the river and 5 from the 
 canal, will carry it to the canal ; and he who lives 50 miles from 
 the river, will go 30 to the canal ; he who lives 300 miles from 
 the river, will waggon his produce 100 miles to the canal ; thus 
 the canal would draw in the trade of a country forming a triangle, 
 with a base line 200 miles long, and from thence to the apex 300 
 miles, equal a range of country 300 miles long, 100 miles wide, 
 or 30,000 square miles. 
 
 Equal, Acres, 19,200,000 
 
 Lake Erie will draw in the trade for 100 miles 
 round its margin ; Huron and Michigan from a 
 like distance, Lake Superior from 150 miles, all 
 of which may be estimated at 30,000,000 
 
 Total, Acres, 49,200,000 
 
 a quantity, if I recollect right, not far short of the whole of Eng- 
 land ( rthur Young states, England, Ireland and Scotland con- 
 tain 90 millions of acres.) 
 
The population of England is about one soul to 6 acres, and 
 
 their; c.m be no doubt that the time will come when the popular 
 tion iia the countries here indicated w ill be 1 to 10 acres, or 
 4,920,000 persons; a number equal to hall* the population of 
 
 England, whose industry and necessities must cause more than 
 1 million of ions to move through the canal in a season; which 
 million o tons, Carried al so low a rate as to enable ever) thing 
 Useful lo come to market, would also produce abundant interest 
 of the Capital expended ; for at one cent a ton per miL in ex- 
 pences, the transport on 300 miles of canal, would 
 
 tiott, $ 3 00 
 
 And from Albany to New-I ork, 2 60 
 
 Total, | 5 50 
 
 or 55 cents a barrel ; if then 60 cents for toll were charged on 
 each barrel, or 25 cents a hundred on merchandize and other 
 material* for passing through the canal, still the barrel or 200 
 weight would arrive at New- York for 1 dollar 50 cents ; which 
 50 cents toll or 5 dollars a ton, would, on one million of tons, 
 give 5 millions of dollars a year, or 50 per cent for 10 millions to 
 make the canal ; admitting that from Lake Superior to the com- 
 mencement of the canal at Lake Erie, the expense should be 1 
 dollar a barrel, it would arrive at New-York, from that distant 
 region, 1 ,000 miles, for two dollars ; the price which it now 
 costs to waggon a barrel of flour about 130 miles, at which dis- 
 tance the expence of coming to market checks agriculture and 
 the improvement of the country ; therefore this canal and pas- 
 sage through Lake Erie into Lake Superior will ever be cheap- 
 er than tiansporton our much admired river 3Iississippi, even 
 when she shall have the advantage of steam-boats. For front 
 Louisville to New-Orleans, a distance of 1,545 miles, the freight 
 is 1 dollar 50 cents a barrel, but to come up from New- Orleans 
 to Louisville, it is four and a half dollars a hundred weight, or 9 
 dollars a barrel. 
 
 Hence this great work would, as a lucrative speculation for, a 
 comp my of subscribers, be superior to any banking association 
 or is orated body now known, and in every point of view is 
 worth) this great state ; by drawing forth its resources and 
 th< irfcer states into and through this state ; as a source of 
 
 abundant revenue obtained by the economy of labor, and con- 
 
9 
 
 s'equently a clear gain to the state, as a means of strength by 
 consolidating population, and as an immense object of real glory? 
 avast and noble example to our sister states. Such are the 
 conquests worthy of a great and enlightened people, conquests 
 as lasting as the waters that nourish them, and of which we could 
 never be deprived. 
 
 All that is left honorable of the fame of Louis the XlVth is 
 the canal of Languedock and his public highways ; his mili- 
 tary conquests were lost before he died ; his canal and roads 
 alone remain blessings to France. 
 
 Not more than 40 years ago, the Duke of Bridgewater, re» 
 gardless of public prejudice, constructed the first canal in Eng- 
 land, in length about 30 miles'; it gave him immortality and 
 130,000 dollars a year; his success and good example have 
 been the cause of many hundred miles being since executed in 
 various parts of the kingdom, on which the easy conveyance of 
 the ponderous articles of agriculture, manufactures and com- 
 merce, has greatly promoted the improvements of that country, 
 and added to her wealth and power. 
 
 It is a curious fact, that his canal runs nearly parallel to the 
 river Mersey, the former channel of communication from Man- 
 chester to Liverpool ; it was, therefore, thought absurd to con- 
 tend that a canal should rival river navigation ; as some persons 
 now believe it visionary to cut a canal any where bordering on 
 our lakes ; but the river Mersey, like our lakes, was an imper- 
 fect navigation, embarrassed by uncertainty and risque ; the 
 canal was without risque and certain to deliver the goods at a gi- 
 ven place in the appointed time ; it therefore drew the trade 
 from the river and left it a deserted stream. In fact, that a com- 
 munication may be perfect, the trade must pass with equal ease 
 each way ; it must not be subject to the impediments of calms 
 or contrary winds on the lakes ; or what is worse, to freshets, 
 floods or shoals, which are common to fresh water rivers. 
 
 But seeing our vast lakes and rivers, there is nothing more 
 natural, than to associate the idea of navigation with them, and 
 lead the mind on through locks to Ontario, and along the St. 
 Lawrence to Quebeck ; but the best of all practice, the practice 
 of English and Dutch canals, have proved how vastly inferior 
 such communications are to the one contemplated ; and the 
 
II) 
 
 calculations which 1 here submit, will, I hope, make it clear to 
 every unbiassed mind ; but were the conveyance by the lakes 
 and St. Lawrence more perfect than it ever can be, and Canada 
 ours, it could never be good policy in New-York, to let so im- 
 mense a trade go by that course, to the infinite injury of this 
 state. 1 have shewn, and I hope clearly, that were the intend- 
 cd canal to cost 10 millions of dollars, it would, in a few years, 
 produce 5 millions a year ; but say 3 millions, then It would pay 
 its capital in less than four years, and give a revenue to this 
 state without a tax, of from 3 to 5 millions a year, with which 
 income this state might proceed w ith other and greater im- 
 provements to its own glory, and incalculable benefit. A canal 
 is in reality, like a great labor-saving machine in the possession 
 of a prudent and skilful manufacturer ; the ceconomy and profits 
 of which arc applied to extending his works and increasing bis 
 capital. Here the state is proprietor, and possesses the capital 
 to execute a work, which, 1 do not hesitate to say, would be an 
 inexhaustible mine of wealth, that in a few years would give to 
 this state the most refined order of public improvement ; for if 
 my calculations be correct, and I challenge any one to confute 
 them on principles of increasing population and industry ; the 
 canal yielding 5 millions a year, would, in twenty years, give 
 one hundred millions, to be expended in other canals, bridges, 
 roads and improvements ; w hat could be done with 1 00 millions 
 of dollars ? All reflecting men can conceive and calculate. 
 
 By this statement you will perceive, that I am not for a canal 
 free of toll ; my reason is, that the whole inhabitants of the 
 state being responsible for the necessary funds to construct it, 
 or the interest thereon, they who benefit by the canal should pay 
 such toll as will return the interest ; and not only so, but they 
 should pay at least as much toll as I have stated, which still 
 leaves them an immense advantage in coming to market, yet 
 produces an ample fund for other improvements. It is there- 
 fore, I think, evident, that if a reasonable toll can produce an 
 annual income which in time will improve the whole state, it is 
 the interest of the whole state that the canal should be made 
 and the toll laid. 
 
 My estimate of 1 million of tons a year is for 9 months equal 
 3703 tons a day, or 74 boats a day, to pass the locks at 12 mi- 
 
11 
 
 nutes for each boat, will require from 14 to 15 hours, or a dou- 
 ble range of locks. On this subject, and the manner of execut- 
 ing the canal, I will perhaps, at a future day, trouble you with 
 another letter. 
 
 I am, Sir, 
 Respectfully, 
 
 Your most obedient, 
 
 ROBERT FULTON. 
 
 Morrisania, March 3, 1814. 
 
 SIR, 
 
 I have this moment received your letter of the 22d of last 
 month, which I consider as so valuable, that I shall transmit a 
 copy to Albany, that it may be communicated to members of 
 the legislature, without stopping to examine minutely your cal- 
 culations, in the persuasion that they are substantially correct : 
 moreover, the basis being established, the only difference as to 
 results must be about the more or less, while the least is suffi- 
 cient for your general conclusion. You shew that this canal 
 will be, to the state, a mine more valuable than those of Polosi 
 to Spain, I have never ventured to develope what my judg- 
 ment contemplated from this measure, because 1 had learnt, 
 from experience, that results of a certain magnitude, even when 
 bottomed on mathematical demonstration, are treated as light 
 and fanciful by those who measure the whole world with the lim- 
 ited standard of their own comprehension. The benefits to re- 
 sult from canal?:, which may at a trifling comparative expence 
 be made through different parts of the state of New-York, were 
 a subject of my serious meditation, many ye; rs before I ven- 
 tured to disclose them ; and even then, the project was treated 
 more like the dream of a scheeraer, than the matured reflection 
 of a sound mind. 
 
 The money produce which you exhibit is not the greatest ad- 
 vantage which I have been led to expect. Improvements assist 
 each other, and, contributing to mutual advancement, tend to 
 general perfection. The great vivifying principle, on which a 
 thousand astonishing consequences depend, is this, that what- 
 ever saves labor rewards lahor. And permit me to remark on 
 
12 
 
 this occasion, and in this place, that among the wonderful ef- 
 fects which a full developement of this principle has produced 
 in Great-Britain, it is not the least that after twenty years of 
 war expence, at the beginning of which many who are consider- 
 ed as models of political wisdom declared her to be on the 
 verge of bankruptcy, after the proud and generous defiance 
 of a world in arms to rescue a world in chains, she gives this 
 year between forty and fifty million of dollars to the continen- 
 tal powers who, though they have long enjoyed the continental 
 system devised for her ruin, are unable to defend themselves 
 without the aid of her treasure. 
 
 I say it is the great vivifying principle on which that nation's 
 wealth and power depend, that every thing which saves labor 
 reward* labor. By diminishing it's money-price, it occasions a 
 new diminution, each effect becoming a cause, so that each is a 
 step in the ladder by which she ascended to the pinnacle of 
 prosperity. I say the money price to distinguish it from the 
 real price : for money is but an instrument of transfer in the 
 bunk accounts of political economy. The pecuniary stipend of 
 a laboring man represents his house rent, fuel, food and raiment. 
 In proportion then, as these articles which form the real sti- 
 pend are reduced to their money-price, his labor can bear a 
 similar reduction. But, causes preceding effects, every such 
 reduction contributes, in the first instance, to his ease and com- 
 fort : and only ■fleets, consequentially, the price of his labor, 
 by the competition of his brethren. Thus, the canal which 
 brings fuel from one quarter, food from another, the national ac- 
 cuniu!at«on of wealth which, lowering the rate of interest, les- 
 sens the rent of houses, built more cheaply also from materi- 
 als more cheaply collected by workmen more cheaply paid, the 
 labor saving machines which supply cheaper clothes and tools 
 from raw materials brought by canals, more cheaply to the 
 manufactories, all these causes working together make the Eng- 
 lishman's shilling nearly equal to the American's dollar: ena- 
 bling him therefore, to sell for a shilling, wh.it, by the high price 
 of labor consequent on the manner and expence of living, is not 
 made here for less tl an five such shillings or one of our doL 
 lars. Now it is self evident that in a general competition for 
 any one article, they will get most of i t who will give most for 
 
13 
 
 it It follows therefore, that those who will give the most for 
 money, in other words those who sell cheapest, will have the 
 most money. 
 
 In relinquishing the large revenue of which the canal will un- 
 doubtedly be susceptible ; I contemplated two objects distinct 
 though connected. First, that the more cheap shall be the trans- 
 portation the more extensive will be the theatre of its operation ; 
 and secondly, that the greater shall be the mass of the products 
 which it brings down, the greater will be the commercial inter- 
 change of returning merchandize, and the greater the encourage- 
 ment to manufacturers by the encreased cheapness and com- 
 fort of li ving, together with the cheapness and abundance of raw 
 materials. It is here that I look for ample compensation to those 
 parts of the state which seem to be less interested than our west- 
 ern district, but which are far more interested than they seem. 
 You, whose mind has long been turned to the contemplation of 
 such objects, you will not be surprised when I tell you that I be- 
 lieve the effect of our proposed canal, will make the shores of 
 Hudson's river, in fifty years, almost a continued village. Com- 
 pare the country from Albany to Waterford, with what it was in 
 one thousand seven hundred and eighty-five. Look also at the 
 effects already produced by your steam-boats. 
 
 But it is needless to discuss now the best mode of managing 
 that great concern. You shew that it may be made to produce 
 a vast revenue, while conferring inestimable benefit on our 
 neighbors. This is sufficient. If afterwards it appears that 
 lowering the toll and thereby encreasing and extending that 
 benefit would be still more advantageous, the legislature will act 
 accordingly. 
 
 I am sir, your obedient servant, 
 
 GOUVERiNEUR mokris. 
 
j