New-York tribune., 1873-05-09
THE ADDRESS.

ouest IN ddress the merchants OF New York, 1t Is graft
flying know that the subject which propose 10 con-
slider is one TO which your attention has been Oieh
directed concerning which many of you so we'll in
formed and predsposed TO look with indulgence upon
any defects in its treatment when percevng an honest
effort after truth Although my audience is composed
OF the merchants OF this city. my subject Is not OF
local character but embraces the most diversned inter-
ests for in truth can regard with indherence
the facilities Of transportation by which the products OF
agriculture and mechanical industry are rendered more
accessible and the time and cost lessened 10 all WHO
participate the interchange OF these commodities
The field of our present inquiry ia broad one EN-
braeng the extent of the trade between the foodpo
ducing Interior and the consuming and exporting sec
tions OF the Atlantic slOpe-the existing channels Dy
which this trade IL conducted their capacity ana the
cost transport thereon what improvements ana Gu
largements may be advantageously made WHAT ne"
channels may prohtaby opened to meet the existing
and future demands the trade between these sections
and lessen the cost OF transportation and how these inn
proyements and new may be rendered conducive
TO the interests OF the merchants and citizens OF New
York The territory the trade OF which Is now to De
considered the basin Of the great lakes ana OF the
Upper Mississippi This area contains onethird OF the
population OF the Republic, produces an annual cereal
crop of 900 900 bushels and with the products Of pastoral
agriculture gives annual tonnage Tor export Tom
that region Of 100000 to 100000 year One OF tho
remarkable physical features OF 1.-THE North American
continent is the existence OF plateau nearly In its geo.
graphical center from which navigable streams HOW
into three great oceans. The plateau is scarcely
1000 feet above the level of the sea-. and from
it flows sOutherly the Mississippi River, with
continuous natural navigation Of 1900 miles the chain
Of great lakes eastwardly, with continuous natural
and artificial navigation OF $500 miles TO the Atlantic;
northerly natural but not continuous navigation Of
900 miles TO Hudson Bay and the Arctic Sea- and west
wardly Columbia River with species OF natural
navigation 20 Pacific. The territory lying TO the
south and east OF this remarkable plateau, in the
saubrty Of climate in the fertility Of ITS SOIL In It's
varied productions and in its extent and ready access
to the great markets Of the world combines advantages
superior to any other portion the globe. Its dis
covery, settlement. and development have followed
each other so rapidly history be written
annually TO keep pace with It's progress, or TO form
basis OF adequate estimate Of its future importance
and influence upon the trade and commerce OF the world
That portion Of the territory referred 70 which affects
the question proposed for discussion embraces the
10 North Western states and Western Canada and
shall have add TO It the meallferous districts Of
the and Of the Pacific States, with portion
of the trade OF the indies.
NATURAL WATER LINES.
II is not surprising that the sasacous minds OF other
uties should have been attracted to the rich
prize which the trade OF this vast interior oered Tho
States of Pennsylvania and Virginia, well the Can
adas eagerly entered the field Of competition and have
constructed immense works their portions OF
It, while corporate enterprise has built great lines OF
railways 10 penetrate and tap their
ural nayigabe water lines. These natural lines
follows
First The chain Of great lakes and the St. Lawrence,
to Quebec. and by Lake Champlan and the
Hudson to New York Second The Ohio River and by
portages the mountains the Susquehanna, Ches
apeake. and James Third: Tho Mississippi and its
nayigable tributaries, terminating the Gulf Of Mex
icO Each OF these except the asD have been improved
by artificial works The great trunk railways extend
all the important interior iceners Of trade to the
Atlantic: First, through the Canadas TO Quebec and
Portland; Second through this State, by two lines.
NewYor1 and Boston; THIRD. through Pennsylvania TO
Philadelphia Fourth, through Maryland to Baltimore
and Fih through the Southern States all their At
lantic and Gulf ports
These natural waterlines and the artificial ones, as
well the railroads before named TALL Of them beyond
the Aoghanies and included within the basins Of the
Lakes, and the Ohio Mississippi and Missouri Rvers),
form connected lines of navigation OF 1000 miles by lake.
1000 miles by rivers, lCOO miles by canals and 10000
miles by railways. Immediately of the State Of
NewYok lies the great basin Of the Lakes and cOntgu
ous to t on the south and west lie the Ohio and Upper
Mississippi basins of equal magnitude. These basins
separated from the Atlantic by the Aleghany Noun
tans except where they fall off to theleve plains extend
ing through the center OF HewYork This concentrated
been conveyed between the Lakes and the Atlantic,
through the Erie Canal and the central and southern
lines OF railroads in this state 10 its commercial empor
um, whence IL was distributed by the ocean lines ,of
steamers and sail vessels to every part OF the globe
Before entering upon the direct subject OF this ad
dress beg to say in regard TO our rival lines:
Firsf: That the Winter rgors of the Canadian outlet
to the Atantic-ts intricate navigation and fogs-are
seriously to its disadvantage Second: That the long
route by the Mississippi though cheap Western
products far out of the great lines OF trade
tOrrd climate Is injurious TO many OF these products
that that route 10 also less advantageous Third That
the elevation Of the water pOrtages which Penn
syyania and Virginia have to overcome are so
much more costly than ours; and, Fourth
While the railway lines above designated including
any that be made, involve a cost OF trans
ected canals connecting by the shortest portages the
Interior water lines OF the West with the tidal OF
Atlantic. that have always heretofore
done, offer 10 the Western producer the cheapest and
best route to the seabOard.
While this cOngraulatng ourselves upon our geograph
cal advantages must not forget that the prize sought
for is OF too much intrinsic value. andooIemptng to be
yielded TO without struggle and that modern pro-
gres all OF the supposed real advantages of
an efete and supine community. II is difficult TO
realize the Importance Of the Este Canal which now
conveys onefourth Of the whole Of the exports OF
vast interior region which have described and
1t during It's months OF uninterrupted navigation
all OF the trunk railways together during the same
average cargo is than the eyerage OF the New
York Central Railroad trains In the busy canal seasons
than $50 such boats daily 10 tdeWater and
the NewYOrk Central Railroad traffic rarely exceeds 80
trains per day.. 5ucn canal traffic would make more
than 20 miles Of railroad and there Is neither room
convenience for dlschargng onefourth Of thar num-
btr.
HOW TO PREVENT A DIVERSION or TRADE
Whatever may Do said or done, tho cheapest line of
transport viii carry the agricultural produots and
where they sold there will be deposits OF merchan
awaiting purchasers with the proceeds OF the sale
Of these products. The consumption OF cereals in New
England aud the Middle States. about twice as mucb
that exported 10 foreign countries that is twOthirs
Western trade Ia 0ubjeot To a diversion by the
cheapest Waterline OF transport, aud another consider
able portion by the cheapest land lines. The Eric Canal
h3s of Wa.t A., EauT