Burlington weekly free press. [volume] (Burlington, Vt.) 1866-1928, 1873-05-16

ADDRESS BY HON. VIZ. J. MALFINE GEfoRI
TIE MEMBERS or TIE NEW YORK CHAMBER
OF COMMERCE.
Bon. Vim. j. McAlpine delivered an ad
dress at the Cooper Union, Monday even.
ing, at the invitation Of the Chamber oil
Commerce, on THE Water Transportation
Of the State of New York, and its Bearing,
upon the Commercial Prosperity of the
City He said In every country the
number, extent, and condition Of its roads
and canals, furnish, if not the only criter-
ion, at least a very good one Of the ciyiliza-
ton ofits people and the power Of its Gov
eminent. The field of the present inquiry
i broad one. embracing the extent of the
trade between the fo0d-producing interior
and the consuming and exporting sections
of the Atlantic slOpe-the existing channels
by which this trade Is conducted-their
capacity, and the cost of transport thereon.
what Improvements and enlargements nav
be adyantageOusly made. what new chan
nels may be probably opened % meet the
existing and future demands of the trade
between these sections, and lessen the cost
Of transportation, and how these improve
ments and new works may be rendered con-
duciye to the interests of the merchants and
citizens Of New York. The territory the
trade of which Is now to be considered. j.
the basin Of the Great Lakes and of the
Upper Mississippi. This area contains one
third of the population of the Republic,
produces an annual cereal crop Of 800 ,OOO.-
600 bushels, and with the products of pas
t0ral agriculture gives an annual tonnage
for export from that region of SO, OOO. 900
OF SIP 600, 900 year. That portion of the
territory referred to embraces the ten north
western States and Western Canada and
we shall soon have to add to it the metal
literOus districts of the mountains and of the
Pacific States, with portion Of the trade of
the Indies. Seventy years ago this region
contained only scattered forts and trading
pOstS-nOw 1t has One-thirt Of the popula-
ton Of the nation.
The States of Pennsylvania and Virginia.
u well a. the Canadas, have eagerly enter
I'd the field of competition in the vast trade
IF the interior, and have constructed i'm
nenSe works to secure their portions of it,
while corporate enterprise has built great
ines Of railways to penetrate the interior,
md to tap their natural navigable water |
ines.
NATURAL AND ARTIFICIAL ROUTES.
These natural lines are as follows
ffrsf-The chain OF great lakes and the St. Law I
enca, bfureatins to Quebec. and by Lake Cham
lain and the Hudson % New York.
Sec0Hd-Ihe Ohio river, and by the portages over /
be mountains TO the Susquehanna, Chesapeake, /
nd james.
Third-The Mississippi and It's navicable trihu-
aries. terminating on the Gulf Of Mexico.
Each Of these except the last have been improved
y artificial works.
The great trunk railways extend from n tho I'M
ortant interior centres OF trade 10 the Atlantic g
First-Throush the Canadas, 10 Quebec and Fort
md
sreond-Through this State, by two lines, to New
ork and Boston.
Third-Through Pennsylvania 10 Philadelphia.
Fourth-Through Maryland to Baltimore and
FUih-Throush the southern States 10 all their
tlantc and Gulf ports
In regard to the rival lines Mr. McAlpne said
Frsf-That the winter rigors OF tho Canadian out
to the Atlantic-its intricate navi CATION and
ss-are seriously To its disadvantage
SecoHd-That the long route By the Mississippi
0ugh cheap, carries Western products too far out
the great line OF trade; and its tarrid climate is
Injurious TO many Of these products that that
ute Is also less advantageous.
ThDG-That the elevation Of the water Portages
iich Pennsylvania and Virginia have 10 overcome
c so much more costly than ours; and
E0urth-While the railway lines above designated !
GLIDING any that be made involve a cost Of
lnspOrt so much exceeding that OF the improved |
ID projected canals, connecting, by the shortest
rtaEes. the interior water lines Of the West with |
tidal waters Of the Atlantic, that we can A. we
We always heretofore done, offer to the Western |
oducer the cheapest and best route To the sea
ard.
THE CANALS.
Il is difficult to realize the Importance Of the Erie
nal, which now conveys one fourth Of the whole |
the exports Of that vast interior region and as | ,
ieh Of il during its six months Of uninterrupted
yigatiOn all Of the trunk railways together | ,
ring the same time. In the busy canal seasons ,
re than one hundred and fftv boats come daily
and the New York Central railroad
tfic rarely exceeds thirty trains per day The !
.at canal traffic Is not appreciated until some
ppage occurs, and then a delay OF twenty-four q
lrs will accumulate hundreds Of boats-enough !
ill the track Of the New York Central half way | a
IN Albany TO Utica. All Of the New York roads |
Id not transport One-half, and the entire Ca
,ity of all the roads to the sea-bOard in their ! !
sent condition would be insufficient TO convey ! !,
whole Of il. Half the merchants OF New York. | !,
nected directly or ind rectly with this canal
ifc, would be bankrupt II ii we're closed What 8,
r may be said or done, the cheapest line Of v
nspOrt viii carry the coarse agricultural pro- :,
rs, and where they are sold. there will he the n
osits OF merchandise awaiting purchase with the W
ceeds Of the sales Of these products.
he Erie Canal has until recently brought the
lie of the West to New York. and for many years
furnished the cheapest line Of transport; but it
now reached point where the railways have =
Ome formidable competitors for even its own !
innate business, combining, as they do, greater | =
ainty and CELEBRITY Of movement, with charges
ing the season OF navigation but little higher
q those Of the canal. This diversion OF business
D the canal 70 the railways is mainly due to
fact that the latter are under individual manage
L, while the former Is controlled by politicians
railway companies call into their service men
he highest order Ofability, skill, experience and
ness tact, each for his most appropriate place
trast these with the qualifications of our canal
ers- If one Of the best paying railways in the
TRY was entrusted to such management its
Is in business would send il into bankruptcy In =,
years.
PROPOSED IMPROVEMENTS.
ree years hence, the Weland Canal enlarge | en-
{ will be completed, and vessels Of 40 tons 10,
be able 70 come from the extremity Of the =
5, and discharge into canal-bOats at Osweso 20
rlally cheapening the cost Of transportation 10 Ill
York. The Erie Canal and its enlargement 10 mr.
40, while IL has performed its functions and r.
red the Western trade in New York city can M
no longer be used as a competitor of the Cana tn
route to Montreal. The large propellers on tn
voyages can carry freight for two mills per ton of
nile, with speed of ten miles an hour on the =,
eight on the rivers, and three on the canals gr
isve Of the time occupied in passing the locks cal
of which may be considered equal 10 a mile | ha
ira distance. With ships Of 200 tons on Lake -;
rio, and only $50 miles from Underwater at w
real. the enlarged Erie Canal from Oswego len
hardly be able to successfully compete. Bya
canal from Oswego to the Hudson, such ships
20 TO New York. Another project is to con-
uch ships from the St. Lawrence river. ten ten att
west Of Montreal, to Lake Champlan by a tic
canal Of thirty Ave miles and no locks and a.,
the lake TO the Hudson by similar canal with ~
lneks and bv a MY