New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1894-08-04


WIDENING AND DEEPENING
TIE ERIE. oswEGo AND
CHAPLAIN CANALS.
EDITOR OF The Tribune.
roiae read with care and exceeding interest
sr; no. verplancix Colvin addressed to me. and
lalr -, a., the columns of The Tribune OF the
is',..,~,o In that letter Mr.. Covin discusses the
- '' :, improving the canals OF this State. and
:sF". the construction by the State OF New
,;wJs ship canal along the route OF the present
N"soaI and also the construction OF another
ET rrs character connecting the ST. Law
~ 9TH the Hudson River Via Lake Champialn'
Hs<',a,.s accomplishments as an engineer. his
s.v manifested interest in the development
rss''"- sources Of the State. his well-known en-
~" enthusiasm in behalf OF everything which
tS SIC interest lead me to consider with more
- o-3,nary attention any proposition ne may
r~ Especially is this the case when MS
S' .,ufv IS enlisted IN the important question
re,,r,, transportation. Touching this particular
.as,s,,on OF Mr.. Covin's enthusiasm, however
ISL ~ believe that the probability or even the
Is"m NJ realization OF the colossal schemes
f's "a that c.ntleman appear 50 easy TO accom-
s nd hence become so extremely allnrins'
pa" loss closely analysed than II naturally
"a hs nv person of less sanguine tendencies.
y, enc first place II should be borne in mind mat
x.,,e advocated by Mr. Colvin involves the
!" .,,rres OF enormous sums OF money. The
a' 10 advocates ~ ever constructed. are ex-
snA, :. .os, an amount considerably larger than
F,,-e cost OF the Erie Canal from its inception
TX ." - ,be present time: and this enormous sum.
@sn .ccor5.,g 10 the opinions of men capable
,A. ~'s.,e mounts up to the dazzling figures OF
sa,oo and by others is estimated at
~ acroolD or s50o,OOo.ooo, will all
"a BE- raised by direct taxation
!, che real and personal property OF our
,,rs IN case Mr. Colvns plans are adopted
~. canal policy 81 the State. 1t may be said, in
-, that the sum required 10 put IN practice MT
r,v,n's theories is 50 large that IN lis contempa-
.As engineers themselves are in measure dis
-.,.a when facing the problem OF putting on pa
:. ,.ua,le data Of what the total expenditure OF
=, .,ar,r,sss would involve. There are so many
..-,a,ne5 elements OF cost In work OF that
-. .,d nacullar character that when estimates
- ,.da with the greatest care they are yet apt
rproye misleading.
ne thckly populated sections OF the STATE
.vs,sed by the Erie Canal, which is expected 20
:. the route OF the proposed ship canal from Lake
r "a t,dewater and the valuable characterof prop
,-v ,,,ersected especially in the numerous clues
s,.,sd all along the line. open field for specula-
A., &c regards the money outlay Of the under
,,t,,s not AZ all inviting 10 taxpayers. Especially
All ,hA uninvitng character of these figures 10 the
.,navers OF the State become apparent 10 an VINO
4l an interest in the canals when II is rememoereu
,,t uncommon hostility has already been dlsplaEfi
amusing the efforts OF the friends or the canais
whom endeavoring 10 obtain even extremely mod-
,.,n concentrations from recent Legislatures for
s,al IMPROVEMENT l am led 10 believe. too. that
-. present unprop,tious financial condition OF the
~un,-v has not been very PROMINENT in Mr.. Col
vn's study OF the possibilities attaching 10 this
s,h,sc, I may say indeed. that the captivating
character Of Mr.. Colvins theories has the enect
apparently OF cloudng. II not echps.ns altogether
he present financial situation. The ways anu
means Of the proposition-Or, 10 be more reau"F
UNDERSTOOD I might say the willingness or the TAX
,.vsrs % resnond 10 such calls as Mr.. Colvin's
,ans necessitate-do not seem 10 have weighed
efficiently r. that gentlemans mind 20 be even
nched uuon in his treatment Of the subject. TO my
midland MI Colyn Will pardon me for saying so
the financial part OF the question is the over
allowing and controlling one; II is the question
vtch has 10 be met. II stands at the threshold OF
undertaking. and. consequently needs first OF
Or be looked squarely in the face. Until 1t Is
rxcognzed and in degree mastered. or
ri there is better assurance than now that the
ssssary funds viii be available the discussion OF
ssy other branch Of the question Is simply idle.
r.ing nothing, and therefore waste Of time ana
sor
twill be perceived that up 10 this point have
aid nothing as 10 the respective merits OF snip
aaals and barge canals agencies OF pracucd-
sHy and economy. ! have deemed II unnecessary
discuss these features Of the question. for the
reason already prominent In this letter. VIZ tha'
ny opinion there is 10 probability at this time
q any serious thought in the direction of con-
sracdng ship canals across this State That idea
Progression, IL relates 10 Improvement Oh
acntes for moving commodities long distances
iat thereby cheapening cost OF transit seems 70
ave given way 10 radically changed Opil"OhS,, ~
believed now that there is much 10 De san ~
us1 0, canals adapted TO the passage y. "a -,
carrying say 80 600 tons. or barBcs OF apCul
we the capacity Of those now IN use on ,nT r',1s
"a Oswego canals, as promising the rnaH'iluii VI
sisapness as well convenience on long distance
Es Of inland navigation. -. H.. .,,o,
lhk ] am Justified in saying that ioI So
ses the drift Of opinion in all quarters but parucu
1IE among those who have studied the problem aii
r.r lives, IS decidedly the side OF large canals.
eheerfuly acknowledge, nevertheless, that Tor
an distances especially In connecting OCEANS OCEANS, W
4t.s, ship canals can render inestimable service
becoming agencies OF cheapened cost OF trans
saaiion This Is instaneed notably n me case he
nse relative reduction in the cost OF transit would
q follow the construction Of ship canal a0apIs
ssiy different In one case a short artificial
ualnel connects two large bodies OF open water
nile the other Is OF Itself so long that the compen-
sSnsier al the point Of transshipment. either az
s s;aao or Oswego. is trhing compared WI, wv,
saer Items Of entering into the caIcuiatVyil.
me TACT that lake craft are necessarily heaVy
r vts heavily ironed and heavily umDereI hr "a
sAs passages. renders them exceedingly SLOW Vi
sseuon through artificial channels. Besides these
sasoacks. the expense Of management ana OUT
- me Item Of interest and wear ana tear on d
IA, carrying so moro. In place OF one
,.zS''ying 30 tons would be large sum- ana IN
w ncgnent OF experienced navigators more thali
SSsS advantages derived from avoidance OF
,,'sSkng bulk and transferring cargo at points OF
uasshpment. II should be remarked in this con
49, .uon hat the limits Of a newspaper article 90
~" aunt OF arguing this branch OF the question:
s1s ss q, length. and | therefore pass II ~, ue-
ss..f however, 70 emphasize my belief that Darge
ss, PALS are more in favor Of long stretches OF haV-
ssssoh Than ship canals. They are more IN iaVor'
SH.suuse they believed 20 be capable or accom-
fsnlng the lowest attainable rate OF Transports
~ over inland waters. -
Va -. e9ntnuing this letter. let me say that the
e,Sod most in favor 20 meet present needs. ac-
s,as % my observation among practlcal neIi'
t.1IN OF improving the Erie Oswego ana Chain.
-, canals. as follows, viz, 70 compete pne
sss.inen'ng OF tho locks the Erie ana osweBo
se as at the same time deepening those cana :
vMang 10 the so-called Seymour plan 10 nine Iett
fseI and deepening also the Champain Can..i
inform depth OF seven feet. These Improve
~ Will not Involve a fabulous expenditure ~
81. nor DO they require any great Iehstn VI
-" complete them. believe recent estliilad g
fr< Superintendent OF Public Works. Tesp1nu-
t,.s resolution Of inquiry from the Consutu-
%rs convention. states the sum required ~ -