for 300 miles, one million, two hundred thousand dollars. The excavation needful to bring a column of water fifteen yards wide, and two yards deep, with sufficient descent from the Tanewanta, through the middle steep, will at the same rate cost two hundred and fifty thousand dollars. Thus to speak in round numbers, the canal, alone, might cost a million and a half, drawn through a favourable soil, lying conveniently without the opposition of rocks or other impediments. Many of these, however, must be expected, and will, perhaps double that sum. Another great expense is that of locks and aqueducts. It is said that the former will cost at the rate of one thousand dollars per foot of ascent for a vessel of fifty tons. This is believed to be a low estimate. At any rate, in a canal like the present, there must be a double set; one for the ascending and one for the descending navigation. Even then it is to be feared, that there will be much of embarrassment and delay. Thus the lockage being taken at two thousand dollars per foot, for three hundred and forty feet of descent and ascent, between lake Erie and Rome, will cost six hundred and eighty thousand dollars, should that waving course be deemed advisable. From Rome to Hudson's river, a descent of three hundred and eighty feet, will call for an addition of seven hundred and sixty thousand dollars. If, then, the locks be put at a million and a half, it is the lowest rate which can prudently be supposed. It would, indeed, be safer to set them at two millions. There will still remain for aqueducts, embankments and mounds, a considerable expenditure, which cannot at present be ascertained. To estimate the expense of aqueducts, it may be advisable to put the cubic yard of masonry at two dollars, and consider the aqueduct as solid mass. It is true, that not more, perhaps than one third of the materials required for a solid mass will be used. But the workmanship on those materials will be much more costly. Many of the stones must be hewn, and many clamped together with iron. Moreover, the expense, when such buildings are raised to a great height, is proportionately greater than when near the earth. An aqueduct over the Genesee may perhaps be one hundred and fifty yards long. But to avoid mistakes it will be more advisable to suppose two hundred. The height above mentioned is twenty-six feet. But as well to obviate mistakes, as for convenience of calculation, it may be taken at ten yards, and in order to preserve the full breadth of the canal, the aqueduct may be considered as twenty yards wide. Thus we have a result of forty thousand cubic yards of mason ry, which at two dollars, will require an expenditure of eighty thousand dollars A remark which will not escape the most cursory observer, is, that a single set of locks to ascend and descend five and twenty feet, will cost fifty thousand dollars, at the lowest estimation; and on the system of level canals, the descent in this case is sixty-five feet. Excepting the Genesee, no considerable aqueduct will be needful; because the streams from the lakes being equable, small arches may be turned over them, and the canal be carried along a mound of earth The expense of such mound must depend on the convenience of obtaining materials. Where hills of sufficient elevation in the neighbourhood give the advantage of running along wooden rail-ways, or where the transportation may be by boats, along the canal itself, a mound will cost but little compared to that which is raised solely by the labour of men and cattle. All estimates therefore which are not founded on exact local knowledge, must be vague and uncertain. Assuming however as a basis, the price of one dollar for eight cubic yards; to estimate the expense of a mound over the Cayuga lake, one hundred and thirty feet high, and sixty feet wide, on the top, with an inclination of five and forty degrees, in the descent of the side, we have at the base one hundred and ninety feet, giving a mean width of one hundred and twenty five; which, multiplied by the height one hundred and thirty, is sixteen thousand two hundred and fifty feet, or in round numbers, one thousand eight hundred square yards. These, at the eighth of a dollar each cubic yard, will cost for every yard of the mound in length, two hundred and twenty five dollars. Allowing, therefore, two thousand yards instead of a mile, so as to compensate for the expense of an arch two hundred feet long, with a span of fifty feet over the stream, and for other contingencies, the whole cost might be four hundred and fifty thousand dollars, perhaps half a million. Under the impression resulting from these observation, it is believed that one million of dollars would provide for every thing of this sort, so as to bring the canal to a reservoir near Hndson's river without locks, for four millions of dollars: a descent there, of from three to four hundred feet by locks, would cost, perhaps another million; or if it should be deemed more advisable to transport by railways, the water used for machinery would probably yield a rent sufficient to keep the canal in repair. But hitherto, this navigation has been contemplated no further than to the mouth of the Tanewanta, in Niagara river. From thence to Jake Erie, is ten miles, and the last mile, at the Black Rock rapid, is said to have, through part of a fall which is, on the whole, four feet, a rapidity of near seven miles an hour; so that vessels descending below it, may wait a whole season for wind sufficiently strong to get up. This obstacle, though great, does not appear insurmountable. Perhaps two wharves, similar to those which surround our cities, made impervious to the water, and sunk parallel to each other during the distance of one mile, with two pair of gates similar to those of dry doeks, placed so as that the upper one being shut, there shall be still water from below; and that the lower one shut, will make still water above, may fully answer the end. The cost, where wood and stone are so abundant, cannot be great; and as wood is not liable to rot under water, nor exposed in fresh water to the ravages of worms, the work may be sufficiently durable. On the whole, it is conceived that the expense of this national work may be five millions of dollars; a sum which does not, it is presumed, exceed five per cent of the value of the commodities, which, in less than a century, it will annually transport, should it be now commenced, so as duly to encourage population around the upper lakes. 1 The commissioners hope they shall be excused if, in this place, they advert to a question more important, perhaps, than any other. By whom shall the needful expense be supported? They take the liberty of entering their feeble protest against a grant to private persons or companies. Too great a national interest is at stake. It must not become the subject of a job, or a fund for speculation. Among many other objections there is one insuperable : that it would defeat the contemplated cheapness of transportation. It should always on occasions of this sort be recollected, that the reasons adduced for grants to individuals in Europe apply inversely here. Few of our fellow citizens have more money than they want, and of the many who want, few find facility in obtaining it. But the public can readily, at a fair interest, command any reasonable sum. Moreover such large expenditures can be more economically made under public authority, than by the care and vigilance of any compa ny. It remains therefore to determine whether this canal should be at the cost of this state or of the Union. If the state were not bound by the federal band with her sister states, she might fairly ask compensation from those who own the soil along the great lakes for the permission to cut this canal at their expense; or her statesmen might deem it still more advisable to make the canal at her own expense, and take for the use of it, a transit duty; raising or lowering the impost as circumstances might direct for her own advantage. This might be the better course if the state stood alone. But fortunately for the peace and happiness of all, this is not the case; we are connected by a bond which, if the prayers of good men are favourably heard, will be indissoluble. It becomes proper, therefore, to resort for the solution of the present question, to principles of distributive justice. That which presents itself is the trite adage, that those who participate in the benefit, should contribute to the expense. The commissioners presume not to go one step farther. The offers of individuals, already alluded to, shew their conviction of that equity by which the state is called on for her share. The wisdom as well as justice of the national legislature, will, no doubt, lead to the exercise on their part of prudent munificence; but the proportion, the conditions, the compact in short, must be the result of treaty. Whether the honourable the senate and assembly will take steps towards a negociation, and what these steps may be, it is in their wisdom to determine. All which is respectfully submitted, February, 1811. GOUV. MORRIS, S. V. RENSSELAER, W. NORTH, DE WITT CLINTON, THE preceding report having been made to the legislature at their last session, the following act was passed, relative to that important object, and the commissioners' named in the same, were appointed, for the consideration of all matters relating to the internal navigation of the state. An Act to provide for the improvement of the Internal Navigation of the State, passed April 8th, 1811. Whereas a communication by means of a canal naavigation, between the great lakes and Hudson's river, will encourage agriculture, promote commerce and manufactures, facilitate a free and general intercourse between the different parts of the United States, tend to the aggrandizement and prosperity of the country, and consolidate and strengthen the union: Therefore, 1. Be it enacted by the People of the State of New-York, represented in Senate and Assembly, that Gouverneur Morris, Stephen Van Rensselaer, De Witt Clinton, Simeon De Witt, William North, Thomas Eddy, Peter B. Porter, Robert R. Livingston, and Robert Fulton, shall be, and are hereby appointed commissioners, for the consideration of all matters relating to the said inland navigation, and in case of the resignation or death of any of the said commissioners, the vacancy shall be supplied by the person administering the government of this state. 2. And be it further enacted, That the said commissioners, or a majority of them, shall be and are hereby empowered to make application in behalf of this state, to the congress of the United States, or to the legislature of any state or territory, to co-operate and aid in this undertaking, and also to the proprietors of the land through which such navigation may be carried, for cessions or grants to the people of this state, to be received by the said commissioners in their discretion, and also, to ascertain whether loans can be procured on advantageous terms on the credit of this state, for the purpose afore said, and the terms on which the Western Inland Lock Navigation Company will surrender their rights and interests to the people of this state. 3. And be it further enacted, That the said commissioners shall be and hereby are empowered to employ engineers, surveyors and such other persons as in their opinion may be necessary, in order to enable |