266 REVIEWS. 



would thea assume a character which it has not at present, and the Caughnawaga 

 Canal would be a definite link of it. The necessity of the construction of this work 

 could then be urged. But it can scarcely be hoped that the New York Legislature 

 would desire to encourage an improvement which wonld create a formidable op- 

 position to the only great state work which it has to protect by legislation. The 

 Saint Lawrence has already proved a formidable rival to the New York Canal 

 system, and it seems there is no interest, particular or local, which would be 

 powerful enough to carry any measure at all injurious to the Erie Canal. Besides, 

 in estimating the chances of realizing any project, we must consider the outlay it 

 involves ; and certainly to increase the sixty-seven miles of the New York Canal 

 to the size of the proposed improvement of the Saint Lawrence Canals would 

 exact an expenditure of from twelve to fifteen millions of dollars. 



" It is convenient to state in this place the opposite view. The advocates of the 

 construction of the Caughnawaga Canal totally independent of the improvement 

 of the Whitehall navigation, argue in its favour with much ability. They contend 

 that it would at once take the Western grain trade both for the Eastern States 

 and for New York. 



" The New England States form the great mart for Western produce, which 

 now finds its way through the Erie Canal by Buffalo and Oswego, to New York ', 

 whence it generally passes by water to Boston and other ports on the north-east 

 coast. What is not taken by water is distributed by railway. It is argued that 

 the imperfections of this route are such, that were facilities given to reach Lake 

 Champlain, that route would be followed to Burlington — a distance by railway 

 from Boston 248 miles — at which point a transhipment would be made to the rail> 

 of the cargo or cereals ; the propeller at once obtaining return freight of New 

 England manufacturers for the west. A comparison of time is made in order to 

 shew that the 20,000 bushels of wheat or 6,000 barrels of flower would be at Bos- 

 ton long before it had even passed through the Erie Canal ; and under one phase 

 the favorable estimate is not to be disputed. But the element of time in this in- 

 stance is of secondary consideration. Yet are we so sure if a heavy railway traffic 

 of flour and grain passed over the railway there would be no delay I If the 

 transfer were direct from the propeller to the wheat car there would be a certain 

 guarantee of immediate transmission ; it WQuld however scarcely be possible 

 to count upon that connection, and it is a legitimate inferenee that the 

 natural period of the route would be much prolonged by circumstances. On the 

 other hand the present mode of traffic warrants the opinion, that the forwarder of 

 Western produce will cling to the water as long as he is able, unless compelled to 

 abandon it under extremely unfavorable circumstances. But should he desire to 

 transfer to the railway car his freight of breadstuffs for New England ; would it 

 not be profitable for him to do so at Ogdensburg — distant from Burhngton by 

 railway 158 miles ? This line was built with Boston capital to gain that traffic, 

 but it has not done so. It is true that the distance by the Caughnawaga Canal to 

 the same point would be very little in excess of the railway, 220 miles, of which 

 69 will be by canal. I at once admit that of the two routes to Burlington the 

 latter would be the best and cheapest ; and taking in view the necessity of tran- 

 shipment, the quickest. But I do not think that the comparison can be allowed to 

 remain in this limit. From Burhngton to Boston, via Vermont Central Railway, 



