and the counties west were greatly benefited by the construction of these canals. To impose tolls, then, upon produce seeking the NewYork market, from those counties not benefited by the lateral canals, would not be just.

It is somewhat difficult to adopt any principle which shall, in all respects, be perfectly equal. Yet the undersigned is of the opinion that, by exempting from tolls that portion of the southern tier of counties which derive no benefit from these canals, and imposing toll upon others who have been directly benefited, will be far more equitable and just than to exempt them all. If the State indebtedness is to be liquidated by a direct tax, it is manifestly unjust to tax that portion of our citizens which have never participated in the benefits of those works of internal improvement. The undersigned believes a proper discrimination may be made, so as nearly to equalize the whole matter, by selecting some point upon the Erie road where tolls shall commence. The village of Deposite, which is about thirtyfive or forty miles below Binghamton, on the line between the counties of Broome and Delaware, is very near the western extremity of the southern tier of counties which have received any direct benefit from the State works. To impose tolls on local freight, east of that point, would perhaps, be to tax a portion of our citizens without a just consideration. The undersigned would therefore propose that tolls be imposed upon all freight coming from the east, destined to any point west of Deposite; and that tolls should be imposed on all freight going east, from any point west of Deposite. In my opinion, such an arrangement would be equitable and fair. While it would impose tolls on freight which would otherwise find a market through our canals, it would at the same time leave the eastern portion of the southern tier, the free use of the Erie road for the purpose of transporting their produce to a market, free of tolls.

Let us now turn our attention to the Northern road, leading from Ogdensburgh to Rouse's Point, on the west shore of Lake Champlain. This road has been but recently opened the entire distance; consequently, sufficient time has not elapsed, to enable us to determine to what extent the road will have a tendency to divert trade from our canals. A glance at the map of the State will satisfy every one, that this road is of great importance, and is destined to divert largely from the trade of the Erie and Oswego canals.

To allow the Northern road to transport freight free of charge of tolls, is not only allowing them an undue advantage over other roads, but will also give to Boston an undue advantage over New-York, in the trade seeking an eastern market, through that channel. This, we submit, would be unjust to the citizens of our own State. It is a fact, well known, that a large amount of Boston capital has been invested in the construction of that road, doubtless with a view of diverting trade to that city. That road has been located with a view of securing that object. But a small portion of Northern New-York is in the least benefited by the road as located. Several of the most important places in the several counties through which it passes, have been avoided. The Northern road terminates within one mile of the Canada line. Can it be supposed, for a moment, that the eastern termination of the road would have been at Rouse's Point, for any other reason than to carry the trade passing over the Northern road, as far from the New-York market as possible?

It has been said that the most feasible route for the road from Ogdensburgh to Lake Champlain, would have made the eastern terminus at the village of Plattsburgh.

To divert the western trade from New-York to Boston, was the great object of their capitalists in investing their means in that great enterprize. The produce of the great west, that found its way to Boston through our canals, was subjected to canal tolls. This route will enable them to attain the same object, and avoid tolls. Will the State of New-York suffer this trade to be diverted to Boston, without tolls, while that portion of it coming to New-York is subject to tolls? Such a policy, in the opinion of the undersigned, would be unwise, to say the least. This line being a competitor with the Erie and Oswego canals, and also of the central line of railroads, should be subjected to the same restrictions. It may be said, that this road is so far from the canal and the central line of roads, that it cannot divert the trade to any considerable extent. If we are to judge from the published opinions of the friends of this project, such an argument is without foundation.

The undersigned begs leave to call the attention of the Senate to the following extracts on this subject, from a pamphlet published by the Hon. J. G. Hopkins, in 1845, showing the effect of the construction of this road upon western trade.

In relation to the Ogdensburgh railroad, the pamphlet says: question of momentous importance is presented to the business men and capitalists of Boston, whether they will avail themselves of the opportunity now afforded them of securing a direct particicipation in the trade of the Western States, and in the profits to arise from its transportation, by the construction of a continuous line of railroads from that city to Ogdensburgh, the foot of navigation of the great western lakes; and their careful attention is solicited to the following remarks and statements upon the subject.

All must admit that nothing can, at this day, contribute so much to the prosperity of Boston and New England generally, as the direct enjoyment of any considerable portion of the trade of the vast, fertile, and rapidly populating regions bordering on the great western lakes; nd certainly nothing can afford a more reliable and permanent source of profit to railroad investments and the carrying business, than that trade, the growth and future increase of which no human mind can estimate.

It will now be attempted to be shown that Boston has it in her power, by securing the construction of the proposed road to Ogdensburgh, and by that only, to secure to herself the advantages of a large share of that trade, as well as that of the rich mineral and agricultural region of nothern New York, and, at the same time secure direct communications with both the Canadas, and draw to herself the best part of the trade of those provinces that will be likely to pass through American ports. And further, that it affords an opportunity for profitable investment of capital, equal, if not superior, to any other railroad property in the United States."

On the subject of the Welland canal: "In seeking to impress you with the full force of the facts and arguments that may be presented,, it is necessary that one great leading feature of the subject should be fully kept in view; and that is, that the construction and enlargement of the Welland canal between Lakes Erie and Ontario is producing and must continue to produce, a vast change in the course of trade of the great lakes. Let your minds then be deeply impressed with the fact that, so far as regards the trade of those lakes, the Niagara Falls are broken down, and that wonder of the world obliterated from the map of commerce. Let it be borne in mind, that Buffalo is no longer the foot of navigation of these great inland seas, but that it is

a distinction now enjoyed by Ogdensburgh, a point at least 200 miles nearer than the former place to Boston; a point, in fact, as near to Boston as Buffalo is to Albany. Let it be remembered, that lake vessels and steam. propellers of the largest class on the lakes now sail from Ogdensburgh through Lakes Ontario, Erie. Huron, and Michigan, to Chicago, and back, performing a voyage of three thousand miles along a coast bounded by the most fertile and rapidly populating region on the globe, the future productions and trade of which will ever afford full employment to every avenue that can reasonably be constructed for its accommodation.”

"The mere increase of the trade of the western States (not including New-York) before the proposed road could with the greatest despatch be built, would, with the other business certain to go upon it, be more than could be transported upon a single track railway.

"That the enlargement of the Welland canal, when completed, as it is to be next spring, so as to admit the passage of vessels of 500 tons, will produce a great change in the trade of those lakes, is evident from the fact which appears from the document referred to, that in the last year, when it was as yet but partially enlarged, there was a falling off in the quantity of western agricultural productions shipped on the canal at Buffalo, while in the same period the quantity shipped by Lake Ontario and Oswego was nearly doubled. The quantity of merchandise sent by Buffalo also decreased, while that sent by Lake Ontario more than doubled. Of salt sent to western States, 31,600 tons was sent to Lake Ontario, and only 14,569 tons by Buffalo. (Report, page 148.)* These results, it is well known, have produced much excitement and alarm along the Erie canal."

"FREIGHT AND TIME.

By Oswego.

“Lake freight and Welland canal tolls (tolls being lately

20 cts.

reduced,)....

Freight, Oswego to Albany,

....

Canal tolls,

do

121

211

30

Railroad to Boston,.....

833

Report of the Auditor of the Canal Department of 1844.

By Ogdensburgh.

"Lake freight and Welland canal tolls from Cleveland to

"The results give the latter route a preference over the Buffalo route of 32 cents, and over the Oswego route of 183 cents.

As estimated above, the whole country bordering on Lake Champlain, and lying east of it, could be supplied with western flour by. the Ogdensburgh road with still greater profits.

Freight and tolls, Oswego to Albany, (as above,)....... 331⁄2 cts. Albany to ports on Lake Champlain, ..

16

491

"This would allow a charge of more than 43 cents by the Ogdensburgh road to Lake Champlain, and have preference over other routes. This would not only direct all the flour, but also the salt, ground plaster and fruits of the west over the same road, for the supply of the whole country around Lake Champlain. This, with the other business certain to go on it, would make that road a very productive one by itself, but connected with a continuous line east, would be vastly productive.

Time.

"This is another important advantage which the Ogdensburgh route would have over the others, and is a very material item in relation to flour and provisions. The time by the canals from Oswego to Albany is about five days, and from Buffalo about seven days, and one more at least from Albany to Boston, while from Ogdensburgh to Boston it would be no more than two days; an advantage sufficient to give it the preference, even with the same charges of transportation. How great a preference then, where there will be so great gain, both in time and cost.