Watery Highways and Metallic Intercourse

There is perhaps scarcely any feature in which the United States differ more from the nations of the Old World, than in the unlimited extent of their navigable waters, the value of which has been incalculably increased by the introduction of steam. By massing these waters together, we shall be the better able to appreciate their importance; but in endeavouring to do this, I can only offer an approximation as to the size of the lakes, from the want of any official information, in the absence of which I am forced to take my data from authorities that sometimes differ widely. I trust the following statement will be found sufficiently accurate to convey a tolerably correct idea.

The seaboard on each ocean may be estimated at 1500 miles; the Mississippi and its tributaries, at 17,000 miles; Lake Ontario, at 190 miles by 50; Lake Erie, at 260 miles by 60; Lake Huron, at 200 miles by 70; the Georgian Bay, at 160 miles, one half whereof is about 50 broad; Lake Michigan, at 350 miles by 60; and Lake Superior, at 400 miles by 160, containing 32,000 square miles, and almost capable of floating England, if its soil were as buoyant as its credit. All the lakes combined contain about 100,000 square miles. The rate at which the tonnage upon them is increasing, appears quite fabulous. In 1840 it amounted to 75,000 tons, from which it had risen in 1850 to 216,000 tons. Besides the foregoing, there are the eastern rivers, and the deep bays on the ocean board. Leaving, however, these latter out of the question, let us endeavour to realize in one sum the extent of soil benefited by this bountiful provision of Providence; to do which it is necessary to calculate both sides of the rivers and the shores of the lakes, which, of course, must be of greater extent than double the length of the lakes: nevertheless, if we estimate them at only double, we shall find that there are 40,120 miles washed by their navigable waters; and by the constitution of the Union these waters are declared to be “common property, for ever free, without any tax, duty, or impost whatever.”

The Americans are not free from the infirmities of human nature; and having got a “good thing” among them, in process of time it became a bone of contention, which it still remains: the Whigs contending that the navigable waters having been declared by the constitution “for ever free,” are national waters, and as such, entitled to have all necessary improvements made at the expense of the Union; their opponents asserting, that rivers and harbours are not national, but local, and that their improvements should be exclusively committed to the respective States. This latter opinion sounds strange indeed, when it is remembered that the Mississippi and its tributaries bathe the shores of some thirteen States, carrying on their bosoms produce annually valued at 55,000,000l. sterling, of which 500,000l. is utterly destroyed from the want of any sufficient steps to remove the dangers of navigation.

Mr. Ruggles has always been a bold and able advocate of the Whig doctrine of nationality; and, in a lecture delivered by him upon the subject, he states that during the recent struggle to pass the River and Harbour Bill through the Senate, Mr. Douglas, a popular democrat from Illinois, offered as a substitute an amendment giving the consent of Congress “to the levy of local tonnage dues, not only by each of the separate States, but even by the authorities of any city or town.” One can hardly conceive any man of the most ordinary intellect deliberately proposing to inflict upon his country the curse of an unlimited legion of custom-houses, arresting commerce in every bend of the river and in every bay of the sea; yet such was the case, though happily the proposition was not carried. How inferior does the narrow mind which made the above proposition in 1848 appear, when placed beside the prescient mind which in 1787 proposed and carried, “That navigable waters should be for ever free from any tax or impost whatever!”

One of the most extraordinary instances of routine folly which I ever read or heard of, and which, among so practical and unroutiney a people as the Americans, appears all but incredible, is the following: Congress having resisted the Harbour Improvement Bill, but acknowledged its duties as to certain lights and beacons, “Ordered, that a beacon should be placed on a rock in the harbour of New Haven. The engineer reported, that the cost of removing the rock would be less than the cost of erecting the beacon; but the President was firm a great party doctrine was involved, and the rock remains to uphold the beacon a naked pole, with an empty barrel at its head a suitable type of the whole class of constitutional obstructions."

The State of New York may fairly claim the credit of having executed one of the most if not the most valuable public works in the Union the Erie Canal. At the time of its first proposal, it received the most stubborn opposition, especially from that portion of the democratic party known by the appellation of “Barn-burners,” whose creed is thus described in a pamphlet before me: “All accumulations of wealth or power, whether in associations, corporate bodies, public works, or in the state itself, are anti-democratic and dangerous.... The construction of public works tends to engender a race of demagogues, who are sure to lead the people into debt and difficulty,” &c. The origin of their name I have not ascertained.

Another party, possessing the equally euphonical name of “Old Hunkers,” are thus described: “Standing midway between this wing of the Democracy and the Whig party, is that portion who have taken upon themselves the comfortable title of ‘Old Hunkers.’ The etymological origin of this epithet is already lost in obscurity. They embrace a considerable portion of our citizens who are engaged in banking and other active business, but at the same time decided lovers of political place and power. At heart they believe in progress, and are in favour of a liberal prosecution of works of improvement, but most generally disguise it, in order to win the Barn-burners’ votes. They are by no means deficient in intelligence or private worth, but are deeply skilled in political tactics; and their creed, if it is rightly understood, is that public works ought to be ‘judiciously’ prosecuted, provided they themselves can fill all the offices of profit or honour connected with their administration."

Such is the description given of these two parties by the pen of a political opponent, who found in them the greatest obstacles to the enlargement of the canal.

The name of De Witt Clinton will ever be associated with this great and useful work, by which the whole commerce of the ocean lakes is poured into the Hudson, and thence to the Atlantic. After eight years’ hard struggle, and the insane but undivided opposition of the city of New York, the law for the construction of the canal was passed in the year 1817. One opponent to the undertaking, when the difficulty of supplying water was started as an objection, assisted his friend by the observation, “Give yourself no trouble the tears of our constituents will fill it.” Many others opposed the act on the ground that, by bringing the produce of the States on the lake shores so easily to New York, the property of the State would be depreciated; which appears to me, in other words, to be they opposed it on the ground of its utility. Others again grounded their objections on the doubt that the revenue raised by the tolls would be sufficient to justify the expense. Fortunately, however, the act was carried; and in seven years, the canal, though not quite completed, was receiving tolls to the amount of upwards of 50,000l. In 1836 the canal debt was paid, and produce valued at 13,000,000l. of which 10,000,000l. belonged to the State of New York was carried through it; the tolls had risen to 320,000l. per annum, and 80,000l. of that sum was voted to be appropriated to the general purposes of the State, the total cost having been under one and a half million sterling.

One might imagine that such triumphant success would have made the State ready to vote any reasonable sum of money to enlarge it if required; but the old opponents took the field in force when the proposition was made. Even after a certain sum had been granted, and a contract entered into, they rescinded the grant and paid a forfeit to the contractor of 15,000l. It was in vain that the injury to commerce, resulting from the small dimensions of the canal, was represented to them; it was in vain that statistics were laid before them, showing that the 7,000,000 miles traversed by the 4500 canal-boats might, if the proposed enlargement took place, reduce the distance traversed to two millions of miles, and the boats employed to 1500; Barn-burners triumphed, and it was decided that the enlargements should only be made out of the surplus proceeds of the tolls and freight; by which arrangement this vast commercial advantage will be delayed for many years, unless the fruits of the canal increase more rapidly than even their present wonderful strides can lead one to anticipate, although amounting at this present day to upwards of 1,000,000l. yearly. Such is a short epitome of a canal through which, when the Sault St. Marie Channel between Lakes Superior and Huron is completed, an unbroken watery highway will bear the rich produce of the West from beyond the 90 deg. meridian of longitude to the Atlantic Ocean.

Although the Erie is perhaps the canal which bears the most valuable freight, it is by no means the greatest undertaking of the kind in the Union. The Chesapeake and Ohio canal, uniting Washington and Pittsburg, has nearly 400 locks, and is tunnelled four miles through the Alleghanies; and the Pennsylvania canal, as we have already seen in a former chapter, runs to the foot of the same ridge, and being unable to tunnel, uses boats in compartments, and drags them by stationary engines across the mountains. Nothing daunts American energy. If the people are once set upon having a canal, go ahead it must; cant is an unknown expression.

However important the works we have been considering may be to the United States, there can be no doubt that railways are infinitely more so; I therefore trust the following remarks upon them may have some interest.

By the statement of the last Census, it appears that there are no less than 13,266 miles of railroad in operation, and 12,681 in progress, giving a total of nearly 26,000 miles; the cost of those which are completed amounts to a little less than 75,000,000l., and the estimate for those in progress is a little above 44,000,000l. We thus see that the United States will possess 26,000 miles of railroad, at the cost of about 120,000,000l. In England we have 8068 miles of railway, and the cost of these amounts to 273,860,000l., or at the rate of 34,020l. per mile. This extraordinary difference between the results produced and the expenses incurred requires some little explanation. By the Census report, I learn that the average expense of the railways varies in different parts of the Union; those in the northern, or New England States, costing 9250l. per mile; those in the middle States, 8000l.; and those in the southern and western States, 4000l. per mile. The railway from Charleston to Augusta, on the Savannah River, only cost 1350l. per mile. From the above we see clearly that the expenses of their railways are materially affected by density of population and the consequent value of land, by the comparative absence of forest to supply material, and by the value of labour. If these three causes produce such material differences in a country comparatively unoccupied like the United States, it is but natural to expect that they should be felt with infinitely more force in England. Moreover, as it has been well observed by Captain D. Galton, R.E., “railways originated in England, and therefore the experience which is always required to perfect a new system has been chiefly acquired in this country, and has increased the cost of our own railways for the benefit of our neighbours.”

When all the foregoing facts are taken into consideration, it must appear clear to the reader, that until the efficiency of the work done, the actual number of miles of rail laid down, and the comfort enjoyed are ascertained, any comparison of the relative expenses of the respective railways must be alike useless and erroneous; at the same time, it can scarcely be denied that it is impossible to give the Republic too much credit for the energy, engineering skill, and economy with which they have railway-netted the whole continent. Much remains for them to do in the way of organizing the corps of officials, and in the erection of proper stations, sufficient at all events, to protect travellers from the weather, for which too common neglect the abundance of wood and their admirable machinery leave them without excuse; not that we are without sin ourselves in this last particular. The uncovered station at Warrington is a disgrace to the wealthy London and North Western Company, and the inconveniences for changing trains at Gretna junction is even more disreputable; but these form the rare exceptions, and as a general rule, there cannot be the slightest comparison between the admirably arranged corps of railway servants in England, and the same class of men in the States; nor between the excellent stations in this country, and the wretched counterpart thereof in the Republic. Increased intercourse with Europe will, it is to be hoped, gradually modify these defects; but as long as they continue the absurd system of running only one class of carriage, the incongruous hustling together of humanities must totally prevent the travelling in America being as comfortable as that in the Old World.

Let us now turn from that which carries our bodies at the rate of forty miles an hour, to that last giant stride of science by which our words are carried quick as thought itself the Telegraph. The Americans soon discovered that this invention was calculated to be peculiarly useful to them, owing to their enormous extent of territory; and having come to this conclusion, their energy soon stretched the electric messenger throughout the length and breadth of the land, and by the last Census the telegraphic lines extend 16,735 miles, and the length of wires employed amounts to 23,281. The Seventh Census gives the expense of construction as 30l. per mile. The systems in use are Morse’s, House’s, and Bain’s; the two former of American invention, the latter imported from this country. Of these three the system most generally employed is Morse’s, the others being only worked upon about 2000 miles each. It would be out of place to enter into any scientific explanation of their different methods in these pages; suffice it to say, that all three record their messages on ribands of paper; Morse employing a kind of short-hand symbol which indents the paper; Bain, a set of symbols which by chemical agency discolour the paper instead of indenting it; and House printing Roman letters in full by the discolouring process. Those who wish for details and explanations, will find them in the works of Dr. Lardner and others on the Telegraph.

The following anecdote will give some idea of the rapidity with which they work. A house in New York expected a synopsis of commercial news by the steamer from Liverpool. A swift boat was sent down to wait for the steamer at the quarantine ground. Immediately the steamer arrived, the synopsis was thrown into the boat, and away she went as fast as oars and sails could carry her to New York. The news was immediately telegraphed to New Orleans and its receipt acknowledged back in three hours and five minutes, and before the steamer that brought it was lashed alongside her wharf. The distance to New Orleans by telegraph is about 2000 miles. The most extensive purchases are frequently made at a thousand miles distance by the medium of the telegraph. Some brokers in Wall-street average from six to ten messages per day throughout the year. I remember hearing of a young officer, at Niagara Falls, who, finding himself low in the purse, telegraphed to New York for credit, and before he had finished his breakfast the money was brought to him. Cypher is very generally used for two reasons; first, to obtain the secrecy which is frequently essential to commercial affairs; and secondly, that by well-organized cypher a few words are sufficient to convey a long sentence.

Among other proposed improvements is one to transmit the signature of individuals, maps and plans, and even the outlines of the human face, so as to aid in the apprehension of rogues, &c. By a table of precedence, Government messages, and messages for the furtherance of justice and detection of criminals, are first attended to; then follow notices of death, or calls to a dying bed; after which, is the Press, if the news be important; if not, it takes its turn with the general, commercial, and other news. The wires in America scorn the railway apron-strings in which they are led about in this country. They thread their independent course through forests, along highways and byways, through streets, over roofs of houses, everybody welcomes them, appearance bows down at the shrine of utility, and in the smallest villages these winged messengers are seen dropping their communicative wires into the post-office, or into some grocer’s shop where a ’cute lad picks up all the passing information which is not in cypher and probably retails it with an amount of compound interest commensurate with the trouble he has taken to obtain it. There is no doubt that many of these village stations are not sure means of communication, partly perhaps from carelessness, and partly from the trunk arteries having more important matter to transmit, and elbowing their weaker neighbours out of the field. Their gradual increase is, however, a sufficient proof that the population find them useful, despite the disadvantages they labour under. In some instances, they have shown a zeal without discretion, for a friend of mine, lately arrived from the Far West, informs me, that in many places the wires may be seen broken, and the poles tumbling down for miles and miles together, the use of the telegraph not being sufficient even to pay for the keeping up. This fact should be borne in mind when we give them the full benefit of the 16,735 miles according to their own statement in The Seventh Census.

The very low tariff of charge renders the use of the telegraph universal throughout the Union. In Messrs. Whitworth’s and Wallis’s report, they mention an instance of a manufacturer in New York, who had his office in one part of the town and his works in an opposite direction, and who, to keep up a direct communication between the two, erected a telegraph at his own expense, obtaining leave to carry it along over the tops of the intervening houses without any difficulty. The tariff alluded to above will of course vary according to the extent of the useful pressure of competition. I subjoin two of their charges as an example. From Washington to Baltimore is forty miles, and the charge is 10d. for ten words. From New York to New Orleans is two thousand miles, and the charge for ten words is ten shillings. It must be remembered that these ten words are exclusive of the names and addresses of the parties sending and receiving the message.

The extent to which the telegraph is used in the United States, induced those interested in the matter in England to send over for the most competent and practical person that could be obtained, with the view of ascertaining how far any portion of the system employed by them might be beneficially introduced into our country. The American system is that of the complete circuit, and therefore requiring only one wire; and the patent of Bain was the one experimented with, as requiring the slightest intensity of current. After considerable expense incurred in trials, the American system was found decidedly inferior to our own, solely owing to the humidity of our climate, which, after repeated trials, has been found to require a far more perfect insulation than is necessary either in the United States or on the Continent, and therefore requiring a greater outlay of capital in bringing the telegraphic wire into a practical working state; 260 miles is the greatest length that a battery is equal to working in this country in the worst weather.

Bain’s system was formerly not sufficiently perfected to work satisfactorily in our climate; recent improvements are removing those objections, and the employment of it is now rapidly increasing. The advantages that Bain’s possesses over Morse’s are twofold: first, the intensity of current required to work it is lighter; and secondly, the discoloration it produces is far more easily read than the indentations of Morse’s. The advantage Morse’s possesses over Bain’s is, that the latter requires damp paper to be always ready for working, which the former does not. The advantage Cook and Wheatstone’s possesses over both the former is, that it does not demand the same skilled hands to wind and adjust the machine and prepare the paper; it is always ready at hand, and only needs attention at long intervals, for which reasons it is more generally employed at all minor and intermediate stations; its disadvantages are, that it does not trace the message, and consequently leaves no telegraphic record for reference, and it requires two wires, while Bain’s or Morse’s employs but one; the intensity of the current required to work it is the same as Bain’s, and rather less than Morse’s. All three admit of messages going the whole length of the line being read at all intermediate stations. The proportion of work capable of being done by Bain’s, as compared with Cook and Wheatstone’s, is: Bain’s and one wire = 3; Cook and Wheatstone’s and two wires = 5. But if Bain’s had a second wire, a second set of clerks would be requisite to attend to it. The errors from the tracing telegraph are less than those from the magnetic needle; but the difference is very trifling. No extra clerk is wanted by Cook and Wheatstone’s, as all messages are written out by a manifold writer. Every message sent by telegraph in England has a duplicate copy sent by rail to the “Clearing Office,” at Lothbury, to be compared with the original; thanks to which precaution, clerks keep their eyes open, and the public are efficiently protected from errors.

How strange it is, that with the manifest utility of the telegraph in case of fire, and the ease with which it could be adapted to that purpose as it has now been for some years in Boston the authorities take no steps to obtain its invaluable services. The alarm of fire can be transmitted to every district of London at the small cost of 350l. a-year. The most competent parties are ready to undertake the contract; but it is too large a sum for a poor little village, with only 2,500,000 of inhabitants, and not losing more than 500,000l. annually by fires, to expend. The sums spent at St. Stephen’s in giving old gentlemen colds, and in making those of all ages sneeze from underfoot snuff in other words, the attempt at ventilation, which is totally useless has cost the country more than would be necessary to supply this vast metropolis with telegraphic wire communication for a century.

In conclusion, I must state that in this country several establishments and individuals have their own private telegraphs, in a similar manner to that referred to at New York, and many more would do the same, did not vested interests interfere.